Charge TOYOTA PRIUS 2001 Service Repair Manual

2001 PRIUS (EWD414U)
TOYOTA HYBRID SYSTEM
BJA 22A 17 A16 IB1 10 IB16 D 26 D25
R±W
B±L W± B W± B
R±W
B±LR±W
B± L
BATTERY ECUB B1 7 , B1 8A HYBRID VEHICLE CONTROL ECUA H10 , H11
CB, H12
E , H13
D , H14
GB 1B
O(
*2)
O(
*2)
IHO(
*2)
GR±B
GR
BR
10A
GAUGE FROM POWER SOURCE SYSTEM (
SEE PAGE 50)
2A 515A
DOME
1J 7
L±Y
2G 2
2A 4L
L
A 21 A 22
CHARGE
OU TPUT
CONTROL
CRUISE
A 14 B2
L
COMBINATION METERB C10 , C11A
LV±W
2B 7
2A 6
A 13A G
B GIE1 19B 8SPDI
JUNCTION
CONNECTORB J27 , J28A
V±W V±W
W±R
2A 1IH1I 9 W±GW±G
B 3
62B 72AO(
*2)
W±R GR GR±B L
W± B
W±G

2001 PRIUS (EWD414U)
TOYOTA HYBRID SYSTEM
FEATURES OF TOYOTA HYBRID SYSTEM
This system controls the following modes in order to achieve the most efficient operations to match the driving conditions.
(1) Supply of electrical power from the HV battery to motor generator no.2 provides force to drive the wheels.
(2) While the tires are driven by the engine via the planetary gears, motor generator no.1 is driven via the planetary gears to
supply electricity to motor generator no.2 to drive the wheels.
(3) When the vehicle is decelerating, kinetic energy from the wheels is recovered and converted into electrical energy and
used to recharge the HV battery by means of motor generator no.2.
The hybrid vehicle control ECU switches between these modes (1, 2, 1+2, or 3) according to the driving conditions.
However, when the state of charge of the HV battery is low, the HV battery is charged by the engine by turning motor
generator no.1.
CRUISE CONTROL OPERATION
Cruise control is the speed control device, which sets the desired speed by just operating the switch on the control panel
without pressing the accelerator pedal. This device is used when you would like to drive the vehicle at the fixed speed.
1. SET CONTROL
If you operate the SET/COAST switch when driving (The available range of set speed: between about 40 and 200 km/h) with
the main switch is ON (When power indicator comes on), the device memorizes vehicle's speed when switch is off and
controls the fixed speed.
2. SET SPEED CONTROL
This device compares the vehicle's running speed and the memorized speed, and controls the driving power of the motor
and the engine by calculating the cruise control requirements so that both speed become equivalent.
3. COAST CONTROL
If the SET/COAST switch is continued to be ON during the running with the cruise control, the device recognizes the cruise
control requirement is at 0 and decelerates the vehicle's speed. Then the device memorizes the speed when the switch is off
in order to control the fixed speed.
In each time you operate SET/COAST switch momentarily (For about 0.5 second), the memorized speed is decreased in
about 1.5 km/h. However, in case of the tap±down operation with more than 5±km/h gap between the memorized speed and
vehicle's running speed, the device memorizes the vehicle's speed when the switch is off and controls the fixed speed.
4. ACCEL CONTROL
If the RESUME/ACCEL switch is continued to be ON during the running with the cruise control, the device recognizes the
cruise control is on the acceleration side and accelerates the vehicle's speed. Then the running speed when the switch is off
is memorized to control the fixed speed.
In each time you operate RESUME/ACCEL switch momentarily (For about 0.5 second), the memorized speed is increased
in about 1.5 km/h. However, if there is more than 5±km/h gap between the memorized speed and vehicle's running speed,
this operation does not change the memorized speed. (Tap±up operation is not available.)
5. RESUME CONTROL
If the running speed is faster than the low speed limit after the cruise control is canceled manually, the fixed speed is
controlled by the OFF±ON operation of RESUME/ACCEL switch, so that the vehicle's speed returns to the memorized
speed at the time the cruise control is released.
SYSTEM OUTLINE

2001 PRIUS (EWD414U)
BUZZERB 3A132B 7
2A 6A GAG B GBG
114
4 11
GR± LV±W V±W V±W
GR±L GR ±B GR
LV±W
MPX+ MPD1 MPD2
MP2+
C11 , A C10 B
COMBINATION METERA/C AMPLIFIER A 7
GATEWAY ECU G 1
JUNCTION
CONNECTORB J27 , J28AFROM HYBRID VEHICLE
CONTROL ECU
FROM ENGINE CONTROL MODULE
FROM NAVIGATION ECU
CHARGEOIL SEAT BELT
(
FRONT
PASSENGER' S SEAT) SEAT BELT
(
DRIVER' S SEAT) BRAKEHEAD DOOR
GA
FROM MULTI DISPLAY
V±W

2001 PRIUS (EWD414U)
M
1
234
1 PRIUS ELECTRICAL WIRING DIAGRAM(
Cont. next page)
1C1B 2 1J 82C 2
2G 1W± R
B±GW± R
BATTERY 120A
MAI N 5A
DC/ DC±S1B 2A1F 11
1B 11J 9
F1 7 F18,
FUSI BL E LI NK
BLOCK NO. 2AB15 A AM2
10A BATT FAN
20A HV
C B
A
B
BB± R
G±Y
L±R
Power SourceTOYOTA Hybrid System
L±R
G± Y
B±R
2
7ACC
IG1
ST1
IG2
ST2 AM1 4
6
8 AM2
71J15A DOME
2A 5 2B 3
2 1
3 5 2D 6
5A AM1 10A GAUGE
2K 82D8
IDCowl side
panel LH
CHARGE OUT PUT CONTROLCRUI SE
IHRight kick panel 2B 62A 7 22 A 21 A
14 A 3 B2BF
G
I 114 14
A13
11
4 B± W
R± WB±Y W± G
LGR± BR± WB± W
W± B GR L±R G±YB± R
GR
LBR GR±B GR± L GR
GR± B
W± B
W± B
B±Y W± G
W±G
I15
IGNITION SW
L±Y
2G 2
2A 4L
L±Y
F10 F1 2,
FUSIBLE LINK BLOCK NO. 1ACF13, D
J11
JUNCTI ON
CONNECTORMPX + MPD1MPX ±
MPX ± MPX +
MPX 2
MPD2
MP2 +E10
ENGINE
CONTROL
MODULE
G 1
GATEWAY
ECU
A 7
A/C
AMPLIFIER C10 C1 1,
COMBINATION METERAB 100A
DC/DCIG1
RE LAYB 8
BODY ECU
16 15
1
D2 1
3 51A 2
1A 11K3
1BD W
1A2H 1 14 IK1
1J 3
2G 112B 5
W± B
H E W± B
1 2 B± W B± W
W
W
W±B
W±B B±W B±W W± B
W 3
WATER PUMP MOTOR
(
Inverter)
B± W W±BWW
B± W
F11 , B IG2 RELAY

2001 PRIUS (EWD414U)
M
BRAKE SEAT BELT
(
Driver' s Seat)5
68 7
23 PRIUS (
Cont' d)
HI GH BEAM
TURN R
TURN L
SRS
ABS
MA LFUNCTI ON
I NDI CATOR LAMP
SEAT BEL T
(
Front
Pass enger' s Seat)
WATER TEMP.
(
Hi gh)
WATER TEMP.
(
Low)
CRUI SE
OUTPUT CONTROL
CHARGE
OI L
B 5 19A 18A 17A
4B 10A 16A
Combination M eter
See Tur n Signal
Light Sy stem< 5±4>See Headlight System
< 3±3> <4±4>
Se e SRS Syst em
< 21±3>
See Engine Cont rol
Sy st em< 2± 4> See ABS System
< 19±4> See SRS Sy st em
< 21±3>
C10 C11,
COMBI NATI ON METE RAB

NEW MODEL OUTLINE
Gasoline engine + AC motor = TOYOTA Hybrid System (THS)
Tremendous improvement in fuel efficiency & clean achieved!
Inverter1NZ-FXE
engine
P111 Hybrid transaxleHV battery182MO11182MO12
Hybrid transaxle
13
TOYOTA Hybrid System (THS)
The TOYOTA hybrid system has two drive sources, one is the gasoline engine and the other, the AC motor.
The power train system selects the best combination of the different characteristics of both depending on
driving conditions. Also, through the adoption of a regenerative braking system, which recovers energy
during deceleration and ªidling stopº whereby the engine is stopped during idling, we have been able to
provide for maximum energy conservation. This has resulted in a vastly superior fuel economy compared
with that of gasoline A/T vehicles of the same displacement.
Features of the System
1. Optimum distribution of drive sources
The most efficient engine operating zone is automatically selected by controlling the optimum distribution of the engine and motor
drive energy sources.
2. Reduced energy loss
The engine is automatically stopped when starting and travelling at low load to reduce fuel consumption.*1
The kinetic energy that used to be lost through engine or foot braking is recovered by the regenerative braking system and used
for recharging, thereby contributing to improved fuel efficiency. When the driver applies the brakes, the hydraulic and regenera-
tive braking systems are coordinated. In order to recover more energy, a higher proportion of regenerative braking is used.
3. Not required for recharging from an external source
The system uses MG1 (Motor Generator No.1) and MG2 (Motor Generator No.2) to maintain a constant battery charge, so unlike
an electric vehicle, recharging from an external source is not required.
*1 : In some cases, the engine does not stop, depending on the air conditioner and HV battery (Hybrid Vehicle Battery) status.
System configuration
P111 HYBRID TRANSAXLE
Fitted with built-in THS transaxle MG1 (Motor Generator No.1), MG2 (Motor Generator No.2), power spliting device and reduction
gears for the hybrid system. These function to switch engine operation to MG2 assistance, HV battery charging and power generation
for driving MG2.
Inverter
This controls the current between MG1, MG2 and HV battery and converts DC/AC power.
HV Battery (Hybrid Vehicle Battery)
This supplies power to the motor at full load or on engine stopping and stores power recovered by regenerative braking or power
generation by MG1. 228 nickel-metal hydride batteries are connected in series to obtain a voltage of 273.6 V DC.

NEW MODEL OUTLINE
MAIN MECHANISM
182MO13
182MO14
182MO15
182MO16
182MO17
14
THS operation
Starting and traveling at low load
When the engine efficiency is low such as when starting,
traveling at low load or the engine is stopped, permitting
travel by MG2; (however the engine may start under
SOC (State Of Charge) of the HV battery.)
Normal traveling
The engine energy is divided into two. One portion
directly drives the wheels. The other portion drives
MG1 to drive MG2 by generated power, which also
drives the wheels.
Full acceleration
In addition to the 2-way system for normal travelling,
the drive power of MG2 is further supplemented by the
power stored in the HV battery, resulting in powerful
and smooth acceleration.
Deceleration or braking
The wheels drive MG2 which acts as the generator for
regenerative power generation. The power recovered
by generation is stored in the HV battery.
Stopped
When the vehicle is stopped, the engine stops automat-
ically. However, when it is necessary to charge the HV
battery or to run the air conditioner compressor, the
engine will not stop.

NEW MODEL OUTLINE
182MO18
182MO19
182EG03
kW
60
50
40
30
20
10 N´m
120
11 0
100
90
80
Engine Speed (rpm) 1,000 2,000 3,000 4,000 5,000(52/4,500)
(111/4,200)
Torque
Output
15
HV Battery Charging
When high load operation is continued, the engine
does not stop to charge the HV battery even
if the vehicle is stopped, in order to keep the
HV battery charged to a given level. (when
ªREADYº light is ON.) ;however, the engine does
not charge the HV battery when the lever is
shifted into the ªNº position.
The engine speed may also be increased during normal
traveling in order to charge the HV battery.
1NZ-FXE Engine
The new Prius is fitted with a 1.5
gasoline engine which has been developed for the use with the TOYOTA
hybrid system. A mass of leading-edge technology has been implemented to achieve excellent fuel economy,
low emissions, light weight, compactness, and low vibration and noise.
Outline of the 1NZ-FXE Engine Engine performance curve
1NZ-FXE
Displacement (m
)1,497
TypeDOHC 4 valves
Bore y Stroke (mm)75.0 y 84.7
Compression ratio13.0
Maximum output [kW (HP)/rpm]52 (70)/4,500
Maximum torque [N´m (lb´ft)/rpm]111 (82)/4,200
FuelGasoline

ENGINE
ENGINE ± INZ-FXE ENGINE
182EG01
182EG02
43
1NZ-FXE ENGINE
DESCRIPTION
The Prius uses the 1NZ-FXE engine that has been newly developed for hybrid system application. Based on
the 1NZ-FE engine, the high-expansion ratio Atkinson cycle has been adopted. It is an in-line 4-cylinder,
1.5-liter, 16-valve DOHC engine.
This engine has adopted the VVT-i (Variable Valve Timing-intelligent) system has been developed to realize
high performance, quietness, fuel economy and clean emissions.
± REFERENCE ±
Atkinson Cycle: Proposed by an English engineer named James Atkinson, this thermal cycle enables the com-
pression stroke and the expansion stroke of the mechanism to be set independently of each other. Later, this con-
cept was realized by the American R. H. Miller, who developed a system called the Miller Cycle in which the
opening and closing timing of the intake valves was made adjustable. Because this system does not generate
high output, there is no practical application for this system unless it is combined with a supercharger; however,
this system offers a high level of thermal efficiency.
On Prius, this weak point can be covered by combining the Atkinson cycle engine with THS.

ENGINE ± 1NZ-FXE ENGINE
182EG19
Air CleanerIntake Air Chamber
VSV (for EVAP)
ECM
VSV (for Purge Flow
Switching Valve)
Charcoal Canister
Vapor Pressure
Sensor
VSV (for Canister Closed Valve) Fuel Inlet Pipe Fuel: Vapor
: Fuel59
4. ORVR System
The ORVR (On-Board Refueling Vapor Recovery) is a system that uses a charcoal canister, which is provided
onboard, to recover the fuel vapor that is generated during refueling. This reduces the discharge of fuel vapor
into the atmosphere.
5. Fuel Tank
General
To reduce the amount of fuel vapor generated when the vehicle is parked, during refueling, or while driv-
ing, a vapor reducing fuel tank system has been adopted.
This system provides a vapor reducing fuel tank that expands or contracts in accordance with the volume
of the fuel in the fuel storage area in the fuel tank. By thus reducing the space in which fuel can evaporate,
the generation of fuel vapor is minimized.
Along with the provision of the vapor reducing fuel tank whose size fluctuates in the fuel tank, the fuel
gauge and the fuel pump have been provided in the sub tank. For this reason, a direct-acting fuel gauge
has been adopted.
NOTE:At low ambient temperatures, the capacity of the vapor reducing fuel tank is reduced as it is
made of resin (When the outside temperature is at ±10C (14F) the size of the tank will be re-
duced by approximate 5 liters).