2001 TOYOTA PRIUS battery

2001 PRIUS (EWD414U)
M
1
234
20 PRIUS
2ACC
IG1
ST1 AM1 4
1
120A MAIN
1A
1D2H 1
5A AM1
2 1
3 52B 3 2D 6
IDCowl si de
panel LH 2K 8
AW±B W± B
B±Y W± GW
WB±G
W±G
J11
JUNCTI ON
CONNECTOR I15
IGNITION SW
100 A DC/ DCBATTERYF18
FUSI BLE L I NK
BLOCK NO. 2F10 F11,
FUSI BLE LI NK
BL OCK NO. 1ABF13, DIG1
RELA Y
5A ECU± I G 10A GAUGE
2I 22A5
B 1
W
50A
EMPS
2 1
5 3 333
333
7IA2 1IM1
2D 1C 5D 9D3D 1D DA
EB
1A 4A 2A 3A
21342 1
M
1B 2B
IGCowl si de
panel RH 2C
AA AB AB4D 10D
IO15
B W (
Shielded)
(
Shielded)
B
G
R
W
W±B GRB B±YY B±YW± LP± B GR± G
W±B
GR
W± B W± B
W±B B
B±YD 1
DC MOTOR To Data Link Connec tor 3
<2±5><2±6>
R±G
B± R2 1
EMPS
RE LAY
B±Y
W
E 3 E 4,
EMPS ECUABE 5, C E 6, D
J14 J15,
JUNCTI ON
CONNE CTORAB
AA
J17
JUNCTI ON
CONNECTOR
J18 J19,
JUNCTI ON
CONNECTORAB
PGND TRQV TRQ1 TRQ2 TRQG WRR WRLRLY PIG I G M1 M2 SIL TC TS
VCC VT1 VT2 GND
S 1
STEERI NG SHAFT
TORQUE S ENS OR
EMPS Power Source
(
Shielded)From Brak e ECU
< 19±12>
7. 5A ECU±B
2G 6
WL 7D
Y
3IP1
L11 22
C10
COMBINATION METER
L L
2A 7
2B 6
IHRight kick
panelBR
L14
L

2001 PRIUS (EWD414U)
M OVERALL ELECTRICAL WIRING DIAGRAM
1
234
21 PRIUS
2ACC
IG1
ST1
IG2
ST2 AM1
7AM2
1
120A MAIN
1B 1C
1D2H 1
5A AM1
2B 3
ID Co wl s id e
panel LH2K 8
1B 215A
AM2 1J 92C 2
2G 1
A
W±B W± B W± GW
W±R B
WB±G
W±R W± G
I15
IGNITION SW
100 A DC/ DCBATTERYF18
FUSI BLE L I NK
BLOCK NO. 2F11 F12,
FUSIBLE LINK
BL OCK NO. 1BCF13, DSI L TC 5B 12B 19B 6B12C9C7C10C
12
SPI RAL
CA BLE
21
2 1 14 B 13 B 10 B 11 B 9 B 20 B
21 15 B 26 B
B± W
IG2
Y±R
Y
Y± B
A17 A1 8,
AI RBAG SENSOR ASSEMBLYAB
Y± G B± W BR±WW±RBR
F 2
FRONT AIRBAG
S ENSOR RH A21
AI RBAG SQUI B
(
Steering Wheel
Pad)A20
AI RBAG SQUI B
(
Front Passenger
Airbag As sembly)
F 1
FRONT AI RBAG
SENSOR LH±SL +SL ±SR +SR P± P+ D± D+
GR
LG
L±Y
PESR SSR± SSR+ VUPR ACC
3IL1 4IL1 1IL1 2IL1
BR±WW±RBR
GR W P±B
A19 , C
B±O
To Data Link Connector 3
<2±5><2±6>
2 1 6A 5AY±R Y± GS 6
SIDE AIRBAG
SQUIB LHSFL± SFL+
C 2C 1
21
Y± GY±RS 7
S I DE AI RBA G
SQUIB RHSFR+ SFR± 2E 3
C 5C 6
21
Y± BYP15
PRETENSIONER
RHPR± PR+
W± BPL+ PL±
P14
PRETENSIONER
LH
Y
Y± BA
1 21 2A4 3 2 1 123
7A 10A 12A 9A4
GR± L
LG±B
L±W
P±LESL SSL± SSL+ VUPR 3B
LA
B±Y2E 12A 9 2B 4
B±YL
W P± B
2B 5
2E 2B± W
10A ACC
2D 2
2 1
3 5 2C 8
10 A SRS ACC
2E 4
GR± R
P±L
6
B± W
3
P±L
ACC RELAY
S 4
SI DE AI RBAG SENSOR L HS 5
S I DE A I RBA G SE NSOR RH
SRS Power Source
C
B C
A5
B14
A
16 A
LBE+8To Buckle SW LH
< 9±3>
RBE+23 B
LGSW2To Hy brid Vehicle
Con t r ol ECU< 1 ±20 >
11
From Buckle SW RH
<9±3>
G±O
AC
G±O
GR± R BB
GR ±R
J26
JUNCTI ON
CONNECTOR
C10 C1 1,
SRS WARNI NG LI GHT
[COMB. METER]AB J27 J28,
JUNCTION
CONNECTORAB* 1 : w/ Side Air bags
(
*1) (
*1) (
*1) (
*1) (
*1) (
*1) (
*1) (
*1)
(
*1) (
*1) (
*1) (
*1)
28 B
E2
J11
JUNCTI ON
CONNECTOR
Right kick
panel
W±BIHB 27E1W±B
2A 7
2B 6 LLBR

2001 PRIUS (EWD414U)
M
1
234
22 PRIUS
Power Source
1120A MAIN
100A DC/DC
IE Cowl side
panel LHA 1D 1B
B± G
J 1
JUNCTI ON
CONNE CTOR F18
FUSI BL E LI NK
BL OCK NO. 2
BATTERYF1 1 F13,
FUSI BL E LI NK
BL OCK NO. 1BDRadiator Fan and Condenser Fan
5
3 1
2
5A AM1
2B 3 2D 6
2K 8
B±Y W±GIG1 RELAY
12H 2G7
B5A E CU± I G
40A DEF
W
24
2M 4
32
51
ID Cowl side
panel LHA
J11
JUNCTI ON
CONNE CTOR30A
RDI
2 1
3 5
5 3
2 1
4
2 1
3 5
1J 5 1K 71J10 1A 11 1K 31K 21K51J12
1 2
M6IE1
7IE1
2 1
M
3 21J 4
EA
AB
11 IE1
1 2 W±B
W±B
W± B
To Engine Contr ol
Module< 2±13>A 3
A/ C SI NGLE
PRESSURE SW
W 4
WATER TEMP. SW To A/C Amplifier
< 24±7>
N 4
NOI S E FI LTE R
(
Rear Window Def ogger)J 7
JUNCTI ON
CONNECTOR
JUNCTION
CONNECTORB A J27 J28,
A 1
A/ C CONDENS ER FAN
MOTOR
DEF
RELAYFAN NO. 2
REL AYFA N NO. 3
RELAY
AA 13
AA
V±Y V±Y V±Y V±Y
W±B
W±B W±B
L±W W± BLGL±W R± W
W± G G± W
B±Y
W
WB
1 I15
IGNITION SW15 A
W±G
2
11GR ±R GR3 MPX± MPX+
FAN NO. 1
RELA Y
GR±R
W±B W±B R 1
RADI A TOR FA N
MOTO R 30A
CDS FAN
Rear W indow Defogger
1B 3
ACC
IG1
ST1 AM1
DFG
BODY ECUA B 8
10A GAUGE
REA R WI N DOW DEFOGGE R R± W
W
2 11
2
C1 1
COMB I NATI ON
METEREA
V± Y
To A/C Amplifier
< 24±6>
MPX+
PSG
SW
RDEF
REAR WI NDOW
DEFOGGER SW A 7
A/ C AMPL I FI ER
MPX +B±Y

2001 PRIUS (EWD414U)
M OVERALL ELECTRICAL WIRING DIAGRAM
1
234
23 PRIUS(
Cont. next page)
5
3 1
2
5A AM1
A12H
D 1 C 1B1
120A MAIN1I15
IGNITION SW100 A DC/ DC
4 AM1
ST1IG1 ACC
2
2B 3 2D 6
IDCowl si de
panel LH 2K 8 1B 2
W±B W±B
B±Y W± GW
B WB±GJ11
JUNCTI ON
CONNECTOR BATTERYF18
FUSI BLE L I NK
BLOCK NO. 2IG1
RELA Y
F11 F12,
FUSI BLE LI NK
BL OCK NO. 1BCF13, D
10A GAUGE
2A 5
W±G
15A DOME
1J 722 A 21 A 13 A 20 A 12 A
14A 2A3A1A 7B6B1B9A 11ABUZZER2B 3B
D OORHEAD
Combination M eter Power Source
2A 4
2B 7
2G 2
2A 6 G
A
G
A G
B
G
B
2A 7
2B 6
IHRight kick
panel51
See Illumination
System< 8±4>
LL±YSee Back±Up
Light System< 6±3> See ABS System
< 19±4> See EMPS Syst em
< 20±4>
15 A
2J 62J82J916 A 9B
7. 5A ECU±B
2C 5
BR L L L L
R± GL V± W LL
L
L
L Y Y± B BR±R GR±B GR ±B
From
Navigation
ECU< 1 4±5 >
R± G R± G
GR GR± L
GR V±W
V±W
V± W
J27 J28,
JUNCTION
CONNECTORAB Fr om Engine
Control
Module< 2±13>From Hybr id
Vehicle Control
ECU< 1±19> F
F
J27
J UNCTI ON
CONNE CTOR BODY ECUB A B 8 B 9, F16
FUEL SENDER
E10
E NGI NE CONT ROL
MODUL E
G 1
GATEWAY ECUA 7
A/ C AMPL I FI ER
13 14 11
4 4
11MPX + MPD1 MP X2 MPX 1 MPD2
MPX ±
C10 C11,
COMBINATION METERAB 4IP15IP1L±WL±Y
48516
3
H 8
OD O/ TRI P SW
[ HA ZARD WARNI NG SW] VFD
TC ODO EA G
From Mul ti
Di spl ay
< 14±7> V± W
MP X+ MP X± B
FU± FU+ FUA
19 11 20
BR±R
Y± B
Y
L±Y
L±R
FUEL SENDER SENSOR

2001 PRIUS (EWD414U)
M OVERALL ELECTRICAL WIRING DIAGRAM
1
234
24 PRIUS(
Cont. next page)
2ACC
IG1
ST1 AM1 4
1
120A MAIN
1B 1A
1D2H 1
30A HTR2
2 1
3 52B 3 2D 6
IDCowl side
panel LH 2K 8
33
A
W±GW
B
B± G
W± G
J11
JUNCTI ON
CONNECTOR
100A DC/DCBATTERYF18
FUSI BLE L I NK
BLOCK NO. 2F10 F11,
FUSIBLE LINK
BL OCK NO. 1ABF13, DIG1
RE LAY
1B 32 1
3 5
4
2 1
3 5
1K 81J13 1A51F31K3 1F 410A
HTR2C 5
2D 3 82G
10A GAUGE 7. 5A ECU±B
W 50A HTR
B±Y
30A HTR1
3
50A HTR3
3
WA
B
C
AA AA
AB
2 1
M
A
IECowl si de
panel LH
W±B
J 1
JUNCTI ON
CONNECTOR3A 11B 3B
21 IE1 15 IE1 20 IE1
3
2 1
5 3 3
3 3
1 2
M1A
CA CA
AB
13 IE110 B
8IE1E
7A
AB
AAD
8A
F
Air Conditioning
123
AA4
B
BF 2
222
11
5A AM1
4
A1BFB± R
G±W
G
R±L
L±O
B±L
W± BL
L±RW±B R
L±YLG±R
V R
G
G± W
B± RB±W B± RB±RV
B± R L±OB±L LG±RR W± B W± BW± B W± B R R
R LG±RV L±YR L±R
R± G R± GL±Y L±R
RA 7 A 8,
A/ C AMPLI FI ERAB
11
R± L
HTR
RELA YCLR MG
RELAY
J 2 J 3,
JUNCTI ON
CONNECTORAB
B 6
BL OWER
MOT OR
B 7
BLOWER MOTOR
L I NEA R CONTROL LER
AJ 7
JUNCTION
CONNECTORMGC BL W PS W I G WP+B
A 3
A / C DUAL
PRESSURE SW J 6
JUNCTI ON
CONNECTOR
W 2
WATER PUMP
MOTOR (
A/C)
R
J22 J23,
JUNCTI ON
CONNECTORABJ27
JUNCTI ON
CONNECTOR
C , A 9
W± B W± BGND
JUNCT I ON CONNECTORB A J24 J25,
W±B R
2D 8W± B
A/ C W/ P
REL AY
A
AJ 6
JUNCTION
CONNECTOR
V I15
IGNITION
SW
Power Source
GND VM +B SI

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