User Manual

Gasoline-Electric
Hybrid Engine
Training Bench
(Toyota Prius)

User Manual
 User Manual

FXB CO., LTD.

www.fxbgroup.cn
 User Manual

Contents

Chapter I Preface...............................................................................................1
1.1 Overview of Product..............................................................................1
1.2 Product Functions and Features...........................................................1
1.3 Technical Parameter..............................................................................2
1.4 Main constituent components (For each unit)......................................2
Chapter II Precautions & Operation Steps........................................................5
2.1 Precautions before usage.....................................................................5
2.2 Operation Steps.....................................................................................6
Chapter III Lecture of Gasoline-Electric Hybrid Engine...................................11
3.1 Introduction for the hybrid system.......................................................11
3.2 Series parellel hybrid power distribution mechanism..........................12
3.3 Gasoline and Electricity hybrid system combination mode.................12
3.4 Hybrid power transmission route.........................................................14
3.5 Gasoline and Electricity hybrid system operating state......................17
3.6 Hybrid components recognition...........................................................21
3.7 Sensor cognition..................................................................................26
Chapter IV Training Course Explanation.........................................................32
4.1 Experiment purpose............................................................................32
4.2 Experimental apparatus......................................................................32
4.3 Fault analysis and elimination.............................................................32
4.4 Fault point description.........................................................................63
4.5 Circuit Diagram of Gasoline-Electric Hybrid Engine Training Bench
(Please check the circuit diagram in attachment).....................................66
Chapter V Appendix A......................................................................................67
Specific Meaning for Circuit Terminal Description.....................................67
 User Manual

Chapter I Preface

1.1 Overview of Product

The device is designed based on the Toyota Prius's gasoline and electricity
hybrid power engine to simulate engine startup, speedup, slowdown and other
actions with the aim of illustrating the structure and working principle of
gasoline and electricity hybrid power engine.

1.2 Product Functions and Features

1. Real and good condition components from original Toyota Prius.

2. It comes with a training panel which made of 4mm thick aluminum-plastic
plate. Never fade color circuit diagram and working principal diagram are
painted on the panel whose surface coating with varnish. The trainees can
learn and analyze the working principle of control system by referencing the
diagram and the real components.
3. The training bench is installed with dashboard and multi-functional display

1
 User Manual

screen to illustrate changes of parameters in the power transmission process,

speed, fuel pressure light and electronic control system failure indicating light.
4. Detection terminals are installed on the training bench. Operators can use
multimeter and oscilloscope to detect various detectors, executors, engine
control unit, automatic transmission, hybrid power unit and power control unit
pins' electrical signals, such as resistance, voltage, current, frequency signals.
5. The training bench is installed with OBD II diagnosis socket, which can
connect to automobile decoder / diagnostic scanner to read fault codes, clears
fault codes, and reads data stream from the engine, automatic transmission,
hybrid power and power electronically-controlled systems.
6. A throttle controller is installed on the bench to accelerate and slowdown.
7. A master power switch, water tank protector, flywheel protector, among
other protection devices are installed on the training bench.
8. The training bench base frame is made in steel and paint is sprayed on the
surface. Lockable casters are installed to ensure that the bench is flexible,
reliable and endurable.
9. Equipped with Intelligent fault-setting and appraisal system by tablet.

1.3 Technical Parameter

1. Dimensions: 1800mm x 1200mm x 1900mm (length x width x height)

2. Operating power supply: 12V DC
3. Fuel No.: engine mode
4. Fuel tank size: 10L
5. Operating temperature: -40℃ to +50℃

1.4 Main constituent components (For each unit)

Detection and control panel (With various detection terminals and a color
circuit diagram), A full set of meters, Engine ECU, Automatic transmission

2
 User Manual

control unit (ECU), Hybrid power control unit (ECU), Accumulator control unit
(ECU), Power control unit (ECU), Anti-theft control unit (ECU), Multi-functional
display screen, OBD II Diagnosis socket, One-key startup switch, Keyhole,
Gateway, Transducer, High-voltage accumulator, High-voltage cable, Braking
power, P gear switch, EV mode switch, Electronic transmission bridge, Semi-
axis braking system, Fuel pressure meter, Vacuum pressure meter, Gasoline
engine assembly, MG1, MG2, Fuel tank, Gasoline feed pump (including the
plug), Throttle controller, Inlet and exhaust pipes (including protection covers),
Water tank (including the stainless-steel protection cover), Cooling fan,
Accumulator, Relay, Fuses, Master power switch, Tablet PC, Movable
framework (with lockable casters)

Detailed information of fuses:

Name Mark Type

S1 EFI main relay, ECU power(BATT) fuse 15A

S2 IG2 relay, water pump relay, power control 15A

ECU power(BATT) fuse
S3 IG1 relay power(BATT) fuse 25A

S4 IGCT relay, hybrid control unit power(BATT) 20A

fuse
S5 Diagnostic power(BATT) fuse 7.5A

S6 Multi-function display power(BATT) fuse 15A

S7 Dashboard power(BATT) fuse 7.5A

S8 Brake switch power(BATT) fuse 7.5A

S9 Gateway power(BATT) fuse 15A

S10 ID code power(BATT) fuse 10A

S11 Accumulator ECU power(BATT) fuse 20A

S12 Battery blower relay, power control relay 10A

3
 User Manual

power(BATT) fuse
S13 Fuel pump relay, ECU, hybrid ECU, 7.5A
dashboard, brake switch, automatic
transmission control unit, accumulator ECU
power(IG) fuse
S14 Multi-function display screen, Air conditioning 7.5A
EUC(IG) fuse
S15 Dashboard power(IG) fuse 10A

S16 Gateway ECU(IG) fuse 7.5A

S17 ID box code power（IG）fuse 7.5A

S18 Multi-function display screen 7.5A

power（ACC）fuse
S19 Gateway power（ACC）fuse 7.5A

4
 User Manual

Chapter II Precautions & Operation

Steps

2.1 Precautions before usage

1. Work conducted on experimental bench should be carried out with good

ventilation and if possible, exhaust gas of the engine should be vented out of
the lab through special pipe.

2. This machine is not equipped with anti-freeze fluid and fuel which can be
prepared as per specific environment of each area.

3. During operation of the engine, trainees should keep appropriate distance

from experimental bench. Any intention of putting hands close to running
component is strictly forbidden.

4. Detailed examination on leakage of fuel tank and gasoline lines should be

carried out prior to starting the engine.

5. While the engine is under high temperature, close attention should be paid
to the normal running of cooling fan. If it is not running, shut the engine off and
check and maintain relevant circuits of cooling fan. In case of scalding, do
not touch the water pipe and exhaust pipe when the engine is in high
temperature.

6. Do not make reverse connection of positive and negative poles of

accumulator so as to avoid fluid spillage from accumulator.

7. High-voltage (HV) battery is adopted, with voltage up to 500 V. Please be

careful for safety electricity utilization.

8. Cut off the power supply while not using the bench and keep the
experimental bench free from water and dust.

9. Maintain relevant components of the engine regularly and activate the

5
 User Manual

engine for at least one hour a week.

10. When using the diagnostic instrument / scanner to clear the fault, if the
fault code cannot be cleared, turn off the ignition switch, disconnect the main
power switch for a while, and start again.

2.2 Operation Steps

1. Before experimental operation on the experimental bench, please check

whether the oil level and coolant level of the engine and the oil level of
automatic transmission meet standard parameters; check whether the moving
parts of the engine and the automatic transmission operate with safety and
liability. After confirming all the items are free from errors, battery main switch
can be turned on.

2. The trainees can learn with the objects on the experimental bench in
comparison with circuit diagram on the plate and try to master the operating
principles of the fuel-electric hybrid power engine and the air conditioning
system.

3. Insert the key and press the engine starting switch for switchover among
OFF, ACC, IG-ON and READY. The vehicle will put into gear and drive only
when “READY” light of the instrument is on.

6
 User Manual

4. Check the gear indicator light of the instrument panel works normally: step
on the brake and operate the shift level to shift the Gears P, R, N, D and B
gradually; at the time, the gear indicator lights in the instrument panel shall be
on accordingly.

5. In case of Gear D and in idling, the HV battery provides power to drive the
motor to run when the electric quantity of the HV battery is sufficient, and the
engine provides power to drive the motor to run when the electric quantity of
the HV battery is insufficient. For accelerated running, stamp the accelerator
pedal to increase the rotating speed and loads increase and at the time
engine and HV battery drive the motor together to meet running of high loads.
For slow-down, the engine stops and wheels drive motor to charge the HV
battery; the state is called energy recycling.

6. Check various signal parameters and wave forms while running the engine:
trainees may use multimeter, oscilloscope and other equipment to detect
circuit of the bench, thus learning circuit detection of automobile. Use
multimeter to detect computer terminals and circuit terminal components of
motor on the bench panel, such as various sensors and actuators for voltage,
current, resistance, frequency and other signal parameters, and use
oscilloscope to measure circuit waveforms of various sensors and actuators,
and high-voltage wave form of the ignition part; thus learning engine circuit
detection. Compare results with those in relevant maintenance manual to see
whether those parameters and waveforms are up to the standard.

7. Learn to diagnose functions of electronic control system using automobile

fault diagnosis instrument: OBD-2 DLC is installed on the panel and
professional diagnostic scanner can be used to connect with DLC to read fault
code and data flow from ECU and analyze the data flow. Learn to detect
working process of electronic control system by using diagnostic scanner.

7
 User Manual

Connect the OBD interface on the

panel with professional diagnostic
scanner and learn the self-diagnostic
function of the EPS.

8. The teacher uses the tablet to perform fault setting and fault clearing.
Students use multimeter for detect voltage and resistance to find the faults.
9. Fault-setting

1. Turn on the ignition switch

clockwise.

8
 User Manual

2. Connect the tablet and training

panel by WIFI. The network name is
“PESHGE”.

9
 User Manual

3. Open the FXB fault-setting system.

10
 User Manual

4. Get in the system and log in. The IP

is 10.10.100.254, password 123456.

11
 User Manual

5. Click “Practical training mode” to set

fault.

12
 User Manual

6. Choose the fault which you want to set.

13
 User Manual

7. Choose the fault-setting type and click

“Yes”, then click the “Send to the bench”.
By now this fault has set in the training
panel.

8. Click the following button to exit, then

click “Clear faults” to clear the fault.

10. After finishing the normal use and experiments, please turn off the ignition
key and battery main switch, and pay attention to the waterproof and
dustproof of the training bench.

Chapter III Lecture of Gasoline-Electric

Hybrid Engine

3.1 Introduction for the hybrid system

The gasoline and electricity hybrid system is the new generation of power
system integrating advantages of both electric motor and fuel engine and
consists of the engine, electric motor, generator, inverter, HV storage battery,
etc.. The bench can simulate the power driving mode of the hybrid control
system to control the electric motor and the engine under different working

14
 User Manual

conditions of the vehicle.

3.2 Series parellel hybrid power distribution mechanism

3.3 Gasoline and Electricity hybrid system combination

mode

3.3.1 Series hybrid power system (SHPS)

Wheels are driven by electric motor which is supplied with power from power
generation by the engine’s series hybrid power system based on engine
power so as to enable the electric motor to drive the wheels. It basically
consists of the electric motor, the engine, the generator, the HV storage
battery and the transformer. An engine with small output power in quasi
steady constant operation runs to driven the generator to supply power
directly to the electric motor, or charge the HV storage battery while driving.
Since the power of IC engine is supplied to the electric motor in series way, it
is also known as series hybrid power system.

15
 User Manual

SHPS Work Schematic Diagram

3.3.2 Parallel hybrid electric system

Wheels are driven by electric motor and IC engine. HV storage battery is

charged by the engine. In the parallel hybrid electric system, the wheels are
driven by both the electric motor and the engine. It basically consists of the
electric motor, the engine, the HV storage battery, the transformer and the
transmission. In the parallel hybrid electric system, power of the HV storage
battery is used to drive the electric motor. Since the electric motor is
concurrently the generator, concurrent power generating and driving is not
supported. Since power flows in parallel, it is also known as the parallel hybrid
electric system.

16
 User Manual

Work Schematic Diagram of Parallel Hybrid Electric System

3.4 Hybrid power transmission route

1. Operation: The HV battery supplies power to the MG2 to power the front
wheels.

17
 User Manual

2. While the engine drives the front wheels through the planetary gears, MG1
will also be driven by the planetary gears to supply the generated power to
MG2.

3. The engine rotates MG1 through the planetary gears to charge the HV
battery.

18
 User Manual

4. When the vehicle decelerates, the kinetic energy of the front wheels is
recovered and converted into electrical energy to recharge the HV battery
through MG2.

19
 User Manual

3.5 Gasoline and Electricity hybrid system operating state

3.5.1 Startup

Make full use of low-speed torque at the time of motor startup. When the
vehicle starts up, Prius hybrid system will start based by the motor powered
by HV storage battery. Then, the engine is actually not running. The engine
cannot output large torque at low rotating speed, but the motor can be flexibly,
smoothly and efficiently started.

3.5.2 Driving at low- middle speed

Driving by the highly efficient motor: as for the engine, the driving situation will
be unfavorable at low-middle speed, but on the contrary, the motor can
perform well at low-middle speed. Therefore, when driving at low/ middle
speed, the hybrid system will apply power from the HV storage battery to drive
the motor for vehicle driving.

20
 User Manual

3.5.3 Ordinary driving

For low-consumption driving mode, engine will be the main power source.
Prius hybrid system makes use of the engine at the speed to generate the
highest efficiency to drive the vehicle. Power generated by the engine will
directly drive wheels. Part of the power may be distributed to the generator
based on the driving conditions. Power from the generator will drive the motor
and the auxiliary engine. Through the double drive system supported by both
the engine and the motor, the minimum power consumption of the engine can
be transmitted to the ground.

21
 User Manual

3.5.4 Ordinary driving/ residual energy charging

Use residual energy for HV storage battery charging. Engine driving is

adopted by Prius hybrid system at high rotating speed. Sometimes, residual
energy may be generated by the engine which can be then converted by the
generator to be electric power and then be stored in HV storage battery.

22
 User Manual

3.5.5 Full-speed driving

Acquire better acceleration performance by dual-power. When strong

acceleration force is required (such as for steel road climbing or overtaking),
power may also be provided by HV storage battery to increase driving force of
the electric motor. Through dual-power of the engine and the motor, Prius
hybrid system can realize strong and smooth acceleration performance
equivalent to that of the engine at a higher level.

23
 User Manual

3.5.6 Deceleration/ energy regeneration

Recycle energy of the decelerator to HV storage battery which will be used

when you tread on the brake or loosen the accelerator. In Prius hybrid system,
motor will run under the driving force of the wheels and is used as the
generator. Energy usually lost as friction heat in deceleration process can
then be converted into electric energy and recycled to HV storage battery for
reuse.

24
 User Manual

3.5.7 Parking

The power system will be completely stopped for parking. After parking, the
engine, electric motor and generator will automatically stop operation to avoid
energy consumption due to idling. When the charging amount of HV storage
battery is relatively low, the engine will continue running to charge HV storage
battery. Besides, the engine may still keep running sometimes due to the
linkage with the AC switch.

25
 User Manual

3.6 Hybrid components recognition

Components name Function

1、Perform comprehensive control
of the hybrid system:
2、The information from each
sensor and ECU (ECM, MG ECU,
battery intelligent unit, and anti-skid
Power management control ECU
control ECU) is received, and based
on this information, the required
torque and output power are
calculated. The power management
control ECU sends the calculation
result to the ECM, the MG ECU, and
the anti-skid control ECU;
2. Monitor the SOC of the HV
battery;
3. Monitor the DC-DC converter;
4. Control the HV water pump with

26
 User Manual

motor;
5. Control the HV battery cooling
blower.
High voltage power is generated by
Motor Generator the engine drive MG1 to operate the
1（MG1） MG2 without charging the HV
Hybrid battery. It also acts as a starter to
vehicle start the engine.
transmis 1. MG2 is driven by the electric
sion energy of MG1 and HV battery to
bridge Motor Generator generate the motive force of the
assembl 2（MG2） driving wheel.
y 2. High voltage power is generated
to charge the HV battery during
braking or when the accelerator
pedal is not stepped.
Parser（MG1/MG2） The rotor position, the rotational
speed, and the direction of MG1,
MG2 are detected.
Temperature The temperatures of MG1, MG2 are
sensor（MG1/MG2） detected.
Power Reasonably distribute the engine's
Compound distribution prime mover to directly drive the
gear unit planetary gear vehicle and the MG1.
mechanism
Motor Reduce the speed of the MG2
reduction according to the characteristics of
planetary gear the planetary gear to increase the
mechanism torque.

27
 User Manual

The DC from the boost converter is

Inverter converted to MG1 and MG2 AC and
vice versa.
The nominal voltage of the HV
Boost converter battery is increased from 201.6V DC
to a maximum of 650V DC, and vice
versa (reducing the 650V DC to
201.6V DC).
Inverter
DC—DC converter Reduce the nominal voltage of the
assembly
HV battery from 201.6V DC to
with
approximately 14V DC for electrical
converter
components.
MG ECU The inverter and the boost converter
are controlled in accordance with
signals received from the power
management control ECU, thereby
operating MG1 and MG2 as a
generator or an electric motor.
Atmospheric pressure Detect atmospheric pressure.
sensor
Temperature sensor Detect the temperature of the
(inverter assembly with inverter assembly parts with the
converter) converter and the HV coolant
temperature.
Inverter current sensor Detect the current of MG1 and MG2
1. Supply power to MG1 and MG2
HV battery HV battery (battery according to vehicle driving
module) conditions;
2. According to the SOC and vehicle

28
 User Manual

driving conditions, MG1 and MG2

charge them again.
HV battery temperature The temperature of the HV battery
sensor component and the intake air
temperature from the HV battery
cooling blower are detected.
The high voltage circuit between the
Hybrid System main relay HV battery and the inverter assembly
battery with the converter is connected and
junction box disconnected by using signals from
assembly the power management control ECU.
HV battery current Detect the input and output current
sensor of the HV battery.
1. Monitor HV battery status, such as
voltage, current, and temperature,
Battery intelligent unit and transmit this information to the
power management control ECU.
2. Monitor the electronic insulation
fault of the rolling system.
When the service plug handle is
Repair plug handle removed, the HV battery's squeezing
circuit is cut off to inspect or maintain
the vehicle.
Interlock switch (service plug handle / Verify that the service plug handle,
inverter terminal cover / power cable inverter cover, and inverter power
connector cable connector are installed.
Connect HV battery, inverter
Power cable assembly with converter, hybrid
vehicle drive axle assembly and

29
 User Manual

cooler compressor assembly with

motor.
The signal from the power
Inverter pump assembly management control ECU is
operated to cool the inverter
assembly with the converter and
MG1.
HV battery cooling blower The signal from the power
management control ECU is
operated to cool the HV battery.
Thermistor assembly The temperature of the auxiliary
battery is detected.
The accelerator pedal position is
Accelerator pedal position sensor converted into an electric signal and
output to the power management
control ECU.
Shift lever position sensor The shift lever operation is converted
into an electric signal and output to
the power management control ECU.
P position switch When the driver operates, the P
position switch signal is output to the
power management control ECU.
EV drive mode switch (integrated When the driver operates, the EV
control and panel sub-assembly) travel mode switch (integrated
control and panel sub-assembly)
signals are output to the power
management control ECU.
When the driver is operating, the
Power mode switch (integrated control power mode switch (integrated

30
 User Manual

and panel sub-assembly) control and panel sub-assembly)

signals are output to the power
management control ECU through
the ECM.
When the driver operates, the ECO
ECO mode switch (integrated control mode switch (integrated control and
and panel sub-assembly) panel subassembly) signals are
output to the power management
control ECU through the air
conditioner amplifier.

3.7 Sensor cognition

3.7.1 Camshaft timing oil control valve

1) Mounting position of the camshaft timing oil control valve

2) Function of the camshaft timing oil control valve

The lift of throttle is adjusted by the camshaft timing oil control valve to
change the intake air quantity. In the case of same intake pressure, the intake
air quantity is determined by the throttle opening time.

31
 User Manual

3.7.2 Crankshaft position sensor

1) Mounting position of the crankshaft position sensor

2) Function of the crankshaft position sensor

The crankshaft position sensor collects the crankshaft rotation angle and
engine speed signal and input them into the electronic control unit (ECU) to
determine the injection sequence, injection timing, ignition sequence, ignition
timing, and determine whether the engine has a fire according to the
fluctuation of the crankshaft rotation angle detected by the signal.

3.7.3 Camshaft position sensor

1) Mounting position of the camkshaft position sensor

32
 User Manual

2)Function of the camshaft position sensor

The main purpose of the sensor is to detect the camshaft position and rotation
angle to determine the compression top dead center of the No.1 cylinder
piston. At the start of the engine, the engine ECU recognizes the position and
stroke of piston in each cylinder and controls fuel injection sequence and
ignition sequence based on the signals provided by the camshaft position
sensor and the crankshaft position sensor.

3.7.4 Oil pressure switch

1) Mounting position of the oil pressure switch

2) Function of the camshaft position sensor

The pressure of the main oil passage is detected. When the pressure in the

33
 User Manual

system is higher or lower than the rated safety pressure, the oil pressure
warning light is on, and the driver is warned. The oil pressure switch is
generally installed in the oil sump or on the cylinder block.

3.7.5 Coolant temperature sensor

1) Mounting position of the coolant temperature sensor：

2) Function of the coolant temperature sensor：

The coolant temperature sensor is mainly used to detect the coolant
temperature, and convert the temperature signal into an electric signal and
input into the engine ECU, and the ECU corrects the fuel injection quantity
and the ignition timing of the engine. The coolant temperature sensor is
composed of NTC (negative temperature coefficient) thermistor. The change
of coolant temperature will cause a change of the resistance value. The lower
the coolant temperature, the larger the resistance value, and the higher the
coolant temperature, the smaller the resistance value. The system will
calculate the current coolant temperature according to the received voltage.

34
 User Manual

3.7.6 Oxygen sensor

1) Mounting position of the oxygen sensor

1—front oxygen sensor (B1S1) 2—rear oxygen sensor (B1S2)

2) Function of the oxygen sensor
1　Front oxygen sensor: The front oxygen sensor is configured to detect the
oxygen content and air-fuel ratio in the exhaust pipe, convert the detection
signal into an electrical signal, and feed back to the ECU. The ECU
continuously corrects the injection time and quantity according to the oxygen
sensor signal, maintaining the concentration of gas mixture within the desired
range, enabling the engine to get the best concentration of gas mixture,
thereby lowering the emission of harmful gases and reducing exhaust
pollution.
2　Rear oxygen sensor: The rear oxygen sensor feeds back the oxygen
35
 User Manual

content behind the three-way catalytic converter to the ECU. The ECU
compares the two sensor signals. Normally, the signal of the front oxygen
sensor is higher than that of the rear oxygen sensor. If the signals of the two
sensors are the same, it indicates that the three-way catalytic converter fails.
Therefore, the rear oxygen sensor mainly detects whether the three-way
catalytic converter is working properly.

3.7.7 Knock sensor

1) Mounting position of the knock sensor

2) Function of the knock sensor

It mainly senses the vibration of the engine at various frequencies and
converts the vibration signal into different voltage signals. When detonation
occurs in the engine, the knock sensor will sense this change and generate a
voltage signal with large amplitude. It detects the knock signal and inputs into
the ECU as a feedback signal of the ignition advance angle to have the
ignition advance angle corrected by the ECU and maintain it to be optimal, so
as to achieve a closed-loop control of the ignition advance angle.

36
 User Manual

Chapter IV Training Course Explanation

4.1 Experiment purpose

1. Get familiarity with the structural composition and working principle of the
hybrid engine system;
2. Analyze and judge common faults of hybrid engine by principle;
3. Analyze the causes of the faults.

4.2 Experimental apparatus

1. Multimeter
2. Diagnostic scanner
3. Oscilloscope
4. Hybrid engine training bench

4.3 Fault analysis and elimination

4.3.1 Set air flow meter No.2 line to open circuit

Set a fault Disconnect the air flow meter No.2 circuit with tablet

1. The instrument fault indicator is on.

Symptoms

2. The decoder reads the fault code: P0103, mass air flow
circuit is high.

37
 User Manual

Circuit
diagram

Causes According to the failure phenomenon analysis:

1. Air flow meter failure.
2. The engine control unit is failure.
3. Line failure.
1. Turn on the ignition switch, measure the voltage to ground
Fault at the air flow meter terminals and the engine control unit
detection terminals
methods Air flow meter Actual Engine Actual Standard
terminals measure control measur voltage
d value unit ed value (V)
(V) terminals (V)

2 12.5V B/32 0V 0V
3 12.0V B/33 12.0V 2.0V
1 （ Power 13.5V 13.5V
input）
5 （ Grounding 0V 0V
）
4 1.6V A/20 1.6V 1.6V
After the above voltage detection, it is found that the voltages
of the air flow meter terminals 2 and 3 are abnormal.

38
 User Manual

2.Turn off the ignition switch and check the resistance of the
line between the air flow meter terminal and the engine control
unit terminal:
Terminals of air flow Actual Standard
meter and engine measured resistance
control unit value (Ω)
(Ω)
2 and B/32 0.23M Ω Less than1 Ω
3 and B/33 Less than 1 Less than1 Ω
Ω
4 and A/20 Less than1 Ω Less than1 Ω
According to the measurement of above voltage and
resistance, it is found that the circuit between the air flow
meter No. 2 terminal and the engine control unit B/32 terminal
is disconnected.
Conclusion According to actual testing, it is found that the air flow meter
No.2 circuit is disconnected.
Fault Use tablet to eliminate the fault. After the fault is eliminated,
elimination the engine can run properly, the scanner cannot read any fault
code and the fault indicator is off. Both the measured voltage
and resistance at each terminal are within the normal range.

4.3.2 Set electronic accelerator controlled motor No.1 line to

open circuit

Set a fault Disconnect the electronic accelerator controlled motor No.1

circuit with tablet

39
 User Manual

Symptoms 1. The instrument fault indicator is on.

3. The decoder reads the fault code: P2102, throttle actuator

control motor circuit is low.
3. Step on the accelerator pedal but add no fuel.

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The accelerator pedal controls the motor failure.
2. The engine control unit is failure.
3. Line failure.
1. Turn on the ignition switch to detect the ground voltage of
Fault the throttle control motor terminal and the engine control unit
detection terminal:
methods Electronic Actual Engine Actual Standard
accelerato measured control measured voltage
r terminals value unit value (V)
(V) terminals (V)

1 0.2V B/5 0.16V 12.0V

2 0.2V B/6 0.2V 12.0V
After the above voltage detection, it is found that the voltage of

40
 User Manual

the throttle control motor terminal is abnormal.

2. Turn off the ignition switch and check the resistance of the
line between the throttle control motor terminal and the engine
control unit terminal:
Terminals of the Actual Standard
electronic accelerator measured resistance
control motor and the value (Ω)

engine control unit (Ω)

1 and B/5 6.3M Ω Less than 1 Ω

2 and B/6 Less than 1 Ω Less than 1 Ω
After the above voltage and resistance detection, it is found
that the line between the throttle control motor No. 1 terminal
and the engine control unit B/5 terminal is disconnected.
Conclusion Throttle control motor No.1 line is open circuit
Fault Use tablet to eliminate the fault. After the fault is eliminated,
elimination the engine can run properly, the decoder cannot read any fault
code and the fault indicator is off. Both the measured voltage
and resistance at each terminal are within the normal range.

4.3.3 Set ignition coil IGF line to open circuit

Set a fault Disconnect the ignition coil IGF circuit with tablet
Symptoms 1. The instrument fault indicator is on.

2. 2. The decoder reads the fault code: P0351, ignition coil A

primary/Primary circuit,P0352 ignition coil B

41
 User Manual

primary/secondary circuit, P0353 ignition coil C

primary/secondary circuit, P0354 ignition coil D
primary/secondary circuit.
3. Engine stop operation.

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The ignition coil is failure.
2. The engine control unit is failure.
3. Line failure.
1. According to the fault phenomenon, the engine can be
Fault turned off and the No. 1, 2, 3, and 4 cylinder ignition coils are
detection all reported the fault codes. It is possible that there is no
methods power input from each cylinder ignition coil or the engine ECU
does not input the ignition feedback signal to cause engine
stop.
1) Check the voltage of the No. 1, 2, 3, and 4 cylinder ignition
coil 1 (+B) terminals: about 12.0V, indicating that the ignition
coil has a power input.
2) The voltage of the No.1, 2, 3, and 4 cylinder ignition coil 2
(IGF) terminals is 0.1V (normal voltage is about 5.0V), and the
voltage is abnormal.

42
 User Manual

3) Detect the voltage of the engine control unit A/23 (IGF)

terminal: 5.0V (normal voltage is about 5.0V).
After the above voltage detection, it is found that the IGF
signals of the No.1, 2, 3, and 4 cylinder ignition coils cannot be
fed back to the engine control unit.
2. Turn off the ignition switch and check the resistance of the
engine control unit A/23 (IGF) terminal and the No.1, 2, 3, and
4 cylinder ignition coil IGF terminals: infinity (normally less
than 1 Ω).
After the above voltage resistance is detected, the No.1, 2, 3,
and 4 cylinder IGF signal output lines are disconnected.
Conclusion Ignition coil IGF line is open circuit
Fault Use tablet to clear the fault, use the decoder to clear the fault.
elimination After the fault is cleared, the meter fault indicator is off, the
decoder can't read the fault code, restart the engine, and the
engine can run normally. The detection voltage and resistance
are within the normal range.

4.3.4 Set engine data transmission line to open circuit

Set a fault Disconnect the CANH (From engine to hybrid control unit)
circuit with tablet

Symptoms 1. The instrument fault indicator is on.

2. The decoder reads the fault code: U0293

Loss of communication with the hybrid vehicle control module;

43
 User Manual

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The hybrid control unit is failure.
2. The engine control unit is failure.
3. The communication line is failure.
1. Detect the voltage of the communication line between the
Fault engine control unit and the hybrid control unit:
detection (1) Detect the voltage of the CANL terminal of the engine
methods control unit: 2.3V (normal voltage: about 2.5V).
(2) Detect the voltage of the CANH terminal of the engine
control unit: 2.4V (normal voltage: 2.8V or so).
(3) Detect the voltage of the CANL terminal of the hybrid
control unit: 2.3V (normal voltage: about 2.5V).
(4) Check that the voltage of the CANH terminal of the hybrid
control unit is 2.4V (normal voltage is about 2.8V).
After the above communication line terminal voltage is
detected, the line fault cannot be determined.
2. Turn off the ignition switch and check the resistance of the
communication terminal line of the engine control unit and the
hybrid control unit:
(1) Detect the resistance between the CANL terminal of the
engine control unit and the CANL terminal of the hybrid control

44
 User Manual

unit: less than 1 Ω (normal value is less than 1 Ω).

(2) Detect the resistance between the CANH terminal of the
engine control unit and the CANH terminal of the hybrid
control unit: less than 1 Ω (normal value is less than 1 Ω).
After the above resistance is detected, it is impossible to
diagnose whether the line is failure.
3. Turn off the ignition switch, turn the multimeter to the
buzzer, and check the continuity of the communication
terminal between the engine control unit and the hybrid control
unit:
(1) Detecting the ON/OFF of the CANL terminal of the engine
control unit and the CANL terminal of the hybrid control unit: At
this point, the multimeter starts to beep, indicating that the line
is a path and normal.
(2) Detecting the continuity of the line between the CANH
terminal of the engine control unit and the CANH terminal of
the hybrid control unit. At this time, the multimeter does not
beep, indicating that there is an open circuit problem in the
line here.
Conclusion The engine control control unit and the hybrid control unit
CANH communication line are disconnected.
Fault Use tablet to eliminate the fault, and the decoder clears the
elimination fault. At this time, the meter fault indicator is off, the decoder
can't read the fault code, and the multimeter's buzzer detects
the line path.

45
 User Manual

4.3.5 Set Inverter B/28 line to open circuit

Set a fault Disconnect the Inverter B/28 circuit with tablet

Symptoms 1. The instrument fault indicator is on.

2.The decoder reads the fault code: P0A78, drive motor A

conversion performance.

Circuit
diagram
According to the failure phenomenon analysis:
Causes 1. The inverter is failure.
2. The hybrid control unit is failure.
3. Line failure.
1. Detect the voltage of the B/28 terminal of the inverter: 6.6V
Fault (normal voltage is about 6.5V).
detection 2. Detect the voltage of the B/22 terminal of the hybrid power
methods control unit: 0.1V (normal voltage is about 6.5V).
After the above voltage is detected, the voltage of the B/22
terminal of the hybrid control unit is abnormal.
3. Turn off the ignition switch and check the resistance of the
hybrid control unit B/22 terminal and inverter B/28 terminal:

46
 User Manual

13.4KΩ (normal value is less than 1Ω)

After the above voltage and resistance detection, it is found
that the inverter B/28 line is open.
Conclusion Inverter B/28 line is open circuit.
Fault Use tablet to eliminate the fault, the decoder clears the fault.
elimination At this time, the instrument fault indicator is off, the decoder
can't read the fault code, and the multimeter detects the
voltage and resistance within the normal range.

4.3.6 Set Inverter B/20 line to open circuit

Set a fault Disconnect the Inverter B/20 circuit with tablet

Symptoms 1. The instrument fault indicator is on.

2.The decoder reads the fault code: P0A7A, DC generator

conversion performance.
3. Engine can not start.

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The inverter is failure.
2. The hybrid control unit is failure.

47
 User Manual

3. Line failure.
1. Detect the voltage of the B/20 terminal of the inverter: 0.13V
Fault (normal voltage is about 11.0V).
detection 2. Detect the voltage of the B/16 terminal of the hybrid power
methods control unit: 7.0V (normal voltage is about 11.0V).
After the above voltage is detected, the voltage of the B/20
terminal of the inverter and the B/16 terminal of the hybrid
control unit is abnormal.
3. Turn off the ignition switch and check the resistance of the
hybrid control unit B/16 terminal and the inverter B/20
terminal: 65KΩ (normal value is less than 1Ω)
After the above voltage and resistance detection, it is found
that the inverter B/20 line is disconnected.
Conclusion Inverter B/20 line is open circuit.
Fault Use tablet to eliminate the fault, the decoder clears the fault.
elimination At this time, the instrument fault indicator is off, the decoder
can't read the fault code, and the multimeter detects the
voltage and resistance within the normal range.

4.3.7 Set Inverter interlock switch line to open circuit

Set a fault Disconnect the Inverter interlock switch circuit with tablet

Symptoms 1. The instrument fault indicator is on.

2.The decoder reads the fault code: P0A0D, the interlock

switch is open.

48
 User Manual

3. The engine is turned off.

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The inverter is failure.
2. The hybrid control unit is failure.
3. Line failure.
1. Detect the voltage of the I/1 terminal of the inverter: 0V
Fault (normal voltage is about 0.2V).
detection 2. Detect the voltage of the B/1 terminal of the hybrid power
methods control unit: 12.5V (normal voltage is about 0.2V).
After the above voltage is detected, the voltage of the inverter
I/1 terminal and the hybrid control unit B/1 terminal is
abnormal.
3. Turn off the ignition switch and check the resistance of the
hybrid control unit B/1 terminal and the inverter I/1 terminal:
9.5KΩ (normal value is less than 1Ω)
After the above voltage and resistance detection, it is found

49
 User Manual

that the inverter I/1 line is disconnected.

Conclusion Inverter interlock switch is open circuit.
Fault Use tablet to eliminate the fault, the decoder clears the fault.
elimination At this time, the instrument fault indicator is off, the decoder
can't read the fault code, and the multimeter detects the
voltage and resistance within the normal range.

4.3.8 Set the accelerator pedal No.3 line to open circuit

Set a fault Disconnect the accelerator pedal No.3 circuit with tablet

Symptoms 1. The instrument fault indicator is on.

2. The decoder reads the fault code: P2127, the throttle/pedal

position sensor circuit has low input.
3. Engine can not add fuel when idling, restart again, can not
start.

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The accelerator pedal position sensor failure.
2. The hybrid control unit failure.

50
 User Manual

3. Line failure.
1. Turn on the ignition switch, start the engine, and check the
Fault voltage of the accelerator pedal position sensor terminal and
detection the hybrid control unit terminal:
methods Acceler Actual Engine Actual Standard
ator measured control measure voltage
pedal value unit d value （V）

position （V） terminals （V）

sensor
terminal
5 0V C/27 0V 0.1V
2 0V C/35 0V 0.1V
3 1.5—5.0V C/34 0V 1.5—5.0V
1 5.0V C/33 5.0V 5.0V
6 0.7—4V C/26 0.7—4V 0.7—4V
4 5.0V C/25 5.0V 5.0V
After the above voltage is detected, the voltage of the C/34
terminal of the hybrid control unit is abnormal.
2.Turn off the ignition switch and check the resistance of the
line between the accelerator pedal position sensor terminal
and the hybrid control unit terminal:
Terminals of Actual Standard
accelerator pedal measured resistance
position sensor and the value （Ω）

hybrid control unit （Ω）

5 and C/27 Less than 1Ω Less than 1Ω

2 and C/35 Less than 1Ω Less than 1Ω
3 and C/34 57KΩ Less than 1Ω
1 and C/33 Less than1Ω Less than 1Ω

51
 User Manual

6 and C/26 Less than1Ω Less than 1Ω

4 and C/25 Less than 1Ω Less than 1Ω
After the above voltage and resistance detection, it is found
that the accelerator pedal position sensor No. 3 line is
disconnected.
Conclusion Accelerator pedal position sensor No. 3 line is open circuit.
Fault Use tablet to eliminate the fault, the decoder clears the fault.
elimination At this time, the instrument fault indicator is off, the decoder
can't read the fault code, and the multimeter detects the
voltage and resistance within the normal range.

4.3.9 Set gear position sensor A/3 line to open circuit

Set a fault Disconnect the gear position sensor A/3 circuit with tablet
Symptoms 1. The instrument fault indicator is on.

2.The decoder reads the fault code: P0705, the transmission

control domain sensor is open;
3.The gear can not be shifted, only can stay in the P gear.

52
 User Manual

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The gear position sensor failure.
2. The hybrid control unit failure.
3. Line failure.
1. The voltage of the A/3 terminal of the detection gear
Fault position sensor is: 0V (the normal voltage is about 13.0V).
detection 2. Detect the voltage of the A/21 terminal of the hybrid power
methods control unit: about 12.0V (the normal voltage is about 13.0V).
After the above voltage is detected, it is found that the voltage
of the gear sensor A/3 terminal is abnormal.
3. Turn off the ignition switch and check the resistance of the
line between the A/21 terminal of the hybrid control unit and
the A/3 terminal of the gear position sensor: 19MΩ (normal
value is less than 1Ω).
After the above voltage and resistance detection, it is found
that the gear position sensor A/3 line is disconnected.
Conclusion Gear position sensor A/3 line is open circuit.
Fault Use tablet to eliminate the fault, the decoder clears the fault.
elimination At this time, the instrument fault indicator is off, the decoder

53
 User Manual

can't read the fault code, and the multimeter detects the
voltage and resistance within the normal range.

4.3.10 Set shift control actuator No.7 line to open circuit

Set a fault Disconnect the shift control actuator No.7 circuit with tablet
Symptoms 1. The instrument fault indicator is on.

2.The decoder reads the fault code: P3102, the transmission

ECU failure.
3. Shift to D gear can walk but can not to reshift gear.

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The shift control actuator failure.

54
 User Manual

2. The automatic transmission control unit failure.

3. Line failure.
1. Detect the voltage of the No.7 terminal of the shift control
Fault actuator: 0V (normal voltage is about 14.0V).
detection 2. Detect the voltage of terminal No. 12 of the automatic
methods transmission control unit: 0V (normal voltage is about 14.0V).
After the above voltage detection, it is found that there is an
abnormality in the voltage of the No. 7 terminal of the shift
control actuator and the No. 12 terminal of the automatic
transmission control unit.
3. Turn off the ignition switch and check the resistance of the
line between the No.7 terminal of the shift control actuator and
the No.12 terminal of the automatic transmission: 117KΩ
(normal value is less than 1Ω).
After the above voltage and resistance detection, it is found
that the shift control actuator No. 7 line is disconnected.
Conclusion Shift control actuator No.7 line open circuit
Fault Use tablet to eliminate the fault, and the decoder clears the
elimination fault. At this time, the meter fault indicator is off, the decoder
can't read the fault code, and the shift lever can be operated.
The multimeter detects that the voltage and resistance are
within the normal range.

4.3.11 Setting the shift control actuator No.9 line open circuit

Set a fault Disconnect the shift control actuator No.9 circuit with tablet

Symptoms 1. The instrument fault indicator is on.

55
 User Manual

2. The decoder reads the fault code: P3102, the transmission

ECU failure.
3. The instrument has no gear position display.

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The shift control actuator failure.
2. The automatic transmission control unit failure.
3. Line failure.
1. Detect the voltage of terminal No.9 of the shift control
Fault actuator: 0V (normal voltage is about 5.0V).
detection 2. Detect the voltage of terminal No. 17 of the automatic
methods transmission control unit: 5.0V (normal voltage is about 5.0V).
After the above voltage is detected, it is found that the voltage

56
 User Manual

of the terminal of the shift control actuator No. 9 is abnormal.

3. Turn off the ignition switch and check the resistance of the
line between the No. 9 terminal of the shift control actuator
and the No. 17 terminal of the automatic transmission: 5.5 MΩ
(normal value is less than 1 Ω).
After the above voltage and resistance detection, it is found
that the shift control actuator No. 9 line is disconnected.
Conclusion The shift control actuator No. 9 line is open circuit.
Fault Use tablet to eliminate the fault, and the decoder clears the
elimination fault. At this time, the instrument fault indicator is off, the
decoder can't read the fault code, and the shift lever can be
operated. The multimeter detects that the voltage and
resistance are within the normal range.

4.3.12 Setting ID code box No.18 line to open circuit

Set a fault Disconnect the ID code box No.18 circuit with tablet
Symptoms 1. The instrument fault indicator is on.

2. The decoder reads the fault code: B2799, the engine locker
failure.
3.Engine can not start.

57
 User Manual

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The ID code box failure.
2. The hybrid control unit failure.
3. Line failure.
1. Detect the voltage of the No. 18 terminal of the ID code box:
Fault about 12.0V (normal voltage: about 13.0V).
detection 2. Detect the voltage of the A/26 terminal of the hybrid power
methods control unit: 0V (normal voltage: about 13.0V).
After the above voltage is detected, it is found that the voltage
of the terminal A/26 of the hybrid control unit is abnormal.
3. Turn off the ignition switch and check the resistance of the
line between the No. 18 terminal of the ID code box and the
A/26 terminal of the hybrid control unit: infinity (normal value is
less than 1 Ω).
After the above voltage and resistance detection, it is found
that the ID code box No. 18 line was broken.
Conclusion The ID code box No. 18 line is open circuit.
Fault The fault is eliminated by the tablet, and the decoder clears
elimination the fault. At this time, the instrument fault indicator is off, the
decoder cannot read the fault code, and the engine can start
normally. The multimeter detects that the voltage and
resistance are within the normal range.

58
 User Manual

4.3.13 Setting the high voltage battery ECU A/18 line to open

circuit

Set a fault Disconnect the high voltage battery ECU A/18 circuit with
tablet
Symptoms 1. The instrument fault indicator is on.

2. The decoder reads the fault code: U0111

Loss of communication with the battery control module.

Circuit
diagram

According to the failure phenomenon analysis:

59
 User Manual

Causes 1. The battery control unit failure.

2. The communication line failure.
1. Detect the voltage of the communication line between the
Fault battery control unit and the hybrid control unit:
detection (1) Check the voltage of the battery control unit A19 (CANL)
methods terminal: 2.5V (normal voltage: about 2.5V).
(2) Check the voltage of the battery control unit A18 (CANH)
terminal: 2.5V (normal voltage: 2.7V ).
(3) Detect the voltage of the CANL terminal of the hybrid
control unit: 2.3V (normal voltage: about 2.5V).
(4) Check that the voltage of the CANH terminal of the hybrid
control unit is 2.4V (normal voltage is about 2.8V).
After the above communication line terminal voltage is
detected, the line fault cannot be determined.
2. Turn off the ignition switch and check the resistance of the
communication terminal of the battery control unit and the
hybrid control unit:
(1) Detect the resistance between the battery control unit A19
(CANL) terminal and the hybrid control unit CANL terminal:
less than 1 Ω (normal value is less than 1 Ω).
(2) Detect the resistance between the battery control unit A18
(CANH) terminal and the hybrid control unit CANH terminal:
less than 1 Ω (normal value is less than 1 Ω).
After the above resistance is detected, it is impossible to
diagnose whether the line failure.
3. Turn off the ignition switch, turn the multimeter to the
buzzer, and check the continuity of the communication
terminal between the engine control unit and the hybrid control
unit:
(1) Detecting the continuity of the battery control unit A19

60
 User Manual

(CANL) terminal and the hybrid control unit CANL terminal

line: At this point, the multimeter starts to beep, indicating that
the line is a path and normal.
(2) Detecting the continuity of the line between the battery
control unit A18 (CANH) terminal and the hybrid control unit
CANH terminal. At this time, the multimeter does not beep,
indicating that there is an open circuit problem.
Conclusion The battery control control unit and the hybrid control unit
CANH communication line is open circuit.
Fault Use tablet to clear the fault, and the decoder clears the fault.
elimination At this time, the instrument fault indicator is off, the decoder
can't read the fault code, and the multimeter's buzzer detects
the line path.

4.3.14 Set key slot A/3 line to open circuit

Set a fault Disconnect the key slot A/3 circuit with tablet

Symptoms 1. The instrument fault indicator is on.

2. After the engine is turned off, it cannot be started.

61
 User Manual

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The key slot failure.
2, power control computer failure.
3, ID code box failure.
4. Line failure.
1. 1. Detect the voltage of the key slot terminal and the power
Fault control ECU terminal:
detection key slot Actual Engine Actual Standard
methods terminal measured control measured voltage
value unit value (V)
(V) terminals (V)

A/1 0.13V 20 0.13V 0.18V

A/5 12.0V 3 12.0V 13.0V
A/3 0.12V 25 0.15V 0.15V
After the above voltage is detected, there is no obvious
abnormality in the voltage.
2.Turn off the ignition switch and check the resistance of the
line between the key slot terminal and the power control
computer terminal:
62
 User Manual

key slot terminal and Actual Standard

the power control ECU measured resistance
terminal value (Ω)
(Ω)
A/1 and 20 Less than1 Less than1Ω
A/5 and 3 Less than1Ω Less than1Ω
A/3 and 25 20—200KΩ Less than1Ω
After the above voltage and resistance are detected, it is
found that the key slot A/3 line is disconnected.
Conclusion the key slot A/3 line is open circuit.
Fault Use tablet to clear the fault. At this time, the instrument fault
elimination indicator is off, the decoder can't read the fault code, and the
engine can start normally. The multimeter detects that the
voltage and resistance are within the normal range.

4.3.15 Set the power switch No. 8 line to open circuit

Set a fault Disconnect the power switch No. 8 circuit with tablet

Symptoms 1. The power switch indicator isn’t on.

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The power switch failure.

63
 User Manual

2, power control computer failure.

3. Line failure.
1. Detect the voltage of the key slot terminal and the power
Fault control computer terminal:
detection Power Actual Engine Actual Standard
methods switch measured control measured voltage
terminal value unit value (V)
(V) terminals (V)

2 0V 36 0V 0V
5 12.0V 14 12.0V 12.0V
7 12.0V 37 12.0V 12.0V
8 12.00V 13 0V 0V
4 0V 4 0V 0V
6 0V 6 0V 0V
After the above voltage is detected, the voltage of the power
switch No. 8 terminal is abnormal.
2. Turn off the ignition switch and check the resistance of the
line between the power switch terminal and the power control
computer terminal:
Power switch terminal Actual Standard
and the power control measured resistance
computer terminal value (Ω)
(Ω)
2 and 36 Less than 1Ω Less than1Ω
5 and 14 Less than1Ω Less than1Ω
7 and 37 Less than1Ω Less than1Ω
8 and13 Infinite Less than1Ω
4 and 4 Less than1Ω Less than1Ω
6 and 6 Less than1Ω Less than1Ω

64
 User Manual

After the above voltage and resistance detection, it is found

that the power switch No. 8 line is disconnected.
Conclusion The power switch No. 8 line is open circuit.
Fault Use tablet to clear the fault. After the fault is cleared, the
elimination power switch indicator lights. The multimeter detects that the
voltage and resistance are within the normal range.

4.3.16 Set the gateway ECU No.17 line to open circuit

Set a fault Disconnect the gateway ECU No.17 circuit with tablet

Symptoms 1. The display has no display.

2. The instrument fault indicator is on.

3. The decoder reads the fault code: P3000, and the battery
control system failure.

65
 User Manual

Circuit
diagram

According to the failure phenomenon analysis:

Causes 1. The gateway computer failure.
2. The communication line failure.
1. Detect the voltage of the communication line between the
Fault gateway computer and the hybrid control unit:
detection (1) The voltage of the detection gateway ECU No. 18 (CANL)
methods terminal is: 2.5V (normal voltage: about 2.5V).
(2) The voltage of the detection gateway ECU No. 17 (CANH)
terminal is: 2.5V (normal voltage: about 2.7V).
(3) Detect the voltage of the CANL terminal of the hybrid
control unit: 2.3V (normal voltage: about 2.5V).
(4) Check that the voltage of the CANH terminal of the hybrid
control unit is 2.4V (normal voltage is about 2.8V).
After the above communication line terminal voltage is

66
 User Manual

detected, the line fault cannot be determined.

2. Turn off the ignition switch and check the resistance of the
communication terminal line between the gateway ECU and
the hybrid control unit:
(1) Detect the resistance between the gateway ECU No.18
(CANL) terminal and the hybrid control unit CANL terminal:
less than 1 Ω (normal value is less than 1 Ω).
(2) Detect the resistance between the gateway ECU No.17
(CANH) terminal and the hybrid control unit CANH terminal:
less than 1 Ω (normal value is less than 1 Ω).
After the above resistance is detected, it is impossible to
diagnose whether the line is failure.
3.
Turn off the ignition switch, turn the multimeter to the buzzer,
and check the continuity of the communication terminal
between the gateway computer and the hybrid control unit:
(1) Detecting the on/off of the gateway ECU No.18 (CANL)
terminal and the hybrid control unit CANL terminal line: At this
point, the multimeter starts to beep, indicating that the line is a
path and normal.
(2) Detecting the continuity of the line between the gateway
ECU No.17 (CANH) terminal and the CANH terminal of the
hybrid control unit. At this time, the multimeter does not beep,
indicating that there is an open circuit problem in the line here.
Conclusion The gateway ECU and the hybrid control unit CANH
communication line is open circuit.
Fault Use tablet to clear the fault, and the decoder eliminates the
elimination fault. At this time, the meter fault indicator is off, the decoder
can't read the fault code, and the multimeter's buzzer detects

67
 User Manual

the line path.

4.4 Fault point description (Fault-setting system)

Fault
Fault Fault description
Fault Phenomenon
No. description (Abbreviation
in tablet)
Código de falla: P0103 La
Circuito 2 de entrada del medidor de flujo de
medidor de aire es demasiado alta
flujo de aire Fenómeno de falla: el motor está
1 CMFA
en ralentí y hay un ligero humo
negro cuando arranca el
automóvil bajo baja temperatura
de agua .
Circuito del Código de falla: P2102 Motor del
motor de acelerador desconectado
2 control del CMCA Fenómeno de falla: No se puede

acelerador acelerar cuando el motor está en

ralentí
Circuito de Código de falla: P0351, P0352,
señal IGF de P0353, P0354
3 CSIBE
bobina de Fenómeno de falla: se apaga

encendido después de ser arrancado

4 Circuito de CTDCM Código de falla: u0293 Interruptor

transmisión de de alimentación de comunicación
datos de la HV ECU
computadora Fenómeno de falla: al se apaga el
motor y no se puede volver a
68
 User Manual

del motor arrancar.

Circuito B / 28 Código de falla: P0A78 El circuito
5 de variador CB/28V del sensor de posición "A" del
motor de accionamiento está bajo
Circuito B / 20 Código de falla: P0A7A falla del
de variador convertidor del generador de CC
6 CB/20V
Fenómeno de falla: no se puede
activarlo
Código de falla: P0A0D FW está
Circuito del abierto circuito el interruptor de
interruptor de enclavamiento
7 CIEV
enclavamiento Fenómeno de falla: al se apaga el
del variador motor y no se puede volver a
arrancar.
Circuito 3 de Código de falla: P2127 está
pedal abierto circuito el sensor de
acelerador posición del acelerador / pedal.
Fenómeno de falla: no puede
8 C3PA
acelerar cuando pisa el
acelerador durante el ralentí, y no
puede arrancar de nuevo
después de apagado
Código de falla: P0705 falla del
Circuito A / 3 circuito del sensor de posición de
de sensor de transmisión
9 CA/3SP
posición Fenómeno de falla: no se puede
cambiar la posición,
permaneciendo en la posición P
Circuito 7 de Código de falla: P3102 Falla de la
10 C7ACC

69
 User Manual

actuador de ECU de transmisión

control de Fenómeno de falla: se puede

cambios marchar al cambiar la posición,

pero si sigue cambiar la posición,
ya puede marchar.
Circuito 9 de Código de falla: falla de ECU de
actuador de la transmisión P3102.
control de Fenómeno de falla: no se puede
11 cambios C9ACC re-arrancarlo, el medidor no
muestra la posición, mientras la
pantalla salen palabras de
advertencia
Código de falla: B2799 falla del
Circuito No. 18 bloqueador del motor, no hay
de caja de ningún fallo cuando el motor está
12 C18CC
código ID funcionando, pero y no puede
volver a arrancar después del
apagado
Código de falla: U0111, U0100
Circuito A / 18 falla de módulo de control de
de energía de la batería, con la
computadora comunicación de ECU del motor,
13 de batería de CA/18CBAV Fenómeno de falla: cuando el
alto voltaje motor está funcionando,se apaga
el motor después de que
aumenta la velocidad de ralentí y
no se puede re-arrancarlo.
14 Circuito A / 3 CA/3LR Fenómeno de falla: no hay ningún
de llave ranura fallo cuando el motor está

70
 User Manual

funcionando, pero y no puede

volver a arrancar después del
apagado
Circuito 8 de Fenómeno de falla: el motor está
interruptor de funcionando normalmente, el
15 C8IE
encendido indicador del alimentación está
apagado.
Código de falla: P3000 falla del
Circuito 17 de sistema de control de batería
16 computadora C17CG Fenómeno de falla: parpadea la
Gateway luz indicadora de indicador , pero
no muestra nada en la pantalla

4.5 Circuit Diagram of Gasoline-Electric Hybrid Engine

Training Bench (Please check the circuit diagram in

attachment)

71
 User Manual

Chapter V Appendix A

Specific Meaning for Circuit Terminal Description

1. Diagnostic socket

No.13 terminal: Self-diagnostic function line

No.14 terminal: CAN "Low" line
No.6 terminal: CAN "High" line
No.7 terminal: BUS + LINE
No.4 terminal: chassis grounding
N.5 terminal: Signal ground
No.16 terminal: Auxiliary battery positive
No.11 terminal: Communication line

2. Throttle position sensor

No.2 terminal: Throttle position sensor engine control terminal

No.3 terminal: Throttle position sensor fault detection signal output terminal

72
 User Manual

No.1 terminal: Throttle position sensor 4.5V-5.5V power input terminal

No.4 terminal: Throttle position sensor ground terminal

3. Camshaft timing oil control valve

No.1 terminal: Camshaft timing oil control valve negative control terminal
No.2 terminal: Camshaft timing oil control valve positive control terminal

4. Crankshaft position sensor

No.1 terminal: Crankshaft position sensor positive signal output terminal

No.2 terminal: Crankshaft position sensor negative signal output terminal

5. Camshaft position sensor

No.1 terminal: Camshaft position sensor signal voltage negative output

terminal

73
 User Manual

No.2 terminal: Camshaft position sensor signal voltage positive output

terminal

6. Oil pressure switch

No.1 terminal: Oil pressure signal output terminal

7. Coolant temperature sensor

No.1 terminal: Coolant temperature sensor ground terminal

No.2 terminal: Coolant temperature sensor signal output terminal

8. Heating oxygen sensor

1. No. 1 terminal : Heated Oxygen Sensor Heater Negative Terminal

74
 User Manual

2. No.2 terminal : heated oxygen sensor heater 11-14V power input terminal
3. No.3 terminal : heated oxygen sensor signal output terminal
4. No.4 terminal : Heater oxygen sensor ground terminal

9. Air fuel ratio sensor

No.4 terminal : Air-fuel ratio sensor signal-output terminal

No.3 terminal : Air-fuel ratio sensor signal positive output terminal
No.1 terminal : Air Fuel Ratio Sensor Heater Negative Terminal
No.2 terminal : Air-fuel ratio sensor heater 11-14V power input terminal

10. Air flow meter

No.1 terminal: Air flow sensor 11-14V constant voltage input terminal

75
 User Manual

No.2 terminal: Intake temperature sensor negative terminal

No.3 terminal: Intake temperature sensor signal output terminal
No.4 terminal: Intake temperature sensor signal output terminal
No.5 terminal: Air flow sensor signal ground terminal
11. Knock sensor

No.1 terminal : Knock sensor signal output terminal

No.2 terminal: Knock sensor signal output terminal

12. Accelerator control motor

No.1 terminal: Throttle motor negative control terminal

No.2 terminal: Throttle motor positive control terminal

13. No.1,2.3.4 injectors

76
 User Manual

No.1 terminal: No.1 cylinder fuel injection solenoid valve (11-14V) power input
terminal
No.2 terminal : No.1 cylinder injection solenoid valve control terminal
14. No.1,2,3 and 4 cylinder ignition coil assembly

No.1 terminal: Ignition coil primary line power (11-14V) input terminal
No.2 terminal: Ignition completion confirmation signal output terminal
No.3 terminal: ignition control terminal
No.4 terminal: Ignition coil ground terminal

15. Drive axle

77
 User Manual

B/1 terminal: No. 1 motor temperature sensor signal output terminal

B/4 terminal: No. 1 motor temperature sensor signal output terminal
B/3 terminal: No. 1 generator temperature sensor signal output terminal
B/6 terminal: No. 1 generator temperature sensor signal output terminal

16. Drive axle

C/1 terminal: motor resolver signal output terminal

C/4 terminal: motor resolver signal output terminal
C/2 terminal: motor resolver signal output terminal
C/5 terminal: motor resolver signal output terminal
C/3 terminal: motor resolver signal output terminal
C/6 terminal: motor resolver signal output terminal

17. Inverter & Converter

78
 User Manual

C5/4 terminal: DC/DC motion monitoring or stopping demand

C5/2 terminal: parking switch indicator signal output
C5/3 terminal: power input terminal
C5/1 terminal: power output terminal
C5/5 terminal: two-stage selector signal
C4/4 terminal: air conditioning communication
C4/2 terminal: air conditioning communication
C4/3 terminal: air conditioning communication
C4/5 terminal: DC-DC operation monitoring / voltage change signal
C4/6 terminal: IG (11-14V) power input terminal
C4/1 terminal: grounding terminal
B/9 terminal: motor U switch signal
B/10 terminal: motor V switch signal
B/11 terminal: motor W switch signal
B/16 terminal: ground terminal
B/26 terminal: motor inverter temperature sensor
B/25 terminal: motor stop signal
B/27 terminal: motor inverter fault signal
B/28 terminal: motor inverter overvoltage signal

79
 User Manual

B/7 terminal: motor V phase current

B/8 terminal: motor V phase current
B/23 terminal: motor W phase current
B/24 terminal: motor W phase current
B/12 terminal: inverter capacitor voltage monitor
B/4 terminal: generator switch U signal
B/5 terminal: generator switch V signal
B/6 terminal: generator switch W signal
B/21 terminal: engine inverter temperature sensor
B/20 terminal: generator stop signal
B/22 terminal: generator inverter fault signal
B/2 terminal: generator V phase current
B/3 terminal: generator V phase current
B/18 terminal: generator W phase current
B/19 terminal: generator W phase current
B/31 terminal: boost converter overvoltage conversion signal
B/30 terminal: boost converter fault signal
B/15 terminal: boost converter input voltage
B/13 terminal: boost converter switch signal
B/29 terminal: boost converter stop signal
B/14 terminal: boost sensor temperature sensor
B/32 terminal: grounding terminal
I/1 terminal: interlock switch
A/2 terminal: grounding terminal

18. Drive axle

80
 User Manual

A/3 terminal: generator resolver signal output terminal

A/6 terminal: generator resolver signal output terminal
A/2 terminal: generator resolver signal output terminal
A/5 terminal: generator resolver signal output terminal
A/1 terminal: generator resolver signal output terminal
A/4 terminal: generator resolver signal output terminal

19. Accelerator pedal position sensor

Terminal 5: Accelerator pedal negative terminal

Terminal 2: Accelerator pedal negative terminal
Terminal 3: Accelerator pedal position sensor position detection signal output
terminal
Terminal 1: Accelerator pedal position sensor power supply (4.5-5.5V) input

81
 User Manual

Terminal 6: Accelerator pedal position sensor position detection signal output

terminal
Terminal 4: Accelerator pedal position sensor power supply (4.5-5.5V) input
terminal

20. Gear sensor

B/3 terminal: shift lever position sensor power supply (4.5-5.5V) input terminal
B/2 terminal: shift position sensor negative control terminal
B/1 terminal: shift lever position sensor (main), shift lever is placed in the
original position, R, N, D
B/6 terminal: shift lever position sensor power supply (4.5-5.5V) input terminal
B/5 terminal: shift position sensor negative control terminal
B/4 terminal: shift lever position sensor (sub), shift lever in original position, R,
N, D
A/3 terminal: selector lever position sensing power supply (11-14V) input
terminal
A/5 terminal: selector lever position sensor (main), shift lever placed in the
original position, R, N, D
A/6 terminal: selector lever position sensing power supply (11-14V) input
terminal

82
 User Manual

A/8 terminal: selector lever position sensor (sub), the shift lever is placed in
the original position, R, N, D

21. Power supply control relay

Terminal 1: Transmission bridge parking lock control relay coil control circuit
Terminal 2: Transmission bridge parking lock control relay coil grounding line
Terminal 3: Transmission bridge parking lock control relay switching power
supply input terminal
Terminal 4: Shift actuator power supply (11-14V) output terminal
22. Shift control actuator

Terminal 7: Parking lock motor circuit

Terminal 2: Shift actuator power supply (11-14V) input terminal
Terminal 6: Parking lock motor circuit
Terminal 1: Terminal lock motor circuit
Terminal 9: Angle sensor power supply (4.5-5.5V) input terminal
Terminal 5: Corner sensor signal output terminal

83
 User Manual

Terminal 3: Corner sensor signal output terminal

Terminal 4: Angle sensor ground terminal
Terminal 8: Angle sensor ground terminal

23. Battery blower controller

Terminal 3: Power supply

Terminal 4: Battery blower motor control signal
Terminal 2: Battery blower motor rotation signal
Terminal 1: Ground

24. Main relay

A/1 terminal: No.1 relay

A/2 terminal: No.2 relay

84
 User Manual

A/3 terminal: No.3 relay

25. Key slot

A/1 terminal: key lock signal

A/5 terminal: key lock signal
A/3 terminal: full switch
A/4 terminal: half-way switch
A/2 terminal: ground terminal
B/1 terminal: 5.0V power supply
B/4 terminal: read coil signal
B/5 terminal: read coil signal
B/7 terminal: ground terminal

26. Power supply switch

85
 User Manual

Terminal 2: Power switch small lamp power input

Terminal 5: Power switch
Terminal 7: Power switch
Terminal 8: Power switch IG indicator (red) power input terminal
Terminal 4: Power switch ACC indicator (green) power input terminal
Terminal 6: Ground

27. Hybrid power control unit

86
 User Manual

A/1 terminal: ground terminal

A/4 terminal: ground terminal
D/18 terminal: No. 1 motor temperature sensor
D/28 terminal: No. 1 motor temperature sensor
D/30 terminal: No. 2 motor temperature sensor
D/29 terminal: No. 2 motor temperature sensor
D/34 terminal: motor angle sensor signal
D/33 terminal: motor angle sensor signal
D/20 terminal: motor angle sensor signal
D/19 terminal: motor angle sensor signal
D/32 terminal: motor angle sensor signal
D/31 terminal: motor angle sensor signal
B/17 terminal: P gear switch
C/16 terminal: No. 1 disconnect sensor
C/24 terminal: DC/DC motion monitoring or stopping demand
C/15 terminal: No. 1 disconnect sensor
C/31 terminal: two-stage selector signal
C/17 terminal: air conditioning communication
C/14 terminal: air conditioning communication

87
 User Manual

B/25 terminal: air conditioning communication

B/24 terminal: air conditioning communication
B/9 terminal: motor U switch signal
B/10 terminal: motor V switch signal
B/11 terminal: motor W switch signal
B/23 terminal: grounding terminal
B/19 terminal: motor inverter temperature sensor
B/8 terminal: motor stop signal
B/18 terminal: motor inverter fault signal
B/22 terminal: motor inverter overvoltage signal
B/30 terminal: motor V phase current
B/21 terminal: motor V phase current
B/29 terminal: motor W phase current
B/20 terminal: motor W phase current
B/26 terminal: inverter capacitor voltage monitor
B/15 terminal: generator switch U signal
B/14 terminal: generator switch V signal
B/13 terminal: generator switch W signal
B/27 terminal: engine inverter temperature sensor
B/16 terminal: generator stop signal
B/35 terminal: engine inverter fault signal
B/34 terminal: generator V phase current
B/33 terminal: generator V phase current
B/32 terminal: generator W phase current
B/31 terminal: generator W phase current
C/22 terminal: boost converter overvoltage
C/20 terminal: boost converter fault signal
C/30 terminal: boost converter input voltage
C/10 terminal: boost converter switch signal
C/9 terminal: boost converter stop signal
C/21 terminal: boost sensor temperature sensor
88
 User Manual

C/8 terminal: grounding terminal

B/1 terminal: interlock switch
C/3 terminal: No. 3 system main relay
C/2 terminal: No.2 system main relay
C/1 terminal: No. 1 system main relay
D/27 terminal: generator angle sensor
D/26 terminal: generator angle sensor
D/22 terminal: generator angle sensor
D/21 terminal: generator angle sensor
D/23 terminal: generator angle sensor
D/24 terminal: generator angle sensor
D/9 terminal: P gear control signal
D/9 terminal: P gear control signal
C/27 terminal: Accelerator pedal position sensor ground terminal (for VPA1)
C/35 terminal: Accelerator pedal position sensor ground terminal (for VPA2)
C/34 terminal: Accelerator pedal position sensor (for sensor failure detection)
C/33 terminal: Accelerator pedal position sensor power supply (for VPA2)
C/26 terminal: Accelerator pedal position sensor (for HV system)
C/25 terminal: Accelerator pedal position sensor power supply (for VPA1)
A/30 terminal: Select position sensor (sub)
A/31 terminal: Select position sensor power supply (for VSX4)
A/23 terminal: Select position sensor (main)
A/21 terminal: Select position sensor power supply (for VSX3)
A/24 terminal: gear position sensor (sub)
A/14 terminal: gear position sensor grounding (for VSX2)
A/16 terminal: gear position sensor power supply (for VSX2)
A/25 terminal: gear position sensor (main)
A/15 terminal: gear position sensor grounding (for VSX1)
A/17 terminal: gear position sensor power supply (for VSX1)
A/18 terminal: shutdown system communication
D/10 terminal: P signal
89
 User Manual

A/26 terminal: communication line

A/8 terminal: High level CAN bus
A/9 terminal: Low level CAN bus
A/5 terminal: start signal
A/28 terminal: READY control signal
C/7 terminal: HV control ECU power supply
C/6 terminal: HV control ECU power supply
A/19 terminal: vehicle speed signal
B/2 terminal: brake switch
B/3 terminal: brake switch
C/4 terminal: main relay
A/6 terminal: terminal TC of DLC3
A/7 terminal: IG signal
B/6 terminal: backup battery (for measuring battery voltage and HV control
memory)
C/12 terminal: engine speed signal
C/13 terminal: G signal

28. Automatic transmission control unit

90
 User Manual

Terminal 18: Communication line

Terminal 19: Communication line
Terminal 8: Communication Bus
Terminal 7: Communication Bus
Terminal 9: P position switch indicator
Terminal 1: Power
Terminal 14: P CON MTR relay (transmission bridge parking lock control
relay)
Terminal 15: Grounding
Terminal 3: Grounding
Terminal 2: Grounding
Terminal 13: Power (RAM)
Terminal 12: Parking lock motor

91
 User Manual

Terminal 20: Connect to the diagnostic socket

Terminal 11: Parking lock motor
Terminal 10: Parking lock motor
Terminal 17: Power supply (corner sensor)
Terminal 6: Angle sensor signal
Terminal 5: Angle sensor signal
Terminal 4: Angle sensor grounding
Terminal 16: Angle sensor grounding

29. Gateway ECU/computer

Terminal 10: Power supply

Terminal 6: Communication line
Terminal 21: Communication line
Terminal 18: CAN communication system
Terminal 17: CAN communication system
Terminal 24: Grounding terminal
Terminal 2: Power supply

92
 User Manual

Terminal 7: Connect to the diagnostic seat

Terminal 1: Power
Terminal 12: Communication line
Terminal 3: Communication line

30. Power supply control computer（ECU）

Terminal 24: Communication line

Terminal 1: Brake switch
Terminal 5: Communication line
Terminal 19: speed signal
Terminal 22: READY control signal
Terminal 39: Communication line

93
 User Manual

Terminal 7: Communication line

Terminal 30: LIN Communication
Terminal 34: Power (IG)
Terminal 25: Full switch control line
Terminal 3: Key lock signal
Terminal 20: Key lock signal
Terminal 6: Power switch ground terminal
Terminal 4: ACC power switch indicator (green)
Terminal 13: IG power switch indicator (red)
Terminal 37: Power switch
Terminal 14: Power switch
Terminal 36: Power switch small light signal line
Terminal 35: Power (IG)
Terminal 12: Power supply
Terminal 33: Power supply

31. ID code box

Terminal 16: Communication line

Terminal 19: Communication line
Terminal 17: Communication line
Terminal 18: Communication line
Terminal 12: Power (IG)
Terminal 22: Grounding terminal
Terminal 3: Power supply (normal power)
Terminal 14: Communication LIN line
Terminal 4: Power Supply (IG)
Terminal 5: Half-way switch signal

94
 User Manual

Terminal 20: 5V power supply

Terminal 21: Read coil signal
Terminal 6: Read coil signal
Terminal 7: Ground terminal

32. Battery/Accumulator ECU

A/18 terminal: High level CAN bus

A/19 terminal: LOW level CAN bus
A/13 terminal: IG signal
A/2 terminal: control signal
A/1 terminal: spare battery
A/9 terminal: battery blower motor control signal
A/24 terminal: battery blower motor rotation signal
A/8 terminal: ground terminal
A/10 terminal: battery blower relay

95
 User Manual

33. EFI main relay

Terminal 1: Ground terminal

Terminal 2: Engine Control Unit Control Terminal
Terminal 3: Power output terminal
Terminal 4: Relay Switch Power Supply Input Terminal
Function: Supply fuel pump relay switch terminal, heating oxygen sensor, air-
fuel ratio sensor, air flow meter, canister solenoid valve V1, engine control
unit.
Principle: The engine control unit D/7 (MREL) terminal outputs a high level. At
this time, the EFI main relay coil is energized, the relay switch is closed, the
EFI main relay terminal No. 3 has a power output. The oil pump relay switch
terminal, the heated oxygen sensor, and the air fuel ratio sensor, the air flow
meter, the canister solenoid valve V1, and the engine control unit have power
input.

96
 User Manual

34. IG2 relay

Terminal 1: Power control box power input terminal

Terminal 2: Ground terminal
Terminal 3: Normal electric input terminal
Terminal 4: Power output terminal

Function: The power control computer controls the IG2 relay to supply power
to the fuel pump relay, the injector solenoid valve and the ignition coil.

Principle: The power control computer 35 (IG2D) terminal outputs a high level.
At this time, the IG2 relay No. 1 terminal has a power input, the relay coil has
a power input to generate a magnetic field, and at the same time the relay
switch is closed, and the relay No. 4 terminal has a power output, thereby the
power is supplied to the fuel pump relay, the injector solenoid valve, and the
ignition coil.

97
 User Manual

35. Fuel pump relay

Terminal 1: power input terminal

Terminal 2: fuel pump power output terminal
Terminal 3: power input terminal
Terminal 4: coil control terminal
Function: power the fuel pump

Principle: The C/10 (FC) terminal of the engine control unit outputs a low
level. At this time, the relay coil has a power input to generate a magnetic
field, and the relay switch is closed. The fuel pump relay No. 2 terminal has a
power output to the fuel pump. At this time, the fuel pump start working.

98
 User Manual

36. IG1 relay

Terminal 1: Power input terminal

Terminal 2: Power output terminal
Terminal 3: Power Control Computer Power Input Terminal
Terminal 4: Ground terminal

Function: Power supply to the multi-function display and air conditioning

control unit.

Principle: The power control computer 34 (IG1D) terminal inputs a high level
to the IG1 relay No. 3 terminal. At this time, the relay coil has a power input to
generate a magnetic field, and the relay switch is closed. At this time, the
relay No. 2 terminal has a power output to supply the power to multi-function
display and air conditioning control unit power supply.

37. IGCT relay

99
 User Manual

Terminal 1: Relay coil control terminal

Terminal 2: Ground terminal
Terminal 3: Power output terminal
Terminal 4: Power input terminal

Function: power the battery computer

Principle: The hybrid control unit C/4 (MREL) terminal inputs a high level to
the No. 1 relay terminal. At this time, the relay coil is energized to generate a
magnetic field, and the relay switch is closed. The No. 3 relay terminal has a
power supply to the battery computer.

38. Water pump relay

100
 User Manual

Terminal 1: Inverter cooling water pump power output terminal

Terminal 2: Water pump relay switching power supply input terminal
Terminal 3: Water pump relay coil power input terminal
Terminal 4: Ground terminal

Function: Supply power to the inverter cooling water pump to make it work
normally.

Principle: When the relay No. 3 terminal has power input, the relay coil is
energized to generate a magnetic field, the relay switch is closed, and the
relay No. 1 terminal has a power output to the inverter cooling water pump, at
which time the cooling water pump starts to work.

39. Power supply control relay

101
 User Manual

Terminal 1: Coil control terminal

Terminal 2: Ground terminal
Terminal 3: Relay Switch Power Supply Input Terminal
Terminal 4: Power output terminal

Function: power supply to shift actuator

Principle: The automatic transmission No. 14 terminal inputs a high level to

the power control relay No. 1 terminal. At this time, the relay coil has a power
input to generate a magnetic field, then the relay switch is closed, and the
relay No. 4 terminal inputs power to the shift actuator.

40. Battery blower relay

102
 User Manual

Terminal 1: Relay coil control terminal

Terminal 2: Relay coil power input terminal
Terminal 3: Relay Switch Power Supply Input Terminal
Terminal 4: Power output terminal

Function: Input power to battery blower motor and battery blower controller.

Principle: The battery computer A/10 terminal provides a low level to the No. 1
relay terminal. At this time, the relay coil has a power input to generate a
magnetic field, and the relay switch pulls in. The No. 4 relay terminal inputs
power to the battery blower motor and the battery blower controller.

103