For Dealer Use

Introduction

This year, the new model Prius, further evolving from previous models, has been
distributed extensively around the world. Due additionally to heightened customer eco
awareness of issues including global warming and peak oil, customers have become
familiar with HVs (hybrid vehicles). Still, we should remember that customers who
have changed from conventional vehicles to HVs will have various questions about the
driving techniques, sounds, and aspects of fuel efficiency that are unique to HVs,
which are already common knowledge for technical service staff.

Although a fundamental part of service, we need to explain even basic things to

customers to remove any anxiety. Therefore it is important for both technical service
staff and for dealer staff members to expand their knowledge so that they can respond
to questions in an easily understood manner at all times.

Timely and easily understood explanations reassure customers and also avoid
misunderstanding regarding HV operation.

We hope that this handbook assists you in supporting HVs as they continue to become
more universal.

ZVW30

1
Table of contents
Area of application
Classification Questions Page Customer
Explanation Inspection/
at car Diagnosis/
questions
delivery Repair

Can HVs run without gasoline? How far can HVs run with only the
P.4
electricity stored in the HV battery?
Does the frequent use of the EV mode increase fuel efficiency? P.5

What makes HVs so powerful? P.6

What is the E-CVT (Electronically-controlled Continuously Variable
P.7
Transmission) equipped on the THS?
Do FR based HVs have only two speed transmissions? P.8
Is it normal that the SOC indicated on the energy monitor display never
P.9
reaches full?
The SOC indicated on the energy monitor display drops while parking
P.10
over night. Does the HV battery naturally discharge so much?
The engine installed in HVs seems to be heavily burdened. The engine
P.11
repeatedly starts and stops frequently. Is the starter durable?
HV Information

Why do the engine and hybrid system need independent cooling

P.12
systems?
Does engine braking work in HVs? P.13

Does regenerative braking affect brake feel? P.14

How much electricity can be regenerated during one braking? P.15

Is it possible to regenerate more energy by decelerating while shifting in
P.16
B range?
How much voltage is used for driving the motor when the HV is driving? P.17

How do HVs reverse? P.18

How about the traction performance on slippery surfaces for HV AWD
P.19
(E-Four)?
Do HVs generate a large amount of electromagnetic waves compared to
P.20
conventional vehicles?
Is it safe for people who have pacemakers to ride in HVs? P.21

Should HVs be warmed up? P.22

Is the power output limited at extremely hot or cold conditions? P.23

Power Output
Limitations/
Failsafes

How does the SOC effect power output? P.24

What kinds of failsafes are available for HVs during malfunctions? P.25
Why can HVs run only short distance with the engine when some HV
P.26
components malfunction?
What is the auxiliary battery? Where is it installed? P.27
Auxiliary Battery

Can a conventional battery be substituted for the auxiliary battery? P.28

What should be done to “READY ON” if the auxiliary battery becomes
discharged? Can the auxiliary battery for HVs be used to assist other P.29
vehicles?
Is it possible to anticipate if the auxiliary battery will require recharging? P.30

2
Area of application
Classification Questions Page Customer
Explanation Inspection/
at car Diagnosis/
questions
delivery Repair

Does the HV battery become discharged? P.31

Can the HV run when the HV battery has become discharged? P.32
How long is the expected HV battery life? Does it need to be replaced
P.33
HV Battery

periodically?

Lithium-ion batteries currently seem popular. What are the advantages? P.34
The HV battery is a nickel-metal hydride battery. Does it have a memory
effect?
P.35

Are there any signs to indicate that the HV battery is degrading? Are
there methods to check the degree of degradation?
P.36

Why do HVs have good fuel efficiency? P.37

Why cannot HVs provide higher fuel efficiency when highway driving? P.38
Fuel Efficiency

Why do HVs get worse fuel efficiency in winter than in other seasons? P.39
A drop in tire inflation pressure seems to have a large effect on fuel
efficiency. Why?
P.40

Is the actual fuel efficiency of HVs really good? P.41

Is there a more fuel-efficient driving method? P.42
HVs generate different sounds than conventional vehicles. Are these
normal sounds?
P.43
Unique Operational
Characteristics

The sound of the electric A/C compressor is annoying. (Normal level) P.44
Why should HVs not be stopped with the shift lever in N range? P.45
Even if the HV stops, the engine sometimes does not stop. Why? P.46
When does the engine start while the HV is running with the motor? P.47
When engine starts, the HV seems to move a little. P.48
What is important to know when towing HVs? P.49
HVs use high voltage. Is there possibility of causing an electrical shock?
Is it safe when the HV is involved in an accident?
P.50
Safety at Accident

Which diagnosis and repair operations require extreme cautions in regard

to electrical shocks? What happens if someone gets an electrical shock?
P.51

What should be done if a person is suffering from cardiac arrest

(ventricular fibrillation) due to an electrical shock? *
P.52

What happens to the HV battery if it is damaged by an accident? P.54

If an HV goes under water due to heavy rains and so on, does a person
inside the HV get an electrical shock?
P.55

What should be done if an HV catches fire due to arson or other cause? P.56

What is a nomographic chart? What are the benefits of learning about it? P.57
Inspection/
Diagnosis/
Repair

Multiple DTCs are detected when a malfunction occurs. How should I

perform the diagnosis?
P.58

* In Japan

3
HV Information – Driving in the EV Mode

Q Can HVs run without gasoline? How far can HVs run
with only the electricity stored in the HV battery?

A No. HVs cannot run without gasoline. HVs can run

only a very limited distance with only the HV battery.

• There are two ways to charge the HV battery: (1) regenerative

braking and (2) the engine power.
• The engine cannot operate if it runs out of gasoline, so the HV
runs with the motor. In this case, the HV battery is charged with
only regenerative braking, leading to low SOC (state of charge),
which makes the HV unable to run.

• Possible running distance is only a few kilometers. It depends on

the SOC and the driving conditions at the time.

State when unable to drive

Despite depressing
the accelerator
pedal, the motor
does not generate
torque.
SOC decrease

4
HV Information – EV Mode

Q Does the frequent use of the EV mode increase fuel

efficiency?

No. The EV mode runs the HV using only the motor,

A and not the engine. Fuel efficiency in the EV mode

may be worse than that of normal mode (in which the
system optimizes fuel efficiency.)
• An advantage of driving in the EV mode is quietness, because the HV runs using
the motor, and not the engine. Apart from enjoying driving the car as an electric
vehicle, the EV mode is effective for driving in environments where people are
concerned about car noise, such as early in the morning, late at night, quiet
residential areas, and so on. (Refer below for EV mode operational conditions.)
• Fuel efficiency is remarkably high during the EV mode, however, after the SOC
has decreased to approximately 2 segments (refer to P.10), the engine operates
continuously to charge the HV battery. The engine operates this way regardless
of vehicle driving conditions, which translates to less efficient fuel consumption.
Therefore, the EV mode fuel efficiency tends to be worse than normal mode as a
whole.
• The output distribution between the motor and engine has been optimized to
reduce fuel consumption in normal mode.
* Some models allow selection between an Eco mode and Power mode as
normal modes in addition to the EV mode (driving with only the motor).
Comparison of fuel efficiency between the EV mode and normal mode (20 km-drive at
the same interval)
• This data is reference information, which may vary depending on the driver and driving conditions.
Average Stopping Fuel SOC before SOC after
speed time efficiency driving driving

EV mode 33.4 km/h (20.8 mph) 10 % 23.83 km/L (57.28 mpg) 6 segments 2 segments

Normal mode 35.7 km/h (22.2 mph) 11 % 25.11 km/L (60.36 mpg) 6 segments 6 segments
* Based on NHW20

EV mode operational conditions

Vehicle speed is 30 km/h (18.6 mph) or less (before
Temperature of hybrid system is not high
engine warming up) *
Vehicle speed is 55 km/h (34.1 mph) or less (after
Temperature of hybrid system is not low
engine warming up) *
Temperature of engine coolant is not low
Accelerator pedal position is below a certain value
(0 °C [32 °F] or higher) *
SOC is 3 segments or higher Windshield defogger is OFF
Cruise control is OFF Shift lever is not in N range
* Values vary according to the vehicle type.

5
HV Information – THS Advantages

Q What makes HVs so powerful?

A Toyota HVs equipped with the THS (Toyota Hybrid

System) successfully combine the advantages of
both gasoline engines and electric motors.
• Conventional vehicles used to be constrained by a trade-off between fuel
efficiency and power performance (preventing achievement of both). In other
words, increasing output performance by incorporating a larger engine usually
meant lower fuel efficiency, and an emphasis on fuel efficiency (overemphasis
on low torque), or using a smaller engine led to lower power performance.
• The THS removed this trade-off between fuel efficiency and power performance
through synergy between motor, with its good performance at low speeds, and
engine, which is good at cruising speeds. The diagram below demonstrates this
change.
• The motor greatly contributed to realizing both fuel efficiency and power
performance, by employing a motor that delivers maximum torque from the start
of acceleration without consuming fuel.
Fuel efficiency and acceleration performance
Good ZVW30
NHW20
Fuel efficiency

Good
Conventional vehicles

Corolla 1.5L
Auris 2.4L
Camry 2.4L

Acceleration performance Good

Comparison between the THS and THS-II

In the THS-II, a boost converter has been newly adopted inside the inverter assembly. The
boost converter enables the THS-II to provide the power source voltage of 500 V at a
maximum to MG1 and MG2 (the maximum of the THS is 273.6 V), thus electric power is
supplied with lower current and high efficiency is realized.

THS Nominal Maximum THS-II Nominal Maximum

voltage of MG2 voltage of voltage of MG2
voltage of
273.6 V 201.6 V Inverter 500 V
273.6 V
Inverter assembly
HV battery HV battery
assembly
Boost
MG1 converter MG1

6
HV Information – THS Transmission/Transaxle

What is the E-CVT (Electronically-controlled

Q Continuously Variable Transmission) equipped on
the THS?

It is an electronically controlled CVT (Continuously Variable

A Transmission) that seamlessly controls acceleration and

deceleration by changing the engine rotation speed,
generator (MG1) and motor (MG2) rotation speed.
• The THS transmission/transaxle is composed of a power split planetary gear unit,
generator (MG1) and motor (MG2).
• At low speeds, an HV can run with only its motor (MG2), which is capable of
delivering high torque providing smooth and easy acceleration. When the vehicle
speed reaches a certain level, the HV runs with the engine while being assisted by
the motor (MG2).
[The generator (MG1) starts the engine and generates electricity.]
• As explained above, the THS transmission/transaxle controls the motor (MG2) and
generator (MG1) by performing continuous transmission control of the driving force
of the engine and motor (MG2), which contributes to smooth and powerful
acceleration.
Diagram of driving performance of conventional vehicle and Toyota HV
Conventional vehicle Toyota HV

HV battery -> Motor

Driving force

Generator -> Motor

Direct engine torque

Running resistance

Vehicle speed

Nomographic chart of E-CVT Transmission/transaxle

Wheel Motor speed

MG1 Engine Power split
(MG2) reduction
planetary
planetary
+ + gear unit
gear unit

MG2
MG1
- -
* ZVW30

7
HV Information – THS Transmission/Transaxle

Q Do FR based HVs have only two speed

transmissions?

No. FR based HVs contain an E-CVT, with a two-stage

A reduction mechanism to slow the motor speed (MG2) to
achieve higher accelerator performance.
• The two-stage reduction mechanism is used to decelerate the motor speed
(MG2). The motor outputs maximum torque at low speeds.
• A larger motor is needed in order to deliver sufficient torque for a heavy
vehicle. However, FR based HVs achieve high torque with a lighter,
small-sized motor by use of two-stage reduction mechanism.
• FR based HVs contain a two-stage reduction mechanism for powerful
acceleration in low gear and comfortable high speed driving in high gear to
improve driving performance.
Torque multiplication due to motor reduction (speed reduction)

Low gear Low gear

High High gear
High gear Motor alone

Motor alone
Torque

Motor rotation speed High

Comparison between the previous and new model Prius (with reduction mechanism)
Evolution towards added mechanical complexity for better performance and lower electricity
demand.
P112 (e.g. Prius I/II) P310 (e.g. Prius III, RX400h) L110F (e.g. GS450h, LS600h)
Front Ring Front Ring Rear Front Ring gear
Sun gear Carrier gear Sun gear Carrier gear Sun gear Sun gear Carrier Rear carrier B2 B1 Wheel
(MG1) (Engine) (MG2) (MG1) (Engine) (Wheel)Fixed (MG2) (MG1) (Engine) (Wheel) (Lo) (Hi) (MG2)
+ + + + + + + - + + + -

- - - - - + - - +
Power split planetary Power split planetary gear unit Power split planetary gear unit
gear unit Reduction mechanism MG2 Two-stage reduction mechanism MG2
Chain to wheels Good fuel efficiency, Best performance
Good fuel efficiency Better performance

8
HV Information – Energy Monitor Display

Q Is it normal that the SOC indicated on the energy

monitor display never reaches full?

A Yes. The target SOC is not full, but approximately 6

segments.

• The SOC control aims at approximately 6 segments indicated on

the energy monitor display.
• For example, when the HV is driving down a long slope, it can
regenerate a large amount of energy; however, when the HV
battery has been fully charged, there is no capacity for storing the
electricity generated from regenerative braking, and the energy is
wasted. Therefore, it is best for the HV battery to be at 6 segments
out of 8 for both charging and discharging.
• In addition, since the computer controls the SOC to run
fuel-efficiently, it is not necessary to worry if the SOC is low.
Rather, when the SOC is low, it means the HV is looking for good
chances to charge efficiently while driving.

Energy monitor display

6 segments

9
HV Information – Energy Monitor Display

The SOC indicated on the energy monitor display

Q drops while parking over night. Does the HV battery
naturally discharge so much?

No. It concerns the display, and possibly the change

A will be within one segment, but it is not due to the
discharge. (This is known as hysteresis.)

• The energy monitor display shows the SOC with 8 segments, but
in order to control the indicator so that it does not frequently and
pointlessly change by very small changes of the SOC, the
threshold for increase is not the same for decreases.
• When the “POWER” switch is ON again, the remaining SOC
indicated is based on the threshold for increase, so sometimes the
indication might be one segment lower than when the “POWER”
switch was OFF.

SOC displayed on the energy monitor display

When the SOC is 56 %

SOC display
8
75 % 73 % 6 segments
7
66 % 64 %
6
57 % 55 % “POWER”
5 Due to
54 % 52 % switch is OFF hysteresis,
4 the SOC
51 % 49 % display
3 may differ
47 % “POWER”
45 %
2 switch is ON
37 % 35 %
1
SOC display
5 segments
“POWER” switch is ON

10
HV Information – Engine installed in HVs

The engine installed in HVs seems to be heavily

Q burdened. The engine repeatedly starts and stops
frequently. Is the starter durable?

Yes. The engine installed in HVs does indeed start

A more frequently than a conventional engine, but it
does not necessarily mean there is a large burden on
the engine.

• The engine installed in HVs repeatedly starts and stops more

frequently during driving than a conventional engine. For a
conventional vehicle, it is natural to worry about wear on the
contact point of the engine starter motor; however, the engine
installed in HVs starts with the DC brushless motor (MG1), which
does not have a contact point, so there is no need to worry about
such a problem.
• In addition, since HVs have the EV mode and idling stop, it
reduces the engine’s operation time and use in high rotation
conditions compared to conventional vehicles.

• The engine oil exchange interval is the same with conventional

vehicles. (The running distance is not the only cause of engine oil
deterioration.)

11
HV Information – Cooling System

Q Why do the engine and hybrid system need

independent cooling systems?

A Because the target cooling temperature differs for

both the engine and hybrid system.

• The engine and hybrid system have independent cooling systems.

• Due to differing target cooling temperatures, the engine’s cooling
system is designed to maintain an engine coolant temperature
within 80 °C to 100 °C (176 °F to 212 °F) after warming up, the
same as conventional engines, and hybrid system is designed to
keep less than approximately 65 °C (149 °F), particularly for
cooling down the inverter.

Cooling system for hybrid system (ZVW30)

12
HV Information – Engine Braking

Q Does engine braking work in HVs?

A No. The motor (MG2) essentially performs engine

braking during regenerative braking.
(For engine braking, refer to P.16.)

• Engine braking occurs when a conventional vehicle decelerates.

In HVs, the motor (MG2) essentially performs engine braking
during regenerative braking.
• However, when the SOC is completely full, regeneration cannot
be performed and engine braking is used for deceleration.

Deceleration data (accelerator pedal and brake pedal are off)

13
HV Information – Regenerative Braking

Q Does regenerative braking affect brake feel?

A No. The amount of both hydraulic braking and

regenerative braking are understood and optimally
controlled, so that no shock is felt.

• The braking system calculates the required deceleration from the

driver’s brake pedal force. The system uses regenerative braking
as much as possible; however, when the required deceleration is
high, hydraulic braking is used.

• For extremely low speeds of less than approximately 5 km/h (3.1

mph), the braking system switches to hydraulic braking.

Brake pedal force and braking distribution

14
HV Information – Regenerative Braking

Q How much electricity can be regenerated during one

braking?

A Braking from 60 km/h (37.3 mph) until the vehicle

stops increases the SOC by around 1 % to 3 %.

• Braking from 60 km/h (37.3 mph) until the vehicle stops increases
the SOC by around 1 to 3 %, depending on how the brake pedal is
depressed.
• Slow acceleration in the EV mode from 0 km/h (0 mph) to around
40 km/h (24.9 mph) will cause the SOC to decrease around 2 % to
3 %, therefore electricity that corresponds to this range of motion
can be stored.
• The most effective way of recharging energy is gently decelerating
while depressing the brake pedal softly. On the other hand,
sudden braking leads to less effective regeneration, because in
this case hydraulic braking does a greater portion of the
deceleration.
SOC increased by actual braking (NHW20)

Slow braking

Increased
by approx.
3%

15
HV Information – Regenerative Braking

Q Is it possible to regenerate more energy by

decelerating while shifting in B range?

A No. Regenerative energy does not increase even if

the shift lever is in B range. Use B range when strong
engine braking is necessary.

• B range is used for obtaining higher deceleration than D range, but not for
increasing regenerative energy.
• In B range, the engine is driven by the generator (MG1) (without fuel
injection), and by using the resistance and pumping loss. To drive the engine
(without fuel injection), the generator (MG1) functions as a motor (adding
rotation and torque) using regenerative energy (MG2) and the electricity from
the HV battery. Accordingly, the regenerative energy from regenerative
braking is a little less than decelerating in D range.
• Please note that while driving down a long slope, frequent foot braking could
decrease braking effectiveness; therefore drive safely using a combination of
foot braking and engine braking in B range.

Driving data in D range and B range

SOC · B range SOC · D range
65
The amount of regenerative
64 Braking energy is almost the same for
in D range both D range and B range.
SOC (%)

63
However, for B range, it
62
consumes electricity from the
61 Braking HV battery to drive the
in B range generator (MG1).
60
70 60 50 40 30 20 10
Vehicle speed (km/h)

Data during deceleration in D range and B range The engine is

• Decelerating constantly from around 40 km/h (24.9 mph) driven by MG1.

D range B range
Motor (MG2) -48N•m / 2600r/min -25N•m / 2600r/min
Generator (MG1) 0N•m / -2700r/min 8.1N•m / 4100r/min
Engine revolution 0 r/min 1950 r/min
HV Battery charge current -55 A -30 A

In D range, more energy is regenerated.

16
HV Information – Boosting Voltage Control

Q How much voltage is used for driving the motor

when the HV is driving?

A When the HV is driving, the voltage can range from

HV battery voltage up to 650 V depending on the
driving conditions.
• When the HV is driving, the voltage can range from HV battery
voltage up to 650 V depending on the driving conditions.
• For example, under the following conditions the voltage increases
to the maximum 650 V*:
• To depress the acceleration pedal fully
• To start the engine
* The maximum voltage of NHW20 is 500 V.

Relationship between driving conditions and boosting

Medium-high Medium Light load

load load (including deceleration)

Voltage is boosted
to 650 V at engine
startup.

Boosting voltage changes depending on the driving conditions.

17
HV Information – Driving in Reverse

Q How do HVs reverse?

When driving in reverse, the HV runs with the motor

A (MG2). Basically, it is not possible to reverse the HV
with the engine.
• When driving in reverse, the motor (MG2) rotates backwards.
• When the electricity from the HV battery is insufficient to drive the
motor (MG2), the generator (MG1) starts to supply electricity
generated with the engine to the motor (MG2) to reverse the HV.

When fully charged (engine stopped)

MG1 Engine Wheel (MG2)
+ + +

Normal
condition
Idling
HV battery needs
to be charged.

- -

When insufficiently charged (engine running)

MG1 Engine Wheel (MG2)

+ + +
The HV reverses
using the electricity
generated with the
The generator
generator (MG1).
(MG1) generates
the electricity with
the engine power.

- -

18
HV Information – E-Four

Q How about the traction performance on slippery

surfaces for HV AWD (E-Four)?

HV AWD is a system specially designed for On-Road

A 4WD. It might not be able to demonstrate
performance equivalent to conventional 4WD on
sandy or snow roads.
• The electric 4WD system (E-Four) is specially designed for
On-Road 4WD and drives the rear wheels with the hybrid system.
• E-Four controls shifts between FWD drive and 4WD drive. It
contributes to higher fuel efficiency and stable startup and
acceleration in various conditions. It is particularly effective at
deceleration because regenerative braking also acts on the rear
wheels.
• To prevent the wheels from suddenly slipping, HV AWD controls
the motor output to gently transmit power to the road surface.
• HV AWD may not be able to perform to the same level as
conventional 4WD on slippery surfaces such as bumpy roads.

Example of power output of front motor torque and rear motor torque

Regeneration
possible from
rear wheels

Stable startup by optimal

torque distribution

19
HV Information – Electromagnetic Wave

Q Do HVs generate a large amount of electromagnetic

waves compared to conventional vehicles?

A No. The electromagnetic wave generation is the

same as conventional vehicles.

• Actually, high voltage components generate high frequency waves

(electromagnetic waves), but shielding is properly applied to each
part. For example, the inverter and HV battery are shielded with
metal covers, and all high voltage cables have an electromagnetic
shield structure.
• The strength of electromagnetic waves is not higher than
conventional vehicles or home electric appliances.

20
HV Information – Electromagnetic Wave

Q Is it safe for people who have pacemakers to ride in

HVs?

Yes. There is no special concern for HVs. However,

A just like in conventional vehicles, you should be

cautious when handling the Keyless Entry & Start
System.
• The strength of electromagnetic waves is the same as
conventional vehicles.
• However, electromagnetic waves from the Keyless Entry & Start
System may interfere with pacemakers or other electric medical
devices. People who have these devices should be cautious when
handling the Keyless Entry & Start System. (Refer to the Owner’s
Manual.)
• The smart key system antennas installed inside and outside of a
vehicle send radio waves in order to detect car keys.
Consequently, people who have pacemakers or other electric
medical devices should be careful not to come within
approximately 22 cm (8.7 in) from all antennas on the vehicle.
Description in the Owner’s Manual (New model Prius)

21
HV Information – Necessity of Warming Up

Q Should HVs be warmed up?

No. Warming up is not necessary for Hybrid

A systems. If you would like to heat inside the cabin,
proceed with warming up the HV.

• Systematic warming up is not necessary for HVs.

• The engine coolant is the heat source of the heater. Please note that when
you try to warm up the HV to heat inside the cabin, the engine will not stop
until its coolant temperature becomes a certain value due to heating demand
from the A/C (Air Conditioner) to the HV computer. But, warming up the HV
without driving has more adverse affect on fuel efficiency.

Engine warming up by heating demand

Certain
value
45 °C (113 °F)

Engine heating demand goes up to 45 °C (113 °F).

When heater is turned off, the engine stops early.

Due to heating demand, the engine does not

stop until the engine coolant temperature
becomes a certain value.

22
Power Output Limitations/Failsafes – Power Output Limitations

Q Is the power output limited at extremely hot or cold

conditions?

A Yes. The power output may be limited when the

system’s temperature is extremely high or low.

• The power output may be limited in the following conditions.

• The most probable cause of power output limitation is low HV battery
temperature.
• The most effective temperature for the HV battery is approximately
30 °C (86 °F), which the cooling fan optimally controls. The HV battery
cannot provide its full potential when cold such as when parked over
night in winter (due to chemical reactions becoming inactive at low
temperatures.) Because of this, you might feel a lack of power output
when accelerating to pass other vehicles.

Power output limitation Possible cause

*
At low temperature • Running after startup in winter
HV battery At high temperature* • HV battery air vent is blocked
SOC is low • Temporary charge shortage
PCU At high temperature
(inverter) (approx.100 °C [212 °F] or higher) • Stopping the HV on an uphill road
while depressing the accelerator
At high temperature pedal
MG1, MG2
(approx.160 °C [320 °F] or higher)

* Power output limitations due to the HV battery temperature (output characteristics)

Low Ordinary High

temperature temperature temperature

23
Power Output Limitations/Failsafes – Power Output Limitations

Q How does the SOC effect power output?

A The SOC dropping limits the electricity from the HV

battery.

• The SOC dropping limits the electricity from the HV battery,

lowering the power output. But, the system attempts to maintain a
certain level of SOC. If the SOC drops the engine runs
continuously to recharge the HV battery, so power output
limitation rarely occurs.

• On the other hand, when the SOC rises due to regenerative

braking by continual driving down a slope, motor driving becomes
more frequent because the engine is not required for recharging.
However, there is no change in power output.
(Power output is controlled on demand by the driver’s accelerator
operation.)

HV battery power output limitations based on the SOC

When SOC is low, maximum power

output from the HV battery is reduced.

Approx. 6 segments High

(Energy monitor display)

24
Power Output Limitations/Failsafes – Failsafes

Q What kinds of failsafes are available for HVs during

malfunctions?

A There are several kinds of failsafes available to make

it possible to move the HV to the edge of road.

• The THS-II provides several kinds of failsafes to move the HV to

the edge of road depending on the system malfunction condition.

• Running distance is very limited, so if the malfunction warning

display is shown, do not keep driving, but pull off the road.

Malfunctioning component Emergency system

Engine malfunction
(Running out of gas,
MG2 drive
sensor malfunction, etc.)
• Possible running distance: only a few
kilometers (depends on driving conditions
Generator (MG1) malfunction and SOC)
(Sensor malfunction, etc.)

Engine drive
Motor (MG2) malfunction • Possible running distance: only a few
(Sensor malfunction, etc.) kilometers (depends on driving conditions
and SOC)

HV battery control malfunction HV battery-less drive

(Abnormal data transmission, • During “READY ON”, it is possible to keep
etc.) running

FWD drive
Rear motor (MGR) malfunction
• Without using the rear motor (MGR), it is
(Sensor malfunction, etc.)
possible to keep running

25
Power Output Limitations/Failsafes – Failsafes

Q Why can HVs run only short distance with the engine
when some HV components malfunction?

Because the generator (MG1) generates electricity to

A transfer the engine power to the wheels, the SOC fills
up, prevent driving.

• In the THS-II, to transfer the engine power output to the wheels, the
generator (MG1) generates electricity. Usually this electricity is used to drive
the motor (MG2), and if it is not necessary, the electricity will be stored in the
HV battery for effective driving.
• Whereas if the motor (MG2) malfunctions, the stored electricity cannot be
used causing the HV battery to become fully charged by continuous charging
and then the HV will stop running.
• The HV cannot run with the engine when the generator (MG1) malfunctions
because engine power output cannot be transferred to the wheels.
• When driving is performed only by engine power output (failsafe driving), the
gear reduction ratio is essentially low-geared ratio. It is such a high gear ratio
that the HV cannot accelerate quickly and moves jerkily at low speeds.

Nomographic chart of driving using MG2 and the engine.

• The direct engine torque is one third of MG2 torque when driving with a medium
load (30 km/h [18.6 mph]).

MG1 Engine Wheel (MG2)

MG1 + + + Wheel (MG2)
7,000 r/min 1,000 r/min
-26.5 N•m 180 N•m

Engine Direct engine

2,700 r/min torque
30 kW - - 68.1 N•m

Gear reduction ratio of HVs and conventional vehicles

1st 2nd 3rd 4th D/F
Corolla (U441E) 2.875 1.568 1.000 0.696 4.132
Prius (NHW30) No reduction 3.208

26
Auxiliary Battery – Auxiliary Battery for HVs

Q What is the auxiliary battery? Where is it installed?

The auxiliary battery is a 12 V capacity battery.

A Usually, it is installed inside the vehicle such as in
the trunk.

• HVs have two batteries. One is the HV battery for the high voltage
system, and the other is the auxiliary battery with a 12 V capacity.

• Not all power supply systems have high voltage in HVs. Similar to
conventional vehicles, controls and accessories (engine, brake,
door locks, audio/navigation systems and so on) use the 12 V
power supply.

• The auxiliary battery supplies electricity for ECUs, which control

the hybrid system. Therefore if the auxiliary battery voltage is
insufficient, the system is not able to be “READY ON”.

HV battery and auxiliary battery (NHW20)

27
Auxiliary Battery – Auxiliary Battery for HVs

Q Can a conventional battery be substituted for the

auxiliary battery?

A No. We strongly recommend the genuine auxiliary

battery be used as specified by the manufacturer.

• The auxiliary battery for HVs is usually installed inside the vehicle
(trunk and so on).

• The auxiliary battery for HVs does not have a vent plug in each
cell, but a ventilation hose is installed to release hydrogen gas
generated when recharging the auxiliary battery out of the vehicle.
Therefore, if a conventional battery is used, hydrogen gas builds
up in the vehicle, which could lead to hazardous situations.

Auxiliary battery (ZVW30)

Ventilation hose

28
Auxiliary Battery – Auxiliary Battery Discharged

What should be done to “READY ON” if the auxiliary

Q battery becomes discharged? Can the auxiliary
battery for HVs be used to assist other vehicles?

Please respond in the same way as you would for

A conventional vehicles to jump-start. To assist other
vehicles, use the auxiliary battery terminal directly.
• If the auxiliary battery for HVs has been discharged, the system cannot
“READY ON”. Jump-start the auxiliary battery in the same way as you would
for conventional vehicles.
• For HVs with the auxiliary battery installed in the trunk, use jump-start
terminals located in the engine compartment to jump-start the auxiliary
battery.

• When considering using your HV (HV with jump-start terminals) to assist

other vehicles, do not use jump-start terminals. Boost using the auxiliary
battery terminal directly (grounding with the body).

[Reference] The jump-start terminal corresponds to the current (20 A to 50 A) required to make
the system be “READY ON”. If the jump-start terminal is used for jump-starting
another vehicle’s discharged battery, the starter pulls 100 A to 600 A causing the
fuse on the HV to blow causing the HV to be unable to run (“READY OFF”).

Jump-start terminal fuse capacity (reference)

Model Fuse capacity
CAMRY HV 120 A
RX400h 120 A
RX450h 150 A
LS600h 180 A
GS450h 140 A
HS250h 125 A

Jump-start terminal (inside the engine compartment)

Remove the cover

29
Auxiliary Battery – Auxiliary Battery Discharged

Q Is it possible to anticipate if the auxiliary battery will

require recharging?

The new model Prius (ZVW30) has a function that

A gives an indication on the meter when the auxiliary
battery will require recharging.

• Judging the proper replacement time for the auxiliary battery in

HVs is more difficult than that for conventional vehicles.
• It is sufficient for the auxiliary battery to supply enough electricity
to turn the system “READY ON” condition (20 A to 50 A). This
differs from conventional vehicles that require high electrical
current (100 A to 600 A) for cranking the engine.
• Recognizing the end of battery life of a conventional vehicle is
easier due to poor starting (cranking speed decreases), allowing
customers determine when the battery needs to be replaced
soon.
• The new model Prius displays an Insufficient Auxiliary Battery
Charge warning on the meter before the auxiliary battery is
discharged when its voltage drops.
• If the warning shows up again despite the HV running (or charging
battery), inspect the auxiliary battery.

Warning that indicates insufficient auxiliary battery charge

Display conditions
• The auxiliary battery voltage is less than approximately 9 V just after
turning the system “READY ON” condition.
(Voltage is not checked after turning the system “READY ON”
condition because the DC-DC converter is activated.)

30
HV Battery – HV Battery Discharged

Q Does the HV battery become discharged?

A Yes. The HV battery may discharge when the HV is

not used for a long period.

• The THS-II can charge the HV battery with electric power from
regenerative braking and the generator (MG1) using the engine
power.
• However, if the HV is not used for a long period (4 months or
longer), the HV battery may discharge through natural discharge
similar to conventional batteries.

• To prevent the HV battery from discharging due to long term

storage and natural discharge, the HV battery needs to be
charged by turning the system “READY ON” condition every 4
months (in Japan).
(After the “POWER” switch is ON [“READY OFF”], wait for 3
minutes. Then turn the system “READY ON” condition. When the
engine starts, leave it running for about 10 minutes until the
engine stops and the HV battery should be okay.)
• If the HV battery has been discharged, charge it with the THS
charger. If the HV battery cannot be charged (that is, the HV
battery has been fully discharged), the HV battery must be
replaced.

THS charger

31
HV Battery – HV Battery Discharged

Q Can the HV run when the HV battery has become

discharged?

A No. The engine cannot start and the HV cannot run

when the HV battery has become discharged.

• The HV cannot run because the generator (MG1) cannot start the
engine when the HV battery has become discharged.
(Also, electricity cannot be generated without starting the engine.)

• If the HV battery has been discharged due to long term storage or

leaving the shift lever in N range, charge it with the THS charger
enough for the engine start.

• If the HV battery cannot be charged using the THS charger, it is

likely that the HV battery has been fully discharged. In this case,
the HV battery must be replaced.

32
HV Battery – HV Battery Life

Q How long is the expected HV battery life? Does it

need to be replaced periodically?

A It is designed to last the life of the vehicle, however,

it may vary depending on how the HV is used.

• The HV battery deteriorates over time. It varies depending on how

it is used and the driving conditions of the HV.

• Mechanical parts for hybrid system, including the HV battery, are

covered by the same special warranty as conventional engines,
which guarantee either a period of 5 years or 100,000 kilometers
from the date that the HV was registered, whichever comes first
(in Japan).

• The HV battery life (expected lifespan) indicates that the battery

power output will decrease with degradation over time of the
materials that control the battery’s internal performance.

33
HV Battery – Type of HV Battery

Q Lithium-ion batteries currently seem popular. What

are the advantages?

Similar to nickel-metal hydride batteries, lithium-ion

A batteries are lighter, smaller, and output more power
than lead-acid batteries.
• Lead-acid batteries are the most common among batteries that
can be charged and discharged repeatedly (rechargeable
batteries). Compared to lead-acid batteries, nickel-metal hydride
and lithium-ion batteries are lighter, smaller, and out put more
power.
• On top of this, lithium-ion batteries have advantages as shown in
the diagram below.

• Currently lithium-ion batteries have problems concerning safety,

manufacturing costs, and low temperature characteristics, so
manufacturers are putting their efforts into development of battery
quality to solve these problems.

Energy density of the rechargeable batteries

Mass energy density (Wh/kg)

Lithium-ion batteries

Nickel-metal hydride batteries

Lead-acid batteries

Volume energy density (Wh/l)

34
HV Battery – Type of HV Battery

Q The HV battery is a nickel-metal hydride battery.

Does it have a memory effect?

Yes. Since the HV battery is a nickel-metal hydride

A battery, it has a memory effect, but there are no
problems since this is corrected by control.

• Memory effect is a phenomenon observed in nickel-cadmium and

nickel-metal hydride batteries that causes them to appear to lose
capacity.
• If these rechargeable batteries are repeatedly recharged in a
partially discharged state, even though the battery charge is not
needed, discharged voltage is reduced and it appears that the
battery is holding less charge than the actual remaining charge.
However, this just means discharged voltage is decreasing and
does not indicate degradation of the battery itself.
• The term memory effect comes from the discharged voltage
depression, which occurs at the point of the SOC from which the
recharge started (to memorize the remaining charge point from
which the battery was recharged).

• Since the HV battery is a nickel-metal hydride battery, it has a

memory effect; however, because memory effect is taken into
consideration, there are no problems.

35
HV Battery – Judgment of Degradation

Are there any signs to indicate that the HV battery is

Q degrading? Are there methods to check the degree
of degradation?

A No. There are no specific indicators for degradation.

When the HV battery has degraded, DTCs
(diagnostic trouble codes) are detected.

• There are no specific indicators for HV battery degradation. When

the HV battery has degraded to some extent, DTCs are detected.
When no DTC is detected as shown in the table below, you can
determine that the HV battery is still okay.

DTC related to HV battery degradation

• If any of the following DTC is detected, inspect the battery smart
unit. If there is no problem in the unit, replace the HV battery.
DTC Diagnosis
• Internal resistance of the HV battery is above
the standard value.
P0A7F-123
• Battery block capacitance difference is above
the standard value.
• Battery block voltage difference is above the
standard value.
P0A80-123
• Malfunctions in battery cells have been
detected.
P3011-123 • Determined that abnormal blocks exist
P3012-123 among the battery blocks from the battery
to block voltage.
P3029-123 (There are per-block DTCs.)

36
Fuel Efficiency – Good Fuel Efficiency of HVs

Q Why do HVs have good fuel efficiency?

A A reason for the good fuel efficiency of HVs (THS-II)

is the combined advantages of the gasoline engine
and electric motor.

• The motor features the capability of producing maximum torque

when started, allowing for effective acceleration. On the other
hand, the engine provides remarkable fuel efficiency during
constant speed driving. The HV demonstrates its superior fuel
efficiency by fully utilizing characteristics of both the engine and
motor.
• Furthermore, brakes for conventional vehicles convert kinetic
energy to heat energy, which is a waste of energy. HVs convert
kinetic energy to electric energy using the motor (MG2). This
electric energy can be used for driving the HV, improving the fuel
efficiency.

Primary features of HVs which contribute to fuel efficiency

Feature Description

Idling stop Stops the engine when the HV is stopped

Motor assist Uses the motor to assist drive power

EV mode Makes motor driving possible at low speeds

Engine Controlled optimally

Regenerative
Converts energy wasted in braking to electricity
braking
Electric A/C Enables A/C without operating the engine

37
Fuel Efficiency – Fuel Efficiency when Highway Driving

Q Why cannot HVs provide higher fuel efficiency when

highway driving?

Because there are fewer ways to provide higher fuel

A efficiency when highway driving than when city
driving.

• A conventional vehicles’ fuel efficiency is much better at highway

driving than city driving. Because constant speed driving with the
engine is more effective on the highway.
• The engine installed in HVs works most effectively when both city
driving and highway driving. However, the HV cannot take
advantages of the EV mode and idling stop on the highway and
thus fuel efficiency cannot be improved as well as when city
driving.
• Regenerative braking and motor assist, as well as electric A/C in
summer, should improve fuel efficiency compared to conventional
vehicles.

• To improve fuel efficiency when highway driving, the new model

Prius incorporates a larger engine to reduce engine revolution
when highway driving.

Driving at 120 km/h (74.6 mph)*

NHW20 (1.5L) ZVW30 (1.8L)
Engine revolution 2,470 r/min 2,180 r/min

Fuel efficiency 17.2 km/L (41.35 mpg) 19.0 km/L (45.67 mpg)
* Test course data

Idling stop

EV mode Regenerative braking

These features cannot be taken advantage of when highway driving.

38
Fuel Efficiency – Fuel Efficiency in Winter

Q Why do HVs get worse fuel efficiency in winter than

in other seasons?

A Because the HV needs more fuel to warm up the

engine and to run the heater in winter, fuel efficiency
tends to be worse than in other seasons.
• A fuel efficiency comparison by season is shown below. During winter, the HV
needs more fuel to warm up the engine and to run the heater, causing fuel
efficiency to drop. (The engine coolant is the heat source of the heater.)
• The fuel efficiency of conventional vehicles worsens in summer due to the
A/C, while the fuel efficiency of Toyota HVs worsens in winter more than
summer because of the electric compressor which contributes to longer
operation of the engine for heating in winter.
• As a way to improve fuel efficiency in winter, the new model Prius
incorporates an exhaust heat recirculation system, which warms up the
engine coolant using the engine exhaust heat.

Example fuel efficiency comparison by season (reference)

Driving Electrical load Heater, Engine warming up

Winter

Spring Large fuel consumption

for warming up
Autumn
A/C (Cooling)
Summer

Amount of fuel consumption High

Exhaust heat recirculation system (ZVW30)

The valve opens after

warming up. (Engine coolant
temperature is approx.74 °C [165.2 °F].)

39
Fuel Efficiency –Tire Inflation Pressure

Q A drop in tire inflation pressure seems to have a

large effect on fuel efficiency. Why?

A Since the fuel efficiency of HVs is much higher than

conventional vehicles, even a few percentage point
drop in fuel efficiency may have a large impact.

• When tire inflation pressure drops, rolling resistance of the road

surface increases, and fuel efficiency worsens; however, the
effect of tire inflation pressure on fuel efficiency is the same for
both HVs and conventional vehicles.
• Although fuel efficiency reduction due to rolling resistance is just a
few percent, because it is calculated based on the fuel efficiency
for running distance, it gives the impression of a larger fuel
efficiency reduction since the HVs have a higher fuel efficiency
than conventional vehicles.

• Please maintain tire inflation pressure for fuel-efficient driving.

40
Fuel Efficiency – Actual Fuel Efficiency

Q Is the actual fuel efficiency of HVs really good?

A Yes. HVs equipped with the THS-II are characterized

by high actual fuel efficiency when city driving.

• City driving involves repeated stop and go driving. This is the most
effective driving pattern for demonstrating the fuel efficiency
improvements of HVs including the EV mode and idling stop.
• HVs equipped with the THS-II have actual fuel efficiency as shown in
the graph below depending on the driver and driving conditions.
• As the graph shows, the average speed while driving in the city is low,
and vehicles equipped with conventional engines cannot engage in the
constant speed driving that engines are suited to, resulting in lower fuel
efficiency. On the other hand, HVs, which are fuel-efficient under these
conditions, have more of an advantage compared to conventional
vehicles.
City Suburb Highway
Good
THS-II
Fuel efficiency

Regenerative
braking
Motor assist
EV mode
Idling stop Conventional
vehicles

Average speed High

Fuel efficiency reference data (ZVW30)

* The following data is based on experimental results. In practice the values vary depending on
the driver and driving conditions. Please note that this is only for reference.
Running Average Stopping Fuel
distance speed time efficiency
City 18 km (11.2 mi) 19 km/h (11.8 mph) 38 % 22.25 km/L (53.49 mpg)
Suburb 17 km (10.6 mi) 34 km/h (21.1 mph) 10 % 28.97 km/L (69.64 mpg)
Highway 30 km (18.6 mi) 81 km/h (50.3 mph) 0% 25.36 km/L (60.96 mpg)

41
Fuel Efficiency – Fuel-Efficient Driving Method

Q Is there a more fuel-efficient driving method?

Yes. Just as with conventional vehicles, HVs can

A drive more fuel efficiently by not applying
unnecessary acceleration and deceleration.

• Sudden acceleration discharges the HV battery more, decreasing

the SOC. This requires much more engine power to charge the
HV battery, resulting in lower fuel efficiency.
• As in conventional vehicles, slow acceleration creates a good
balance between charge and discharge of the HV battery, which
makes idling stop possible even when charging the HV battery,
leading to higher fuel efficiency.

• Also, slow deceleration by depressing the brake pedal softly can

achieve nearly 100 % of regenerative braking which contributes
largely to the SOC, leading to higher fuel efficiency. (Refer to P.15)

• Basically, similar to conventional vehicles, it is important to avoid

sudden and unnecessary acceleration and deceleration.

• The new model Prius (ZVW30) incorporates an Eco mode that

assists drivers to drive more fuel efficiently.

Drive assistance display

42
Unique Operational Characteristics – Operational Sound

Q HVs generate different sounds than conventional

vehicles. Are these normal sounds?

A There are many sounds unique to HVs.

Sound Meaning of sound Example

The operational sound of the SMRs (System Main
“Click” “Clank” sound at Relays) for the HV battery power supply. “Click”
start/stop It can be heard when turning the system “READY sound
ON/OFF” condition.
“Clack clack”
“Tick tick” “Clack clack” sound
sound at idling*, etc. The sound of the transaxle (transmission) gear. (1) Engine
It is possible to hear the gear backlash. start/stop
* Including engine start/stop, low (2) Low speed
speed driving
(3) Idling
The operational sound of the motor.
Since the motor is driven by a high frequency
“Screech” sound during “Screech”
wave, the switching frequency wave can be heard.
initial acceleration sound
Just as engines generate sound from rotation, the
motor also generates sound.
The sound of the energy regeneration. (Sounds
the same as when a train decelerates.)
“Yee-on” sound during Braking energy generated by depressing the brake “Yee-on”
deceleration pedal is converted to electric energy. sound
The sound is evidence that the energy is being
regenerated.
Sometimes you might feel the engine sound
becomes louder suddenly. The engine torque
“Engine sound” during
becomes higher to obtain power for acceleration. −
sudden acceleration
The sound might feel louder because the HV
usually runs quietly.

“Click” sound when

The operational sound of P range locking parts.
shifting from P range to
When shifting the shift lever from P range to other “Click”
other positions
positions, the sound of the actuator operating may sound
(Only Electro
be heard.
Shift-matic vehicles)

43
Unique Operational Characteristics – Sound of the A/C Compressor

Q The sound of the electric A/C compressor is

annoying. (Normal level)

A Because HVs drive quietly due to idling stop, the

sound of the electric A/C compressor is
recognizable, particularly outside of the HV.

• Toyota HVs do not employ an engine driven A/C compressor, but

a high voltage electric A/C compressor to prevent fuel efficiency
from decreasing due to its operation. The engine installed in HVs
performs an idling stop when the HV stops in order to improve fuel
efficiency. If the electric A/C compressor is operating at this time,
the sound (a whirring sound) of the compressor might be heard.

• Particularly during summer, the load on the electric A/C

compressor will be larger. If you are outside the HV, you might
hear the sound (a whirring sound) of the motor.

• If you are inside the HV during an idling stop, the operational

sound of electric A/C compressor may be less annoying because
the air blowing also makes a sound.

Cutaway (electric A/C compressor [NHW20])

44
Unique Operational Characteristics – Stopping in Neutral

Q Why should HVs not be stopped with the shift lever

in N range?

Because the engine power cannot be used for

A generating electricity while the shift lever is in N
range. Shift the shift lever into P range when you
park the HV.

• Because the THS-II uses an E-CVT, the motor (MG2), generator

(MG1), and the engine link to the wheels via the planetary gear
unit.
• N range in THS-II is not made mechanically by a clutch. It is made
electrically by shutting down the motor (MG2) and generator
(MG1).
• Accordingly, although the engine is rotating, the generator (MG1)
cannot generate electricity because the direct engine torque acts
on the wheels.
• If you continuously stop with the shift lever in N range and the
SOC decreases, a meter display or buzzer sound* will activate. If
you continue to stop with the shift lever in N range and the SOC
decreases further, the HV turns the system “READY OFF”
condition to protect the HV battery.
• When you park the HV, shift the shift lever into P range.
* The ZVW30 incorporates a buzzer sound.

Nomographic chart of neutral Power split planetary gear unit

Engine is
MG1 Engine Wheel (MG2) rotating
+ + +
Link to
wheels

MG1 MG2

- -

If MG1 generates electricity, MG2 (wheel) moves.

45
Unique Operational Characteristics – Engine Intermittent Operation

Q Even if the HV stops, the engine sometimes does not

stop. Why?

A Because there are various conditions that stop the

engine. For example, the HV does not often stop the
engine while using the heater.

• The six conditions in the table below are the main conditions that
stop the engine.
• In particular, customers need reliable advice regarding (6)
depending on how they use the HV as ISC learning may not have
been completed.

Parameter Conditions that stop the engine

• The engine operates after the engine starts when it is cold and needs
(1) Engine warming up warming up.
demand is ON • The engine stops when engine coolant temperature reaches a certain
value (approx. 40 °C [104 °F]).
• The engine operates when the three-way catalyst that cleans engine
(2) Catalyst warming up exhaust gas needs warming up.
demand is ON • The engine starts 10 seconds after turning the system “READY ON”
condition due to catalyst warming up demand.
• The engine operates when heater efficiency needs to be ensured.
(3) Heater demand is ON • The engine stops when the engine coolant temperature reaches a
certain value (approx. 65 °C [149 °F]).
• The engine operates to charge the HV battery when the SOC of the
HV battery decreases (approx. 40 %).
(4) SOC decreases
• The engine stops when the SOC of the HV battery reaches a certain
value (approx. 50 %).
• The engine continues to operate when the temperature of the HV
(5) HV battery
battery is low (approx. 0 °C [32 °F] or lower). This is due to reduced
temperature is low
power availability for use to start the engine.
• The engine may not perform intermittent drive (the engine always
idles) when ISC learning (throttle opening learning) has not been
completed.
(6) Incomplete ISC • The learned value will be lost after the auxiliary battery is
learning disconnected. In this case, ISC learning needs to be performed again.
[ISC learning conditions]
• The engine is running, the vehicle speed is less than 10 km/h (6.2
mph), the engine coolant temperature is 70 °C (158 °F) or higher

46
Unique Operational Characteristics – Engine Start

Q When does the engine start while the HV is running

with the motor?

A It is determined by the driver’s request for

acceleration and the SOC of the HV battery.

• Depending on the accelerator pedal position and SOC, the engine

may start while the HV is running with the motor.
• Depressing the accelerator pedal requires higher power, which
makes the engine start earlier.
• A low SOC also requires that the HV battery be charged by the
engine increasing engine demand, making the engine start earlier.

Engine start timing (reference)

Large
pedal position
Accelerator

Engine start

SOC is low SOC is high

Approx. 40 km/h High

Vehicle speed (24.9 mph)

47
Unique Operational Characteristics – Engine Start

Q When engine starts, the HV seems to move a little.

A Movement may be felt when the engine starts.

• When the engine starts, backward torque is generated on the

wheel output axis due to engine resistance when the engine starts
with the generator (MG1). To counteract this backward torque,
forward torque is applied from the motor (MG2) to prevent the HV
from going backwards.

• When the counteraction is taken, you might feel the HV move

ahead slightly. However, the HV does not really move forward.

Nomographic chart at engine start

MG1 Engine Wheel (MG2)

+ + +

(4) Motor (MG2)

(1) Engine counteracts
starts backward
with the torque
generator
(MG1)

- -
(3) Backward
torque acts
on the wheel
(2) Engine resistance output axis
acts as minus torque

48
Safety at Accident – Towing

Q What is important to know when towing HVs?

A It is important to tow the HV with the driving wheels

off the ground.

• When HVs need to be moved due to an accident or malfunction,

make sure that the driving wheels are not touching the ground
when towing.
• If the HV is towed with the driving wheels on the ground, the
following two problems may occur.

Description

(1) Transaxle • The oil pump, which lubricates the planetary gears and bearings
lubrication problem in the transaxle, is driven by the engine power.
• Insufficient lubrication of the planetary gear unit and bearings
may cause malfunction.

(2) High voltage • When the driving wheels rotate, the motor generates high
generation voltage.
(If a high voltage High voltage short circuits may occur when the high voltage
circuit malfunctions) circuit malfunctions due to vehicle damage. In the worst-case
scenario, the HV may catch on fire.
[Reference]
If a short circuit occurs in the high voltage circuit when the HV is
being towed with its wheels on the ground, the wheels do not
rotate smoothly, and judder (intensely vibrate).

• When towing the HV with all four wheels on the ground, pull the
HV as slowly as possible, only for very short distance to a carrier
car.

49
Safety at Accident – High Voltage

HVs use high voltage. Is there possibility of causing

Q an electrical shock? Is it safe when the HV is
involved in an accident?

A Safety has been considered concerning HVs, so that

neither customers nor technical service staff should
get an electrical shock.

• Two basic concepts related to high voltage safety are as follows:

(1) Insulation and isolation of high voltage
(2) Shutting off the high voltage
• In addition, (3) we are raising customer warning awareness.

• When an accident happens, high voltage circuits are shut down as

described below.

Description
(1) Insulation and • To insulate or to isolate the HV from the high voltage, the following
isolation of high measures have been taken. Also, to confirm the correctness of
voltage insulation and isolation, insulation resistance reduction is
constantly detected with sensors.
• Both positive and negative terminals of the high voltage circuit
have been insulated from the vehicle body.
• High voltage units with a case or cover have been isolated.
• The case of the high voltage unit from the high voltage circuits
in the unit has been insulated.
(2) Shutting off the high • The HV battery output circuit is shut down under the following
voltage conditions.
• “POWER” switch is OFF
• When a collision is detected in an accident
• Manual shut down of the high voltage by detaching the service
plug
• When it has been detected that the cover of a high voltage unit
has been removed
• After the “POWER” switch is OFF, discharge high voltage stored in
the inverter
(3) Raising customer
warning awareness • As reminders to not touch high voltage units, the following
measures have been taken.
• The orange colored cover is used for high voltage cables.
• Caution labels have been attached to high voltage devices.
• Safety information is included in the owner’s manual.

50
Safety at Accident – Risk of Electrical Shock

Which diagnosis and repair operations require

Q extreme cautions in regard to electrical shocks?
What happens if someone gets an electrical shock?

Operations require extreme cautions in regard to

A electrical shocks are done around the HV battery;
however, an electrical shock can be avoided by
conducting operations safely.
• The following two areas contain high voltage after the “POWER” switch
is OFF.

(1) HV battery 201.6 V to 288 V

(2) Capacitor in the PCU 201.6 V to 650 V

• You can determine the safety of the capacitor in the PCU by confirming
a lack of high voltage (0 V) remaining through high voltage safety
operations, as no voltage will be supplied thereafter.
(Wearing insulating gloves and insulating tools are required as an extra
precaution.)

• The HV battery constantly contains high voltage even after the service
plug is detached, which just breaks the high voltage circuit.

• An electric shock accident may occur from a mistake short-circuiting

the multiple positive and negative terminals of the HV battery. Extreme
caution is required.

• In the worst-case scenario, if an electrical shock accident does occur, a

person could suffer from ventricular fibrillation*. Even the person got
away from the electric source, he/she may die within a couple of
minutes.

* Ventricular fibrillation
When an electrical current that exceeds a certain value flows to the
heart, it convulses violently and cannot beat normally resulting in
cardiac chamber fibrillation.

51
Safety at Accident – Emergency Treatment (in Japan) (1/2)

What should be done if a person is suffering from

Q cardiac arrest (ventricular fibrillation) due to an
electrical shock?

A Do not deal with the situation by yourself. Ask for

help. Call 119 as soon as possible, and take
emergency measures.
• If an electrical accident occurs and a person suffering from ventricular
fibrillation is found, what should be done?
• At first, it is important to call 119. The national average time for an ambulance
to arrive on the scene after calling 119 is 6 minutes.
• If a person in cardiac arrest is left as is for 3 minutes, the chance of dying is
said to be 50 %. A one-minute delay in fibrillation treatment by the AED
(automated external defibrillator) is said to lead to a 7 % to 10 % decrease in
the rehabilitation rate.
• Call 119 as soon as possible, and carry out emergency treatment while
applying cardiopulmonary resuscitation (in particular, make the blood flow
through the entire body by compressing the chest). Also, if an AED is
available, it is important to use the defibrillator for shock treatment.
• Emergency treatment is continuously evolving along with medical
developments. Refer to the Fire and Disaster Management Agency Website,
“Daily Life Information: First-Aid Manual” for details.

Outline of emergency treatment

(1) Ask for assistance, call 119 and prepare the AED with help from more than one
person as soon as possible.
(2) Apply cardiopulmonary resuscitation promptly (by compressing the chest and
mouth-to-mouth breathing, supply oxygen to the brain and organs).
(3) As soon as the AED arrives, carry out an electrocardiographic analysis (apply electric
shocks as determined by the device).
=> Repeat (2) and (3) until an ambulance arrives.

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Safety at Accident – Emergency Treatment (in Japan) (2/2)

* Data source: Fire and Disaster Management Agency Website, “Daily Life Information”

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Safety at Accident – HV battery

Q What happens to the HV battery if it is damaged by

an accident?

Although the HV battery is installed in the safest part

A of the HV, if it is damaged, the strong alkaline

electrolyte inside the HV battery could leak, so it must
be handled properly.

• The electrolyte of the HV battery is a potassium hydroxide

solution. This odorless, clear and colorless solution is a strong
alkaline, which is highly hazardous to the human body.
• The HV battery is installed in the safest part of the HV to protect it
from being damaged during an accident.
• Damage to the HV battery by an accident may be very rare, but do
not directly touch any liquid dropping from the HV with your
hands. There is however no need to worry about a large amount
of the electrolytes flowing out because it is saturated with a
bonding material.

• To determine if the solution is potassium hydroxide or another

material, check using a red litmus paper. As a result, if it is
potassium hydroxide, neutralize it with a saturated boric acid
solution (an acid).

[Reference] To make a 20 L of saturated boric acid solution, 800 g of

boric acid is needed.

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Safety at Accident – Going Under Water

If an HV goes under water due to heavy rains and so

Q on, does a person inside the HV get an electrical
shock?

A
No. There is no possibility for a person inside the HV to
get an electrical shock. It is important not to panic, and
to calmly get out of the HV.

• If the HV goes under water, SMR turns OFF due to abnormalities

in the low voltage system, or the high voltage is shut down by the
HV battery’s fuse. Accordingly, high voltage remains in the HV
battery and capacitor in the PCU only.
• Since the PCU is installed in the engine compartment, even if it is
short-circuited, there is no effect inside the cabin.
• Since the HV battery is an aggregation of battery modules (7.2 V,
9.6 V, 14.4 V), even if it goes under water, short circuits will occur
between the flooded parts of each battery module terminal.
Therefore, even if the passenger space is under water, the person
inside does not get an electrical shock because the electric
current does not flow into the human body because of its high
resistance.

• However, do not touch high voltage parts, such as the service plug
while in water, which could cause an electrical shock.

• As in conventional vehicles, the doors of the HV under water

cannot be opened due to the water pressure difference between
the outside and inside, which makes escape difficult.
The vehicle does not sink suddenly; so without falling into a panic,
try to escape by lowering the window. If it is impossible, wait until
the water comes up to chest level and the water pressure
difference to decrease, then open the door to escape.

* Data source: Japan Automobile Manufacturers Association, Inc. website

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Safety at Accident – Vehicle Fire

Q What should be done if an HV catches fire due to

arson or other cause?

A Extinguish the fire with an ABC fire extinguisher*.

• For a vehicle fire, use the common ABC fire extinguisher to

extinguish the fire.
• If you try to extinguish the fire with a small amount of water, heat
may be generated by chemical reactions due to battery fluid leaks,
which develop into a more dangerous situation. Therefore, hose
down with a large amount of water from a fire hydrant and so on,
or, wait for firefighters to arrive.
* In Japan

ABC fire extinguisher

• ABC fire extinguisher is applicable to fires of all classes, A, B, and C.
Class A Applicable to ordinary fires, paper, wood,
(Ordinary combustibles) fabric, resin, etc.
Class B
Applicable to fires caused by oil or gasoline
(Flammable liquids)
Class C Applicable to fires caused by electrical
(Electrical equipment) equipment

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Inspection/Diagnosis/Repair – Nomographic Chart

Q What is a nomographic chart? What are the benefits

of learning about it?

A A nomographic chart represents the rpm of gears in

the planetary gear unit and torque direction.

• The THS-II uses the planetary gear unit in the power split
planetary gear unit and motor speed reduction planetary gear
unit. A nomographic chart is useful for analyzing the driving
condition of HVs.
• It can be used effectively for analyzing the driving condition,
primarily from the FFD (Freeze Frame Data) when a malfunction
occurs.

• In this handbook, nomographic charts are used for explaining of a

vehicle’s driving condition. It is easy to understand the
effectiveness of these diagrams.

Nomographic chart of the new model Prius (ZVW30)

Power split Motor speed reduction

planetary gear unit planetary gear unit

MG1 Engine To wheels Wheel (MG2)

+ + + +

0.72 0.28 1 2.64

Fixed
- - -

Ratio of power split Ratio of motor speed reduction

planetary gear unit planetary gear unit

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Inspection/Diagnosis/Repair – Multiple DTCs

Q Multiple DTCs are detected when a malfunction

occurs. How should I perform the diagnosis?

A If multiple DTCs are detected, save all of the codes

and create a notepad of the list to identify the main
factor DTC.

• Even if multiple DTCs are detected, it is not very difficult to identify the
main factor DTC if you check the description of each DTC one by one,
which might be a little confusing.
• When dealing with a malfunction with multiple DTCs, remember to
think in a positive way that you have been given a wealth of information
about the malfunction, and then proceed as follows.

(1) Save DTCs

• First of all, save all DTCs. If DTCs have been deleted by mistake, then
you would be up a creek without a paddle.
(2) Classify by ECU, and then take note of DTCs
• If you classify DTCs using a notepad, you will find it is not as
complicated as you thought.
(3) Identify the system containing the main factor
• Most of the ECUs detect DTCs that indicate malfunctions of other
systems.
• If the main factor is with the hybrid system, execute troubleshooting in
the repair manual for the detailed information (INF code) that was
detected first.
(4) Identify the main factor DTC (reference)
• There are multiple DTCs in the system that contains the main factor.
• However, there are also symptomatic DTCs that represent the
malfunction symptom. Therefore, if you can find the part DTC that
represents the broken part, you can identify it as the main factor DTC.
• You can execute a diagnosis using the repair manual without carrying out the
analysis mentioned in (4). When multiple DTCs are detected within the hybrid
system, check the occurrence order of detailed information and follow the
repair manual flow-chart for the first detected DTC.

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