this is a demonstration of the second

generation Toyota Prius hybrid system

operation as far as the electrical high

voltage components in that system we

have here at Weber State University a

partnership with Toyota for our

associate degree Toyota t-ten program

and also for bachelor's degrees in

filled service operations and advanced

vehicle systems and so we teach a hybrid

system operation and hybrid safety to

our students we'll start with the high

voltage battery that is in the back of

the Prius this is a 201.6 volt DC

nickel metal hydride battery this is an

alkaline based battery the battery

itself is fairly heavy and it's located

behind the backseat in between the wheel

wells this battery has the computer that

controls it and and of course DC cabling

that leaves the battery but while we're

here on the high voltage battery notice

also that we have an auxilary battery

the 12-volt batteries so on all hybrid

vehicles that I'm aware of we still have

a 12-volt battery that needs to be

charged and and runs the rest of the

vehicle but the high voltage battery is

is different and only is for the high

voltage electric motors in the transaxle

but if we look closely down inside the

battery here we have positive contactors

negative contactors and a pre charge a

contactor think of these contactors as

high voltage relays and so the orange

cables coming in

on the left here are from the DC

high-voltage battery itself and then

once the relay contacts close we connect

the two terminals together with relay

contacts and then apply the DC voltage

to these orange cables that goes up to

the front of the car to the inverter

converter assembly under the hood the

pre-charge capacitor is there across the

negative contactor where when we close

the negative contactor right before we

close it we turn on this pre charged

contactor which as you can see has a

high wattage resistor there's a

capacitor involved where it equalizes

the voltage through a capacitor across

the contactors and then closes the

contactors themselves to minimize arcing

and prolong the life of the contactors

and all hybrid batteries that I'm aware

of have at least a pre charged contactor

and one either positive or negative

contactor this one actually has both so

what that means is that these

high-voltage wires here don't have any

power to them at all if the key is off

and as long as those relays are off

which when the when the key doesn't have

a key would when you turn the power

button off and you just you turn the

power off to the vehicle or if you

disconnect the 12-volt battery the

12-volt system is what controls these

contactors and it will open circuit D

high voltage

now on the back of the the side of the

battery case we are also we also have a

service plug grip that has to be

installed in order for the battery

circuit to have continuity and so when

we install this

we push it in rock up on the service

plug grip handle and then we push down

by pushing down we've got a little two

wires circuit there

the isolation circuit that lets the

computer that's in charge of the high

voltage system know that the service

plug is installed when we disconnect

this plug we're just going to lift up on

the plug rock it out and pull it

straight out and inside of this plug is

a 125 amp fuse that's actually built

into the plug itself you can't buy it

separately the service plug has to be

purchased by itself if the fuse for some

reason is blown but we have the high

voltage battery with its positive and

negative contactors and the positive and

negative cables but this service plug

grip that we just pulled out interrupts

with open circuits this series set of

batteries that we have underneath the

case here and I've got a picture I

printed of the inside of the battery

with multiple battery cells at seven

point two volts apiece all of them in

line with each other but we've got

contactors that connect or disconnect

the high voltage battery and once again

those are controlled by the 12-volt

system so if we follow this cable right

over here and this comes up through the

trunk area we have a wire that is

labeled from the 12-volt battery so on

our 12-volt battery right here we have

the negative terminal which has just a

little tiny short battery negative cable

that bolts to the inner fender and then

we have a positive cable that comes all

the way from the inverter converter

assembly
now there's a big heavy white wire on

the bottom of the converter inverter

assembly right there that has a wire

that comes all the way back to connect

to the battery positive terminal of the

auxilary battery and then this also

connects in there and goes all the way

to the front of the vehicle on this

black wire so the two orange wires are a

positive and negative high voltage DC

that black wire comes all the way to the

front of the vehicle and right on the

driver's side underneath the hood is the

under hood fuse block and this is the

power feed to diffuse block itself so

let's look again we've got the

high-voltage battery we've got the big

heavy orange cables we go underneath the

car and go all the way to the front to

the power inverter converter assembly

that's normally covered with this cover

right here so I'm sure you guys that

have been under the hoods of hood of a

Prius 2nd generation Prius recognize

this battery cover or the inverter

converter cover not battery cover that

cover covers up a bunch of electronic

components that we're going to talk

about here in just a moment but while

we're here coming off the the rear the

rearward most part of the inverter

converter assembly under the hood we

have three-phase cabling that goes out

and goes to our motor generator number

two stator windings there are three sets

of windings there and then I have a

separate video on the second generation

Prius hybrid electric motor operation

but this is motor generator 2 that

drives the ring gear of the transaxle

and so our inverter converter assembly

rear connection is what supplies power

to the rotor or stator assembly to drive

the mg 2 this is a whi wound of stator

it also receives current during

deceleration for regenerative braking

and then coming off the front bottom of

the converter inverter assembly we have

more three-phase cabling right here that

goes and drives the mg1 stator assembly

this is also a wireless stator in this

mock-up I've disconnected the center

connection of the why we're on the

stator and of color-coded it

for demonstration purposes with my

students but mg1 is this smaller

electric motor here that drives the Sun

gear of the transaxle assembly and then

our internal combustion engine of course

drives the planet carrier but the

inverter can rotor assembly here on our

wall is what is in control of driving

both mg 1 and mg 2 and also receiving

the current from them during

deceleration now this thing gets really

hot and so we've got another inverter

converter assembly that's disassembled

and we're looking at the bottom of it

here you can see the cooling passages

and you can see some coolant connections

we have an electric water pumps a pump

also in this system it's got its own

cooling system it uses the toyota long

life super long life coolant same as

what's in the radiator but to separate

container systems this is the fill tank

the search coolant tank for the power

electronics portion of the radiator now

let's get back to the converter inverter

assembly the very top piece that we're

seeing here is the big pack of

capacitors and if we come over here to

where I've got it

disassembled the second one disassembled

we can see the capacitor module right

here on the wall and it actually has the

capacitor sizes although it's

upside-down listed here the capacitors

involved in this
circuitry you have a 1130 microfarads

282 micro farad's and zero point 1 micro

farad capacitors there that are part of

the overall motor driving circuit that

is involved in this second generation

Prius now right here underneath the

capacitor module we have what's called

the intelligent power module the IPM

well the intelligent power module has

isolated gate bipolar transistors six of

them so these six connections here go

down and underneath and there's a huge

heatsink that connects to the coolant or

the aluminum where it's liquid cool over

here those transistors are what drive

our three-phase cabling so the

three-phase cables that connect to the

inverter module that drive mg1 connect

here and that's these three connections

and then our mg 2 connection comes out

over here and that's these three wires

big heavy connections we've got some

current sensors we've got a computer

that's in charge of the inverse

inversion of DC input we've got our DC

input coming in right here and then this

is our AC output so we're inverting DC

to AC to drive the motors and then

during deceleration we've got six

gigantic diodes in here that act as a

rectifier bridge so we've got basically

two alternators or mg 1 and mg 2 motors

that are used during deceleration to

apply a voltage and send current back so

we go from AC back to DC we convert it

and then that goes back to our high

voltage battery now between the inverter

converter assembly this intelligent

power module we also have

what's called a reactor which is just a

big coil of wire it's an inductor and

then we have another IGBT module that's

called the Burt boost converter module

and it's going to step our voltage up or

down DC we have our DC power coming in

here it stepped up and then fed to the

inverter converter assembly but there's

two transistors and two diodes in this

boost converter module and we use that

to fully activate the inductor by

pulling it to ground on one side

providing power on the other build a

huge magnetic field and then when that

filled collapses we route that high

voltage along with the high voltage from

the battery to the inverter converter

assembly and we can step the voltage up

now on the second generation Prius we

can step it up as high as 500 volts but

that stepping up is done through this

reactor as Toyota calls it and our boost

converter module which is made by

Mitsubishi so are in our overall

schematic here we've got our high

voltage battery right here here's that

reactor core the wire and we turn on

this transistor in the boost inverter

power module and we get a complete loop

which energizes this reactor we build

this huge magnetic field we let that we

turn this transistor off and then we

turn this one or no we leave that one

off also when the filt collapses the

polarity is positive - and through that

diode we can supply the inverter

converter assembly for the two motors

now also excuse me in the converter

inverter assembly underneath it is as

you can see here in this diagram a DC to

DC converter and an air-conditioning

system inverter and so that is this

plate right here this aluminum housing

with it circuits and parts inside of it

in there we have these two wires right

here that are 200 1.6 volt DC input

those two wires actually reach clear up

through a hole right here those wires

will stick up and connect to these same

few wires from the DC 200 1.6 volt

battery so those wires connect to the

high-voltage battery

they will command over and up and then

we have our air conditioning system

inverter so this is the same type of

inverter system that we use to drive mg

1 and mg 2 it's just in a smaller form

so we have our DC cables coming in we

have our three-phase cabling going out

and if we follow this orange wire then

we come down to our electric air

conditioning compressor that is you can

see with the three cables here it's also

a three-phase AC electric motor and

that's a variable speed air conditioning

compressor there's no fan belt we can

speed the compressor up or down

depending on the refrigerant needs and

cooling needs in the evaporator so

that's our air conditioning system

inverter assembly and then we also to

charge the 12-volt battery system the

auxilary battery here which is behind

the notes in the right rear of the car

we have to have a DC to DC converter

assembly to take our 201 volts DC in and

then run it through this center tap

transformer and a series of diodes

another inverter or another inductor

reactor and then to the 12-volt system

and with the system powered up even

though we say it's 12 volt we get around

14 to 14 and a half even as low as 13

and a half if the 12 volt battery is

pretty low volts for our charging system

voltage constant there is no alternator

on this system this DC to DC converter

is what actually drives or sorry charges

the auxiliary battery on the vehicle

while we're here I've got some personal

protective equipment that I want to show

you we have some high-voltage gloves

these are some old expired ones so I've

poked a hole through them but let me

take those off and show you the rating

and the date on those if we can zoom in

here there we go you can see these are

made by Salisbury they are class zero

that focused focus there we go class

zero gloves which is what they need to

be notice these were tested September of

2007 you're not supposed to let these go

more than six months without either

replacing them or having them

recertified so these gloves are no good

and so I've got them just hanging up to

show a pair of gloves in my classroom

but if you wear these gloves just on

your hand it's not very long at all

before you get really sweaty and so they

also sell at what's called an inner

glove which is basically just a

gardening glove you can get like a Home

Depot that inner glove will allow your

hand to breathe

got an airplane going overhead allow

your your hand to breathe while it's

inside of the high-voltage glove and

then we protect the high-voltage glove

with this leather outer glove and you

should put them on both hands as you're

working on these vehicles now just let's

look at an overall let's review just one

last time overall system operation and

voltages we've got our 200 1.6 volt DC

battery that when it's the engine is on

and the mg one is rotating we make we've

measured as high as two hundred and

sixty years old bolts fed back to this

to charge it but those two wires the

high voltage wires go underneath the car

so once again if you're lifting the car

look out that you don't put your left

host points on the cabling of course

it's in a protective housing you can see

there and I've removed some of it just

to hang it on the wall but unless the

system is turned on and these contactors

are closed which means you have to have

your foot on the brake and hit the power

button at the same time and have the

ready light on on the dash unless all of

that happens there is no power on these

cables these are DC cables that go from

the back of the car all the way up

underneath the hood and those two cables

connect to the inverter converter

assembly right here underneath the hood

there's no power on those if the if the

system if the key is off but don't make

an assumption make sure that before you

disconnect or take any make well before

you disconnect anything or replace

anything grab a multimeter or high

voltage class three 1000 volt rated

meter and make sure that there's no

voltage before you put a wrench on

something or or touch something but you

should be wearing your personal

protective equipment so that's our DC

cabling that goes all the way from the

battery to

ooh the inverter converter assembly

underneath the hood and then we have

short three-phase cabling that goes from

the inverter converter assembly to our

motors the mg 2 and the mg 1 those won't

have any AC power on them unless the

vehicle is moving which you should never

tell one of these because we've got a

spinning magnet or set of magnets inside

of a coil of wire which will create

through induction of power and it's got

to have somewhere to go and you can

damage the inverter converter assembly

because it has nowhere to go but those

cables won't have any power on it unless

the vehicle is moving or if the engine

is running mg one right here will be can

be spinning and acting as a generator

and probably will be spending if the

engines running to have a AC voltage

that's converted to DC and sent back to

our high voltage battery for charging

and then it's a high voltage battery

through the DC to DC converter that

steps it down and charges the auxilary

battery the the 12-volt battery in the

back of the car so on this system if you

need to disable it quickly for whatever

reason just disconnect the negative and

a battery cable if you can get to it

make sure the power is off turn the

power or hit the power button to shut

the system off as long as the power is

off there should be no power or as long

as the power button is often the ready

light is off there should be no power on

any of those orange cables nothing

everything should have zero volts on

them but if in an accident you need to

disable the system since the 12-volt

battery is in the trunk area that you

can't get to very easily we rely on

these contactors to go open to make the

system be disabled but if you can get

the trunk area open you can get to the

battery to disconnect it

or you can get to that service plug plug

grip and disconnect it as I showed you

to disable the system but you don't need

to be really afraid to work on one of

these don't panic don't think that just

because you touch an orange cable that

you're going to die that's simply not

the case but don't make assumptions that

there's no power there either although

probably in most cases as I said if the

ready light is off the engine is off the

keys are gone and you're not towing the

vehicle there would be no power there

anyway so this has been a demonstration

of the hybrid system of a 2004 through

2009 Toyota Prius this is the second

generation system the first generation

system is very similar and the third

generation system is very similar but

the third generation system I've got

some photos over here

third generation system the power

inverter module is a much smaller module

the second generation one is on the left

third generation ones on the right and

then these electric motor mg 1 and mg 2

assemblies the ones on the left are the

second generation Prius the ones on the

right are the third generation Prius and

these photographs are off of Toyotas

press website that are freely

distributed distributable and then also

the the second generation on the left

third generation on the right the in the

electric motor pack assembly in the

transaxle the third generation transaxle

has an additional planetary gearset

for reduction for the mg 2 motor which

allows the motor to be smaller spin

faster and have higher torque and higher

output and as you can see in this

picture here the second generation mg 2

is huge really wide and the third

generation is much narrower we also got

rid of the chain

Drive in the second generation and went

right to a gear drive in the third

generation and this is a transaxle

housing split apart where the motor

assemblies of come out of so this has

been a demonstration of the operation of

the high-voltage hybrid systems of a

Toyota Prius 2004 through 2009