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Service Team, Inc                      Atlanta Prius

AUTOMOTIVE REPAIR                                                                                     HYBRID BATTERY SERVICE CENTER

Diagonstic trouble codes (dtc) toyota prius 20

DTC P0500: VEHICLE SPEED SENSOR "A"

The speed sensor for the skid control ECU detects wheel speed and sends appropriate signals to the skid control ECU.

The skid control ECU converts these wheel speed signals into 4-pulse signals and outputs them to the hybrid vehicle control ECU via the combination meter.

The hybrid vehicle control ECU determines vehicle speed based on the frequency of these pulse signals.

DTC P0571: BRAKE SWITCH "A" CIRCUIT

When the brake pedal is depressed, the stop lamp switch sends a signal to the hybrid vehicle control ECU. Receiving the signal, the hybrid vehicle control ECU cancels the cruise control. Even if there is a malfunction in the stop lamp signal circuit while the cruise control is in operation, normal driving is maintained due to failsafe function.

Cruise control is cancelled when positive battery voltage is applied to terminal STP.

When the brake pedal is depressed, positive voltage is applied to terminal STP of the hybrid vehicle control ECU through the STOP fuse and the stop lamp switch, and the hybrid vehicle control ECU cancels the cruise control.

When the brake pedal is released, positive voltage is applied to terminal ST1- of the hybrid vehicle control ECU through the IGN fuse and the stop lamp switch, and the hybrid vehicle control ECU operates the cruise control.

DTC P0607: CONTROL MODULE PERFORMANCE

DTC 0607 is stored when an internal abnormality of the hybrid vehicle control ECU is detected.


DTC B1200: BODY ECU COMMUNICATION STOP

This DTC is detected when communication between the multiplex network body ECU and gateway ECU stops for more than 10 seconds.


DTC B1207: SMART ECU COMMUNICATION STOP

This DTC is detected when communication between the smart ECU and gateway ECU stops for more than 10 seconds.


DTC B1210: POWER SOURCE CONTROL ECU COMMUNICATION STOP

This DTC is detected when communication between the power source control ECU and gateway ECU stops for more than 10 seconds.


DTC B1214, B1215: DOOR SYSTEM COMMUNICATION BUS MALFUNCTION (+B SHORT/GND SHORT)

DTCS B1214 and B1215 are detected when +B and body ground is short-circuited on the door system communication bus. Detecting this condition will disable the door system communication bus (BEAN) and output some diagnosis codes.


DTC B1248: AVC-LAN COMMUNICATION IMPOSSIBLE

This DTC is detected when communication is impossible between the radio and player ECU and gateway ECU.


DTC B1260: TRANSMISSION CONTROL ECU COMMUNICATION STOP

This DTC is detected when communication between the transmission control ECU and gateway ECU stops for more than 10 seconds.


DTC B1262: A/C ECU COMMUNICATION STOP

This DTC is detected when communication between the A/C control assy (A/C ECU) and gateway ECU stops for more than 10 seconds.


DTC B1271: COMBINATION METER ECU COMMUNICATION STOP

This DTC is detected when communication between the combination meter assy (meter ECU) and gateway ECU stops for more than 10 seconds.


DTC B1294: IMMOBILIZER ECU COMMUNICATION STOP

This DTC is detected when communication between the transponder key ECU (immobilizer ECU) and gateway ECU stops more than 10 seconds.

DTC C0200/31, C0205/32: RIGHT/LEFT FRONT SPEED SENSOR CIRCUIT

The speed sensor detects wheel speed and sends the appropriate signals to the ECU. These signals are used to control the ABS control system. The front and rear rotors have 48 serrations, respectively.

When the rotors rotate, the magnetic field emitted by the permanent magnet in the speed sensor generates an AC voltage. Since the frequency of this AC voltage changes in direct proportion to the speed of the rotor, the frequency is used by the ECU to detect the speed of each wheel.


DTC C0210/33, C0215/34: RIGHT/LEFT REAR SPEED SENSOR CIRCUIT

Refer to DTC C0200/31, C0205/32 on DTC C0200/31 RIGHT FRONT SPEED SENSOR CIRCUIT DTC C0205/32 LEFT FRONT SPEED SENSOR CIRCUIT .


DTC C1202/68: BRAKE FLUID LEVEL LOW

When a fluid level drop in the master cylinder reservoir is detected, the signal is input to the skid control ECU. When the DTC for the fluid level drop is memorized, the warning is canceled if the fluid level returns to normal and the other DTCs are not input.


DTC C1203/95: ENGINE CONTROL SYSTEM COMMUNICATION CIRCUIT MALFUNCTION


DTC C1210/36, C1232/32, C1234/34, C1243/43, C1244/44, C1245/45, C1336/39, C1381/97: ZERO POINT CALIBRATION OF YAW RATE SENSOR UNDONE, MALFUNCTION IN DECELERATION SENSOR, MALFUNCTION IN YAW RATE SENSOR & OPEN OR SHORT IN DECELERATION SENSOR CIRCUIT

The yaw rate (deceleration) sensor detect any gravity applied to the vehicle and transmit the signal to the skid control ECU via CAN communication system (vehicle equipped with Enhanced VSC).

The deceleration sensor is built into the yaw rate sensor and detects the vehicle condition in the 2 systems (GL1.GL2).

When a malfunction occurs in the communication line with the yaw rate sensor, DTC U0123/62 (yaw rate sensor communication malfunction) and DTC U0124/95 (deceleration sensor communication malfunction) are output.

DTC C1231/31: MALFUNCTION IN STEERING ANGLE SENSOR CIRCUIT

The skid control ECU inputs the steering sensor signal through the CAN communication. When a malfunction occurs in the communication line with the steering sensor, DTC U0126/63 (malfunction in communication with steering angle sensor) is output.


DTC C1235/35, C1236/36, C1238/38, C1239/39: FOREIGN MATTER IS ATTACHED ON TIP OF RIGHT/LEFT FRONT SENSOR

The speed sensor detects wheel speed and sends the appropriate signals to the ECU. These signals are used to control the ABS control system. The front and rear rotors have 48 serrations respectively.

When the rotors rotate, the magnetic field emitted by the permanent magnet in the speed sensor generates an AC voltage. Since the frequency of this AC voltage changes in direct proportion to the speed of the rotor, the frequency is used by the ECU to detect the speed of each wheel.

When foreign matter adheres to the speed sensor tip or sensor rotor, or the rotor teeth are chipped, these DTCs are output. An abnormal waveform input from the sensor determines these conditions.

These DTCs may be detected when a malfunction occurs in the connector terminals or wire harness of the speed sensor circuit.


DTC C1241/41, C1242/42: LOW BATTERY POSITIVE VOLTAGE OR ABNORMALLY HIGH BATTERY POSITIVE VOLTAGE & IG2 POWER SOURCE CIRCUIT

These codes are memorized when the power source voltage for the skid control ECU drops or the voltage for the ABS No.1, ABS No.2 relay operation drops.

Codes may be memorized when the voltage of the auxiliary battery temporarily drops.

When the power source voltage is too high, the skid control ECU stops functioning and outputs no DTCs, and the ABS and BRAKE warning light remain on.

HINT: DTC C1256/56 (accumulator low voltage malfunction) may be memorized if the power source voltage drops.

DTC C1246/46, C1364/61: MALFUNCTION IN MASTER CYLINDER PRESSURE SENSOR & MALFUNCTION IN W/C PRESSURE SENSOR

The master cylinder pressure sensor and the wheel cylinder pressure sensor are built into the brake actuator, and measure the master cylinder pressure and the wheel cylinder pressure send to the skid control ECU.


DTC C1247/47, C1392/48: MALFUNCTION IN STROKE SENSOR & UN-CORRECTION OF A ZERO POINT OF THE STROKE SENSOR

The stroke sensor inputs the pedal stroke into the skid control ECU.


DTC C1249/49: OPEN CIRCUIT IN STOP LIGHT SWITCH CIRCUIT

The skid control ECU inputs the stop lamp switch signal and detects braking condition.

The skid control ECU has a circuit for open detection inside. The skid control ECU outputs the DTC if it detects an open in the stop lamp signal input line when the stop lamp switch is off or an open in the stop lamp circuit (GND side).


DTC C1252/52, C1253/53: BRAKE BOOSTER PUMP MOTOR ON TIME ABNORMALLY LONG & BRAKE BOOSTER PUMP MOTOR CIRCUIT

The skid control ECU detects decreases in the accumulator pressure according to the data from the accumulator pressure sensor, and then starts and stops the pump motor by operating the motor relay.

The skid control ECU usually drives the motor relay 1 for ECB control, and the motor relay 2 for ABS control. If either is malfunctioning, the other substitutes.


DTC C1256/57: ACCUMULATOR LOW PRESSURE

The accumulator pressure sensor is built into the actuator and detects the accumulator pressure.

The skid control ECU turns on the Brake Control warning lamp and sounds the skid control buzzer if it senses a decrease in the accumulator pressure.

DTC C1259/58, C1310/51: HV SYSTEM REGENERATIVE MALFUNCTION & MALFUNCTION IN HV SYSTEM

The skid control ECU communicates with the hybrid control ECU and controls braking force according to the motor's regenerative force.

The skid control ECU sends Enhanced VSC signal to the hybrid control ECU and inputs operating signal from the hybrid control ECU.

The skid control ECU uses CAN communication for communication with the hybrid control ECU. If a communication malfunction is memorized, the skid control ECU prohibits Enhanced VSC operation and a part of ECB control by fail safe function.

C1259/59 is stored if the power switch ON (READY) with the HV battery service plug disconnected.


DTC C1300: MALFUNCTION IN ECU

The skid control ECU outputs this DTC if malfunctions are found in the circuit inside the computer by self-diagnosis.


DTC C1311/11, C1312/12, C1313/13, C1314/14: OPEN/SHORT CIRCUIT IN MAIN RELAY 1 & OPEN/SHORT CIRCUIT IN MAIN RELAY 2

ABS main relay 1 (ABS No.1 relay) supplies power to the changeover solenoid and the linear solenoid.

ABS main relay 2 (ABS No.2 relay) goes on for approximately 5 seconds after the power switch is turned off and the braking effort signal input is terminated. ABS main relay 2 (ABS No.2 relay) supplies electricity and maintains operating condition for the brake system when the power switch is off.


DTC C1315/31, C1316/32, C1352/21, C1353/23, C1354/25, C1355/27, C1356/22, C1357/24, C1358/26, C1359/28: CHANGEOVER SOLENOID MALFUNCTION (SMC1/SMC2), INCREASING PRESSURE SOLENOID MALFUNCTION (FR/FL/RR/RL) & DECREASING PRESSURE SOLENOID MALFUNCTION (FR/FL/RR/RL)

Each solenoid adjusts pressure which affects each wheel cylinder according to signals from the skid control ECU and controls the vehicle.

The master cut solenoid (SMC 1/2) is closed and blocks the master cylinder pressure from the ECB control pressure when the system is normal. The master cut solenoid is open and sends the master cylinder fluid pressure to the non-assisted brake wheel cylinders during the fail safe due to system malfunction.


DTC C1319/35: CHANGEOVER SOLENOID MALFUNCTION

The stroke simulator solenoid (SCSS) generates pedal reactive effort during ECB control. If one of the 4 wheels loses brake booster function, the stroke simulator operation is prohibited.

DTC C1341/62, C1342/63, C1343/64, C1344/65: MALFUNCTION IN HYDRAULIC SYSTEM (FR/FL/RR/RL)

The skid control ECU controls braking force according to the hybrid system regenerative braking force and inputs the fluid pressure necessary for operating each wheel cylinder according to the wheel cylinder pressure sensor.

DTCs may be stored if brake fluid leaks, wheel cylinder vibrates due to uneven wear of the brake disc rotor, or foreign matter enters the solenoid valve.

DTCs may be stored if the line pressure drops during air bleeding.


DTC C1345/66, C1368/67: NOT LEARNING LINEAR VALVE OFF SET ABNORMALITY & LINER VALVE OFFSET MALFUNCTION

The skid control ECU stores and corrects the difference in each individual part such as the stroke sensor, actuator solenoids, and stroke simulator solenoid. Perform initialization of linear solenoid valve and calibration if these parts are replaced.

The skid control ECU inputs the shift position P signal.


DTC C1365/54: MALFUNCTION IN ACC PRESSURE SENSOR

The accumulator (ACC) pressure sensor is built into the brake actuator.

The skid control ECU detects the accumulator pressure from the data sent from the accumulator pressure sensor, and then runs and stops the pump motor by operating the motor relay.

DTCs may be output if the accumulator pressure drops due to frequent braking (this is not a malfunction).


DTC C1377/43: CAPACITOR MALFUNCTION

The brake control power supply assy (capacitor) provides auxiliary power for brake control when an auxiliary battery (12 V) voltage drops.


DTC C1378/44: CAPACITOR COMMUNICATION CIRCUIT MALFUNCTION

The brake control power supply assy (capacitor) provides auxiliary power for brake control when an auxiliary battery (12 V) voltage drops.

The FAIL and ENA line are placed between the skid control ECU and the brake control power supply assy.

Signals indicating that the brake control power supply is in auxiliary mode are sent to the skid control ECU through the FAIL line.

Charge permit prohibition signals are sent to the brake control power supply through the ENA line.

DTC C1391/69: ABNORMAL LEAK OF ACC PRESS

The DTC is stored if a brake fluid, internal or other leak is detected due to improper sealing in the actuator. Internal leakage is suspected if the pump motor operates frequently without braking.


BRAKE CONTROL WARNING LIGHT CIRCUIT (REMAINS ON)

The skid control ECU is connected to the combination meter via CAN and Multiplex communications. Informs the driver when there is trouble with ECB or a problem with the brake system that has no influence on driving, by turning on.


ABS WARNING LIGHT CIRCUIT (REMAINS ON)

Inform the driver that there is trouble with ABS by illuminating the ABS warning light.

When DTC output is normal and the ABS warning lamp remains on, perform troubleshooting as indicated below.


VSC WARNING LIGHT CIRCUIT (REMAINS ON)

Inform the driver that there is trouble with Enhanced VSC by illuminating the VSC warning light.

When DTC output is normal and the VSC warning lamp remains on, perform troubleshooting as indicated below.


DTC P0560: SYSTEM VOLTAGE

The battery power is constantly supplied to the AM terminal of the battery ECU for the purpose of maintaining the DTCs and freeze frame data in memory. This voltage is supplied as a backup even if the power switch is turned OFF.


DTC P0A1F: BATTERY ENERGY CONTROL MODULE

For the purpose of calculating the SOC (state of charge) of the HV battery and ensuring safety in the event of malfunction in the HV battery assembly, the battery ECU provides the following control functions:

• SOC calculation

The battery ECU calculates the SOC by estimating the charging and discharging amperage and monitoring other values.

• Cooling fan control

The battery ECU controls the battery blower assembly in order to protect the HV battery assembly from the heat that is generated during charging and discharging. By maintaining a stable temperature, it promotes the effective operation of the HV battery assembly.

• HV battery assembly malfunction monitoring

If the battery ECU detects malfunction, it protects the HV battery assembly by limiting or stopping the charging or discharging of the HV battery in accordance with the temperature or voltage of the HV battery assembly.

DTC P0A7F: HYBRID BATTERY PACK DETERIORATION

The battery ECU calculates the SOC (state of charge) of the HV battery by estimating the amperage that flows into the HV battery and monitoring other values.

The battery ECU sends the calculated SOC to the HV control ECU. The HV control ECU charges and discharges the HV battery depending on driving patterns based on the information sent by the battery ECU.


DTC P0A80: REPLACE HYBRID BATTERY PACK

The HV battery assembly consists of nickel hydride batteries. Nickel hydride batteries do not require external charging. The SOC (state of charge) of the HV battery is maintained at a constant voltage level by the HV control ECU while the vehicle is being driven. In the HV battery assembly, 28 modules are connected in series, and each module has six 1.2 V cells that are connected in series. Thus, the HV battery assembly contains a total of 168 cells which produce 201.6 V. The battery ECU, which monitors two modules as a single battery block, detects the battery block voltage at a total of 14 locations.


DTC P0A81: HYBRID BATTERY PACK COOLING FAN 1

See DTC P0A85 HYBRID BATTERY PACK COOLING FAN 1 .


DTC P0A82: HYBRID BATTERY PACK COOLING FAN 1

The cooling air flows into the inlet on the right of the rear seat and travels through an intake duct to the battery blower assembly on the right surface of the luggage compartment. Furthermore, the cooling air travels through an intake duct (which connects the battery blower assembly to the upper right surface of the HV battery assembly) and flows to the HV battery assembly.

The cooling air flows from the top to the bottom between the HV battery modules. After it has cooled the modules, it is discharged from the bottom right surface of the HV battery assembly.

The exhaust air travels through an exhaust duct on the right surface of luggage compartment and is discharged into the cabin as well as outside of the vehicle.

The battery ECU uses battery temperature sensors in order to detect the temperature of the HV battery assembly. Based on the results of this detection, the battery ECU controls the battery blower assembly. (Thus, the battery blower assembly starts when the HV battery temperature rises to a predetermined level.)


DTC P0A85: HYBRID BATTERY PACK COOLING FAN 1

The blower motor controller regulates the voltage of the battery blower assembly. The blower motor controller has fins made of aluminum. The exhaust air from the HV battery assembly that flows through the quarter vent duct cools the blower motor controller, which is installed in the quarter vent duct.

The current flows from the FCTL1 terminal of the battery ECU to the relay coil of the battery blower relay No. 1 and as the contact point of the relay closes, the power is supplied to the battery blower assembly.

When a fan actuation signal is transmitted from the battery ECU, the blower motor controller adjusts voltage (VM) which is applied to the battery blower assembly in order to get the requested fan speed. The adjusted voltage is also transmitted to the VM terminal of the battery ECU in the form of a monitoring signal. The blower motor controller corrects the voltage at the blower motor by monitoring voltage at the +B terminal of the battery blower assembly.

DTC P0A95: HIGH VOLTAGE FUSE


DTC P0A9B: HYBRID BATTERY TEMPERATURE SENSOR CIRCUIT

Three battery temperature sensors are located on the bottom of the HV battery assembly. The resistance of the thermistor, which is enclosed in each battery temperature sensor, changes in accordance with the changes in the temperature of the HV battery assembly. The lower the battery temperature, the higher the resistance of the thermistor. Conversely, the higher the temperature, the lower the resistance.

The battery ECU uses the battery temperature sensors to detect the temperature of the HV battery assembly. Based on the results of this detection, the battery ECU controls the battery blower assembly. (Thus, the blower fan starts when the HV battery temperature rises to a predetermined level.)


DTC P0AAC: HYBRID BATTERY PACK AIR TEMPERATURE SENSOR "A" CIRCUIT

The intake air temperature sensor is provided on the HV battery assembly. Its resistance value varies with the changes in the intake air temperature. The characteristics of the intake air temperature sensor are the same as the battery temperature sensors (see DTC P0A9B HYBRID BATTERY TEMPERATURE SENSOR CIRCUIT for details).

The battery ECU uses the signals from the intake air temperature sensor for adjusting the air flow speed of the battery blower assembly.


DTC P3011, P3012, P3013, P3014, P3015, P3016, P3017, P3018, P3019, P3020, P3021, P3022, P3023, P3024: BATTERY BLOCK 1-14 BECOMES WEAK

See DTC P0A80 REPLACE HYBRID BATTERY PACK .


DTC P3030: DISCONNECTION BETWEEN BATTERY AND ECU

See DTC P0A80 REPLACE HYBRID BATTERY PACK .


DTC P3056: BATTERY CURRENT SENSOR CIRCUIT MALFUNCTION

The battery current sensor, which is mounted on the negative cable side of the HV battery assembly, detects the amperage that flows into the HV battery. The battery current sensor inputs a voltage (which varies between 0 to 5 V in proportion to the amperage) into the IB terminal of the battery ECU. An output voltage of the battery current sensor below 2.5 V indicates that the HV battery assembly is being charged, and above 2.5 V indicates that the HV battery assembly is being discharged.

The battery ECU determines the charging and discharging amperage of the HV battery assembly based on the signals that are input to its IB terminal, and calculates the SOC (state of charge) of the HV battery through the estimation of the amperage.

DTC U0100, U0293: LOST COMMUNICATION WITH ECM/PCM "A" & LOST COMMUNICATION WITH HYBRID VEHICLE CONTROL SYSTEM

The battery ECU receives signals from the HV control ECU, ECM, and gateway ECU via CAN (Controller Area Network) communication.


DTC P0560: SYSTEM VOLTAGE

The battery power is constantly supplied to the AM terminal of the battery ECU for the purpose of maintaining the DTCs and freeze frame data in memory. This voltage is supplied as a backup even if the power switch is turned OFF.


DTC P0A1F: BATTERY ENERGY CONTROL MODULE

For the purpose of calculating the SOC (state of charge) of the HV battery and ensuring safety in the event of malfunction in the HV battery assembly, the battery ECU provides the following control functions:

• SOC calculation

The battery ECU calculates the SOC by estimating the charging and discharging amperage and monitoring other values.

• Cooling fan control

The battery ECU controls the battery blower assembly in order to protect the HV battery assembly from the heat that is generated during charging and discharging. By maintaining a stable temperature, it promotes the effective operation of the HV battery assembly.

• HV battery assembly malfunction monitoring

If the battery ECU detects malfunction, it protects the HV battery assembly by limiting or stopping the charging or discharging of the HV battery in accordance with the temperature or voltage of the HV battery assembly.


DTC P0A7F: HYBRID BATTERY PACK DETERIORATION

The battery ECU calculates the SOC (state of charge) of the HV battery by estimating the amperage that flows into the HV battery and monitoring other values.

The battery ECU sends the calculated SOC to the HV control ECU. The HV control ECU charges and discharges the HV battery depending on driving patterns based on the information sent by the battery ECU.

DTC P0A80: REPLACE HYBRID BATTERY PACK

The HV battery assembly consists of nickel hydride batteries. Nickel hydride batteries do not require external charging. The SOC (state of charge) of the HV battery is maintained at a constant voltage level by the HV control ECU while the vehicle is being driven. In the HV battery assembly, 28 modules are connected in series, and each module has six 1.2 V cells that are connected in series. Thus, the HV battery assembly contains a total of 168 cells which produce 201.6 V. The battery ECU, which monitors two modules as a single battery block, detects the battery block voltage at a total of 14 locations.


DTC P0A81: HYBRID BATTERY PACK COOLING FAN 1

Refer to DTC P0A85 HYBRID BATTERY PACK COOLING FAN 1 .


DTC P0A82: HYBRID BATTERY PACK COOLING FAN 1

The cooling air flows into the inlet on the right of the rear seat and travels through an intake duct to the battery blower assembly on the right surface of the luggage compartment. Furthermore, the cooling air travels through an intake duct (which connects the battery blower assembly to the upper right surface of the HV battery assembly) and flows to the HV battery assembly.

The cooling air flows from the top to the bottom between the HV battery modules. After it has cooled the modules, it is discharged from the bottom right surface of the HV battery assembly.

The exhaust air travels through an exhaust duct on the right surface of luggage compartment and is discharged into the cabin as well as outside of the vehicle.

The battery ECU uses battery temperature sensors in order to detect the temperature of the HV battery assembly. Based on the results of this detection, the battery ECU controls the battery blower assembly. (Thus, the battery blower assembly starts when the HV battery temperature rises to a predetermined level.)


DTC P0A85: HYBRID BATTERY PACK COOLING FAN 1

The blower motor controller regulates the voltage of the battery blower assembly. The blower motor controller has fins made of aluminum. The exhaust air from the HV battery assembly that flows through the quarter vent duct cools the blower motor controller, which is installed in the quarter vent duct.

The current flows from the FCTL1 terminal of the battery ECU to the relay coil of the battery blower relay No. 1 and as the contact point of the relay closes, the power is supplied to the battery blower assembly.

When a fan actuation signal is transmitted from the battery ECU, the blower motor controller adjusts voltage (VM) which is applied to the battery blower assembly in order to get the requested fan speed. The adjusted voltage is also transmitted to the VM terminal of the battery ECU in the form of a monitoring signal. The blower motor controller corrects the voltage at the blower motor by monitoring voltage at the +B terminal of the battery blower assembly.

DTC P0A95: HIGH VOLTAGE FUSE


DTC P0A9B: HYBRID BATTERY TEMPERATURE SENSOR CIRCUIT

Courtesy of TOYOTA MOTOR SALES, U.S.A., INC.

Three battery temperature sensors are located on the bottom of the HV battery assembly. The resistance of the thermistor, which is enclosed in each battery temperature sensor, changes in accordance with the changes in the temperature of the HV battery assembly. The lower the battery temperature, the higher the resistance of the thermistor. Conversely, the higher the temperature, the lower the resistance.

The battery ECU uses the battery temperature sensors to detect the temperature of the HV battery assembly. Based on the results of this detection, the battery ECU controls the battery blower assembly. (Thus, the blower fan starts when the HV battery temperature rises to a predetermined level.)


DTC P0AAC: HYBRID BATTERY PACK AIR TEMPERATURE SENSOR "A" CIRCUIT

The intake air temperature sensor is provided on the HV battery assembly. Its resistance value varies with the changes in the intake air temperature. The characteristics of the intake air temperature sensor are the same as the battery temperature sensors (see DTC P0A9B HYBRID BATTERY TEMPERATURE SENSOR CIRCUIT for details).

The battery ECU uses the signals from the intake air temperature sensor for adjusting the air flow speed of the battery blower assembly.


DTC P3011, P3012, P3013, P3014, P3015, P3016, P3017, P3018, P3019, P3020, P3021, P3022, P3023, P3024: BATTERY BLOCK 1-14 BECOMES WEAK

See DTC P0A80 REPLACE HYBRID BATTERY PACK .


DTC P3030: DISCONNECTION BETWEEN BATTERY AND ECU

See DTC P0A80 REPLACE HYBRID BATTERY PACK .


DTC P3056: BATTERY CURRENT SENSOR CIRCUIT MALFUNCTION

The battery current sensor, which is mounted on the negative cable side of the HV battery assembly, detects the amperage that flows into the HV battery. The battery current sensor inputs a voltage (which varies between 0 to 5 V in proportion to the amperage) into the IB terminal of the battery ECU. An output voltage of the battery current sensor below 2.5 V indicates that the HV battery assembly is being charged, and above 2.5 V indicates that the HV battery assembly is being discharged.

The battery ECU determines the charging and discharging amperage of the HV battery assembly based on the signals that are input to its IB terminal, and calculates the SOC (state of charge) of the HV battery through the estimation of the amperage.


DTC U0100, U0293: LOST COMMUNICATION WITH ECM/PCM "A" & LOST COMMUNICATION WITH HYBRID VEHICLE CONTROL SYSTEM

The battery ECU receives signals from the HV control ECU, ECM, and gateway ECU via CAN (Controller Area Network) communication.

DTC P0336/137 CRANKSHAFT POSITION SENSOR "A" CIRCUIT RANGE/PERFORMANCE, DTC P0340/532 CAMSHAFT POSITION SENSOR "A" CIRCUIT

If there is any malfunction in the communication values or pulse inputs, the HV control ECU detects it by comparing the following three speeds: the engine speed transmitted by the ECM via CAN (Controller Area Network) communication, the engine speed obtained through pulse inputs, and the engine speed calculated from the MG1 and MG2 speeds.


DTC P0338/600 CRANKSHAFT POSITION SENSOR "A" CIRCUIT HIGH INPUT, DTC P0343/601 CAMSHAFT POSITION SENSOR "A" CIRCUIT HIGH INPUT

Refer to DTC P0336/137 CRANKSHAFT POSITION SENSOR "A" CIRCUIT RANGE/PERFORMANCE, DTC P0340/532 CAMSHAFT POSITION SENSOR "A" CIRCUIT .


DTC P0560/117 SYSTEM VOLTAGE

Since the ECU back-up power source is used for DTCs and freeze frame data memory, the back-up power source (BATT) continues to be supplied to the HV control ECU even though the power switch is turned OFF.

If 3 or more seconds have elapsed with a voltage of 3.3 V or less at the BATT terminal at the HV control ECU, the HV control ECU will determine that a malfunction has occurred in the back-up power supply system, and set a DTC. It will illuminate the MIL the next time the engine is started.


DTC P0705/5711 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/572 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/573 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/574 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/575 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/576 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/577 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/578 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/595 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/596 TRANSMISSION RANGE SENSOR CIRCUIT

HINT:

• The shift control system is a linkless type that does not use a shift cable.

• The shift and select sensors are non-contact type.

The selector lever is a momentary type, which returns to its home position by spring reaction as the driver's hand is released from the selector lever after shifting. The selector lever contains a shift sensor and a select sensor to detect the selector lever position (R, N, D or B). Because both sensors are controlled electrically by Hall elements, they can accurately detect shift positions in a reliable manner. Both sensors contain two systems of detection circuits, main and sub.

The shift sensor outputs voltage, which varies between 0 and 5 V in accordance with the vertical movement of the selector lever, to the HV control ECU. The HV control ECU interprets low level voltage input from the shift sensor as the D or B position, middle level voltage as the home or N position, and high level voltage as the R position.

The select sensor outputs voltage, which varies between 0 and 5 V in accordance with the horizontal movement of the selector lever, to the HV control ECU. The HV control ECU interprets low level voltage input from the select sensor as the home or B position, and high level voltage as the R, N, or D position.

The HV control ECU determines the position of the selector lever in accordance with the combination of the signals from the shift sensor and select sensor.

DTC P0851/579 PARK/NEUTRAL SWITCH INPUT CIRCUIT LOW, DTC P0852/580 PARK/NEUTRAL SWITCH INPUT CIRCUIT HIGH

Instead of having a parking position as one of the positions of the conventional shift lever, a P position switch is provided independently in the upper area of the selector lever. The switch is based on a momentary type operation mode, in which the button does not lock mechanically.

The P position switch contains resistors R1 and R2. When the P position switch is not pressed, the switch provides a combined resistance of R1 and R2; and when the P position switch is pressed, the switch provides only the resistance of R1. The voltage at the P1 terminal of the HV control ECU varies with the changes in the resistance of the switch. The HV control ECU determines the P position switch operation intended by the driver according to this resistance signal.


DTC P0A08/264 DC/DC CONVERTER STATUS CIRCUIT

The HV control ECU monitors the DC/DC converter circuit status via the NODD terminal. If the ECU detects an internal circuit malfunction in the converter and stops converter operation with its fail-safe function, causing the auxiliary battery voltage to drop below 11 V, the ECU outputs DTC P0A08/286.


DTC P0A09/265 DC/DC CONVERTER STATUS CIRCUIT LOW INPUT, DTC P0A10/263 DC/DC CONVERTER STATUS CIRCUIT HIGH INPUT

The DC/DC converter converts the DC 201.6 V of the HV battery into DC 12 V in order to supply power to the vehicle's lighting, audio and ECU systems. In addition, it charges the auxiliary battery.

• A transistor bridge circuit initially converts DC 201.6 V into alternating current, and a transformer lowers its voltage. Then, it is rectified and smoothed (into DC) and converted into DC 12 V.

• The DC/DC converter controls the output voltage in order to keep a constant voltage at the terminals of the auxiliary battery.

The HV control ECU uses the NODD signal line to transmit a stop command to the DC/DC converter and receive signals indicating the normal or abnormal conditions of the 12 V charging system.

If the vehicle is being driven with an inoperative DC/DC converter, the voltage of the auxiliary battery will drop, which will prevent the continued operation of the vehicle. Therefore, the HV control ECU monitors the operation of the DC/DC converter and alerts the driver if it detects malfunction.


DTC P0A09/591 DC/DC CONVERTER STATUS CIRCUIT LOW INPUT, DTC P0A10/592 DC/DC CONVERTER STATUS CIRCUIT HIGH INPUT

See the description of the DC/DC converter DTC P0A09/265 DC/DC CONVERTER STATUS CIRCUIT LOW INPUT, DTC P0A10/263 DC/DC CONVERTER STATUS CIRCUIT HIGH INPUT .

The HV control ECU sends the output voltage switch signal to the DC/DC converter via the VLO signal line in order to switch output voltage according to vehicle status.

If the vehicle is being driven with an inoperative DC/DC converter, the voltage of the auxiliary battery will drop, which will prevent the continued operation of the vehicle. Therefore, the HV control ECU monitors the operation of the DC/DC converter and alerts the driver if it detects malfunction.

DTC P0A0F/204 ENGINE FAILED TO START, DTC P0A0F/205 ENGINE FAILED TO START, DTC P0A0F/533 ENGINE FAILED TO START, DTC P0A0F/534 ENGINE FAILED TO START

The HV control ECU performs the fail-safe control, when the ECM detects an error which will affect THS control.


DTC P0A0F/238 ENGINE FAILED TO START

The HV control ECU detects this DTC and effects fail-safe control if the engine or transaxle gear has seized up, or foreign objects have been caught in either of them.


DTC P0A1D/134 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/135 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/570 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/139 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/140 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.

The HV control ECU performs many diagnostic tests to verify proper operation of internal ECU systems. One of these tests checks for errors after a memory read/write diagnostic test.

If the HV control ECU detects this malfunction inside of the ECU, it will illuminate the MIL and set a DTC.


DTC P0A1D/141 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.

The HV control ECU performs many diagnostic tests to verify proper operation of internal ECU systems. One of these tests checks for errors in the ROM (Read Only Memory) circuits of the HV control ECU.

If the HV control ECU detects this malfunction inside of the ECU, it will illuminate the MIL and set a DTC.

DTC P0A1D/142 HYBRID POWERTRAIN CONTROL MODULE

When the ST turned ON at the ignition switch on the previous model, the ignition switch transmitted the ST signal to the HV control ECU.

The new Prius has adopted a push button start system. When the driver pushes on the power switch while depressing the brake pedal, the power source control ECU transmits the ST signal to the HV control ECU.

The HV control ECU monitors the ST signal to detect malfunction. If the ST signal is shorted to the +B power supply, the ST will be constantly ON, which will cause the HV system to start by merely turning the power switch ON (IG). The HV control ECU monitors the ST signal to prevent this from occurring.

The HV control ECU monitors an ST signal input from the power source control ECU. If the ST signal is shorted to the +B power supply, the HV control ECU interprets this as the ST signal error, and then illuminates the MIL and sets a DTC.


DTC P0A1D/143 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.

The HV control ECU performs diagnostic monitoring to verify proper operation of internal ECU systems. One of these monitors compares read and write values at the inside of the HV control ECU memory, which have been indicated by the transponder key or the electronic key.

If those two values are inconsistent with each other, the HV control ECU interprets this as an ECU memory failure of the HV control ECU. The HV control ECU illuminates the MIL and sets a DTC.


DTC P0A1D/144 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/145 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.

The HV control ECU performs many diagnostic tests to verify proper operation of internal ECU systems. In one of these diagnostics, the HV control ECU performs a self-test.

If the HV control ECU detects an internal problem during this self-test, it will conclude that there is an internal malfunction. The HV control ECU will illuminate the MIL and set a DTC.


DTC P0A1D/148 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/149 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.

The HV control ECU performs many diagnostic tests to verify proper operation of internal ECU systems. In one of these diagnostics, the HV control ECU performs a self-test.

If the HV control ECU detects an internal problem during this self-test, it will conclude that there is an internal malfunction. The HV control ECU will illuminate the MIL and set a DTC.

DTC P0A1D/150 HYBRID POWERTRAIN CONTROL MODULE, DTC POA1D/151 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/152 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/155 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/156 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/158 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/564 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.

The HV control ECU performs many diagnostic tests to verify proper operation of internal and external ECU systems. In one of these diagnostics, the HV control ECU checks the result of the generator CPU self-test.

If the HV control ECU detects a "Fail" from the generator CPU self-test, it will conclude that there is an internal malfunction in the generator CPU. The HV control ECU will illuminate the MIL and set a DTC.


DTC P0A1D/159 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/160 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/163 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/164 HYBRID POWERTRAIN CONTROL MODULE, DTC POA1D/511 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/512 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/165 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/168 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/198 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/199 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/166 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/167 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/197 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/200 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/177 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/178 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/392 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/567 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/180 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/181 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/182 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/183 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/184 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/185 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/186 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.

DTC P0A1D/187 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/188 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/189 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/192 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/193 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/195 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/196 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/565 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/390 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/393 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/568 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/569 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/615 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1F/123 BATTERY ENERGY CONTROL MODULE

Based on a malfunction signal received from the battery ECU, the HV control ECU alerts the driver and effects fail-safe control.


DTC P0A1F/129 BATTERY ENERGY CONTROL MODULE

The battery ECU transmits information on the HV battery voltage to the HV control ECU via CAN communication.


DTC P0A1F/593 BATTERY ENERGY CONTROL MODULE

The battery ECU transmits information on the IG2 voltage of the battery ECU to the HV control ECU via CAN communication.

DTC P0A2B/248 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P0A2B/250 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

Refer to DTC P0A2C (INF 247) DTC P0A2C/247 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A2D/249 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT HIGH.

If the information (INF) code 248 or 250 is present, replace the hybrid vehicle motor.

HINT:

The motor temperature sensor No. 1 is unavailable as an individual service part. Therefore, when replacing it, the hybrid vehicle motor must be replaced.

REPLACE HYBRID VEHICLE MOTOR ASSY


DTC P0A2C/247 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A2D/249 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT HIGH

The resistance of the thermistor, which is enclosed in the motor temperature sensor No. 1, changes in accordance with the changes in the temperature of the motor. The lower the motor temperature, the higher the resistance of the thermistor. Conversely, the higher the temperature, the lower the resistance. The motor temperature sensor No. 1 is connected to the HV control ECU. The power voltage of 5 V is supplied from the MMT terminal of the HV control ECU to the motor temperature sensor No. 1 via resistor R. Because resistor R and the motor temperature sensor No. 1 are connected in series, the resistance changes with the changes in temperature of the motor, which causes the MMT terminal voltage to also change.

Based on this signal, the HV control ECU limits the load in order to prevent the motor from overheating. Furthermore, the HV control ECU checks the motor temperature sensor No. 1 for a wiring malfunction and the sensor for malfunction.


DTC P0A37/258 GENERATOR TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

Refer to DTC P0A38 (INF 257) DTC P0A38/257 GENERATOR TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A39/259 GENERATOR TEMPERATURE SENSOR CIRCUIT HIGH .


DTC P0A37/260 GENERATOR TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

Refer to DTC P0A38 (INF 257) DTC P0A38/257 GENERATOR TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A39/259 GENERATOR TEMPERATURE SENSOR CIRCUIT HIGH .


DTC P0A38/257 GENERATOR TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A39/259 GENERATOR TEMPERATURE SENSOR CIRCUIT HIGH

The motor temperature sensor No. 2 detects the temperature of the transaxle fluid. The resistance of the thermistor installed in the motor temperature sensor No. 2 varies with the changes in the transaxle fluid temperature. The construction in the motor temperature sensor No. 2 and how it is connected to the HV control ECU are the same as those of the motor temperature sensor No. 1 (see the DTC P0A2C/247 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A2D/249 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT HIGH ).

Based on the signal provided by the motor temperature sensor No. 2, the HV control ECU limits the load to prevent the motor from overheating. Furthermore, the HV control ECU checks the motor temperature sensor No. 2 for a wiring malfunction and the sensor for malfunction.

DTC P0A3F/243 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT, DTC P0A40/500 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P0A41/245 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT LOW

The motor resolver is a type of sensor that detects the position of the magnetic poles, which are indispensable for ensuring the highly efficient control of the MG1 and MG2.

The stator of the resolver contains an excitation coil and two detection coils. Because the rotor has an oval shape, the gap between the stator and the rotor changes as the rotor turns. An alternating current with a predetermined frequency flows through the excitation coil, and detection coils S and C output alternating currents in accordance with the position of the sensor rotor.

The HV control ECU detects the absolute position of the rotor in accordance with the phases of detection coils S and C and the height of their waveform. Furthermore, the CPU calculates the amount of change in the position within a predetermined length of time, in order to use the resolver as a speed sensor.


DTC P0A4B/253 GENERATOR POSITION SENSOR CIRCUIT, DTC P0A4C/513 GENERATOR POSITION SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P0A4D/255 GENERATOR POSITION SENSOR CIRCUIT LOW

The generator resolver detects the position of the magnetic poles, which are indispensable for ensuring the highly efficient control of the MG1 and MG2. The construction of the generator resolver and how it is connected to the HV control ECU are the same as those of the motor resolver (see the DTC P0A3F/243 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT, DTC P0A40/500 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P0A41/245 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT LOW ).


DTC P0A51/174 DRIVE MOTOR "A" CURRENT SENSOR CIRCUIT

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A60/288 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/289 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/290 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/292 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/294 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/501 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A63/296 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/297 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/298 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/300 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/302 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/502 DRIVE MOTOR "A" PHASE W CURRENT

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

The motor inverter current sensors detect the amperage that flows through the V and W phase cables between the inverter and MG1/MG2. The inverter transmits information that is necessary for effecting control, such as the amperage and voltage, to the HV control ECU.

The HV control ECU monitors the inverter current sensors to detect a malfunction in the sensor system. Thus, this does not intend detecting a malfunction in the high voltage system.

DTC P0A72/326 GENERATOR PHASE V CURRENT, DTC P0A72/327 GENERATOR PHASE V CURRENT, DTC P0A72/328 GENERATOR PHASE V CURRENT, DTC P0A72/330 GENERATOR PHASE V CURRENT, DTC P0A72/333 GENERATOR PHASE V CURRENT, DTC P0A72/515 GENERATOR PHASE V CURRENT, DTC P0A75/334 GENERATOR PHASE W CURRENT, DTC P0A75/335 GENERATOR PHASE W CURRENT, DTC P0A75/336 GENERATOR PHASE W CURRENT, DTC P0A75/338 GENERATOR PHASE W CURRENT, DTC POA75/341 GENERATOR PHASE W CURRENT, DTC P0A75/516 GENERATOR PHASE W CURRENT

Refer to DTC P0A60 (INF 288) DTC P0A60/288 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/289 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/290 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/292 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/294 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/501 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A63/296 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/297 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/298 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/300 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/302 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/502 DRIVE MOTOR "A" PHASE W CURRENT.


DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE

The inverter converts the high-voltage direct current of the HV battery and the alternating current for the MG1/MG2. The inverter contains a three-phase bridge circuit, which consists of six power transistors each for the MG1 and the MG2, in order to convert the direct current and the three-phase alternating current. The HV control ECU controls the actuation of the power transistors.

The inverter transmits information that is necessary for effecting control, such as the amperage and voltage, to the HV control ECU.

The HV control ECU uses a voltage sensor, which has been built into the inverter, to detect the high voltage after it is boosted and for boost control.

The inverter voltage sensor outputs a voltage that varies between 0 and 5 V in accordance with the changes in the high voltage. The higher the high voltage, the higher the output voltage, and the lower the high voltage, the lower the output voltage.

The HV control ECU monitors the inverter voltage and detects malfunction.


DTC P0A78/272 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

The inverter switches the power transistors ON and OFF in accordance with power transistor actuation signals received from the HV control ECU, in order to change the direction of the current that flows through the MG1/MG2. Also, the inverter regulates the duration of the switching time through PWM (Pulse Width Modulation) control, in order to control the voltage that is applied to the MG1/MG2.

DTC P0A78/278 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/280 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter detects a circuit malfunction or over-voltage, the inverter transmits this information to the OVH terminal of the HV control ECU via the motor inverter over-voltage signal line.

The HV control ECU monitors the motor inverter over-voltage signal line to detect the malfunction.


DTC P0A78/279 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/503 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/504 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter detects a circuit malfunction or over-voltage, the inverter transmits this information to the OVH terminal of the HV control ECU via the motor inverter over-voltage signal line.


DTC P0A78/282 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter detects a circuit malfunction or over-voltage, the inverter transmits this information to the OVH terminal of the HV control ECU via the motor inverter over-voltage signal line.


DTC P0A78/285 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter has a circuit malfunction, internal short, or overheats, the inverter transmits this information to the MFIV terminal of the HV control ECU via the motor inverter fail signal line.

The HV control ECU monitors the motor inverter fail signal line and detects a malfunction.


DTC P0A78/284 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the MFIV terminal of the HV control ECU via the motor inverter fail signal line.


DTC P0A78/286 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the MFIV terminal of the HV control ECU via the motor inverter fail signal line.

DTC P0A78/287 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/505 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/506 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE.

If the motor inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the MFIV terminal of the HV control ECU via the motor inverter fail signal line.


DTC P0A78/304 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/305 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/507 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a motor gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG2 by turning OFF the power transistors that are actuating the MG2.

The HV control ECU monitors the motor gate shutdown signal line and detects malfunction.


DTC P0A78/306 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

The HV control ECU controls MG2 torque in accordance with the driving condition.


DTC P0A78/308 DRIVE MOTOR "A" INVERTER PERFORMANCE

The HV control ECU receives a collision signal from the airbag ECU and the circuit breaker sensor No. 1 to determine that the vehicle has been damaged. Then, it cuts off the high-voltage system to ensure safety.

If the HV control ECU receives the collision signal only from the airbag ECU, it turns OFF the system main relay and the power switch. If the HV control ECU receives the collision signal only from the circuit breaker sensor No. 1, it turns only the system main relay OFF.


DTC P0A78/508 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a motor gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG2 by turning OFF the power transistors that are actuating the MG2.

The HV control ECU monitors the motor gate shutdown signal and detects malfunction.


DTC P0A78/510 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a motor gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG2 by turning OFF the power transistors that are actuating the MG2.

The HV control ECU monitors the motor inverter gate and detects malfunction.

DTC P0A78/523 DRIVE MOTOR "A" INVERTER PERFORMANCE

Refer to DTC P0A78 (INF 266) DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

The HV control ECU monitors the inverter voltage (VH) sensor signal. If the HV control ECU detects a fault in the sensor signal, the HV control ECU interprets this as a VH sensor failure. The HV control ECU then illuminates the MIL and sets a DTC.


DTC P0A78/586 DRIVE MOTOR "A" INVERTER PERFORMANCE

Refer to DTC P0A78 (INF 266) DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

The HV control ECU monitors the inverter voltage (VH) sensor signal. If the HV control ECU detects a fault in the sensor signal, the HV control ECU interprets this as a VH sensor failure. The HV control ECU then illuminates the MIL and sets a DTC.


DTC P0A7A/309 GENERATOR INVERTER PERFORMANCE

Refer to DTC P0A78 (INF 272) DTC P0A78/272 DRIVE MOTOR "A" INVERTER PERFORMANCE .

The HV control ECU monitors the generator PWM circuit. If there is an error in the power transistor actuation signals which are transmitted to the inverter, the HV control ECU interprets this as a malfunction of the generator PWM circuit.

The HV control ECU illuminates the MIL and sets a DTC.


DTC POA7A/321 GENERATOR INVERTER PERFORMANCE, DTC P0A7A/323 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the generator inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the GFIV terminal of the HV control ECU via the generator inverter fail signal line.

The HV control ECU monitors the generator inverter fail signal line and detects malfunction.


DTC P0A7A/322 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the generator inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the GFIV terminal of HV control ECU via the generator inverter fail signal line.


DTC P0A7A/324 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the generator inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the GFIV terminal of HV control ECU via generator inverter fail signal line.

DTC P0A7A/325 GENERATOR INVERTER PERFORMANCE, DTC P0A7A/517 GENERATOR INVERTER PERFORMANCE, DTC P0A7A/518 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the generator inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the GFIV terminal of HV control ECU via the generator inverter fail signal line.


DTC P0A7A/342 GENERATOR INVERTER PERFORMANCE, DTC P0A7A/343 GENERATOR INVERTER PERFORMANCE, DTC P0A7A/519 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a generator gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG1 by turning OFF the power transistors that are actuating the MG1.

The HV control ECU monitors the generator gate shutdown signal line and detects malfunction.

The HV control ECU monitors the generator gate shutdown (GSDN) signal line. If the HV control ECU detects an open or short malfunction of the GSDN signal circuit, the HV control ECU illuminates the MIL and sets a DTC.


DTC P0A7A/344 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

The HV control ECU controls MG1 torque in accordance with the driving condition.

If the difference between the requested MG1 torque and the actual MG1 torque exceeds a predetermined value, the HV control ECU determines that there is a malfunction in the execution or monitoring of the MG1 torque. Then, the HV control ECU illuminates the MIL and sets a DTC.


DTC P0A7A/520 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a generator gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG1 by turning OFF the power transistors that are actuating the MG1.

The HV control ECU monitors the generator gate shutdown signal and detects malfunction.


DTC P0A7A/522 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a generator gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG1 by turning OFF the power transistors that are actuating the MG1.

The HV control ECU monitors the generator inverter gate and detects malfunction.

DTC P0A90/239 DRIVE MOTOR "A" PERFORMANCE, DTC POA9O/241 DRIVE MOTOR "A" PERFORMANCE, DTC P0A90/602 DRIVE MOTOR "A" PERFORMANCE

The HV transaxle consists of a planetary gear unit, MG1, and MG2.

A gear unit uses the planetary gear to split engine output in accordance with a driving request during driving the vehicle or charging its internal HV battery.

The MG2 provides assist to the engine output while increasing the drive force of the vehicle. Furthermore, the MG2 effects regenerative braking by converting the energy (which is consumed in the form of heat during normal braking) into electrical energy and recovering it into the HV battery. Through regenerative braking, as well as decelerating the vehicle, the MG2 generates high-voltage electrical power which is used for the purpose of charging the HV battery.

The MG1 supplies electrical power, which is used for charging the HV battery or for driving the MG2. It also has a stepless transmission function to control the transaxle by regulating the amount of generation of electrical energy, which effectively varies the MG1 speed. In addition, the MG1 is used as a starter motor to start the engine.

The transmission input damper absorbs the shock that accompanies transmission of the drive force from the engine.


DTC P0A90/240 DRIVE MOTOR "A" PERFORMANCE

Refer to DTC P0A90 (INF 239) DTC P0A90/239 DRIVE MOTOR "A" PERFORMANCE, DTC POA9O/241 DRIVE MOTOR "A" PERFORMANCE, DTC P0A90/602 DRIVE MOTOR "A" PERFORMANCE .


DTC P0A90/242 DRIVE MOTOR "A" PERFORMANCE

Refer to DTC P0A90 (INF 239) DTC P0A90/239 DRIVE MOTOR "A" PERFORMANCE, DTC POA9O/241 DRIVE MOTOR "A" PERFORMANCE, DTC P0A90/602 DRIVE MOTOR "A" PERFORMANCE .


DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE

When three-phase alternating current flows through the three-phase windings of the stator coil, a rotating magnetic field is generated in the motor. The system controls the rotating magnetic field in accordance with the rotating position and speed of the rotor. As a result, the permanent magnets provided on the rotor are pulled in the rotating direction, which cause the generation of torque.

The generated torque is practically proportionate to the amount of current. Therefore, the system controls the speed of the motor by regulating the frequency of the alternating current. Furthermore, the system properly controls the rotating magnetic field and the angle of the rotor magnets in order to generate high torque in an efficient manner, even at high speeds.

DTC P0A90/509 DRIVE MOTOR "A" PERFORMANCE

See the description of the MG1/MG2 DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE .


DTC P0A90/604 DRIVE MOTOR "A" PERFORMANCE, DTC P0A90/605 DRIVE MOTOR "A" PERFORMANCE

See the description of the MG1/MG2 DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE .


DTC POA92/261 HYBRID GENERATOR PERFORMANCE

See the description of the MG1/MG2 DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE .


DTC POA92/521 HYBRID GENERATOR PERFORMANCE

See the description of the MG1/MG2 DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE .


DTC P0A92/606 HYBRID GENERATOR PERFORMANCE, DTC P0A92/607 HYBRID GENERATOR PERFORMANCE

See the description of the MG1/MG2 DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE .


DTC IP0A93/346 INVERTER COOLING SYSTEM PERFORMANCE, DTC IP0A93/347 INVERTER COOLING SYSTEM PERFORMANCE

The inverter converts the high-voltage direct current of the HV battery into the alternating current for the MG1 and the MG2. The inverter generates heat during the conversion process, and this heat could damage the inverter if a cooling system is unavailable. Therefore, similar to the MG1 and the MG2, the inverter is cooled by a dedicated cooling system, which consists of an electric water pump, cooling fan, and radiator. This cooling system is independent of the engine cooling system.


DTC P0A94/442 DC/DC CONVERTER PERFORMANCE

The boost converter contains a booster IPM (Intelligent Power Module), which includes an IGBT (Insulated Gate Bipolar Transistor) and a reactor. The HV control ECU actuates the IGBT, which controls the current in the reactor.

The boost converter boosts the high-voltage direct current rated at 201.6 V to an approximate direct current voltage of 500 V. The inverter converts the voltage that has been boosted by the boost converter into alternating current, which is used for driving the MG1/MG2. When the MG1/MG2 operates as a generator, the alternating current of approximately 500 V from the MG1/MG2 is converted into direct current by the inverter. Then, the boost converter drops this voltage to a direct current voltage rated at 201.6 V in order to charge the HV battery.


DTC P0A94/545 DC/DC CONVERTER PERFORMANCE, DTC P0A94/546 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

If the boost converter detects a circuit malfunction or over-voltage, the boost converter transmits this information to the OVL terminal of the HV control ECU via the boost converter over-voltage signal line. The HV control ECU monitors the boost converter over-voltage signal line and detects malfunction.

DTC P0A94/547 DC/DC CONVERTER PERFORMANCE, DTC P0A94/548 DC/DC CONVERTER PERFORMANCE, DTC P0A94/549 DC/DC CONVERTER PERFORMANCE

See the description of booster converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

If the boost converter detects a circuit malfunction or over-voltage, the boost converter transmits that information to the OVL terminal of the HV control ECU via the boost converter over-voltage signal line.


DTC P0A94/550 DC/DC CONVERTER PERFORMANCE

See the description of boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

If the boost converter detects a circuit malfunction or over-voltage, the boost converter transmits that information to the OVL terminal of the HV control ECU via the boost converter over-voltage signal line.


DTC POA94/551 DC/DC CONVERTER PERFORMANCE, DTC P0A94/552 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

If the boost converter has a circuit malfunction, or internal short, or overheats, the boost converter transmits this information to the FCV terminal of the HV control ECU via the boost converter fail signal line. The HV control ECU monitors the boost converter fail signal line and detects malfunction.


DTC P0A94/553 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .


DTC P0A94/554 DC/DC CONVERTER PERFORMANCE, DTC P0A94/555 DC/DC CONVERTER PERFORMANCE, DTC P0A94/556 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .


DTC P0A94/557 DC/DC CONVERTER PERFORMANCE

See the description of booster converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .


DTC P0A94/558 DC/DC CONVERTER PERFORMANCE, DTC P0A94/559 DC/DC CONVERTER PERFORMANCE DTC P0A94/560 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

Upon receiving a boost converter gate shutdown signal from the HV control ECU, the boost converter forcefully stops the operation of the boost converter by turning OFF the power transistors that are actuating the boost converter.

The HV control ECU monitors the boost converter gate shutdown signal line and detects malfunction.

DTC POA94/561 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .


DTC P0A94/583 DC/DC CONVERTER PERFORMANCE, DTC P0A94/584 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

The HV control ECU uses a temperature sensor, which is built into the boost converter, to detect the temperature of the boost converter.

The boost converter temperature sensor outputs a voltage, which varies between 0 and 5 V in accordance with the changes in the temperature. The higher the boost converter temperature, the lower the output voltage. Conversely, the lower the temperature, the higher the output voltage.

The HV control ECU limits the load based on the signals transmitted by the boost converter temperature sensor, in order to prevent the boost converter from overheating. Furthermore, the HV control ECU detects malfunction in the wiring of the boost converter temperature sensor, as well as in the sensor itself.


DTC P0A94/585 DC/DC CONVERTER PERFORMANCE

Refer to DTC P0A94 (INF 589) DTC P0A94/589 DC/DC CONVERTER PERFORMANCE, DTC P0A94/590 DC/DC CONVERTER PERFORMANCE .


DTC P0A94/587 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/587 DC/DC CONVERTER PERFORMANCE .

The HV control ECU uses two voltage sensors, VL and VB, to detect voltage levels. The VL sensor that has been built into the boost converter is used to detect the high voltage before it is boosted. The VB sensor that has been built into the battery ECU is used to detect voltage of the HV battery.


DTC P0A94/588 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

The boost converter switches the power transistors ON and OFF in accordance with the power transistor actuation signals received from the HV control ECU, in order to change the current that flows into the reactor. Also, the boost converter regulates the duration of the switching time through PWM (Pulse Width Modulation) control, in order to control the boosting voltage.

The HV control ECU monitors the boost converter PWM circuit and detects malfunction.


DTC P0A94/589 DC/DC CONVERTER PERFORMANCE, DTC P0A94/590 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

The HV control ECU uses a voltage sensor, which has been built into the boost converter, to detect the high voltage before it is boosted and for boost control.

The boost converter voltage sensor outputs a voltage that varies between 0 and 5 V in accordance with the changes in the high voltage. The higher the high voltage, the higher the output voltage, and the lower the high voltage, the lower the output voltage.

The HV control ECU monitors a signal line of the boost converter voltage sensor and detects malfunction.

DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN

The SMRs (System Main Relays) connect and disconnect the high-voltage power supply circuit in accordance with requests from the HV control ECU. To ensure a reliable operation, they consists of a total of three relays (one for the negative side and two for the positive side).

To connect, SMR1 and SMR3 turn ON initially. Then, SMR2 turns ON and SMR1 turns OFF. This process protects the circuit from the high-voltage surge current by allowing the limit current to flow via the resistor. To disconnect, SMR2 and SMR3 turn OFF in that order. The HV control ECU checks that the relays have turned OFF properly.

The HV control ECU monitors the proper operation of the SMRs (CON1, CON2 and CON3) to check for malfunction.


DTC P0AA1/226 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/227 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN

Refer to DTC P0AA1 (INF 224) DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN .

The HV control ECU monitors the proper operation of the system main relay No. 2 (CON2) to check for malfunction.


DTC POAA1/231 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED

Refer to DTC P0AA1 (INF 224) DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN .

Because it might be impossible to shut off the high-voltage system if either of the system main relay No. 1 and No. 2 becomes stuck, the HV control ECU monitors the two relays and stops the system if malfunction is found in either relay.


DTC P0AA1/233 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED

Refer to DTC P0AA1 (INF 224) DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN .

Because it might be impossible to shut off the high-voltage system if any one of the system main relay No. 1 to No. 3 becomes stuck, the HV control ECU monitors the three relays and stops the system if malfunction is found in either relay.


DTC P0AA4/228 HYBRID BATTERY NEGATIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA5/229 HYBRID BATTERY NEGATIVE CONTACTOR CIRCUIT STUCK OPEN

Refer to DTC P0AA1 (INF 224) DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN .

The HV control ECU monitors the proper operation of the system main relay No. 3 (CON3) to check for malfunction.


DTC P0AA4/232 HYBRID BATTERY NEGATIVE CONTACTOR CIRCUIT STUCK CLOSED

Refer to DTC P0AA1 (INF 224) DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN .

DTC P2120/111 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT, DTC P2121/106 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT RANGE/PERFORMANCE, DTC P2121/114 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT RANGE/PERFORMANCE, DTC P2125/112 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT, DTC P2126/109 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT RANGE/PERFORMANCE, DTC P2138/110 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D"/"E" VOLTAGE CORRELATION

HINT:

This is the repair procedure for the accelerator pedal position sensor.

Refer to DTC P2122 (INF 104) DTC P2122/1041 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT LOW INPUT, DTC P2123/1051 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT HIGH INPUT, DTC P2127/1071 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT LOW INPUT, DTC P2128/1081 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT HIGH INPUT .


DTC P2122/1041 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT LOW INPUT, DTC P2123/1051 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT HIGH INPUT, DTC P2127/1071 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT LOW INPUT, DTC P2128/1081 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT HIGH INPUT

HINT:

This is the repair procedure for the accelerator pedal position sensor.

HINT:

• This electrical throttle system does not use a throttle cable.

• This accelerator pedal position sensor is a non-contact type.

The accelerator pedal position sensor is mounted on the accelerator pedal to detect how much it is depressed. It has 2 sensor terminals (VPA and VPA2) to detect the accelerator pedal position and a malfunction of the accelerator pedal position sensor itself. Since this sensor is electronically controlled with hall elements, accurate control and reliability can be obtained.

In the accelerator pedal position sensor, the voltage applied to terminals VPA and VPA2 of the HV control ECU changes between 0 V and 5 V in proportion to the degree of depressing the accelerator pedal. The VPA is a signal to indicate the actual accelerator pedal position angle which is used for the HV system control, and the VPA2 is a signal to indicate the actual accelerator pedal position angle which is used for detecting a malfunction of the sensor itself (terminal VPA).

The HV control ECU judges how much the accelerator pedal is being depressed from the VPA and VPA2 signals, and controls the HV system based on the signals.


DTC P3000/123 BATTERY CONTROL SYSTEM MALFUNCTION, DTC P3000/125 BATTERY CONTROL SYSTEM MALFUNCTION, DTC P3000/603 BATTERY CONTROL SYSTEM MALFUNCTION

The HV control ECU gives warning to the driver and performs the fail-safe control, according to the abnormal signal received from the battery ECU.


DTC P3000/388 BATTERY CONTROL SYSTEM MALFUNCTION

Based on the malfunction signal received from the battery ECU, the system alerts the driver and effects failsafe control.

This DTC is output when the SOC (state of charge) of the HV battery decreases as a result of leaving the vehicle in the N position, running out of fuel, or malfunction in the HV control system.

DTC P3000/389 BATTERY CONTROL SYSTEM MALFUNCTION

Based on the malfunction signal received from the battery ECU, the system alerts the driver and effects failsafe control.

This DTC is output if the HV battery is depleted or the HV control system has malfunction.


DTC IP3004/1311 HIGH VOLTAGE POWER RESOURCE MALFUNCTION

Refer to DTC P0A78 DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .


DTC IP3004/132I HIGH VOLTAGE POWER RESOURCE MALFUNCTION

Refer to DTC P3004 (INF 131) DTC IP3004/1311 HIGH VOLTAGE POWER RESOURCE MALFUNCTION .


DTC IP3004/133I HIGH VOLTAGE POWER RESOURCE MALFUNCTION

The HV control ECU gives warning to the driver and performs the fail-safe control, according to the abnormal signal received from the battery ECU.


DTC P3009/526 HIGH VOLTAGE POWER SHORT CIRCUIT, DTC P3009/6111 HIGH VOLTAGE POWER SHORT CIRCUIT, DTC P3009/612 HIGH VOLTAGE POWER SHORT CIRCUIT, DTC P3009/613 HIGH VOLTAGE POWER SHORT CIRCUIT, DTC P3009/614 HIGH VOLTAGE POWER SHORT CIRCUIT

HINT:

*1: Stored simultaneously when DTC P3009 is set.

*2: Stored when a malfunction area has been identified.


DTC P3102/524 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/525 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/581 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/582 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/597 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/598 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/599 TRANSMISSION CONTROL ECU MALFUNCTION

When a signal is input from the P position switch or selector lever, the HV control ECU transmits a P position control (PCON) signal to the transmission control ECU. Based on this signal, the transmission control ECU actuates the shift control actuator in order to mechanically lock or unlock the counter drive gear in the HV transaxle assembly. If the shift control actuator is in the P position, the transmission control ECU transmits a P position (PPOS) signal to the HV control ECU.

DTC P3107/213 LOST COMMUNICATION WITH AIRBAG SYSTEM CONTROL MODULE, DTC P3107/214 LOST COMMUNICATION WITH AIRBAG SYSTEM CONTROL MODULE, DTC P3107/215 LOST COMMUNICATION WITH AIRBAG SYSTEM CONTROL MODULE

The HV control ECU detects a malfunction of the collision signal circuit from the airbag ECU and gives warning to the driver.


DTC P3108/535 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE, DTC P3108/536 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE, DTC P3108/538 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE

The HV control ECU detects a wiring malfunction in the serial communication line of the A/C inverter.


DTC P3108/537 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE

1. Refer to DTC 3108 (INF 535) DTC P3108/535 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE, DTC P3108/536 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE, DTC P3108/538 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE .


DTC P3108/594 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE

HINT: DTC P3108 (INF 594) is one of the DTCs that indicate CAN communication malfunction. Since the A/C amplifier is connected to BEAN (Body Electronics Area Network), the HV control ECU communicates with it using CAN (Controller Area Network) communication via the gateway ECU.


DTC P3110/223 HV MAIN RELAY MALFUNCTION, DTC P3110/527 HV MAIN RELAY MALFUNCTION

The HV control ECU monitors the IGCT relay and IG2 relay to detect malfunction.


DTC P3137/348 COLLISION SENSOR LOW INPUT, DTC P3138/349 COLLISION SENSOR HIGH INPUT

The HV control ECU checks the line connection of the circuit breaker sensor (collision sensor) signal and dives warning to the driver if malfunction is detected.


DTC P3140/350 HV INTERLOCK SWITCH OPERATION

If the HV control ECU detects the operation of the safety devices (removal of the service plug grip and inverter cover) while the vehicle is stopped (vehicle speed below 3 mph 5 km/h), it will shut down the system main relays. If the safety devices are correctly reinstalled, it will resume the normal operation after the power source is supplied again. If it does not, there is a possibility of an open circuit, so perform the same inspection as the DTC P3143 (INF 351).


DTC P3143/3511 HV INTERLOCK SWITCH OPEN/SHORT

A short pin for the interlock switch is provided on the service plug grip and the inverter cover. Therefore, the interlock signal line circuit opens when the service plug grip or the inverter cover is removed. If the HV control ECU detects an open circuit in the interlock signal line while the vehicle is in motion (vehicle speed above 3 mph 5 km/h), it stores the information (INF) code 351 in its memory and alerts the driver. While the vehicle is in motion, the HV control ECU will not shut down the high-voltage system even if an open circuit in the interlock system is detected.

DTC P3211/276 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P3211/277 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

Refer to DTC P3212 (INF 275) DTC P3212/2751 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT HIGH/LOW, DTC P3213/2741 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT HIGH .


DTC P3212/2751 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT HIGH/LOW, DTC P3213/2741 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT HIGH

The HV control ECU uses a temperature sensor, which is built into the inverter, to detect the temperature of the motor inverter. The same cooling system that is routed to the MG1 and MG2 cools the inverter. This cooling system is independent from the engine cooling system.

The characteristic of the motor inverter temperature sensor is the same as the boost converter temperature sensor (see the description DTC P0A94/583 DC/DC CONVERTER PERFORMANCE, DTC P0A94/584 DC/DC CONVERTER PERFORMANCE ).

The HV control ECU limits the load based on the signals transmitted by the motor inverter temperature sensor, in order to check the effectiveness of the inverter cooling system and prevent the inverter from overheating. Furthermore, the HV control ECU detects a malfunction in the wiring of the motor inverter temperature sensor, as well as in the sensor itself.


DTC P3221/314 GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P3221/315I GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

Refer to DTC P3222 MNF 313 DTC P3222/313 GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT HIGH/LOW, DTC P3223/312 GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT HIGH .


DTC P3222/313 GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT HIGH/LOW, DTC P3223/312 GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT HIGH

The HV control ECU uses a temperature sensor, which is built into the inverter, to detect the temperature of the generator inverter. The same cooling system that is routed to the MG1 and MG2 cools the inverter. This cooling system is independent from the engine cooling system.

The characteristic of the generator inverter temperature sensor is the same as the boost converter temperature sensor (see the description DTC P0A94/583 DC/DC CONVERTER PERFORMANCE, DTC P0A94/584 DC/DC CONVERTER PERFORMANCE ).

The HV control ECU limits the load based on the signals transmitted by the generator inverter temperature sensor, in order to check the effectiveness of the inverter cooling system and prevent the inverter from overheating. Furthermore, the HV control ECU detects a malfunction in the wiring of the generator inverter temperature sensor, as well as in the sensor itself.

DTC P3226/562 DC/DC (BOOST) CONVERTER TEMPERATURE SENSOR MALFUNCTION, DTC P3226/563 DC/DC (BOOST) CONVERTER TEMPERATURE SENSOR MALFUNCTION

Refer to DTC P0A94 (INF 583) DTC P0A94/583 DC/DC CONVERTER PERFORMANCE, DTC P0A94/584 DC/DC CONVERTER PERFORMANCE .


DTC U0100/211 LOST COMMUNICATION WITH ECM/PCM "A", DTC U0100/212 LOST COMMUNICATION WITH ECM/PCM "A". DTC U0100/530 LOST COMMUNICATION WITH ECM/PCM "A", DTC U0111/208 LOST COMMUNICATION WITH BATTERY ENERGY CONTROL MODULE "A", DTC U0111/531 LOST COMMUNICATION WITH BATTERY ENERGY CONTROL MODULE "A", DTC U0129/220 LOST COMMUNICATION WITH BRAKE SYSTEM CONTROL MODULE, DTC U0129/222 LOST COMMUNICATION WITH BRAKE SYSTEM CONTROL MODULE, DTC U0129/528 LOST COMMUNICATION WITH BRAKE SYSTEM CONTROL MODULE. DTC U0129/529 LOST COMMUNICATION WITH BRAKE SYSTEM CONTROL MODULE. DTC U0131/433 LOST COMMUNICATION WITH POWER STEERING CONTROL MODULE, DTC U0131/434 LOST COMMUNICATION WITH POWER STEERING CONTROL MODULE, DTC U0146/435 LOST COMMUNICATION WITH GATEWAY "A"

The HV control ECU transmits and receives signals to and from the ECM, battery ECU, skid control ECU, power steering ECU, and the gateway ECU via CAN (Controller Area Network) communication.


DTC B2271 IGNITION HOLD MONITOR MALFUNCTION

This DTC is output when the IG output circuits inside the power source control ECU are open or short.


DTC B2272 IGNITION 1 MONITOR MALFUNCTION

This DTC is output when the IG output circuit from the inside of the power source control ECU to the IG1 relay is malfunctioning.


DTC B2273 IGNITION 2 MONITOR MALFUNCTION

This DTC is output when the IG output circuit from the inside of the power source control ECU to the IG2 relay is malfunctioning.


DTC B2274 ACC MONITOR MALFUNCTION

This DTC is output when the ACC output circuit from the inside of the power source control ECU to the ACC relay is malfunctioning.


DTC B2275 STSW MONITOR MALFUNCTION

This DTC is output when the ST output circuits inside the power source control ECU is open or short.


DTC B2277 DETECTING VEHICLE SUBMERSION

This DTC is output when the submersion circuit monitor inside the power source control ECU detects that the vehicle is submerged in water.


DTC B2278 MAIN SWITCH (POWER SWITCH) MALFUNCTION

This DTC is output when 1) a malfunction is detected between the power source control ECU and the power switch; or 2) either of the switches inside the power switch is malfunctioning.


DTC B2281 P SIGNAL MALFUNCTION (CABLE-INFORMATION DOES NOT MATCH TO BEAN-INFORMATION)

The power source control ECU and the transmission control ECU are connected by a cable and BEAN. If the cable information and BEAN information are inconsistent, this DTC will be output.


DTC B2282 VEHICLE SPEED SIGNAL MALFUNCTION (CABLE-INFORMATION DOES NOT MATCH TO BEAN-INFORMATION)

The power source control ECU and the combination meter are connected by a cable and BEAN. This DTC is output when: 1) the cable information and BEAN information are inconsistent; and 2) a malfunction is detected between the vehicle speed sensor and the combination meter.


DTC B2284 BRAKE SIGNAL MALFUNCTION (CABLE-INFORMATION DOES NOT MATCH TO BEAN-INFORMATION)

This DTC is output when: 1) the brake signal circuit between the power source control ECU and the stop light switch is malfunctioning; and 2) the BEAN information is inconsistent.

DTC B2286 READY SIGNAL MALFUNCTION

The power source control ECU and the hybrid vehicle control ECU are connected by the cable and BEAN.

If the cable information and BEAN information are inconsistent, this DTC will be output.


DTC B2287 LIN COMMUNICATION MASTER MALFUNCTION, DTC B2289 KEY COLLATION WAITING TIME OVER

This DTC is output when: 1) any other DTC is set in the power source control ECU; or 2) the wire harness between the power source control ECU and the transponder key ECU is open or short.


DTC P0336/137 CRANKSHAFT POSITION SENSOR "A" CIRCUIT RANGE/PERFORMANCE, DTC P0340/532 CAMSHAFT POSITION SENSOR "A" CIRCUIT

If there is any malfunction in the communication values or pulse inputs, the HV control ECU detects it by comparing the following three speeds: the engine speed transmitted by the ECM via CAN (Controller Area Network) communication, the engine speed obtained through pulse inputs, and the engine speed calculated from the MG1 and MG2 speeds.


DTC P0338/600 CRANKSHAFT POSITION SENSOR "A" CIRCUIT HIGH INPUT, DTC P0343/601 CAMSHAFT POSITION SENSOR "A" CIRCUIT HIGH INPUT

Refer to DTC P0336 (INF 137) on DTC P0336/137 CRANKSHAFT POSITION SENSOR "A" CIRCUIT RANGE/PERFORMANCE, DTC P0340/532 CAMSHAFT POSITION SENSOR "A" CIRCUIT


DTC P0560/117 SYSTEM VOLTAGE

Since the ECU back-up power source is used for DTCs and freeze frame data memory, the back-up power source (BATT) continues to be supplied to the HV control ECU even though the power switch is turned OFF.


DTC P0705/5711 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/572 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/573 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/574 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/575 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/576 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/577 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/578 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/595 TRANSMISSION RANGE SENSOR CIRCUIT, DTC P0705/596 TRANSMISSION RANGE SENSOR CIRCUIT

HINT:

• The shift control system is a linkless type that does not use a shift cable.

• The shift and select sensors are non-contact type.

The selector lever is a momentary type, which returns to its home position by spring reaction as the driver's hand is released from the selector lever after shifting. The selector lever contains a shift sensor and a select sensor to detect the selector lever position (R, N, D or B). Because both sensors are controlled electrically by Hall elements, they can accurately detect shift positions in a reliable manner. Both sensors contain two systems of detection circuits, main and sub.

The shift sensor outputs voltage, which varies between 0 and 5 V in accordance with the vertical movement of the selector lever, to the HV control ECU. The HV control ECU interprets low level voltage input from the shift sensor as the D or B position, middle level voltage as the home or N position, and high level voltage as the R position.

The select sensor outputs voltage, which varies between 0 and 5 V in accordance with the horizontal movement of the selector lever, to the HV control ECU. The HV control ECU interprets low level voltage input from the select sensor as the home or B position, and high level voltage as the R, N, or D position.

The HV control ECU determines the position of the selector lever in accordance with the combination of the signals from the shift sensor and select sensor.

DTC P0851/579 PARK/NEUTRAL SWITCH INPUT CIRCUIT LOW, DTC P0852/580 PARK/NEUTRAL SWITCH INPUT CIRCUIT HIGH

Instead of having a parking position as one of the positions of the conventional shift lever, a P position switch is provided independently in the upper area of the selector lever. The switch is based on a momentary type operation mode, in which the button does not lock mechanically.

The P position switch contains resistors R1 and R2. When the P position switch is not pressed, the switch provides a combined resistance of R1 and R2; and when the P position switch is pressed, the switch provides only the resistance of R1. The voltage at the P1 terminal of the HV control ECU varies with the changes in the resistance of the switch. The HV control ECU determines the P position switch operation intended by the driver according to this resistance signal.


DTC P0A08/264 DC/DC CONVERTER STATUS CIRCUIT

The HV control ECU monitors the DC/DC converter circuit status via the NODD terminal. If the ECU detects an internal circuit malfunction in the converter and stops converter operation with its fail-safe function, causing the auxiliary battery voltage to drop below 11 V, the ECU outputs DTC P0A08/286.


DTC P0A09/265 DC/DC CONVERTER STATUS CIRCUIT LOW INPUT, DTC P0A10/263 DC/DC CONVERTER STATUS CIRCUIT HIGH INPUT

The DC/DC converter converts the DC 201.6 V of the HV battery into DC 12 V in order to supply power to the vehicle's lighting, audio and ECU systems. In addition, it charges the auxiliary battery.

• A transistor bridge circuit initially converts DC 201.6 V into alternating current, and a transformer lowers its voltage. Then, it is rectified and smoothed (into DC) and converted into DC 12 V.

• The DC/DC converter controls the output voltage in order to keep a constant voltage at the terminals of the auxiliary battery.

The HV control ECU uses the NODD signal line to transmit a stop command to the DC/DC converter and receive signals indicating the normal or abnormal conditions of the 12 V charging system.

If the vehicle is being driven with an inoperative DC/DC converter, the voltage of the auxiliary battery will drop, which will prevent the continued operation of the vehicle. Therefore, the HV control ECU monitors the operation of the DC/DC converter and alerts the driver if it detects malfunction.


DTC P0A09/591 DC/DC CONVERTER STATUS CIRCUIT LOW INPUT, DTC P0A10/592 DC/DC CONVERTER STATUS CIRCUIT HIGH INPUT

See the description of the DC/DC converter DTC P0A09/265 DC/DC CONVERTER STATUS CIRCUIT LOW INPUT, DTC P0A10/263 DC/DC CONVERTER STATUS CIRCUIT HIGH INPUT .

The HV control ECU sends the output voltage switch signal to the DC/DC converter via the VLO signal line in order to switch output voltage according to vehicle status.

If the vehicle is being driven with an inoperative DC/DC converter, the voltage of the auxiliary battery will drop, which will prevent the continued operation of the vehicle. Therefore, the HV control ECU monitors the operation of the DC/DC converter and alerts the driver if it detects malfunction.


DTC P0A0F/204 ENGINE FAILED TO START, DTC P0A0F/205 ENGINE FAILED TO START, DTC P0A0F/533 ENGINE FAILED TO START, DTC P0A0F/534 ENGINE FAILED TO START

The HV control ECU performs the fail-safe control, when the ECM detects an error which will affect THS control.


DTC P0A0F/238 ENGINE FAILED TO START

The HV control ECU detects this DTC and effects fail-safe control if the engine or transaxle gear has seized up, or foreign objects have been caught in either of them.

DTC P0A1D/134 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/135 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/570 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/139 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/140 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/141 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/142 HYBRID POWERTRAIN CONTROL MODULE

When the ST turned ON at the ignition switch on the previous model, the ignition switch transmitted the ST signal to the HV control ECU.

The new Prius has adopted a push button start system. When the driver pushes on the power switch while depressing the brake pedal, the power source control ECU transmits the ST signal to the HV control ECU.


DTC P0A1D/143 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/144 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/145 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/148 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/149 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/150 HYBRID POWERTRAIN CONTROL MODULE, DTC POA1D/151 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/152 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/155 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/156 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/158 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/564 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.

DTC P0A1D/159 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/160 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.

DTC P0A1D/163 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/164 HYBRID POWERTRAIN CONTROL MODULE, DTC POA1D/511 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/512 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/165 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/168 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/198 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/199 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/166 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/167 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/197 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/200 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/177 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/178 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/392 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/567 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/180 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/181 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/182 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/183 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/184 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/185 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/186 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/187 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/188 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/189 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/192 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/193 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/195 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/196 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1P/565 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/390 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/393 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/568 HYBRID POWERTRAIN CONTROL MODULE, DTC P0A1D/569 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A1D/615 HYBRID POWERTRAIN CONTROL MODULE

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.

DTC P0A1F/123 BATTERY ENERGY CONTROL MODULE

Based on a malfunction signal received from the battery ECU, the HV control ECU alerts the driver and effects fail-safe control.


DTC P0A1F/129 BATTERY ENERGY CONTROL MODULE

The battery ECU transmits information on the HV battery voltage to the HV control ECU via CAN communication.


DTC P0A1F/593 BATTERY ENERGY CONTROL MODULE

The battery ECU transmits information on the IG2 voltage of the battery ECU to the HV control ECU via CAN communication.


DTC P0A2B/248 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P0A2B/250 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

Refer to DTC P0A2C (INF 247) DTC P0A2C/247 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A2D/249 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT HIGH .


DTC P0A2C/247 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A2D/249 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT HIGH

The resistance of the thermistor, which is enclosed in the motor temperature sensor No. 1, changes in accordance with the changes in the temperature of the motor. The lower the motor temperature, the higher the resistance of the thermistor. Conversely, the higher the temperature, the lower the resistance. The motor temperature sensor No. 1 is connected to the HV control ECU. The power voltage of 5 V is supplied from the MMT terminal of the HV control ECU to the motor temperature sensor No. 1 via resistor R. Because resistor R and the motor temperature sensor No. 1 are connected in series, the resistance changes with the changes in temperature of the motor, which causes the MMT terminal voltage to also change.

Based on this signal, the HV control ECU limits the load in order to prevent the motor from overheating. Furthermore, the HV control ECU checks the motor temperature sensor No. 1 for a wiring malfunction and the sensor for malfunction.


DTC P0A37/258 GENERATOR TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

Refer to DTC P0A38 (INF 257) DTC P0A38/257 GENERATOR TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A39/259 GENERATOR TEMPERATURE SENSOR CIRCUIT HIGH .


DTC P0A37/260 GENERATOR TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

Refer to DTC P0A38 (INF 257) DTC P0A38/257 GENERATOR TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A39/259 GENERATOR TEMPERATURE SENSOR CIRCUIT HIGH .


DTC P0A38/257 GENERATOR TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A39/259 GENERATOR TEMPERATURE SENSOR CIRCUIT HIGH

The motor temperature sensor No. 2 detects the temperature of the transaxle fluid. The resistance of the thermistor installed in the motor temperature sensor No. 2 varies with the changes in the transaxle fluid temperature. The construction in the motor temperature sensor No. 2 and how it is connected to the HV control ECU are the same as those of the motor temperature sensor No. 1 (see the DTC P0A2C/247 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT LOW, DTC P0A2D/249 DRIVE MOTOR "A" TEMPERATURE SENSOR CIRCUIT HIGH ).

Based on the signal provided by the motor temperature sensor No. 2, the HV control ECU limits the load to prevent the motor from overheating. Furthermore, the HV control ECU checks the motor temperature sensor No. 2 for a wiring malfunction and the sensor for malfunction.

DTC P0A3F/243 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT, DTC P0A40/500 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P0A41/245 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT LOW

The motor resolver is a type of sensor that detects the position of the magnetic poles, which are indispensable for ensuring the highly efficient control of the MG1 and MG2.

The stator of the resolver contains an excitation coil and two detection coils. Because the rotor has an oval shape, the gap between the stator and the rotor changes as the rotor turns. An alternating current with a predetermined frequency flows through the excitation coil, and detection coils S and C output alternating currents in accordance with the position of the sensor rotor.

The HV control ECU detects the absolute position of the rotor in accordance with the phases of detection coils S and C and the height of their waveform. Furthermore, the CPU calculates the amount of change in the position within a predetermined length of time, in order to use the resolver as a speed sensor.


DTC P0A4B/253 GENERATOR POSITION SENSOR CIRCUIT, DTC P0A4C/513 GENERATOR POSITION SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P0A4D/255 GENERATOR POSITION SENSOR CIRCUIT LOW

The generator resolver detects the position of the magnetic poles, which are indispensable for ensuring the highly efficient control of the MG1 and MG2. The construction of the generator resolver and how it is connected to the HV control ECU are the same as those of the motor resolver (see the DTC P0A3F/243 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT, DTC P0A40/500 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P0A41/245 DRIVE MOTOR "A" POSITION SENSOR CIRCUIT LOW ).


DTC P0A51/174 DRIVE MOTOR "A" CURRENT SENSOR CIRCUIT

The HV control ECU performs self-checks to detect an internal operating malfunction in the ECU.


DTC P0A60/288 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/289 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/290 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/292 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/294 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/501 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A63/296 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/297 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/298 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/300 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/302 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/502 DRIVE MOTOR "A" PHASE W CURRENT

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

The motor inverter current sensors detect the amperage that flows through the V and W phase cables between the inverter and MG1/MG2. The inverter transmits information that is necessary for effecting control, such as the amperage and voltage, to the HV control ECU.

The HV control ECU monitors the inverter current sensors to detect a malfunction in the sensor system. Thus, this does not intend detecting a malfunction in the high voltage system.

DTC P0A72/326 GENERATOR PHASE V CURRENT, DTC P0A72/327 GENERATOR PHASE V CURRENT, DTC P0A72/328 GENERATOR PHASE V CURRENT, DTC P0A72/330 GENERATOR PHASE V CURRENT, DTC P0A72/333 GENERATOR PHASE V CURRENT, DTC P0A72/515 GENERATOR PHASE V CURRENT, DTC P0A75/334 GENERATOR PHASE W CURRENT, DTC P0A75/335 GENERATOR PHASE W CURRENT, DTC P0A75/336 GENERATOR PHASE W CURRENT, DTC P0A75/338 GENERATOR PHASE W CURRENT, DTC POA75/341 GENERATOR PHASE W CURRENT, DTC P0A75/516 GENERATOR PHASE W CURRENT

Refer to DTC P0A60 (INF 288) DTC P0A60/288 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/289 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/290 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/292 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/294 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A60/501 DRIVE MOTOR "A" PHASE V CURRENT, DTC P0A63/296 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/297 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/298 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/300 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/302 DRIVE MOTOR "A" PHASE W CURRENT, DTC P0A63/502 DRIVE MOTOR "A" PHASE W CURRENT.


DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE

The inverter converts the high-voltage direct current of the HV battery and the alternating current for the MG1/MG2. The inverter contains a three-phase bridge circuit, which consists of six power transistors each for the MG1 and the MG2, in order to convert the direct current and the three-phase alternating current. The HV control ECU controls the actuation of the power transistors.

The inverter transmits information that is necessary for effecting control, such as the amperage and voltage, to the HV control ECU.


DTC P0A78/272 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

The inverter switches the power transistors ON and OFF in accordance with power transistor actuation signals received from the HV control ECU, in order to change the direction of the current that flows through the MG1/MG2. Also, the inverter regulates the duration of the switching time through PWM (Pulse Width Modulation) control, in order to control the voltage that is applied to the MG1/MG2.


DTC P0A78/278 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/280 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter detects a circuit malfunction or over-voltage, the inverter transmits this information to the OVH terminal of the HV control ECU via the motor inverter over-voltage signal line.

The HV control ECU monitors the motor inverter over-voltage signal line to detect the malfunction.


DTC P0A78/279 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/503 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/504 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter detects a circuit malfunction or over-voltage, the inverter transmits this information to the OVH terminal of the HV control ECU via the motor inverter over-voltage signal line.

DTC P0A78/282 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter detects a circuit malfunction or over-voltage, the inverter transmits this information to the OVH terminal of the HV control ECU via the motor inverter over-voltage signal line.


DTC P0A78/283 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/285 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter has a circuit malfunction, internal short, or overheats, the inverter transmits this information to the MFIV terminal of the HV control ECU via the motor inverter fail signal line.

The HV control ECU monitors the motor inverter fail signal line and detects a malfunction.


DTC P0A78/284 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the MFIV terminal of the HV control ECU via the motor inverter fail signal line.


DTC P0A78/286 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the MFIV terminal of the HV control ECU via the motor inverter fail signal line.


DTC P0A78/287 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/505 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/506 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the motor inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the MFIV terminal of the HV control ECU via the motor inverter fail signal line.


DTC P0A78/304 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/305 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/507 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a motor gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG2 by turning OFF the power transistors that are actuating the MG2.

The HV control ECU monitors the motor gate shutdown signal line and detects malfunction.


DTC P0A78/306 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

The HV control ECU controls MG2 torque in accordance with the driving condition.

DTC P0A78/308 DRIVE MOTOR "A" INVERTER PERFORMANCE

The HV control ECU receives a collision signal from the airbag ECU and the circuit breaker sensor No. 1 to determine that the vehicle has been damaged. Then, it cuts off the high-voltage system to ensure safety.

If the HV control ECU receives the collision signal only from the airbag ECU, it turns OFF the system main relay and the power switch. If the HV control ECU receives the collision signal only from the circuit breaker sensor No. 1, it turns only the system main relay OFF.


DTC P0A78/508 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a motor gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG2 by turning OFF the power transistors that are actuating the MG2.

The HV control ECU monitors the motor gate shutdown signal and detects malfunction.


DTC P0A78/510 DRIVE MOTOR "A" INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a motor gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG2 by turning OFF the power transistors that are actuating the MG2.

The HV control ECU monitors the motor inverter gate and detects malfunction.


DTC P0A78/523 DRIVE MOTOR "A" INVERTER PERFORMANCE

Refer to DTC P0A78 (INF 266) DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .


DTC P0A78/586 DRIVE MOTOR "A" INVERTER PERFORMANCE

Refer to DTC P0A78 (INF 266) DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .


DTC P0A7A/309 GENERATOR INVERTER PERFORMANCE

Refer to DTC P0A78 (INF 272) DTC P0A78/272 DRIVE MOTOR "A" INVERTER PERFORMANCE .


DTC POA7A/321 GENERATOR INVERTER PERFORMANCE, DTC P0A7A/323 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the generator inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the GFIV terminal of the HV control ECU via the generator inverter fail signal line.

The HV control ECU monitors the generator inverter fail signal line and detects malfunction.

DTC P0A7A/322 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the generator inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the GFIV terminal of HV control ECU via the generator inverter fail signal line.


DTC P0A7A/324 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the generator inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the GFIV terminal of HV control ECU via generator inverter fail signal line.


DTC P0A7A/325 GENERATOR INVERTER PERFORMANCE, DTC P0A7A/517 GENERATOR INVERTER PERFORMANCE, DTC P0A7A/518 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

If the generator inverter has a circuit malfunction, internal short, or overheats, the inverter transmits that information to the GFIV terminal of HV control ECU via the generator inverter fail signal line.


DTC P0A7A/342 GENERATOR INVERTER PERFORMANCE, DTC P0A7A/343 GENERATOR INVERTER PERFORMANCE, DTC P0A7A/519 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a generator gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG1 by turning OFF the power transistors that are actuating the MG1.

The HV control ECU monitors the generator gate shutdown signal line and detects malfunction.


DTC P0A7A/344 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

The HV control ECU controls MG1 torque in accordance with the driving condition.


DTC P0A7A/520 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a generator gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG1 by turning OFF the power transistors that are actuating the MG1.

The HV control ECU monitors the generator gate shutdown signal and detects malfunction.


DTC P0A7A/522 GENERATOR INVERTER PERFORMANCE

See the description of the inverter DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .

Upon receiving a generator gate shutdown signal from the HV control ECU, the inverter forcefully stops the operation of the MG1 by turning OFF the power transistors that are actuating the MG1.

The HV control ECU monitors the generator inverter gate and detects malfunction.

DTC P0A90/239 DRIVE MOTOR "A" PERFORMANCE, DTC POA9O/241 DRIVE MOTOR "A" PERFORMANCE, DTC P0A90/602 DRIVE MOTOR "A" PERFORMANCE

The HV transaxle consists of a planetary gear unit, MG1, and MG2.

A gear unit uses the planetary gear to split engine output in accordance with a driving request during driving the vehicle or charging its internal HV battery.

The MG2 provides assist to the engine output whilea increasing the drive force of the vehicle. Furthermore, the MG2 effects regenerative braking by converting the energy (which is consumed in the form of heat during normal braking) into electrical energy and recovering it into the HV battery. Through regenerative braking, as well as decelerating the vehicle, the MG2 generates high-voltage electrical power which is used for the purpose of charging the HV battery.

The MG1 supplies electrical power, which is used for charging the HV battery or for driving the MG2. It also has a stepless transmission function to control the transaxle by regulating the amount of generation of electrical energy, which effectively varies the MG1 speed. In addition, the MG1 is used as a starter motor to start the engine.

The transmission input damper absorbs the shock that accompanies transmission of the drive force from the engine.


DTC P0A90/240 DRIVE MOTOR "A" PERFORMANCE

Refer to DTC P0A90 (INF 239) DTC P0A90/239 DRIVE MOTOR "A" PERFORMANCE, DTC POA9O/241 DRIVE MOTOR "A" PERFORMANCE, DTC P0A90/602 DRIVE MOTOR "A" PERFORMANCE .


DTC P0A90/242 DRIVE MOTOR "A" PERFORMANCE

Refer to DTC P0A90 (INF 239) DTC P0A90/239 DRIVE MOTOR "A" PERFORMANCE, DTC POA9O/241 DRIVE MOTOR "A" PERFORMANCE, DTC P0A90/602 DRIVE MOTOR "A" PERFORMANCE .


DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE

When three-phase alternating current flows through the three-phase windings of the stator coil, a rotating magnetic field is generated in the motor. The system controls the rotating magnetic field in accordance with the rotating position and speed of the rotor. As a result, the permanent magnets provided on the rotor are pulled in the rotating direction, which cause the generation of torque.

The generated torque is practically proportionate to the amount of current. Therefore, the system controls the speed of the motor by regulating the frequency of the alternating current. Furthermore, the system properly controls the rotating magnetic field and the angle of the rotor magnets in order to generate high torque in an efficient manner, even at high speeds.


DTC P0A90/509 DRIVE MOTOR "A" PERFORMANCE

See the description of the MG1/MG2 DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE .


DTC P0A90/604 DRIVE MOTOR "A" PERFORMANCE, DTC P0A90/605 DRIVE MOTOR "A" PERFORMANCE

See the description of the MG1/MG2 DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE .


DTC POA92/261 HYBRID GENERATOR PERFORMANCE

See the description of the MG1/MG2 DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE .


DTC POA92/521 HYBRID GENERATOR PERFORMANCE

See the description of the MG1/MG2 DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE .

DTC P0A92/606 HYBRID GENERATOR PERFORMANCE, DTC P0A92/607 HYBRID GENERATOR PERFORMANCE

See the description of the MG1/MG2 DTC POA9O/251 DRIVE MOTOR "A" PERFORMANCE .


DTC IP0A93/346 INVERTER COOLING SYSTEM PERFORMANCE, DTC IP0A93/347 INVERTER COOLING SYSTEM PERFORMANCE

The inverter converts the high-voltage direct current of the HV battery into the alternating current for the MG1 and the MG2. The inverter generates heat during the conversion process, and this heat could damage the inverter if a cooling system is unavailable. Therefore, similar to the MG1 and the MG2, the inverter is cooled by a dedicated cooling system, which consists of an electric water pump, cooling fan, and radiator. This cooling system is independent of the engine cooling system.


DTC P0A94/442 DC/DC CONVERTER PERFORMANCE

The boost converter contains a booster IPM (Intelligent Power Module), which includes an IGBT (Insulated Gate Bipolar Transistor) and a reactor. The HV control ECU actuates the IGBT, which controls the current in the reactor.

The boost converter boosts the high-voltage direct current rated at 201.6 V to an approximate direct current voltage of 500 V. The inverter converts the voltage that has been boosted by the boost converter into alternating current, which is used for driving the MG1/MG2. When the MG1/MG2 operates as a generator, the alternating current of approximately 500 V from the MG1/MG2 is converted into direct current by the inverter. Then, the boost converter drops this voltage to a direct current voltage rated at 201.6 V in order to charge the HV battery.


DTC P0A94/545 DC/DC CONVERTER PERFORMANCE, DTC P0A94/546 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

If the boost converter detects a circuit malfunction or over-voltage, the boost converter transmits this information to the OVL terminal of the HV control ECU via the boost converter over-voltage signal line. The HV control ECU monitors the boost converter over-voltage signal line and detects malfunction.


DTC P0A94/547 DC/DC CONVERTER PERFORMANCE, DTC P0A94/548 DC/DC CONVERTER PERFORMANCE, DTC P0A94/549 DC/DC CONVERTER PERFORMANCE

See the description of booster converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

If the boost converter detects a circuit malfunction or over-voltage, the boost converter transmits that information to the OVL terminal of the HV control ECU via the boost converter over-voltage signal line.


DTC P0A94/550 DC/DC CONVERTER PERFORMANCE

See the description of boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

If the boost converter detects a circuit malfunction or over-voltage, the boost converter transmits that information to the OVL terminal of the HV control ECU via the boost converter over-voltage signal line.

DTC POA94/551 DC/DC CONVERTER PERFORMANCE, DTC P0A94/552 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

If the boost converter has a circuit malfunction, or internal short, or overheats, the boost converter transmits this information to the FCV terminal of the HV control ECU via the boost converter fail signal line. The HV control ECU monitors the boost converter fail signal line and detects malfunction.


DTC P0A94/553 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

If the boost converter has a circuit malfunction, internal short, or overheats, the boost converter transmits that information to the FCV terminal of the HV control ECU via the boost converter fail signal line.


DTC P0A94/554 DC/DC CONVERTER PERFORMANCE, DTC P0A94/555 DC/DC CONVERTER PERFORMANCE, DTC P0A94/556 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

If the boost converter has a circuit malfunction, internal short, or overheats, the boost converter transmits that information to the FCV terminal of the HV control ECU via the boost converter fail signal line.


DTC P0A94/557 DC/DC CONVERTER PERFORMANCE

See the description of booster converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

If the boost converter has a circuit malfunction, internal short, or overheats, the boost converter transmits that information to the FCV terminal of the HV control ECU via the boost converter fail signal line.


DTC P0A94/558 DC/DC CONVERTER PERFORMANCE, DTC P0A94/559 DC/DC CONVERTER PERFORMANCE DTC P0A94/560 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

Upon receiving a boost converter gate shutdown signal from the HV control ECU, the boost converter forcefully stops the operation of the boost converter by turning OFF the power transistors that are actuating the boost converter.

The HV control ECU monitors the boost converter gate shutdown signal line and detects malfunction.


DTC POA94/561 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

Upon receiving a boost converter gate shutdown signal from the HV control ECU, the boost converter forcefully stops the operation of the boost converter by turning OFF the power transistors that are actuating the boost converter.

The HV control ECU monitors the boost converter gate shutdown signal and detects malfunction.

DTC P0A94/583 DC/DC CONVERTER PERFORMANCE, DTC P0A94/584 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

The HV control ECU uses a temperature sensor, which is built into the boost converter, to detect the temperature of the boost converter.

The boost converter temperature sensor outputs a voltage, which varies between 0 and 5 V in accordance with the changes in the temperature. The higher the boost converter temperature, the lower the output voltage. Conversely, the lower the temperature, the higher the output voltage.

The HV control ECU limits the load based on the signals transmitted by the boost converter temperature sensor, in order to prevent the boost converter from overheating. Furthermore, the HV control ECU detects malfunction in the wiring of the boost converter temperature sensor, as well as in the sensor itself.


DTC P0A94/585 DC/DC CONVERTER PERFORMANCE

Refer to DTC P0A94 (INF 589) DTC P0A94/589 DC/DC CONVERTER PERFORMANCE, DTC P0A94/590 DC/DC CONVERTER PERFORMANCE .


DTC P0A94/587 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/587 DC/DC CONVERTER PERFORMANCE .

The HV control ECU uses two voltage sensors, VL and VB, to detect voltage levels. The VL sensor that has been built into the boost converter is used to detect the high voltage before it is boosted. The VB sensor that has been built into the battery ECU is used to detect voltage of the HV battery.


DTC P0A94/588 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

The boost converter switches the power transistors ON and OFF in accordance with the power transistor actuation signals received from the HV control ECU, in order to change the current that flows into the reactor. Also, the boost converter regulates the duration of the switching time through PWM (Pulse Width Modulation) control, in order to control the boosting voltage.

The HV control ECU monitors the boost converter PWM circuit and detects malfunction.


DTC P0A94/589 DC/DC CONVERTER PERFORMANCE, DTC P0A94/590 DC/DC CONVERTER PERFORMANCE

See the description of the boost converter DTC P0A94/442 DC/DC CONVERTER PERFORMANCE .

The HV control ECU uses a voltage sensor, which has been built into the boost converter, to detect the high voltage before it is boosted and for boost control.

The boost converter voltage sensor outputs a voltage that varies between 0 and 5 V in accordance with the changes in the high voltage. The higher the high voltage, the higher the output voltage, and the lower the high voltage, the lower the output voltage.

The HV control ECU monitors a signal line of the boost converter voltage sensor and detects malfunction.


DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN

The SMRs (System Main Relays) connect and disconnect the high-voltage power supply circuit in accordance with requests from the HV control ECU. To ensure a reliable operation, they consists of a total of three relays (one for the negative side and two for the positive side).

To connect, SMR1 and SMR3 turn ON initially. Then, SMR2 turns ON and SMR1 turns OFF. This process protects the circuit from the high-voltage surge current by allowing the limit current to flow via the resistor. To disconnect, SMR2 and SMR3 turn OFF in that order. The HV control ECU checks that the relays have turned OFF properly.

The HV control ECU monitors the proper operation of the SMRs (CON1, CON2 and CON3) to check for malfunction.

DTC P0AA1/226 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/227 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN

Refer to DTC P0AA1 (INF 224) DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN .

The HV control ECU monitors the proper operation of the system main relay No. 2 (CON2) to check for malfunction.


DTC POAA1/231 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED

Refer to DTC P0AA1 (INF 224) DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN .

Because it might be impossible to shut off the high-voltage system if either of the system main relay No. 1 and No. 2 becomes stuck, the HV control ECU monitors the two relays and stops the system if malfunction is found in either relay.


DTC P0AA1/233 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED

Refer to DTC P0AA1 (INF 224) DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN .

Because it might be impossible to shut off the high-voltage system if any one of the system main relay No. 1 to No. 3 becomes stuck, the HV control ECU monitors the three relays and stops the system if malfunction is found in either relay.


DTC P0AA4/228 HYBRID BATTERY NEGATIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA5/229 HYBRID BATTERY NEGATIVE CONTACTOR CIRCUIT STUCK OPEN

Refer to DTC P0AA1 (INF 224) DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN .

The HV control ECU monitors the proper operation of the system main relay No. 3 (CON3) to check for malfunction.


DTC P0AA4/232 HYBRID BATTERY NEGATIVE CONTACTOR CIRCUIT STUCK CLOSED

Refer to DTC P0AA1 (INF 224) DTC P0AA1/224 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK CLOSED, DTC P0AA2/225 HYBRID BATTERY POSITIVE CONTACTOR CIRCUIT STUCK OPEN .


DTC P2120/111 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT, DTC P2121/106 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT RANGE/PERFORMANCE, DTC P2121/114 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT RANGE/PERFORMANCE, DTC P2125/112 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT, DTC P2126/109 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT RANGE/PERFORMANCE, DTC P2138/110 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D"/"E" VOLTAGE CORRELATION

HINT:

This is the repair procedure for the accelerator pedal position sensor.

Refer to DTC P2122 (INF 104) DTC P2122/1041 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT LOW INPUT, DTC P2123/1051 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT HIGH INPUT, DTC P2127/1071 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT LOW INPUT, DTC P2128/1081 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT HIGH INPUT .

DTC P2122/1041 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT LOW INPUT, DTC P2123/1051 THROTTLE/PEDAL POSITION SENSOR/SWITCH "D" CIRCUIT HIGH INPUT, DTC P2127/1071 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT LOW INPUT, DTC P2128/1081 THROTTLE/PEDAL POSITION SENSOR/SWITCH "E" CIRCUIT HIGH INPUT

HINT:

This is the repair procedure for the accelerator pedal position sensor.

HINT:

• This electrical throttle system does not use a throttle cable.

• This accelerator pedal position sensor is a non-contact type.

The accelerator pedal position sensor is mounted on the accelerator pedal to detect how much it is depressed. It has 2 sensor terminals (VPA and VPA2) to detect the accelerator pedal position and a malfunction of the accelerator pedal position sensor itself. Since this sensor is electronically controlled with hall elements, accurate control and reliability can be obtained.

In the accelerator pedal position sensor, the voltage applied to terminals VPA and VPA2 of the HV control ECU changes between 0 V and 5 V in proportion to the degree of depressing the accelerator pedal. The VPA is a signal to indicate the actual accelerator pedal position angle which is used for the HV system control, and the VPA2 is a signal to indicate the actual accelerator pedal position angle which is used for detecting a malfunction of the sensor itself (terminal VPA).

The HV control ECU judges how much the accelerator pedal is being depressed from the VPA and VPA2 signals, and controls the HV system based on the signals.


DTC P3000/123 BATTERY CONTROL SYSTEM MALFUNCTION, DTC P3000/125 BATTERY CONTROL SYSTEM MALFUNCTION, DTC P3000/603 BATTERY CONTROL SYSTEM MALFUNCTION

The HV control ECU gives warning to the driver and performs the fail-safe control, according to the abnormal signal received from the battery ECU.


DTC P3000/388 BATTERY CONTROL SYSTEM MALFUNCTION

Based on the malfunction signal received from the battery ECU, the system alerts the driver and effects failsafe control.

This DTC is output when the SOC (state of charge) of the HV battery decreases as a result of leaving the vehicle in the N position, running out of fuel, or malfunction in the HV control system.


DTC P3000/389 BATTERY CONTROL SYSTEM MALFUNCTION

Based on the malfunction signal received from the battery ECU, the system alerts the driver and effects failsafe control.

This DTC is output if the HV battery is depleted or the HV control system has malfunction.

DTC IP3004/1311 HIGH VOLTAGE POWER RESOURCE MALFUNCTION

Refer to DTC P0A78 DTC P0A78/266 DRIVE MOTOR "A" INVERTER PERFORMANCE, DTC P0A78/267 DRIVE MOTOR "A" INVERTER PERFORMANCE .


DTC IP3004/132I HIGH VOLTAGE POWER RESOURCE MALFUNCTION

Refer to DTC P3004 (INF 131) DTC IP3004/1311 HIGH VOLTAGE POWER RESOURCE MALFUNCTION .

DTC IP3004/133I HIGH VOLTAGE POWER RESOURCE MALFUNCTION

The HV control ECU gives warning to the driver and performs the fail-safe control, according to the abnormal signal received from the battery ECU.


DTC P3009/526 HIGH VOLTAGE POWER SHORT CIRCUIT, DTC P3009/6111 HIGH VOLTAGE POWER SHORT CIRCUIT, DTC P3009/612 HIGH VOLTAGE POWER SHORT CIRCUIT, DTC P3009/613 HIGH VOLTAGE POWER SHORT CIRCUIT, DTC P3009/614 HIGH VOLTAGE POWER SHORT CIRCUIT

HINT:

*1: Stored simultaneously when DTC P3009 is set.

*2: Stored when a malfunction area has been identified.


DTC P3102/524 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/525 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/581 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/582 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/597 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/598 TRANSMISSION CONTROL ECU MALFUNCTION, DTC P3102/599 TRANSMISSION CONTROL ECU MALFUNCTION

When a signal is input from the P position switch or selector lever, the HV control ECU transmits a P position control (PCON) signal to the transmission control ECU. Based on this signal, the transmission control ECU actuates the shift control actuator in order to mechanically lock or unlock the counter drive gear in the HV transaxle assembly. If the shift control actuator is in the P position, the transmission control ECU transmits a P position (PPOS) signal to the HV control ECU.


DTC P3107/213 LOST COMMUNICATION WITH AIRBAG SYSTEM CONTROL MODULE, DTC P3107/214 LOST COMMUNICATION WITH AIRBAG SYSTEM CONTROL MODULE, DTC P3107/215 LOST COMMUNICATION WITH AIRBAG SYSTEM CONTROL MODULE

The HV control ECU detects a malfunction of the collision signal circuit from the airbag ECU and gives warning to the driver.


DTC P3108/535 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE, DTC P3108/536 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE, DTC P3108/538 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE

The HV control ECU detects a wiring malfunction in the serial communication line of the A/C inverter.


DTC P3108/537 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE

Refer to DTC 3108 (INF 535) DTC P3108/535 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE, DTC P3108/536 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE, DTC P3108/538 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE .


DTC P3108/594 LOST COMMUNICATION WITH A/C SYSTEM CONTROL MODULE

HINT:

DTC P3108 (INF 594) is one of the DTCs that indicate CAN communication malfunction. Since the A/C amplifier is connected to BEAN (Body Electronics Area Network), the HV control ECU communicates with it using CAN (Controller Area Network) communication via the gateway ECU.


DTC P3110/223 HV MAIN RELAY MALFUNCTION, DTC P3110/527 HV MAIN RELAY MALFUNCTION

The HV control ECU monitors the IGCT relay and IG2 relay to detect malfunction.

DTC P3137/348 COLLISION SENSOR LOW INPUT, DTC P3138/349 COLLISION SENSOR HIGH INPUT

The HV control ECU checks the line connection of the circuit breaker sensor (collision sensor) signal and dives warning to the driver if malfunction is detected.


DTC P3140/350 HV INTERLOCK SWITCH OPERATION

If the HV control ECU detects the operation of the safety devices (removal of the service plug grip and inverter cover) while the vehicle is stopped (vehicle speed below 3 mph 5 km/h), it will shut down the system main relays. If the safety devices are correctly reinstalled, it will resume the normal operation after the power source is supplied again. If it does not, there is a possibility of an open circuit, so perform the same inspection as the DTC P3143 (INF 351).


DTC P3143/3511 HV INTERLOCK SWITCH OPEN/SHORT

A short pin for the interlock switch is provided on the service plug grip and the inverter cover. Therefore, the interlock signal line circuit opens when the service plug grip or the inverter cover is removed. If the HV control ECU detects an open circuit in the interlock signal line while the vehicle is in motion (vehicle speed above 3 mph 5 km/h), it stores the information (INF) code 351 in its memory and alerts the driver. While the vehicle is in motion, the HV control ECU will not shut down the high-voltage system even if an open circuit in the interlock system is detected.


DTC P3211/276 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P3211/277 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

Refer to DTC P3212 (INF 275) DTC P3212/2751 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT HIGH/LOW, DTC P3213/2741 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT HIGH .


DTC P3212/2751 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT HIGH/LOW, DTC P3213/2741 DRIVE MOTOR "A" INVERTER TEMPERATURE SENSOR CIRCUIT HIGH

The HV control ECU uses a temperature sensor, which is built into the inverter, to detect the temperature of the motor inverter. The same cooling system that is routed to the MG1 and MG2 cools the inverter. This cooling system is independent from the engine cooling system.

The characteristic of the motor inverter temperature sensor is the same as the boost converter temperature sensor (see the description DTC P0A94/583 DC/DC CONVERTER PERFORMANCE, DTC P0A94/584 DC/DC CONVERTER PERFORMANCE ).

The HV control ECU limits the load based on the signals transmitted by the motor inverter temperature sensor, in order to check the effectiveness of the inverter cooling system and prevent the inverter from overheating. Furthermore, the HV control ECU detects a malfunction in the wiring of the motor inverter temperature sensor, as well as in the sensor itself.


DTC P3221/314 GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE, DTC P3221/315I GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE

Refer to DTC P3222 MNF 313 DTC P3222/313 GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT HIGH/LOW, DTC P3223/312 GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT HIGH .

DTC P3222/313 GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT HIGH/LOW, DTC P3223/312 GENERATOR INVERTER TEMPERATURE SENSOR CIRCUIT HIGH

The HV control ECU uses a temperature sensor, which is built into the inverter, to detect the temperature of the generator inverter. The same cooling system that is routed to the MG1 and MG2 cools the inverter. This cooling system is independent from the engine cooling system.

The characteristic of the generator inverter temperature sensor is the same as the boost converter temperature sensor (see the description DTC P0A94/583 DC/DC CONVERTER PERFORMANCE, DTC P0A94/584 DC/DC CONVERTER PERFORMANCE ).

The HV control ECU limits the load based on the signals transmitted by the generator inverter temperature sensor, in order to check the effectiveness of the inverter cooling system and prevent the inverter from overheating. Furthermore, the HV control ECU detects a malfunction in the wiring of the generator inverter temperature sensor, as well as in the sensor itself.


DTC P3226/562 DC/DC (BOOST) CONVERTER TEMPERATURE SENSOR MALFUNCTION, DTC P3226/563 DC/DC (BOOST) CONVERTER TEMPERATURE SENSOR MALFUNCTION

Refer to DTC P0A94 (INF 583) DTC P0A94/583 DC/DC CONVERTER PERFORMANCE, DTC P0A94/584 DC/DC CONVERTER PERFORMANCE .


DTC U0100/211 LOST COMMUNICATION WITH ECM/PCM "A", DTC U0100/212 LOST COMMUNICATION WITH ECM/PCM "A". DTC U0100/530 LOST COMMUNICATION WITH ECM/PCM "A", DTC U0111/208 LOST COMMUNICATION WITH BATTERY ENERGY CONTROL MODULE "A", DTC U0111/531 LOST COMMUNICATION WITH BATTERY ENERGY CONTROL MODULE "A", DTC U0129/220 LOST COMMUNICATION WITH BRAKE SYSTEM CONTROL MODULE, DTC U0129/222 LOST COMMUNICATION WITH BRAKE SYSTEM CONTROL MODULE, DTC U0129/528 LOST COMMUNICATION WITH BRAKE SYSTEM CONTROL MODULE. DTC U0129/529 LOST COMMUNICATION WITH BRAKE SYSTEM CONTROL MODULE. DTC U0131/433 LOST COMMUNICATION WITH POWER STEERING CONTROL MODULE, DTC U0131/434 LOST COMMUNICATION WITH POWER STEERING CONTROL MODULE, DTC U0146/435 LOST COMMUNICATION WITH GATEWAY "A"

The HV control ECU transmits and receives signals to and from the ECM, battery ECU, skid control ECU, power steering ECU, and the gateway ECU via CAN (Controller Area Network) communication.


DTC P0010: CAMSHAFT POSITION "A" ACTUATOR CIRCUIT (BANK 1)

The Variable Valve Timing (VVT) system includes the ECM, the Oil Control Valve (OCV) and the VVT controller. The ECM sends a target "duty-cycle" control signal to the OCV. This control signal, applied to the OCV, regulates the oil pressure supplied to the VVT controller. Camshaft timing control is performed based on engine operation condition such as intake air volume, throttle position and engine coolant temperature. The ECM controls the OCV based on the signals from several sensors. The VVT controller regulates the intake camshaft angle using oil pressure through the OCV. As result, the relative position between the camshaft and the crankshaft is optimized, the engine torque and fuel economy improve, and exhaust emissions decrease. The ECM detects the actual valve timing using signals from the camshaft position sensor and the crankshaft position sensor. The ECM performs feedback control and verifies target valve timing.


DTC P0011: CAMSHAFT POSITION "A" -TIMING OVERADVANCED OR SYSTEM PERFORMANCE (BANK1), DTC P0012: CAMSHAFT POSITION "A" -TIMING OVERRETARDED (BANK 1)

Refer to DTC P0010 on DTC P0010 CAMSHAFT POSITION "A" ACTUATOR CIRCUIT (BANK 1) .

DTC P0016: CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION (BANK 1 SENSOR A)

Refer to DTC P0335 on DTC P0335 CRANKSHAFT POSITION SENSOR "A" CIRCUIT .


DTC P0031: OXYGEN (A/F) SENSOR HEATER CONTROL CIRCUIT LOW (BANK 1 SENSOR 1), DTC P0032: OXYGEN (A/F) SENSOR HEATER CONTROL CIRCUIT HIGH (BANK 1 SENSOR 1)

HINT:

Although each DTC title says "oxygen sensor," these DTCs are related to the air-fuel ratio sensor (A/F sensor).


DTC P0037: OXYGEN SENSOR HEATER CONTROL CIRCUIT LOW (BANK 1 SENSOR 2), DTC P0038: OXYGEN SENSOR HEATER CONTROL CIRCUIT HIGH (BANK 1 SENSOR 2)

HINT:

The ECM provides a pulse width modulated control circuit to adjust current through the heater. The heated oxygen sensor heater circuit uses a relay on the +B side of the circuit.


DTC P0100: MASS OR VOLUME AIR FLOW CIRCUIT, DTC P0102: MASS OR VOLUME AIR FLOW CIRCUIT LOW INPUT, DTC P0103: MASS OR VOLUME AIR FLOW CIRCUIT HIGH INPUT

The MAF (Mass Air Flow) meter measures the amount of air flowing through the throttle valve. The ECM uses this information to determine the fuel injection time and provides a proper air-fuel ratio. Inside the MAF meter, there is a heated platinum wire exposed to the flow of intake air.

By applying a specific current to the wire, the ECM heats this wire to a given temperature. The flow of incoming air cools the wire and an internal thermistor, affecting their resistance. To maintain a constant current value, the ECM varies the voltage applied to these components in the MAF meter. The voltage level is proportional to the air flowing through the sensor. The ECM interprets this voltage as the intake air amount. The circuit is constructed so that the platinum hot wire and temperature sensor provide a bridge circuit, and the power transistor is controlled so that the potential of A and B remains equal to maintain the set temperature.


DTC P0101: MASS OR VOLUME AIR FLOW CIRCUIT RANGE/PERFORMANCE PROBLEM

Refer to DTC P0100 on DTC P0100 MASS OR VOLUME AIR FLOW CIRCUIT, DTC P0102 MASS OR VOLUME AIR FLOW CIRCUIT LOW INPUT, DTC P0103 MASS OR VOLUME AIR FLOW CIRCUIT HIGH INPUT .


DTC P0110: INTAKE AIR TEMPERATURE CIRCUIT, DTC P0112: INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT, DTC P0113: INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT

The intake air temperature (IAT) sensor, mounted on the mass air flow (MAF) meter, monitors the intake air temperature. The IAT sensor has a thermistor that varies its resistance depending on the temperature of the intake air. When the air temperature is low, the resistance in the thermistor increases. When the temperature is high, the resistance drops. The variations in resistance are reflected as voltage changes to the ECM terminal.

The intake air temperature sensor is connected to the ECM (see wiring diagram). The 5 V power source voltage in the ECM is applied to the intake air temperature sensor from terminal THA (THAR) via resistor R.

That is, the resistor R and the intake air temperature sensor are connected in series. When the resistance value of the intake air temperature sensor changes in accordance with changes in the intake air temperature, the voltage at terminal THA (THAR) also changes. Based on this signal, the ECM increases the fuel injection volume to improve the driveability during cold engine operation.

DTC P0115: ENGINE COOLANT TEMPERATURE CIRCUIT, DTC P0117: ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT, DTC P0118: ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT

A thermistor is built in the engine coolant temperature sensor and changes its resistance value according to the engine coolant temperature.

The structure of the sensor and connection to the ECM is the same as those of the intake air temperature sensor.

HINT:

If the ECM detects DTC P0115, P0117 or P0118, it operates the fail-safe function in which the engine coolant temperature is assumed to be 80°C (176°F).


DTC P0116: ENGINE COOLANT TEMPERATURE CIRCUIT RANGE/PERFORMANCE PROBLEM

Refer to DTC P0115 on DTC P0115 ENGINE COOLANT TEMPERATURE CIRCUIT, DTC P0117 ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT, DTC P0118 ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT .


DTC P0120: THROTTLE/PEDAL POSITION SENSOR/SWITCH "A" CIRCUIT, DTC P0122: THROTTLE/PEDAL POSITION SENSOR/SWITCH "A" CIRCUIT LOW INPUT, DTC P0123: THROTTLE/PEDAL POSITION SENSOR/SWITCH "A" CIRCUIT HIGH INPUT, DTC P0220: THROTTLE/PEDAL POSITION SENSOR/SWITCH "B" CIRCUIT, DTC P0222: THROTTLE/PEDAL POSITION SENSOR/SWITCH "B" CIRCUIT LOW INPUT, DTC P0223: THROTTLE/PEDAL POSITION SENSOR/SWITCH "B" CIRCUIT HIGH INPUT, DTC P2135: THROTTLE/PEDAL POSITION SENSOR/SWITCH "A"/"B" VOLTAGE CORRELATION

HINT:

• This electrical throttle system does not use a throttle cable.

• This is the troubleshooting procedure of the throttle position sensor.

The throttle position sensor is mounted on the throttle body and it has 2 sensor terminals to detect the throttle opening angle and malfunction of the throttle position sensor itself.

The voltage applied to terminals VTA and VTA2 of the ECM changes between 0 V and 5 V in proportion to the opening angle of the throttle valve. The VTA is a signal to indicate the actual throttle valve opening angle which is used for the engine control, and the VTA2 is a signal to indicate the information about the opening angle which is used for detecting malfunction of the sensor.

The ECM judges the current opening angle of the throttle valve from these signals input from terminals VTA and VTA2, and the ECM controls the throttle motor to make the throttle valve angle properly in response to the driving condition.

When malfunction is detected, the throttle valve is locked at a certain opening angle. Also, the whole electronically controlled throttle operation is cancelled until the system returns to normal and the power switch is turned OFF.


DTC P0121: THROTTLE/PEDAL POSITION SENSOR/SWITCH "A" CIRCUIT RANGE/PERFORMANCE PROBLEM

Refer to DTC P0120 on DTC P0120 THROTTLE/PEDAL POSITION SENSOR/SWITCH "A" CIRCUIT, DTC P0122 THROTTLE/PEDAL POSITION SENSOR/SWITCH "A" CIRCUIT LOW INPUT, DTC P0123 THROTTLE/PEDAL POSITION SENSOR/SWITCH "A" CIRCUIT HIGH INPUT, DTC P0220 THROTTLE/PEDAL POSITION SENSOR/SWITCH "B" CIRCUIT, DTC P0222 THROTTLE/PEDAL POSITION SENSOR/SWITCH "B" CIRCUIT LOW INPUT, DTC P0223 THROTTLE/PEDAL POSITION SENSOR/SWITCH "B" CIRCUIT HIGH INPUT, DTC P2135 THROTTLE/PEDAL POSITION SENSOR/SWITCH "A"/"B" VOLTAGE CORRELATION .

DTC P0125: INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL

Refer to DTC P0115 on DTC P0115 ENGINE COOLANT TEMPERATURE CIRCUIT, DTC P0117 ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT, DTC P0118 ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT .


DTC P0128: COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE)

HINT:

This is the purpose of detecting the "thermostat" malfunction.

If the engine coolant temperature (ECT) does not reach 75°C (167°F) despite sufficient warm-up time has elapsed.


DTC P0136: OXYGEN SENSOR CIRCUIT MALFUNCTION (BANK 1 SENSOR 2), DTC P0137: OXYGEN SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2), DTC P0138: OXYGEN SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2)

The heated oxygen sensor is used to monitor oxygen concentration in the exhaust gas. For optimum catalytic converter operation, the air-fuel mixture must be maintained near the ideal "stoichiometric" ratio. The oxygen sensor output voltage changes suddenly in the vicinity of the stoichiometric ratio. The ECM adjusts the fuel injection time so that the air-fuel ratio is nearly stoichiometric ratio.

When the air-fuel ratio becomes LEAN, the oxygen concentration in the exhaust gas increases. The heated oxygen sensor informs the ECM of the LEAN condition (low voltage, i.e. less than 0.45 V).

When the air-fuel ratio is RICHER than the stoichiometric air-fuel ratio, the oxygen will be vanished from the exhaust gas. The heated oxygen sensor informs the ECM of the RICH condition (high voltage, i.e. more than 0.45 V).

The heated oxygen sensor includes a heater which heats the zirconia element. The heater is controlled by the ECM. When the intake air volume is low (the temperature of the exhaust gas is low), current flows to the heater in order to heat the sensor for the accurate oxygen concentration detection.


DTC P0171: SYSTEM TOO LEAN (BANK 1), DTC P0172: SYSTEM TOO RICH (BANK 1)

The fuel trim is related to the feedback compensation value, not to the basic injection time. The fuel trim includes the short-term fuel trim and the long-term fuel trim.

The short-term fuel trim is the short-term fuel compensation used to maintain the air-fuel ratio at stoichiometric air-fuel ratio. The signal from the A/F sensor indicates whether the air-fuel ratio is RICH or LEAN compared to the stoichiometric air-fuel ratio. This variance triggers a reduction in the fuel volume if the air-fuel ratio is RICH, and an increase in the fuel volume if it is LEAN.

The long-term fuel trim is the overall fuel compensation carried out in long-term to compensate for a continual deviation of the short-term fuel trim from the central value, due to individual engine differences, wear overtime and changes in the operating environment.

If both the short-term fuel trim and the long-term fuel trim are LEAN or RICH beyond a certain value, it is detected as a malfunction and the MIL is illuminated and DTC is set.


DTC P0300: RANDOM/MULTIPLE CYLINDER MISFIRE DETECTED, DTC P0301: CYLINDER 1 MISFIRE DETECTED, DTC P0302: CYLINDER 2 MISFIRE DETECTED, DTC P0303: CYLINDER 3 MISFIRE DETECTED, DTC P0304: CYLINDER 4 MISFIRE DETECTED

When a misfire occurs in the engine, hydrocarbons (HC) enter the exhaust gas in high concentrations. If this HC concentration is high enough, there could be an increase in exhaust emissions levels. High concentrations of HC can also cause to temperature of the catalyst to increase, possibly damaging the catalyst. To prevent this increase in emissions and limit the possibility of thermal damage, the ECM monitors the misfire rate. When the temperature of the catalyst reaches a point of thermal degradation, the ECM will blink the MIL. For monitoring misfire, the ECM uses both the camshaft position sensor and the crankshaft position sensor. The camshaft position sensor is used to identify misfiring cylinders and the crankshaft position sensor is used to measure variations in the crankshaft rotation speed. The misfire counter increments when crankshaft rotation speed variations exceed threshold values.

If the misfiring rate exceeds the threshold value and could cause emissions deterioration, the ECM illuminates the MIL.

DTC P0325: KNOCK SENSOR 1 CIRCUIT (BANK 1 OR SINGLE SENSOR), DTC P0327: KNOCK SENSOR 1 CIRCUIT LOW INPUT (BANK 1 OR SINGLE SENSOR), DTC P0328: KNOCK SENSOR 1 CIRCUIT HIGH INPUT (BANK 1 OR SINGLE SENSOR)

A flat type knock sensor (non-resonant type) has the structure that can detect vibration in a wider band of the frequency from about 6 kHz to 15 kHz and has the following features.

Knock sensors are fitted on the cylinder block to detect engine knocking.

The knock sensor contains a piezoelectric element which generates voltage when it becomes deformed. The generation of the voltage occurs when the cylinder block vibrates due to the knocking. If the engine knocking occurs, in order to suppress it, the ignition timing is retarded.


DTC P0335: CRANKSHAFT POSITION SENSOR "A" CIRCUIT

The crankshaft position sensor (CKP) system consists of a crankshaft position sensor plate and a pick-up coil. The sensor plate has 34 teeth and is installed on the crankshaft. The pick-up coil is made of an iron core and magnet. The sensor plate rotates and as each tooth passes through the pick-up coil, a pulse signal is created. The pick-up coil generates 34 signals per engine revolution. Based on these signals, the ECM calculates the crankshaft position and engine RPM. Using these calculations, the fuel injection time and ignition timing are controlled.


DTC P0340: CAMSHAFT POSITION SENSOR "A" CIRCUIT (BANK 1 OR SINGLE SENSOR), DTC P0341: I CAMSHAFT POSITION SENSOR "A" CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR)

The variable valve timing (VVT) sensor consists of a magnet, iron core and pickup coil.

The variable valve (VV) signal plate has 3 teeth on its outer circumference and is installed on the camshaft. When the camshafts rotate, the protrusion on the signal plate and the air gap on the pickup coil change, causing fluctuations in the magnetic field and generating voltage in the pickup coil.

This sensor monitors a timing rotor located on the camshaft and is used to detect an camshaft angle by the ECM. The camshaft rotation synchronizes with the crankshaft rotation, and this sensor communicates the rotation of the camshaft timing rotor as a pulse signal to the ECM. Based on the signal, the ECM controls fuel injection time and ignition timing.


DTC P0351: IGNITION COIL "A" PRIMARY/SECONDARY CIRCUIT, DTC P0352: IGNITION COIL "B" PRIMARY/SECONDARY CIRCUIT, DTC P0353: IGNITION COIL "C" PRIMARY/SECONDARY CIRCUIT, DTC P0354: IGNITION COIL "D" PRIMARY/SECONDARY CIRCUIT

HINT:

• These DTCs indicate malfunction related to the primary circuit.

• If DTC P0351 is displayed, check the ignition coil No.1 (#1) circuit.

• If DTC P0352 is displayed, check the ignition coil No.1 (#2) circuit.

• If DTC P0353 is displayed, check the ignition coil No.1 (#3) circuit.

• If DTC P0354 is displayed, check the ignition coil No.1 (#4) circuit

A Direct Ignition System (DIS) is used on this vehicle.

The DIS is a 1-cylinder ignition system which ignites one cylinder with one ignition coil. In the 1-cylinder ignition system, the one spark plug is connected to the end of the secondary winding. High voltage generated in the secondary winding is applied directly to the spark plug. The spark of the spark plug passes from the center electrode to the ground electrode.

The ECM determines the ignition timing and outputs the ignition (IGT) signals for each cylinder. Using the IGT signal, the ECM turns ON and OFF the power transistor inside the igniter and this switches ON and OFF the current to the primary coil. When the current flow to the primary coil is cut off, high-voltage is generated in the secondary coil and this voltage is applied to the spark plugs to spark inside the cylinders. As the ECM cuts the current to the primary coil, the igniter sends back the ignition confirmation (IGF) signal to the ECM.

DTC P0420: CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1)

The ECM uses 2 sensors mounted before and after the three-way catalytic converter (TWC) to monitor its' efficiency. The air-fuel ratio (A/F) sensor (sensor 1) sends pre-catalyst information to the ECM. The heated oxygen (O2) sensor (sensor 2) sends post-catalyst information to the ECM.

In order to detect deterioration in the catalyst, the ECM calculates Oxygen Storage Capacity (OSC) in the catalyst based on voltage output of the sensor 2 while performing "active air-fuel ratio control" instead of the conventional detecting method which uses the locus ratio.

The OSC is an indication value of the catalyst oxygen storage capacity and is used for representing how much the catalyst can store oxygen. When the vehicle is being driven with a warm engine, the active air-fuel ratio control is performed for approximately 15 to 20 seconds. When it is performed, the air-fuel ratio is forcibly regulated to go LEAN or RICH by the ECM, and if a RICH and LEAN cycle of the sensor 2 is long, the OSC will become greater. The greater OSC and capability of the catalyst are mutually related. The ECM judges if the catalyst has deteriorated based on the calculated OSC value. The ECM will illuminate the MIL and a DTC, will be set


DTC P0441: EVAPORATIVE EMISSION CONTROL SYSTEM INCORRECT PURGE FLOW, DTC P0446: EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT

The vapor pressure sensor and VSV for canister closed valve (CCV) are used to detect abnormalities in the evaporative emission control system.

The ECM decides whether there is an abnormality in the evaporative emission control system based on the vapor pressure sensor signal.

DTCs P0441 and P0446 are recorded by the ECM when evaporative emissions leak from the components within the dotted line, or when there is malfunction in either the EVAP VSV or the vapor pressure sensor itself.


DTC P0442: EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK), DTC P0455: EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (GROSS LEAK), DTC P0456: EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK)

The vapor pressure sensor and the VSV for the canister closed valve (CCV) are used to detect abnormalities in the evaporative emission control system. The ECM decides whether there is an abnormality in the evaporative emission control system based on the vapor pressure sensor signal.


DTC P0451: EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR/SWITCH RANGE/PERFORMANCE, DTC P0452: EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR/SWITCH LOW INPUT, DTC P0453: EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR/SWITCH HIGH INPUT

The vapor pressure sensor, VSV for canister closed valve (CCV) and VSV for purge flow switching valve are used to detect abnormalities in the evaporative emission control system.

The ECM decides whether there is an abnormality in the evaporative emission control system based on the vapor pressure sensor signal.


DTC P0505: IDLE AIR CONTROL SYSTEM

The idle speed is controlled by the Electronic Throttle Control System (ETCS).

The ETCS is composed of the throttle motor which operates the throttle valve, and the throttle position sensor which detects the opening angle of the throttle valve.

The ECM controls the throttle motor to provide the proper throttle valve opening angle to obtain the target idle speed.

The ECM regulates the idle speed by opening and closing the throttle valve using the ETCS. If the actual idle RPM varies more than a specified amount or a learned value of the idle speed control remains at the maximum or minimum five times or more during a trip, the ECM concludes that there is a problem in the idle speed control ECM function. The ECM will turn on the MIL and a DTC is set.

Example:

If the actual idle RPM varies from the target idle RPM by more than 200 (*1) RPM five times during a drive cycle, the ECM will turn on the MIL and a DTC is set.

HINT:

*1: RPM threshold varies depending on engine loads.

DTC P0560: SYSTEM VOLTAGE

The battery supplies electricity to the ECM even if the ignition switch is OFF. This electricity allows the ECM to store DTC history, freeze frame data, fuel trim values, and other data. If the battery voltage falls below a minimum level, the ECM will conclude that there is a fault in the power supply circuit. The next time the engine starts, the ECM will turn on the MIL and a DTC will be set.


DTC P0604: INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR, DTC P0606: ECM/PCM PROCESSOR, DTC P0607: CONTROL MODULE PERFORMANCE, DTC P0657: ACTUATOR SUPPLY VOLTAGE CIRCUIT/OPEN

The ECM continuously monitors its internal memory status, internal circuits, and output signals to the throttle actuator. This self-check ensures that the ECM is functioning properly. If any malfunction is detected, the ECM will set the appropriate DTC and illuminate the MIL.

The ECM memory status is diagnosed by internal "mirroring" of the main CPU and the sub CPU to detect random access memory (RAM) errors. The two CPUs also perform continuous mutual monitoring.

The ECM sets a DTC if: 1) output from the 2 CPUs are different and deviate from the standards, 2) the signals to the throttle actuator deviate from the standards, 3) malfunction is found in the throttle actuator supply voltage, and 4) any other ECM malfunction is found.


DTC P1115: COOLANT TEMPERATURE SENSOR CIRCUIT FOR COOLANT HEAT STORAGE SYSTEM, DTC P1117: COOLANT TEMPERATURE SENSOR CIRCUIT LOW FOR COOLANT HEAT STORAGE SYSTEM, DTC P1118: COOLANT TEMPERATURE SENSOR CIRCUIT HIGH FOR COOLANT HEAT STORAGE SYSTEM

HINT:

Although each DTC title says "Coolant Temperature Sensor", these DTCs are related to the coolant heat storage tank outlet temperature sensor.


DTC P1116: COOLANT TEMPERATURE SENSOR CIRCUIT STACK FOR COOLANT HEAT STORAGE SYSTEM

Refer to DTC P1115 on DTC P1115 COOLANT TEMPERATURE SENSOR CIRCUIT FOR COOLANT HEAT STORAGE SYSTEM, DTC P1117 COOLANT TEMPERATURE SENSOR CIRCUIT LOW FOR COOLANT HEAT STORAGE SYSTEM, DTC P1118 COOLANT TEMPERATURE SENSOR CIRCUIT HIGH FOR COOLANT HEAT STORAGE SYSTEM .


DTC P1120: COOLANT FLOW CONTROL VALVE POSITION SENSOR CIRCUIT, DTC P1122: COOLANT FLOW CONTROL VALVE POSITION SENSOR CIRCUIT LOW, DTC P1123: COOLANT FLOW CONTROL VALVE POSITION SENSOR CIRCUIT HIGH

HINT:

Although each DTC title says "Coolant Flow Control Valve", these DTCs are related to the water valve.


DTC P1121: COOLANT FLOW CONTROL VALVE POSITION SENSOR CIRCUIT STUCK

HINT:

• Although each DTC title says "Coolant Flow Control Valve", these DTCs are related to the water valve.

• CHS stands for Coolant Heat Storage.

Refer to DTC P1120 on DTC P1120 COOLANT FLOW CONTROL VALVE POSITION SENSOR CIRCUIT, DTC P1122 COOLANT FLOW CONTROL VALVE POSITION SENSOR CIRCUIT LOW, DTC P1123 COOLANT FLOW CONTROL VALVE POSITION SENSOR CIRCUIT HIGH .

DTC P1150: COOLANT PATH CLOG UP FOR COOLANT HEAT STORAGE SYSTEM

This system uses an electric pump to supply hot coolant stored in the coolant heat storage (CHS) tank into the cylinder head of the engine, in order to optimize engine starting combustion and reduce the amount of unburned gas that is discharged while the engine is started. Before the engine starts, the ECM operates the electric water pump to direct the hot coolant in the CHS tank into the engine, in order to heat the cylinder head (this process is called "preheat mode"). The duration of the operation of the electric water pump is variable, depending on the temperature of the cylinder head. During normal operation of the engine, the water valve opens the passage between the cylinder head and the heater and closes the passage between the cylinder head and the tank. During the preheat mode in which the cylinder head is heated, the water valve opens the passage between the tank and the cylinder head, in order to allow the coolant to flow from the tank to the cylinder head. At this time, in order to warm up the intake port quickly before the engine is started, the coolant flows in the reverse direction.

This system consists of the CHS tank, CHS water pump, CHS tank outlet temperature sensor, water valve, and a soak timer that is built in the ECM.


DTC P1151: COOLANT HEAT STORAGE TANK

This system uses an electric pump to supply hot coolant stored in the coolant heat storage (CHS) tank into the cylinder head of the engine, in order to optimize engine starting combustion and reduce the amount of unburned gas that is discharged while the engine is started. Before the engine starts, the ECM operates the electric water pump to direct the hot coolant in the CHS tank into the engine, in order to heat the cylinder head (this process is called "preheat mode"). The duration of the operation of the electric water pump is variable, depending on the temperature of the cylinder head. During normal operation of the engine, the water valve opens the passage between the cylinder head and the heater and closes the passage between the cylinder head and the tank. During the preheat mode in which the cylinder head is heated, the water valve opens the passage between the tank and the cylinder head, in order to allow the coolant to flow from the tank to the cylinder head. At this time, in order to warm up the intake port quickly before the engine is started, the coolant flows in the reverse direction.

This system consists of the CHS tank, CHS water pump, CHS tank outlet temperature sensor, water valve, and a soak timer that is built in the ECM.


DTC P1455: VAPOR REDUCING FUEL TANK SYSTEM MALFUNCTION

Using the heated oxygen sensor and VSV for purge flow switching valve (bypass VSV), the ECM detects fuel leaks from inside a bladder tank the fuel tank.

Based on signals from the heated oxygen sensor while the VSV for purge flow switching valve is ON, the ECM judges if fuel is leaked from the bladder tank or not.


DTC P2102: THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT LOW, DTC P2103: THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT HIGH

The throttle motor is operated by the ECM and it opens and closes the throttle valve.

The opening angle of the throttle valve is detected by the throttle position sensor which is mounted on the throttle body. The throttle position sensor provides feedback to the ECM. This feedback allows the ECM to control the throttle motor and monitor the throttle opening angle as the ECM responds to driver inputs.

HINT:

This Electrical Throttle Control System (ETCS) does not use a throttle cable.

DTC P2111: THROTTLE ACTUATOR CONTROL SYSTEM - STUCK OPEN, DTC P2112: THROTTLE ACTUATOR CONTROL SYSTEM - STUCK CLOSED

The throttle motor is operated by the ECM and it opens and closes the throttle valve using gears. The opening angle of the throttle valve is detected by the throttle positions sensor, which is mounted on the throttle body. The throttle position sensor provides to ECM with feedback to control the throttle motor and set the throttle valve angle in response to driver input.

HINT:

This Electrical Throttle Control System (ETCS) does not use a throttle cable.


DTC P2118: THROTTLE ACTUATOR CONTROL MOTOR CURRENT RANGE/PERFORMANCE

The Electronic Throttle Control System (ETCS) has a dedicated power supply circuit. The voltage (+BM) is monitored and when the voltage is low (less than 4V), the ECM concludes that the ETCS has a fault and current to the throttle control motor is cut.

When the voltage becomes unstable, the ETCS itself becomes unstable. For this reason, when the voltage is low, the current to the motor is cut. If repairs are made and the system has returned to normal, turn the power switch OFF. The ECM then allows current to flow to the motor and the motor can be restarted.

HINT:

This Electrical Throttle Control System (ETCS) does not use a throttle cable.


DTC P2119: THROTTLE ACTUATOR CONTROL THROTTLE BODY RANGE/PERFORMANCE

The Electric Throttle Control System (ETCS) is composed of a throttle motor that operates the throttle valve, a throttle position sensor that detects the opening angle of the throttle valve, an accelerator pedal position sensor that detects the accelerator pedal position, and the ECM that controls the ETCS system.

The ECM operates the throttle motor to position the throttle valve for proper response to driver inputs. The throttle position sensor, mounted on the throttle body, provides this signal to the ECM so that the ECM can regulate the throttle motor.


DTC P2195: OXYGEN (A/F) SENSOR SIGNAL STUCK LEAN (BANK 1 SENSOR 1), DTC P2196: OXYGEN (A/F) SENSOR SIGNAL STUCK RICH (BANK 1 SENSOR 1)

HINT:

Although each DTC title says "oxygen sensor", these DTCs are related to the A/F sensor.

The air-fuel ratio (A/F) sensor provides output voltage* which is almost equal to the existing air-fuel ratio. The A/F sensor output voltage is used to provide feedback for the ECM to control the air-fuel ratio.

With the A/F sensor output, the ECM can determine deviation from the stoichiometric air-fuel ratio and control proper injection time. If the A/F sensor is malfunctioning, the ECM is unable to accurately control the air-fuel ratio.

The A/F sensor is equipped with a heater which heats the zirconia element. The heater is also controlled by the ECM. When the intake air volume is low (the temperature of the exhaust gas is low), current flows to the heater to heat the sensor to facilitate detection of accurate oxygen concentration.

The A/F sensor is a planar type. Compared to a conventional type, the sensor and heater portions are narrower. Because the heat of the heater is conducted through the alumina to zirconia (of the sensor portion), sensor activation is accelerated.

To obtain a high purification rate of carbon monoxides (CO), hydrocarbons (HC) and nitrogen oxides (NOx) components of the exhaust gas, a three-way catalytic converter is used. The converter is most efficient when the air-fuel ratio is maintained near the stoichiometric air-fuel ratio.

*: The voltage value changes inside the ECM only.

DTC P2238: OXYGEN SENSOR PUMPING CURRENT CIRCUIT LOW (FOR A/F SENSOR) (BANK 1 SENSOR 1), DTC P2239: OXYGEN SENSOR PUMPING CURRENT CIRCUIT HIGH (FOR A/F SENSOR) (BANK 1 SENSOR 1), DTC P2252: OXYGEN SENSOR REFERENCE GROUND CIRCUIT LOW (FOR A/F SENSOR) (BANK 1 SENSOR 1), DTC P2253: OXYGEN SENSOR REFERENCE GROUND CIRCUIT HIGH (FOR A/F SENSOR) (BANK 1 SENSOR 1)

HINT:

Although the each DTC title says "oxygen sensor", these DTCs are related to the A/F sensor.

Refer to DTC P2195 on DTC P2195 OXYGEN (A/F) SENSOR SIGNAL STUCK LEAN (BANK 1 SENSOR 1), DTC P2196 OXYGEN (A/F) SENSOR SIGNAL STUCK RICH (BANK 1 SENSOR 1) .


DTC P2601: COOLANT PUMP CONTROL CIRCUIT RANGE/PERFORMANCE

HINT:

• CHS stands for Coolant Heat Storage.

• Although the DTC title says "Coolant Pump", this DTC is related to the CHS water pump.


The coolant heat storage system uses an electric pump to supply hot coolant stored in the CHS tank into the cylinder head of the engine, in order to optimize engine starting combustion and reduce the amount of unburned gas that is discharged while the engine is started. Before the engine starts, the ECM operates the electric water pump to direct the hot coolant in the CHS tank into the engine, in order to heat the cylinder head (this process is called "preheat mode"). This system consists of the CHS tank, CHS water pump, CHS tank outlet temperature sensor, water valve, and a soak timer that is built in the ECM.

DTC P2610: ECM/PCM INTERNAL ENGINE OFF TIMER PERFORMANCE

To check the heat retention of the tank in the coolant heat storage (CHS) system, the ECM may cause the water pump of the CHS system to operate 5 hours after the power switch has been turned OFF.

A timer and a clock are contained in the ECM internal circuit, and the timer starts when the ignition switch is turned OFF (this process is called the "soak mode").

When the HV main system is started at the power switch, the ECM monitors its internal circuit. If the ECM detects a deviation between the clock and the timer, or an abnormal condition during a comparison between the starting history and the length of time the HV main power has been turned OFF, the ECM determines that its internal circuit has malfunction and sets a DTC


DTC P2A00: A/F SENSOR CIRCUIT SLOW RESPONSE (BANK1 SENSOR 1)

Refer to DTC P2195 on WIRING DIAGRAM .


DTC P3190: POOR ENGINE POWER DTC P3191: ENGINE DOES NOT START DTC P3193: FUEL RUN OUT

From the HV ECU, the ECM receives data such as power output required for the engine (required output), estimated torque produced by the engine (estimated torque), engine RPM of control target (target RPM), whether the engine is in start mode or not. Then, based on the required output and target RPM, the ECM calculates a target torque that is to be produced by the engine and compares it with the estimated torque. If the estimated torque is very low compared with the target torque, or the engine start mode continues for the specific duration calculated by water temperature, an abnormal condition is detected.


DTC U0293 LOST COMMUNICATION WITH HV ECU

The Controller Area Network (CAN) is a serial data communication system for real-time application. It is a multiplex communication system designed for on-vehicle use that provides a superior communication speed of 500 kbps and a capability to detect malfunction. Through the combination of the CANH and CANL bus lines, the CAN is able to maintain communication based on differential voltage.

HINT:

• Malfunction in the CAN bus (communication line) can be checked through the DLC3 connector, except in case of an open circuit in the DLC3 sub bus line.

• DTCs pertaining to CAN communication can be accessed through the use of the intelligent tester II (with CAN extension module).

• Malfunction in the DLC3 sub bus line cannot be detected through CAN communication, even though the DLC3 connector is connected to CAN communication.


DTC B1411: ROOM TEMPERATURE SENSOR CIRCUIT

The A/C room temperature sensor is installed in the instrument panel to detect the room temperature and control the heater and air conditioner "AUTO" function. The resistance of the A/C room temperature sensor changes in accordance with the room temperature. As the temperature decreases, the resistance increases. As the temperature increases, the resistance decreases.

The A/C amplifier applies voltage (5V) to the A/C room temperature sensor and reads voltage changes as the resistance of the A/C room temperature sensor changes. This sensor also sends appropriate signals to the A/C amplifier. The room temperature sensor is integrated with the room humidity sensor.

DTC B1412: AMBIENT TEMPERATURE SENSOR CIRCUIT

The A/C ambient temperature sensor is installed in the front part of the condenser to detect the ambient temperature and control the heater and air conditioner "AUTO" function. The sensor connected to the ECM detects fluctuation in the ambient temperature that is used for controlling the room temperature. The sensor sends a signal to the A/C amplifier via the ECM. The resistance of the A/C ambient temperature sensor changes in accordance with the ambient temperature. As the temperature decreases, the resistance increases. As the temperature increases, the resistance decreases.

The ECM applies voltage (5V) to the A/C ambient temperature sensor and reads voltage changes as the resistance of the A/C ambient temperature sensor changes. The ECM sends the read signal to the A/C amplifier via CAN and body multiplex communications.


DTC B1413: EVAPORATOR TEMPERATURE SENSOR CIRCUIT

The A/C evaporator temperature sensor (A/C thermistor) is installed on the evaporator in the air conditioner unit to detect the cooled air temperature that has passed through the evaporator and control the air conditioning. It sends appropriate signals to the A/C amplifier. The resistance of the A/C evaporator temperature sensor (A/C thermistor) changes in accordance with the cooled air temperature that has passed through the evaporator. As the temperature decreases, the resistance increases. As the temperature increases, the resistance decreases.

The A/C amplifier assy applies voltage (5V) to the A/C evaporator temperature sensor (A/C thermistor) and reads voltage changes as the resistance of the A/C evaporator temperature sensor (A/C thermistor) changes. This sensor is used for frost prevention.


DTC B1421: SOLAR SENSOR CIRCUIT (PASSENGER SIDE)

The A/C solar sensor is installed in the upper part of the instrument panel to detect the amount of solar sensor radiation with photodiode to control the heater and air conditioner "AUTO" function. It sends appropriate signals to the A/C amplifier. The output voltage of the A/C solar sensor changes in accordance with the amount of solar radiation. As the amount increases, the voltage increases. As the amount decreases, the voltage decreases. The A/C amplifier reads voltage output from the A/C solar sensor.


DTC B1423: PRESSURE SWITCH CIRCUIT

The pressure switch to detect the refrigerant pressure is located in the sight glass side of the pipe on the high-pressure side. This DTC is output when the refrigerant pressure is either significantly low (below 196 kPa (2.0 kgf/cm2 , 28 psi) or significantly high (over 3,140 kPa (32.0 kgf/cm2 , 455 psi). Then the pressure switch sends appropriate signals to the A/C amplifier. The pressure switch has built-in switches to detect high and low pressure and is turned off when either is determined to be defective. The A/C amplifier continuously monitors the pressure switch signal after the power switch is turned on. it stops compressor control and output the DTC when it detects the signal indicating that the switch is turned off.


DTC B1431: AIR MIX DAMPER POSITION SENSOR CIRCUIT (PASSENGER SIDE)

This sensor detects the position of the air mix control servomotor (air mix damper) and sends the appropriate signals to the A/C amplifier. The position sensor is built in the air mix control servomotor. The position sensor resistance changes as the air mix control servomotor arm moves.

It outputs voltage (5V) that is input to terminal 1 (VZ) and terminal 3 (PT) via the variable resistor, and then to the A/C amplifier. The A/C amplifier reads the arm position with the input voltage from the position sensor.

DTC B1432: AIR INLET DAMPER POSITION SENSOR CIRCUIT

This sensor detects the position of the air inlet control servomotor and sends the appropriate signals to the A/C amplifier. The position sensor is built in the air inlet control servomotor. The position sensor's resistance changes as the air inlet control servomotor arm moves.

It outputs voltage (5V) that is input to terminal 3 (VZ) and terminal 3 (PT) via the variable resister, and then to the A/C amplifier. The AC amplifier reads the arm position with the input voltage from the position sensor.


DTC B1433: AIR OUTLET DAMPER POSITION SENSOR CIRCUIT

This sensor detects the position of the air outlet control servomotor and sends the appropriate signals to the A/C amplifier. The position sensor is built in the air outlet control servomotor. The potentiometer's resistance changes as the air outlet control servomotor arm moves.

It outputs voltage (5V) that is input to terminal 1 (VZ) and terminal 3 (PT) via the variable resister, and then to the A/C amplifier. The A/C amplifier reads the arm position with the input voltage from the potentiometer.


DTC B1441: AIR MIX DAMPER CONTROL SERVOMOTOR CIRCUIT (PASSENGER SIDE)

The air mix control servomotor (air mix damper servo sub-assy) is controlled by the A/C amplifier. The air mix control servomotor moves the air mix damper by rotating (normal, reverse) the motor with electrical power from the A/C amplifier.

This adjusts the mix ratio of the air that passes through the evaporator and heater core and controls the airflow temperature. Air flow temperature changes when moving the air mix damper to the target point. The target point can be detected with the air mix damper position sensor.


DTC B1442: AIR INLET DAMPER CONTROL SERVOMOTOR CIRCUIT

The air inlet control servomotor is controlled by the A/C amplifier and moves the air inlet control servomotor to the desired position.

The air inlet control servomotor switches between "RECIRCULATION" and "FRESH" by rotating the motor (normal, reverse) with electrical power from the A/C amplifier. This controls intake air and switches "RECIRCULATION", "FRESH" and "HALF-RECIRCULATION".


DTC B1443: AIR OUTLET DAMPER CONTROL SERVOMOTOR CIRCUIT

This circuit turns the servomotor and changes each damper position by receiving the signals from the A/C amplifier assy.

The air outlet damper servo switches the air outlet by rotating the motor (normal, reverse) with electrical power from the A/C amplifier.

When the AUTO switch is on, the A/C amplifier changes the mode between "F A/CE", "BI-LEVEL" and "FOOT" according to the temperature setting.

DTC B1462: ROOM HUMIDITY SENSOR CIRCUIT

The A/C room humidity sensor detects room humidity. The voltage of the A/C room humidity sensor changes in accordance with room humidity. The A/C amplifier reads changes in the A/C room humidity sensor. The A/C room humidity sensor is integrated with A/C room temperature sensor.


DTC B1471: A/C INVERTER HIGH VOLTAGE POWER RESOURCE SYSTEM MALFUNCTION

The A/C inverter assy monitors the power voltage from the main battery in the self circuit. It stops compressor control and outputs the DTC when the monitored voltage is outside the specified range.

The output DTC is memorized as previous trouble. Compressor control may not resume unless the power switch is turned off.

HINT:

The hybrid control system and air conditioning system output DTCs separately. Inspect DTCs following the flow chart for the hybrid control system first if any DTCs from those systems are output simultaneously.


DTC B1472: A/C INVERTER HIGH VOLTAGE OUTPUT SYSTEM MALFUNCTION

The high voltage is output from the A/C inverter assy to the electric inverter compressor for driving the motor. Compressor control is stopped and the DTC is output if there is an open or short to ground in the output circuit.

The output DTC is memorized as previous trouble. Compressor control remains stopped unless the past and current DTCs are cleared by intelligent tester II.


DTC B1473: A/C INVERTER START-UP SIGNAL SYSTEM MALFUNCTION

The inverter activation signal is sent to the A/C inverter assy from the hybrid control ECU. Compressor control is stopped and the DTC is output if there is an open or short in the signal circuit.


DTC B1475: A/C INVERTER COOLING/HEATING SYSTEM MALFUNCTION

The A/C inverter in the A/C inverter assy monitors the cooling water temperature with the temperature sensor. It stops compressor control and outputs the DTC when the monitored temperature is outside specified range (too high or too low).

The hybrid system and the air conditioning system monitor the cooling water temperature separately. If DTCs referring to an inverter cooling system malfunction are output simultaneously, there may be trouble such as insufficient cooling water.

If DTCs are output only for the air conditioning system, there may be an open or short in the temperature sensor circuit in the inverter.


DTC B1476: A/C INVERTER LOAD SYSTEM MALFUNCTION

The A/C inverter assy stops compressor control and outputs the DTC if the rotation load is too great or too small while controlling motor rotation in the A/C inverter assy.

HINT:

Possible reasons could be as follows: Load is low when the refrigerant gas leaks, or load is too great when refrigerant gas is excessively charged, insufficient cooling performance due to condenser fan circuit trouble, or the compressor locked up.

DTC B1477: A/C INVERTER LOW VOLTAGE POWER RESOURCE SYSTEM MALFUNCTION

The A/C inverter assy monitors the controlling power voltage in the self circuit. It stops compressor circuit and outputs the DTC when the monitored voltage is outside the specified range.

The output DTC is memorized as previous trouble. The compressor control may not resume unless the power switch is turned off.


DTC B1498: COMMUNICATION MALFUNCTION (A/C INVERTER LOCAL)

The hybrid control ECU and A/C inverter assy transmit information to one another via communication line. Compressor control is stopped and the DTC is output if communication information is cut off or abnormal information occurs. The output DTC is memorized as previous trouble.


DTC P3009-611: HIGH VOLTAGE POWER SHORT CIRCUIT

The DTC is output if there is insulation trouble with the high-voltage circuits in the air conditioning system. Insulation trouble with the electric inverter compressor or A/C inverter assy may be the cause. Any oil other than ND-OIL 11 may have entered the refrigeration cycle.

The motor driven with high-voltage is built into the electrical compressor and is cooled directly with refrigerant. Compressor oil (ND-OIL 11) with high insulation performance is used because a leakage of electrical power may occur if regular compressor oil (ND-OIL 8 ) is used.


DTC 13/B1610: RIGHT FRONT AIR BAG SENSOR MALFUNCTION

Possible Causes

Diagnostic Trouble Code (DTC) 13/1610 could be caused by a front air bag sensor malfunction, air bag control unit malfunction or faulty wiring harness.


DTC 14/B1615: LEFT FRONT AIR BAG SENSOR MALFUNCTION

Possible Causes

Diagnostic Trouble Code (DTC) 14/1615 could be caused by a front air bag sensor malfunction, air bag control unit malfunction or faulty wiring harness.


DTC 21/B1620: LEFT SIDE AIR BAG SENSOR MALFUNCTION

Possible Causes

Diagnostic Trouble Code (DTC) 21/B1620 could be caused by short to ground, short to battery or open in left side air bag sensor wiring harness, left side air bag sensor malfunction or air bag control unit malfunction.


DTC 22/B1625: RIGHT SIDE AIR BAG SENSOR MALFUNCTION

Possible Causes

Diagnostic Trouble Code (DTC) 22/B1625 could be caused by short to ground, short to battery or open in right side air bag sensor wiring harness, right side air bag sensor malfunction or air bag control unit malfunction.


DTC 23/B1630: LEFT REAR AIR BAG SENSOR MALFUNCTION

Possible Causes

Diagnostic Trouble Code (DTC) 23/B1630 could be caused by short to ground, short to battery or open in left rear air bag sensor wiring harness, left rear air bag sensor malfunction or air bag control unit malfunction.

DTC 24/B1635: RIGHT REAR AIR BAG SENSOR MALFUNCTION

Possible Causes

Diagnostic Trouble Code (DTC) 24/B1635 could be caused by short to ground, short to battery or open in right rear air bag sensor wiring harness, right rear air bag sensor malfunction or air bag control unit malfunction.


DTC 31/B1100: AIR BAG CONTROL UNIT MALFUNCTION

Possible Causes

Diagnostic Trouble Code (DTC) 31/B1100 could be caused by short, short to ground or short to battery in right or left front air bag sensors, or air bag control unit malfunction.


DTC 35/B1653: SEAT POSITION SENSOR MALFUNCTION

Possible Causes

Diagnostic Trouble Code (DTC) 35/B1653 could be caused by open, short to ground or short circuit in seat position sensor wiring harness, seat position sensor malfunction or air bag control unit malfunction.


DTC 37/B1655: RIGHT SEAT BELT SWITCH MALFUNCTION

Description

Right seat belt switch circuit consists of air bag control unit, right front seat belt buckle and right seat belt switch.

Possible Causes

Diagnostic Trouble Code (DTC) 37/B1655 could be caused by short to ground, short to battery or open in right seat belt buckle wiring harness, right front seat belt buckle switch malfunction or air bag control unit malfunction.


DTC 51/B1800: SHORT IN DRIVER-SIDE AIR BAG MODULE NO. 1 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 51/B1800 could be caused by a short between circuit D+ (Yellow/Black wire) and circuit D- (Yellow wire) in No. 1 squib circuit, squib malfunction, spiral cable malfunction or air bag control unit malfunction.


DTC 51/B1801: OPEN IN DRIVER-SIDE AIR BAG MODULE NO. 1 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 51/B1801 could be caused by an open in D+ (Yellow/Black wire) or D- (Yellow wire) in No. 1 squib circuit, squib malfunction, spiral cable malfunction or air bag control unit malfunction.


DTC 51/B1802: DRIVER-SIDE AIR BAG NO. 1 SQUIB CIRCUIT SHORT TO GROUND

Possible Causes

Diagnostic Trouble Code (DTC) 51/B1802 could be caused by a short to ground in No. 1 squib circuit, squib malfunction, spiral cable malfunction or air bag control unit malfunction.


DTC 51/B1803: DRIVER-SIDE SQUIB NO. 1 CIRCUIT SHORT TO BATTERY

Possible Causes

Diagnostic Trouble Code (DTC) 51/B1803 could be caused by a short to battery in No. 1 squib circuit, squib malfunction, spiral cable malfunction or air bag control unit malfunction.

DTC 52/B1805: SHORT IN PASSENGER-SIDE AIR BAG NO. 1 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 52/B1805 could be caused by a short in circuit P+ and circuit P- in passenger-side air bag No. 1 squib circuit, passenger-side air bag squib malfunction or air bag control unit malfunction.


DTC 52/B1806: OPEN IN PASSENGER-SIDE AIR BAG NO. 1 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 52/B1806 could be caused by an open in circuit P+ and circuit P- wires in passenger-side air bag No. 1 squib circuit, passenger-side air bag squib malfunction or air bag control unit malfunction.


DTC 52/B1807: SHORT TO GROUND IN PASSENGER-SIDE AIR BAG MODULE NO. 1 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 52/B1807 could be caused by a short to ground in circuit P+ and circuit P- in passenger-side air bag No. 1 squib circuit, passenger-side air bag squib malfunction or air bag control unit malfunction.


DTC 52/B1808: SHORT TO BATTERY IN PASSENGER-SIDE AIR BAG MODULE NO. 1 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 52/B1808 could be caused by a short to battery in circuit P+ and circuit P- wires in passenger-side air bag No. 1 squib circuit, passenger-side air bag squib malfunction or air bag control unit malfunction.


DTC 53/B1810: SHORT IN DRIVER-SIDE AIR BAG MODULE NO. 2 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 53/B1810 could be caused by a short between circuit D2+ (Yellow/Violet wire) and circuit D2- (Yellow/Orange wire) in No. 2 squib circuit, squib malfunction, spiral cable malfunction or air bag control unit malfunction.


DTC 53/B1811: OPEN IN DRIVER-SIDE AIR BAG MODULE NO. 2 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 53/B1811 could be caused by an open in D2+ (Yellow/Violet wire) or D2- (Yellow/Orange wire) in No. 2 squib circuit, squib malfunction, spiral cable malfunction or air bag control unit malfunction.


DTC 53/B1812: DRIVER-SIDE AIR BAG MODULE NO. 2 SQUIB CIRCUIT SHORT TO GROUND

Possible Causes

Diagnostic Trouble Code (DTC) 53/B1812 could be caused by a short to ground in No. 2 squib circuit, squib malfunction, spiral cable malfunction or air bag control unit malfunction.


DTC 53/B1813: DRIVER-SIDE AIR BAG MODULE NO. 2 SQUIB CIRCUIT SHORT TO BATTERY

Possible Causes

Diagnostic Trouble Code (DTC) 53/B1813 could be caused by a short to battery in No. 2 squib circuit, squib malfunction, spiral cable malfunction or air bag control unit malfunction.

DTC 54/B1815: SHORT IN PASSENGER-SIDE AIR BAG NO. 2 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 54/B1815 could be caused by a short in circuit P2+ and circuit P2- in passenger-side air bag No. 2 squib circuit, passenger-side air bag squib malfunction or air bag control unit malfunction.


DTC 54/B1816: OPEN IN PASSENGER-SIDE AIR BAG NO. 2 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 54/B1816 could be caused by an open in circuit P2+ and circuit P2- wires in passenger-side air bag No. 2 squib circuit, passenger-side air bag squib malfunction or air bag control unit malfunction.


DTC 54/B1817: SHORT TO GROUND IN PASSENGER-SIDE AIR BAG MODULE NO. 2 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 54/B1817 could be caused by a short to ground in circuit P2+ and circuit P2- in passenger-side air bag No. 2 squib circuit, passenger-side air bag squib malfunction or air bag control unit malfunction.


DTC 54/B1818: SHORT TO BATTERY IN PASSENGER-SIDE AIR BAG MODULE NO. 2 SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 54/B1818 could be caused by a short to battery in circuit P2+ and circuit P2- wires in passenger-side air bag No. 2 squib circuit, passenger-side air bag squib malfunction or air bag control unit malfunction.


DTC 55/B1820: SHORT IN LEFT SIDE AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 55/B1820 could be caused by a short between Yellow/Black (circuit SFD+) and Yellow (circuit SFD-) wires in side air bag squib circuit, side air bag squib malfunction or air bag control unit malfunction.


DTC 55/B1821: OPEN IN LEFT SIDE AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 55/B1821 could be caused by an open in Yellow/Black (circuit SFD+) and Yellow (circuit SFD-) wires in side air bag squib circuit, side air bag squib malfunction or air bag control unit malfunction.


DTC 55/B1823: SHORT TO GROUND IN LEFT SIDE AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 55/B1822 could be caused by a short to ground in side air bag squib circuit, side air bag squib malfunction or air bag control unit malfunction.


DTC 55/B1823: SHORT TO BATTERY IN LEFT SIDE AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 55/B1823 could be caused by a short to battery in side air bag squib circuit, side air bag squib malfunction or air bag control unit malfunction.

DTC 56/B1825: SHORT IN RIGHT SIDE AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 56/B1825 could be caused by a short between Yellow/Black (circuit SFP+) and Yellow (circuit SFP-) wires in side air bag squib circuit, side air bag squib malfunction or air bag control unit malfunction.


DTC 56/B1826: OPEN IN RIGHT SIDE AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 56/B1826 could be caused by an open in Yellow/Black (circuit SFP+) and Yellow (circuit SFP-) wires in side air bag squib circuit, side air bag squib malfunction or air bag control unit malfunction.


DTC 56/B1828: SHORT TO GROUND IN RIGHT SIDE AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 56/B1827 could be caused by a short to ground in side air bag squib circuit, side air bag squib malfunction or air bag control unit malfunction.


DTC 56/B1828: SHORT TO BATTERY IN RIGHT SIDE AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 56/B1828 could be caused by a short to battery in side air bag squib circuit, side air bag squib malfunction or air bag control unit malfunction.


DTC 57/B1830: SHORT IN LEFT SIDE CURTAIN AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 57/B1830 could be caused by a short between Yellow/Black (circuit ICD+) and Yellow (circuit ICD-) wires in side curtain air bag squib circuit, side curtain air bag squib malfunction or air bag control unit malfunction.


DTC 57/B1831: OPEN IN LEFT SIDE CURTAIN AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 57/B1831 could be caused by an open in Yellow/Black (circuit ICD+) and Yellow (circuit ICD-) wires in side curtain air bag squib circuit, side curtain air bag squib malfunction or air bag control unit malfunction.


DTC 57/B1832: SHORT TO GROUND IN LEFT SIDE CURTAIN AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 57/B1832 could be caused by a short to ground in side curtain air bag squib circuit, side curtain air bag squib malfunction or air bag control unit malfunction.


DTC 57/B1833: SHORT TO BATTERY IN LEFT SIDE CURTAIN AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 57/B1833 could be caused by a short to battery in side curtain air bag squib circuit, side curtain air bag squib malfunction or air bag control unit malfunction.

DTC 58/B1835: SHORT IN RIGHT SIDE CURTAIN AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 58/B1835 could be caused by a short between Yellow/Black (circuit ICP+) and Yellow (circuit ICP-) wires in side curtain air bag squib circuit, side curtain air bag squib malfunction or air bag control unit malfunction.


DTC 58/B1836: OPEN IN RIGHT SIDE CURTAIN AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 58/B1836 could be caused by an open in Yellow/Black (circuit ICP+) and Yellow (circuit ICP-) wires in side curtain air bag squib circuit, side curtain air bag squib malfunction or air bag control unit malfunction.


DTC 58/B1837: SHORT TO GROUND IN RIGHT SIDE CURTAIN AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 58/B1837 could be caused by a short to ground in side curtain air bag squib circuit, side curtain air bag squib malfunction or air bag control unit malfunction.


DTC 58/B1838: SHORT TO BATTERY IN RIGHT SIDE CURTAIN AIR BAG MODULE SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 58/B1838 could be caused by a short to battery in side curtain air bag squib circuit, side curtain air bag squib malfunction or air bag control unit malfunction.


DTC 73/B1900: SHORT IN LEFT FRONT SEAT BELT PRETENSIONER SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 73/B1900 could be caused by a short between Yellow/Black (circuit PD+) and Yellow (circuit PD-) wires in front seat belt pretensioner squib circuit, front seat belt pretensioner squib malfunction or air bag control unit malfunction.


DTC 73/B1901: OPEN IN LEFT FRONT SEAT BELT PRETENSIONER SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 73/B1901 could be caused by an open in Yellow/Black (circuit PD+) and Yellow (circuit PD-) wires in front seat belt pretensioner squib circuit, front seat belt pretensioner squib malfunction or air bag control unit malfunction.


DTC 73/B1902: SHORT TO GROUND IN LEFT FRONT SEAT BELT PRETENSIONER SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 73/B1902 could be caused by a short to ground in front seat belt pretensioner squib circuit, front seat belt pretensioner squib malfunction or air bag control unit malfunction.


DTC 73/B1903: SHORT TO BATTERY IN LEFT FRONT SEAT BELT PRETENSIONER SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 73/B1903 could be caused by a short to battery in front seat belt pretensioner squib circuit, front seat belt pretensioner squib malfunction or air bag control unit malfunction.


DTC 74/B1905: SHORT IN RIGHT FRONT SEAT BELT PRETENSIONER SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 74/B1905 could be caused by a short between Yellow/Black (circuit PP+) and Yellow (circuit PP-) wires in front seat belt pretensioner squib circuit, front seat belt pretensioner squib malfunction or air bag control unit malfunction.

DTC 74/B1906: OPEN IN RIGHT FRONT SEAT BELT PRETENSIONER SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 74/B1906 could be caused by an open in Yellow/Black (circuit PP+) and Yellow (circuit PP-) wires in front seat belt pretensioner squib circuit, front seat belt pretensioner squib malfunction or air bag control unit malfunction.


DTC 74/B1907: SHORT TO GROUND IN RIGHT FRONT SEAT BELT PRETENSIONER SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 74/B1907 could be caused by a short to ground in front seat belt pretensioner squib circuit, front seat belt pretensioner squib malfunction or air bag control unit malfunction.


DTC 74/B1908: SHORT TO BATTERY IN RIGHT FRONT SEAT BELT PRETENSIONER SQUIB CIRCUIT

Possible Causes

Diagnostic Trouble Code (DTC) 74/B1908 could be caused by a short to battery in front seat belt pretensioner squib circuit, front seat belt pretensioner squib malfunction or air bag control unit malfunction.


DTC C1511 TORQUE SENSOR ABNORMAL DTC C1512 TORQUE SENSOR ABNORMAL DTC C1513 TORQUE SENSOR ABNORMAL DTC C1514 TORQUE SENSOR POWER SUPPLY ABNORMAL DTC C1517 TORQUE HOLD ABNORMAL

The torque sensor converts rotation torque input to the steering wheel into an electrical signal and sends it to the ECU. Based on this signal, the ECU detects steering effort.


DTC C1515 TORQUE SENSOR ZERO POINT ADJUSTMENT UNDONE

This DTC does not indicate a malfunction. The power steering ECU assy outputs this DTC when it determines that steering zero point calibration has not been performed.


DTC C1516 TORQUE SENSOR ZERO POINT ADJUSTMENT INCOMPLETE

This DTC does not indicate a malfunction. The power steering ECU assy outputs this DTC when it determines that torque sensor zero point calibration has not been completed normally.


DTC C1524 MOTOR ABNORMAL

The power steering ECU assy supplies current to the power steering motor through this circuit.


DTC C1531 ECU ABNORMAL DTC C1532 ECU ABNORMAL DTC C1533 ECU ABNORMAL DTC C1534 ECU ABNORMAL

Fail-safe function operates to stop power assist while DTCs indicating ECU malfunctions are output. However, power assist continues when DTC C1534 is output because it indicates an EEPROM error in the ECU.


DTC C1551 IG POWER SOURCE VOLTAGE MALFUNCTION

The power steering ECU assy distinguishes on/off status of the power switch through this circuit.


DTC C1552 PIG POWER SUPPLY VOLTAGE ABNORMAL DTC C1554 POWER SUPPLY RELAY FAILURE DTC C1555 MOTOR RELAY WELDING FAILURE

When a problem occurs in the system, the power source relay (built into the power steering ECU assy) circuit and the motor relay (built into the power steering ECU assy) circuit are shut off to stop power assist. It is necessary to replace the ECU when there is a problem in the relay because each relay is built into the ECU.

DTC C1581 ASSIST MAP NUMBER UN-WRITING

The power steering ECU assy outputs this DTC when it determines that assist map is not written in the ECU.

It is necessary to replace the power steering ECU assy when this code is output because this malfunction cannot be repaired.

HINT:

The assist map is data written in the power steering ECU assy to control assisting power. The assist map is selected from four types based on the vehicle specification communication data (designation and grade package information).


DTC U0073 CONTROL MODULE COMMUNICATION BUS OFF DTC U0121 LOST COMMUNICATION WITH ANTI-LOCK BRAKE SYSTEM (ABS) CONTROL MODULE

The power steering ECU assy receives signals from the skid control ECU (ECB ECU) via CAN communication.


DTC C2300: ACT SYSTEM MALFUNCTION

The shift control actuator assy consists of the parking lock motor and the rotation angle sensor. The transmission control ECU receives a P position switch signal from the hybrid vehicle control ECU and activates the parking lock motor by controlling current, causing the parking lock mechanism to switch. The transmission control ECU also detects the rotor rotation angle through the rotation angle sensor to control timing of current application to the coils. The transmission control ECU outputs this DTC when it detects a malfunction in the shift control actuator assy system.


DTC C2301: SHIFT CHANGING TIME MALFUNCTION

The transmission control ECU receives a P position switch signal from the hybrid vehicle control ECU and then activates the shift control actuator. At the same time, the transmission control ECU detects length of time it takes for the parking lock mechanism to switch. The transmission control ECU outputs this DTC when this length of time is longer than specification.


DTC C2303: RELAY MALFUNCTION (+B SHORT)

The transaxle parking lock control relay is activated by output voltage from the transmission control ECU and supplies power to the shift control actuator assy. The transmission control ECU outputs this DTC when it detects a malfunction in the transaxle parking lock control relay.


DTC C2304: OPEN OR SHORT CIRCUIT IN U PHASE

DTC C2305: OPEN OR SHORT CIRCUIT IN V PHASE

DTC C2306: OPEN OR SHORT CIRCUIT IN W PHASE

The shift control actuator assy consists of the parking lock motor and the rotation angle sensor. The transmission control ECU receives a P position switch signal from the hybrid vehicle control ECU and activates the parking lock motor by controlling current, causing the parking lock mechanism to switch. The transmission control ECU outputs this DTC when it detects a malfunction in the parking lock motor system.


DTC C2305: OPEN OR SHORT CIRCUIT IN V PHASE

DTC C2306: OPEN OR SHORT CIRCUIT IN W PHASE

The shift control actuator assy consists of the parking lock motor and the rotation angle sensor. The transmission control ECU receives a P position switch signal from the hybrid vehicle control ECU and activates the parking lock motor by controlling current, causing the parking lock mechanism to switch. The transmission control ECU outputs this DTC when it detects a malfunction in the parking lock motor system.

DTC C2306: OPEN OR SHORT CIRCUIT IN W PHASE

The shift control actuator assy consists of the parking lock motor and the rotation angle sensor. The transmission control ECU receives a P position switch signal from the hybrid vehicle control ECU and activates the parking lock motor by controlling current, causing the parking lock mechanism to switch. The transmission control ECU outputs this DTC when it detects a malfunction in the parking lock motor system.


DTC C2307: POWER SOURCE MALFUNCTION

The shift control actuator assy consists of the parking lock motor and the rotation angle sensor. The transmission control ECU receives a P position switch signal from the hybrid vehicle control ECU and activates the parking lock motor by controlling current, causing the parking lock mechanism to switch. The transmission control ECU outputs this DTC when it detects a malfunction in the parking lock motor system and/or the ground circuit.


DTC C2310: OPEN OR SHORT CIRCUIT IN BATT

The auxiliary battery voltage is constantly applied to terminal BATT. The terminal BATT voltage is used to power the transmission control ECU memory. The transmission control ECU outputs this DTC when it detects a malfunction related to terminal BATT.


DTC C2311: HV COMMUNICATION LINE MALFUNCTION

The transmission control ECU receives a P position switch signal from the hybrid vehicle control ECU and activates the parking lock motor by controlling current, causing the parking lock mechanism to switch. The transmission control ECU outputs this DTC when it detects a communication error between the hybrid vehicle control ECU and the transmission control ECU.


DTC C2312: POWER SOURCE CONTROL ECU COMMUNICATION LINE MALFUNCTION

The transmission control ECU assy receives power switch condition signals (OFF / ACC / IG) from the power source control ECU. The transmission control ECU assy outputs this DTC when it does not receive the signals.


DTC C2315: HV SYSTEM MALFUNCTION

The transmission control ECU receives a P position switch signal from the hybrid vehicle control ECU and activates the parking lock motor by controlling current, causing the parking lock mechanism to switch. When the hybrid control ECU detects a malfunction with the P position switch or P position signal, it sends an information signal to the transmission control ECU. Receiving this signal, the transmission control ECU outputs this DTC.


DTC C2318: LOW VOLTAGE ERROR (POWER SUPPLY MALFUNCTION)

The auxiliary battery voltage is applied to terminal +B when the power switch is on (IG). The transmission control ECU outputs this DTC when the input voltage drops.

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