Section 5

Chassis
Overview Toyota hybrid vehicles use a number of specialized chassis systems
including:

• A shift−by−wire system with electronic transmission control.

• A regenerative braking system that recovers much of the energy

normally lost to heat and friction during braking.

• An Electric Power Steering (EPS) system that improves fuel

economy because it only consumes energy when it is in use.

Shift Control The ’01−’03 Prius uses a shift−by−wire system. The shift position sensor
(’01-’03 Prius) is connected to a column−mounted shift lever and outputs two voltage
signals: a main signal and a sub signal. Both contain information about
shift position. The HV ECU determines shift position when both
signals match.

Shift Control The ’04 & later Prius uses a different shift−by−wire system. It uses two
(’04 & later Prius) sensors to monitor shift lever movement: a Select Sensor that detects
the lateral movement and a Shift Sensor that detects the longitudinal
movement. The combination of these signals is used to determine shift
position. When shift selection is complete, the reactive force of a spring
returns the lever to its home position.

Shift Control
(’01-’03 Prius)

Figure 5.1 T071f501c

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Shift Lock
(’01-’03 Prius)

Figure 5.2 T071f502c

Shift Assembly
(’04 & later Prius)

Figure 5.3 T072f107c

Shift Control The ’04 & later Prius uses an electronic Shift Control Actuator to
Actuator engage the parking pawl. When the Shift Control Actuator receives a
(’04 & later Prius) lock signal from the transmission ECU it rotates, which moves the
parking lock rod and forces the parking lock pawl to engage the
parking gear. The Shift Control Actuator detects its own position when
the battery is reconnected, so it does not require initialization.

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Shift Control
Actuator
(’04 & later Prius)

Figure 5.4 T072f406c

If there is a malfunction in the shift control actuator, the vehicle will

SERVICE TIP
not go into park. The Master Warning Light will illuminate, the shift
position indicators on the dash will flash, and the Park button light
will flash.

In this case, the vehicle cannot be turned OFF unless the parking
brake is applied. Then the vehicle can be turned OFF but cannot be
turned back ON again.

Cycloid Reduction The Shift Control Actuator includes a cycloid gear reduction
Mechanism mechanism that increases the actuator’s torque, ensuring that the
(’04 & later Prius) parking lock will release when the vehicle is parked on a slope.

This mechanism consists of an eccentric plate mounted on the motor’s

output shaft, a 61−tooth fixed gear that is secured to the motor housing
and a 60−tooth driven gear. As the output shaft rotates, the eccentric
plate presses the driven gear against the fixed gear. The driven gear,
which has one tooth less than the fixed gear, rotates one tooth for every
complete rotation of the eccentric plate. The result is a gear reduction
ratio of 61:1, along with an equivalent increase in torque.

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Cycloid Reduction
Mechanism
1. Eccentric shaft rotates
with motor shaft, pressing
driven gear against
fixed gear.

2. Driven gear rotates one

tooth for every full rotation
of the motor shaft.

3. Reduction Ratio: 61:1.

Figure 5.5 T071f505c

The Diagnostic Tester cannot turn off the shift control system. To
SERVICE TIP
power down the system remove the 30−amp main fuse located on the
left side of the fuse box on the driver’s side of the engine compartment.
This may be necessary if the vehicle needs to be pushed out of the shop.

Fuse Location
Removing the 30A PCON
MTR fuse disables the shift
control system.

Figure 5.6 T071f506c

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Brake System The hybrid vehicle brake system includes both hydraulic brakes and a
unique regenerative braking system that uses the vehicle’s momentum
to recharge the HV battery. As soon as the accelerator pedal is
released, the HV ECU initiates regenerative braking. MG2 is turned by
the wheels and used as a generator to recharge the HV battery. During
this phase of braking, the hydraulic brakes are not used. When more
rapid deceleration is required, the hydraulic brakes are activated to
provide additional stopping power.

To increase energy efficiency the system uses the regenerative brakes

whenever possible. Selecting B" on the shift lever will maximize
regenerative efficiency and is useful for controlling speeds downhill.
In ‘B’ mode, about 30% of the energy is recovered.

If either the regenerative or hydraulic braking system fails, the

remaining system will still work. However, the brake pedal will be
harder to press and the stopping distance will be longer. In this
situation, the brake system warning light will illuminate.

The battery will accept charge up to an instantaneous rate of 20 to 21

NOTE
KWH. Much of the energy from light braking at high speeds and
harder braking at lower speeds can be recovered. Excess energy over
the charging limits is wasted as heat in the brakes. At this time there
is no way for the driver to know the limit of regenerative energy
recovery.

Brake System
Components
(’01-‘03 Prius)

Figure 5.7 T071f507c

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Brake System Diagram

(’01-‘03 Prius)

Figure 5.8 T071f508c

Hydraulic Brake The ’01−’03 Prius applies hydraulic pressure from the master cylinder
Booster directly to the front brakes. For the rear brakes, it uses a hydraulic
(’01-’03 Prius) brake booster to increase brake force. Within the hydraulic brake
booster, a pump draws brake fluid from the reservoir tank and forces it
into the accumulator under high pressure. The accumulator stores the
high−pressure fluid until it is needed.

To make sure system pressure stays at the right level, two pressure
switches monitor hydraulic pressure coming from the accumulator:

• Pressure Switch PH − controls pump activation.

• Pressure Switch PL – generates a warning when system pressure is

too low.

If one of the pressure switches malfunctions it can cause the pump to

operate continuously, creating excessive pressure in the system. If that
happens, a relief valve shunts brake fluid to the reservoir tank to
relieve the excess pressure.

If the brake booster fails, the Brake System Warning Light and Buzzer
will illuminate. Pressing the brake pedal repeatedly may turn ON the
Brake System Warning Light and Buzzer briefly. If the brake booster is
operating normally, the light and buzzer will turn OFF after a few
seconds after start up.

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Brake Actuator In the ’04 & later Prius, the conventional brake booster has been
(’04 & later Prius) replaced by a hydraulic power source that is controlled by the Skid
Control ECU.

The hydraulic power source uses many of the same components used
on the previous system, including a pump, pump motor, accumulator,
relief valve, 2 motor relays, and an accumulator pressure sensor. To
improve the system, the accumulator has been made more gas−tight,
and a plunger−type pump has been adopted.

The control portion of the brake actuator includes:

• 2 master cylinder solenoid valves

• 4 pressure appliance valves

• 4 pressure reduction valves

• 2 master cylinder pressure sensors

• 4 wheel cylinder pressure sensors

Brake ECU In the ’01−’03 Prius, the Brake ECU controls the following brake
(’01-’03 Prius) functions:
• Conventional brake control

• ABS with EBD control

• Regenerative brake cooperative control

The Brake ECU exchanges sensor information with the HV ECU.

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Brake Control
Components
(’01-‘03 Prius)

Figure 5.9 T071f509c

Skid Control ECU In the ’04 & later Prius, brake control processing is moved to the Skid
(’04 & later Prius) Control ECU, which handles:
• Conventional brake control

• ABS with EBD control

• Brake Assist

• Enhanced VSC

• Regenerative brake cooperative control

The Skid Control ECU exchanges sensor information EPS ECU and
the HV ECU.

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Brake Control
Components
(’04 & later Prius)

Figure 5.10 T071f510c

Brake Pedal The ’04 & later Prius uses an Electronically Controlled Brake (ECB)
Stroke Sensor system. To determine the amount of brake force requested, the Brake
(’04 & later Prius) Pedal Stroke Sensor uses a variable resistor to detect the amount of
brake pedal movement, and then transmits that information to the
Skid Control ECU.

When installing a Brake Pedal Stroke Sensor:

SERVICE TIP
• Initially, the sensor lever is locked into the 0" stroke position by a
small pin. Do not detach the pin until the installation has been
completed.

• Install the sensor.

• Then, firmly press the brake pedal once to break off the pin.

• Make sure the broken pin does not remain in the sensor lever.

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Brake Pedal
Stroke Sensor

Figure 5.11 T071f511c

Stroke Simulator During regenerative braking fluid flow to the front calipers is limited.
To retain a normal pedal stroke during regenerative braking, the
Stroke Simulator consumes some of the fluid flow from the master
cylinder so that the pedal can move normally.

The stroke simulator is located between the master cylinder and the
brake actuator. It uses two coil springs with different spring constants
to provide pedal stroke characteristics in two stages.

Stroke Simulator

Figure 5.12 T072f112c

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Power Source In the ’04 & later Prius a Power Source Backup Unit has been added so
Backup Unit that the ECB will function long enough to stop the vehicle even if the
(’04 & later Prius) 12V battery is compromised. The unit contains 28 capacitor cells that
store an electrical charge provided by the vehicle’s 12V power supply.
The capacitor cells discharge when the power switch is turned OFF.

If the Power Source Backup Unit is removed, it must first be checked

for residual voltage.

Power Source
Backup Unit

Figure 5.13 T072f605c

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Regenerative Brake Regenerative brake cooperative control balances the brake force of the
Cooperative Control regenerative and hydraulic brakes to minimize the amount of kinetic
energy lost to heat and friction. It recovers the energy by converting it
into electrical energy.

On the ’04 & later Prius, the increased power output of MG2 provides
increased regenerative brake force. In addition, the distribution of the
brake force has been improved through the adoption of the ECB
system, effectively increasing the range of the regenerative brake.
These attributes enhance the system’s ability to recover electrical
energy which contributes to fuel economy.

Regenerative
Brake System
To convert kinetic energy to
electrical energy, the system
uses MG2 as a generator.
The drive axle and MG2 are
joined mechanically. When
the drive wheels rotate MG2,
it tends to resist the rotation
of the wheels, providing both
electrical energy and the
brake force needed to slow
the vehicle. The greater the
amperage (battery charging
amperage), the greater
the resistance.

Figure 5.14 T072f047c

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Electronic Brake In the ’04 & later Prius, brake force distribution (which was performed
Distribution (EBD) mechanically in the past) is now performed under electrical control of
Control the skid control ECU. The skid control ECU precisely controls the
(’04 & later Prius) braking force in accordance with the vehicle’s driving conditions.

Brake Force Generally, when the brakes are applied the vehicle’s weight shifts
Distribution - forward, reducing the load on the rear wheels. When the Skid Control
Front/Rear ECU senses this condition (based on speed sensor output) it signals the
(’04 & later Prius) brake actuator to regulate rear brake force so that the vehicle will
remain under control during the stop. The amount of brake force
applied to the rear wheels varies based the amount of deceleration.
The amount of brake force that is applied to the rear wheels also varies
based on whether or not the vehicle is carrying a load.

Front/Rear Brake
Force Disk

Figure 5.15 T072f511c

Brake Force When the brakes are applied while the vehicle is cornering, the load
Distribution - applied to the inner wheel decreases while the load applied to the outer
Left/Right wheel increases. When the Skid Control ECU senses this condition
(’04 & later Prius) (based on speed sensor output) it signals the brake actuator to regulate
brake force between the left and right wheels to prevent a skid.

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Brake Assist System In emergencies, drivers often panic and do not apply sufficient pressure
(’04 & later Prius) to the brake pedal. So on the ’04 & later Prius, the Brake Assist system
interprets a quick push of the brake pedal as emergency braking and
supplements braking power accordingly.

To determine the need for an emergency stop, the Skid Control ECU
looks at the speed and the amount of brake pedal application based on
signals from the master cylinder pressure sensors and the brake pedal
stroke sensor. If the Skid Control ECU determines that the driver is
attempting an emergency stop it signals the brake actuator to increase
hydraulic pressure.

A key feature of the Brake Assist system is that the timing and the
degree of braking assistance are designed to ensure that the driver
does not discern anything unusual about the braking operation. As
soon as the driver eases up on the brake pedal, the system reduces the
amount of assistance it provides.

Brake Assist

Figure 5.16 T072f512c

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Enhanced VSC The Enhanced VSC system available on the ’04 & later Prius helps
System maintain stability when the vehicle’s tires exceed their lateral grip.
(’04 & later Prius) The system helps control the vehicle by adjusting the motive force and
the brakes at each wheel when:

• The front wheels lose traction but the rear wheels don’t.
(front wheel skid tendency known as ‘understeer’)

• The rear wheels lose traction but the front wheels don’t.
(rear wheel skid tendency, or ‘oversteer’)

When the Skid Control ECU determines that the vehicle is in

understeer or oversteer, it decreases engine output and applies the
brakes to the appropriate wheels individually to control the vehicle.

• When the skid control ECU senses understeer, it brakes the front
and rear inside wheel. This slows the vehicle, shifts the load to the
outside front wheel and limits front wheel skid.

• When the skid control ECU senses oversteer, it brakes the front
and rear outside wheel. This restrains the skid and moves the
vehicle back toward its intended path.

Cooperative Control Enhanced VSC provides the appropriate amount of steering assist
with EPS based on driving conditions by coordinating EPS and VSC control.
(’04 & later Prius)

Cooperative Control
with EPS

Figure 5.17 T072f111c

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Electric Power A 12V motor powers the EPS system so that steering feel is not
Steering affected when the engine shuts off. The EPS ECU uses torque sensor
output along with information from the Skid Control ECU about
vehicle speed and torque assist demand to determine the direction and
force of the power assist. It then actuates the DC motor accordingly.

EPS Parts Location

Figure 5.18 T072f114c

EPS ECU The EPS ECU uses signals from the torque sensor to interpret the
diver’s steering intentions. It combines this information with data from
other sensors regarding current vehicle conditions to determine the
amount of steering assist that will be required. It can then control the
current to the DC motor that provides steering assist current to the DC
motor that provides steering assist.

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EPS Steering System

Figure 5.19 T072f049c

Power Steering When the steering wheel is turned, torque is transmitted to the pinion
System causing the input shaft to rotate. The torsion bar that links the input
shaft and the pinion twists until the torque and the reaction force
equalize. The torque sensor detects the twist of the torsion bar and
generates an electrical signal that is proportional to the amount of
torque applied to the torsion bar. The EPS ECU uses that signal to
calculate the amount of power assist the DC motor should provide.

The ’01−‘03 Prius torque sensor is a surface−contact resistor and the ’04
& later Prius uses an induction−type torque sensor.

DC Motor The DC motor uses a worm gear to transmit the motor’s torque to the
column shaft.

Torque Sensor
(‘01-‘03 Prius)

Figure 5.20 T071f520p

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Torque Sensor
(’04 & later Prius)

Detection Ring 1 and 2 are

mounted on the input shaft
and Detection Ring 3 is
mounted on the output shaft.
When torque is applied to the
torsion bar the detection rings
move in relationship to each
other. The detection coil
senses a change in
inductance that is
proportional to the amount
of torque applied.

Figure 5.21 T072f049c

Reduction For ’01 to ’03, the reduction mechanism transmits power assist from
Mechanism the motor to the pinion shaft. The reduction mechanism consists of a
(’01-‘03 Prius) pinion gear integrated with the motor shaft and a ring gear that is
secured to the pinion shaft.

Reduction For ’04 & later, the reduction mechanism transmits power assist from
Mechanism the motor to the column shaft. The reduction mechanism consists of a
(’04 & later Prius) worm gear integrated with the motor shaft and wheel gear that is
connected to the column shaft.

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Fail Safe If the EPS ECU detects a malfunction in the EPS system, a warning
light illuminates to alert the driver. The EPS ECU will store the
DTC(s) and the system will power down, however the system still
provides the ability to steer manually.

DC Motor

Figure 5.22 T071f522p

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