M15 Service and Maintain HEV

Automotive Electromechanical Diagnosis Level IV
Based on November 2016 Version OS
Module Title: Servicing and Maintaining Electrical

Components in Hybrid Electric Vehicles
LG Code: EIS AED4 M15 LO (1-3) LG (60-62)
TTLM Code: EIS AED4 TTLM 0221 V1
February 2021
Adama, Ethiopia
Table of Contents Page
LO #1- Prepare for service operations ..................................................... 3

Information Sheet 1: Understanding Principles of AC and DC electricity ................... 4
Generating DC................................................................................................ 10
Self-Check -1: ................................................................................................. 11
Information Sheet 2: Electrical/electronic components of HEVs and their functions . 12
Self-Check -2: ................................................................................................. 29
Information Sheet 3: Workplace Health and Safety (WHS) requirements ................ 30
Self-Check-3: .................................................................................................. 40
Information Sheet 4: Tools and testing equipment ................................................... 41
Self-Check -4: ................................................................................................. 47
Information Sheet 5: Establishing requirement for inspection and service of HEV ... 48
Self-Check-5: .................................................................................................. 58
Operation Sheet 1: Inspection and replacement of motor controller  ....................... 59
Operation Sheet 2: Routine Service Procedures ...................................................... 61
LAP Test: ........................................................................................................ 62
LO #2- Check Associated Electrical Components ................................ 63

Information Sheet 1: Following Inspection service of HEV components ................... 64
Self-Check-1: .................................................................................................. 79
Operation Sheet 1: Checking condition and operation of associated electrical
components .............................................................................................................. 80
LAP Test: ........................................................................................................ 82
LO#3. Complete Service Operations...................................................... 83

Information Sheet 1: Completing Job card or repair order ........................................ 84
Operation Sheet-1: Interpretation on Job Order Sheet ............................................. 88
Self-Check-1: .................................................................................................. 89
Information Sheet 2: Preparing Report ..................................................................... 90
Operation Sheet 2: Preparing Report ....................................................................... 92
Self-Check-2: .................................................................................................. 94
Reference................................................................................................ 95
ii
LG #60 LO #1- Prepare for service operations
Instruction sheet
This learning guide is developed to provide you the necessary information regarding the
following content coverage and topics:
 Understanding Principles of AC and DC electricity
 Electrical/electronic components of HEVs and their functions
 Workplace Health and Safety (WHS) requirements
 Tools and testing equipment
 Establishing requirement for inspection and service of HEV
This guide will also assist you to attain the learning outcomes stated in the cover page.
Specifically, upon completion of this learning guide, you will be able to:
 Understand principles of AC and DC electricity
 Understand Electrical/electronic components of HEVs and their functions
 Identify Workplace Health and Safety (WHS) requirements and take other
appropriate precautions
 Select and prepare service method appropriate for the specific circumstances
 Identify tools and testing equipment necessary to conduct the work
 Establish technical and/or calibration requirements for inspection and service of
HEV electrical components
Learning Instructions:
1. Read the specific objectives of this Learning Guide.
2. Follow the instructions described below.
3. Read the information written in the ―Information Sheets‖. Try to understand what are
being discussed. Ask your trainer for assistance if you have hard time understanding
them.
4. Accomplish the ―Self-checks‖ which are placed following all information sheets.
5. Ask from your trainer the key to correction (key answers) or you can request your
trainer to correct your work. (You are to get the key answer only after you finished
answering the Self-checks).
6. If you earned a satisfactory evaluation proceed to ―Operation sheets
7. Perform ―the Learning activity performance test‖ which is placed following ―Operation
sheets‖ ,
8. If your performance is satisfactory proceed to the next learning guide,
9. If your performance is unsatisfactory, see your trainer for further instructions or go
back to ―Operation sheets‖.
Page 3 of 95 Federal TVET Agency TVET program title- Automotive Electromechanical Version -1
Author/Copyright Diagnosis Level IV February 2021
Information Sheet 1: Understanding Principles of AC and DC electricity
1.1. Electricity
Electricity is a form of energy called electrical energy. It is sometimes called an "unseen"
force because the energy itself cannot be seen, heard, touched, or smelled. However,
the effects of electricity can be seen ...a lamp gives off light; a motor turns; a cigarette
lighter gets red hot; a buzzer makes noise.
Electron Theory
Electron theory helps to explain electricity. The basic building block for matter, anything
that has mass and occupies space, is the atom. All matter -solid, liquid, or gas - is made
up of molecules, or atoms joined together. These atoms are the smallest particles into
which an element or substance can be divided without losing its properties. There are
only about 100 different atoms that make up everything in our world. The features that
make one atom different from another also determine its electrical properties.
Atomic Structure
An atom is like a tiny solar system. The center is called the nucleus, made up of tiny
particles called protons and neutrons. The nucleus is surrounded by clouds of other tiny
particles called electrons. The electrons rotate about the nucleus in fixed paths called
shells or rings.
Hydrogen has the simplest atom with one proton in the nucleus and one electron
rotating around it. Copper is more complex with 29 electrons in four different rings
rotating around a nucleus that has 29 protons and 29 neutrons. Other elements have
different atomic structures.
Figure 1: Atomic Structure and Electrical Charge
Terms of Electricity
Electricity cannot be weighed on a scale or measured into a container. But, certain
electrical "actions" can be measured. These actions or "terms" are used to describe
electricity; voltage, current, resistance, and power.
 Voltage is electrical pressure.

 Current is electrical flow.
 Resistance opposes current flow.
 Power is the amount of work performed. It depends on the amount of pressure
and the volume of flow.
1.2. Factors Affecting Resistance
Five factors determine the resistance of conductors. These factors are length of the
conductor, diameter, temperature, physical condition and conductor material. The
filament of a lamp, the windings of a motor or coil, and the bimetal elements in sensors
are conductors. So, these factors apply to circuit wiring as well as working devices or
loads.
Length
Electrons in motion are constantly colliding as voltage pushes them through a
conductor. If two wires are the same material and diameter, the longer wire will have
more resistance than the shorter wire. Wire resistance is often listed in ohms per foot
(e.g.,spark plug cables at 5Ω per foot). Length must be considered when replacing
wires.
Diameter
Large conductors allow more current flow with less voltage. If two wires are the same
material and length, the thinner wire will have more resistance than the thicker wire.
Wire resistance tables list ohms per foot for wires of various thicknesses (e.g., size or
gauge ... 1, 2, 3 are thicker with less resistance and more current capacity; 18, 20, 22
are thinner with more resistance and less current capacity).
Replacement wires and splices must be the proper size for the circuit current.
Temperature
In most conductors, resistance increases as the wire temperature increases. Electrons
move faster, but not necessarily in the right direction. Most insulators have less
resistance at higher temperatures. Semiconductor devices called thermistors have
negative temperature coefficients (NTC) resistance decreases as temperature
increases. Toyota's EFI coolant temperature sensor has an NTC thermistor. Other
devices use PTC thermistors.
Physical Condition
Partially cut or nicked wire will act like smaller wire with high resistance in the damaged
area. A kink in the wire, poor splices, and loose or corroded connections also increase
resistance. Take care not to damage wires during testing or stripping insulation.
Material
Materials with many free electrons are good conductors with low resistance to current
flow. Materials with many bound electrons are poor conductors (insulators) with high
resistance to current flow. Copper, aluminum, gold, and silver have low resistance;
rubber, glass, paper, ceramics, plastics, and air have high resistance.
Figure 2: Factors of Affecting Resistance

1.3. Types Of Electricity
There are two types of electricity: static and dynamic. Dynamic electricity can be either
Direct Current (DC) or Alternating Current (AC).
Static Electricity
When two non conductors - such as a silk cloth and glass rod - are rubbed together,
some electrons are freed. Both materials become electrically charged. One is lacking
electrons and is positively charged. The other has extra electrons and is negatively
charged. These charges remain on the surface of the material and do not move unless
the two materials touch or are connected by a conductor. Since there is no electron flow,
this is called static electricity.
Dynamic Electricity
When electrons are freed from their atoms and flow in a material, this is called dynamic
electricity. If the free electrons flow in one direction, the electricity is called direct current
(DC). This is the type of current produced by the vehicle's battery. If the free electrons
change direction from positive to negative and back repeatedly with time, the electricity
is called alternating current (AC). This is the type of current produced by the vehicle's
alternator. It is changed to DC for powering the vehicle's electrical system and for
charging the battery.
Figure 3: Static and Dynamic types of electricity
1.4. Principle of AC and DC Currents
1.4.1. Alternating Current
AC constantly changes in voltage and direction. If a graph is used to represent the
amount of DC voltage available from a battery during a fixed period the line on the graph
will be flat which represents a constant voltage. If AC voltage is shown on a graph it will
appear as a sine wave (Figure 15–9).
Figure 4: The difference between DC and AC. (figure 5.9)
The sine wave shows AC changing in amplitude (strength) and direction. The highest
positive voltage equals the highest negative voltage. The movement of the AC from its
peak at the positive side of the graph to the negative side and then back to the positive
peak is commonly referred to as ―peak-to-peak‖ value. This value represents the amount
of voltage available at a point. During each complete cycle of AC, there are always two
maximum or peak values, one for the positive half-cycle and the other for the negative
half cycle. The difference between the peak positive value and the peak negative value
is used to measure AC voltages (Figure 15–10).
Figure 5: The action and measurement of alternating current(figure 5.10)

AC does not have a constant value; therefore, as it passes through a resistance, nearly
29% less heat is produced when compared to DC. This is one reason that AC is
preferred over DC when powering motors and other electrical devices.
The lack of heat also causes us to look at AC values differently than the same values in
a DC circuit. AC has an effective value of 1 ampere when it produces heat in a given
resistance at the same rate as does 1 ampere of DC. The effective value of an AC is
equal to 0.707 times its maximum or peak current value. Because AC is caused by an
alternating voltage, the ratio of the effective voltage value to the maximum voltage value
is the same as the ratio of the effective current to the maximum current, or 0.707 times
the maximum value. AC voltage measurements are often expressed in terms of root
mean square (RMS) values.
AC voltage and current change constantly and their values must be viewed as average
or effective. When AC is applied to a resistance, as the actual voltage changes in value
and direction, so does the current. In fact, the change of current is in phase with the
change in voltage. An ―in-phase‖ condition exists when the sine waves of voltage and
current are precisely in step with one another. The two sine waves go through their
maximum and minimum points at the same time and in the same direction. In some
circuits, several sine waves can be in phase with each other.
If a circuit has two or more voltage pulses but each has its own sine wave that begins
and ends its cycle at a different time, the waves are ―out of phase.‖ If two sine waves are
180 degrees out of phase, they will cancel each other out if they have the same voltage
and current. If two or more sine waves are out of phase but do not cancel each other,
the effective voltage and current are determined by the position and direction of the sine
wave at a given point within the circuit (Figure 15–11
Figure 6: The sine waves of three-phase AC(figure 5.11)

1.4.2. Direct Current
Direct current is a bit easier to understand than alternating current. Rather than
oscillating back and forth, DC provides a constant voltage or current.
Generating DC
DC can be generated in a number of ways:
 An AC generator equipped with a device called a "commutator" can produce
direct current
 Use of a device called a "rectifier" that converts AC to DC
 Batteries provide DC, which is generated from a chemical reaction inside of the
battery
Using our water analogy again, DC is similar to a tank of water with a hose at the end.
Self-Check -1: Written Test
Directions: Answer all the questions listed below. Use the Answer sheet provided in the next
page:
Information Sheet 2: Electrical/electronic components of HEVs and their functions
2.1. Electric and Hybrid Electric Vehicles(HEV)

2.1.1. Introduction
With the growth in environmental awareness the use of electric and hybrid electric vehicles
(E&HEVs) is increasing. The recovery, repair and maintenance of these vehicles outside the
manufacturers and franchised dealership networks are increasing. This webpage is aimed at
people working with these vehicles in the motor vehicle repair and roadside recovery industries
and also the emergency services.
People in the motor vehicle repair and recovery industry are now more likely to come across
E&HEVs and as a result need to be aware of the additional hazards they may be exposed to when
working with these vehicles. They may also need to develop a wider range of skills and knowledge
and have access to specialist tools and equipment in order to be able to work safely.
Voltages present in E&HEVs are significantly higher (currently up to 650 Volts direct current (DC))
than those used in other vehicles (12/24 Volts dc). In dry conditions, accidental contact with parts
that are live at voltages above 110 Volts dc can be fatal. For E&HEVs dc voltages between 60 and
1500 Volts are referred to as ‗high voltage‘. This terminology is used in this guidance although
high voltage is defined differently in other industry sectors.
Battery systems may contain chemicals that can be harmful if released. They also store significant
amounts of energy that can give rise to explosion if not dealt with correctly. There are substantial
differences in the designs of E&HEVs from different manufacturers. Having information specific to
the manufacturer and the vehicle being worked on is important in identifying what actions are
necessary to work safely.
Battery-electric vehicles provide zero-vehicle-emissions driving (for both carbon dioxide (CO2) and
pollutant emissions), but the ―upstream‖ CO2 can be substantial, for example in countries with
dominant coal power generation. Electric grids must be considerably decarbonized (to 600 grams
(g)/ kWh or less) for EVs to have a CO2 advantage relative to similar sized hybrid internal
combustion engine (ICE) vehicles. Carbon intensities will need to continuously improve in the
future, since hybrids and other ICE vehicles will also become more efficient. EVs also produce no
direct air pollution and reduce noise pollution in cities. Insights for Policy Makers Electric Vehicles |
Technology Brief 3
Electric vehicles create a paradigm shift for both the transport and power sectors, and could
support variable renewable power growth through different charging schemes such as time-
variable ―smart charging‖ and vehicle to grid electricity supply. Such systems can help support a
global doubling of the share of renewable energy by 2030 compared to 2015.
The eventual deployment of charging schemes such as smart charging and V2G can support the
growth of variable renewable energy and can interplay with information communication technology
(ICT) systems to maximize the technical features and minimize the operation costs using demand-
side management tools.
Figure 7: Electric Vehicle at public power charging station (Photo courtesy of ChoosEV.)
2.1.2. Types of Electric-Drive Vehicles

Electric-drive vehicles use electricity as their primary fuel or to improve the efficiency of
conventional vehicle designs. These vehicles can be divided into four types:
1. Battery Electric Vehicle (BEV)
2. Fuel Cell Electric Vehicle (FCEV)
3. Hybrid Electric Vehicle (HEV)
4. Plug-in Hybrid Electric Vehicle (PHEV)
Together, PHEVs and EVs can also be referred to as plug-in electric vehicles (PEVs).
In brief, the system architecture of the four types of electric-drive vehicles above can be seen in
the following figure
Figure 8: System Architecture of the Four Types of Electric-Drive Vehicles
1. Battery Electric Vehicle(BEV)

EVs (also called All-Electric Vehicle (AEV) /battery-electric vehicles or BEVs) do not have ICEs but
are driven solely by one or more electric motors powered by energy stored in batteries.
The batteries are charged by plugging the vehicle in to an electric power source and EVs can also
be charged through regenerative braking. EVs produce no tailpipe emissions.
Figure 9: Architecture and Main Components of BEV
Working Principles of BEV

 Power is converted from the DC battery to AC for the electric motor
 The accelerator pedal sends a signal to the controller which adjusts the vehicle‘s speed by
changing the frequency of the AC power from the inverter to the motor
 The motor connects and turns the wheels through a cog
 When the brakes are pressed or the electric car is decelerating, the motor becomes an
alternator and produces power, which is sent back to the battery
Examples of BEV
Volkswagen e-Golf, Tesla Model 3, BMW i3, Chevy Bolt, Chevy Spark, Nissan LEAF, Ford Focus
Electric, Hyundai Ioniq, Karma Revera, Kia Soul, Mitsubishi i-MiEV, Tesla X, Toyota Rav4.
2. Fuel Cell Electric Vehicle (FCEV)

Fuel Cell Electric Vehicles (FCEVs), also known as fuel cell vehicles (FCVs) or Zero Emission
Vehicle, are types of electric cars that employ ‗fuel cell technology‘ to generate the electricity
required to run the vehicle. In this type of vehicles, the chemical energy of the fuel is converted
directly into electric energy.
Figure 10: Architecture and Main Components of FCEV
Working Principles of FCEV

The working principle of a ‗fuel cell‘ electric car is different compared to that of a ‗plug-in‘ electric
car. These types of electric cars are because the FCEV generates the electricity required to run
this vehicle on the vehicle itself.
Examples of FCEV
Toyota Mirai, Hyundai Tucson FCEV, Riversimple Rasa, Honda Clarity Fuel Cell, Hyundai Nexo
3. Hybrid electric vehicles (HEVs)

This type of hybrid cars is often called as standard hybrid or para llel hybrid. HEV has both an ICE
and an electric motor. In this types of electric cars, internal combustion engine gets energy from
fuel (gasoline and others type of fuels), while the motor gets electricity from batteries. The gasoline
engine and electric motor simultaneously rotate the transmission, which drives the wheels.
The difference between HEV compared to BEV and PHEV is where the batteries in HEV can only
charged by the ICE, the motion of the wheels or a combination of both. There is no charging port,
so that the battery cannot be recharged from outside of the system, for example from the electricity
grid.
Figure 11: Architecture and Main Components of HEV
Working Principles of HEV

 Has a fuel tank that supplies gas to the engine like a regular car
 It also has a set of batteries that run an electric motor
 Both the engine and electric motor can turn the transmission at the same time
Examples of HEV: Honda Civic Hybrid, Toyota Prius Hybrid, Honda Civic Hybrid, Toyota
Camry Hybrid
4. Plug-in hybrid electric vehicles (PHEVs)
PHEVs use batteries to power an electric motor and use another fuel, such as gasoline, to power
an ICE. PHEVs can be plugged in to an electric power source to charge their batteries; their
batteries can also be charged by the ICE and through regenerative braking.
PHEVs have larger battery packs than HEVs, providing an all-electric driving range of about 20 to
50-plus miles in today‘s light-duty models. As long as the battery is charged, a PHEV can draw
most of its power from electricity stored in the battery during typical urban.
Figure 12: Architecture and Main Components of PHEV
Working Principles of PHEV
PHEVs typically start up in all-electric mode and operate on electricity until their battery pack is
depleted. Some models shift to hybrid mode when they reach highway cruising speed, generally
above 60 or 70 miles per hour. Once the battery is empty, the engine takes over and the vehicle
operates as a conventional, non-plug-in hybrid.
In addition to plugging into an outside electric power source, PHEV batteries can be charged by an
internal combustion engine or regenerative braking. During braking, the electric motor acts as a
generator, using the energy to charge the battery. The electric motor supplements the engine‘s
power; as a result, smaller engines can be used, increasing the car‘s fuel efficiency without
compromising performance.
Examples of PHEV
Porsche Cayenne S E-Hybrid , Chevy Volt, Chrysler Pacifica, Ford C-Max Energi, Ford Fusion
Energi, Mercedes C350e, Mercedes S550e, Mercedes GLE550e, Mini Cooper SE Countryman,
Audi A3 E-Tron, BMW 330e, BMW i8, BMW X5 xdrive40e, Fiat 500e, Hyundai Sonata, Kia Optima,
Porsche Panamera S E-hybrid, Volvo XC90 T8.
2.1.3. Benefits of electric-Drive Vehicles

Table 1: Benefits of Electric-Drive Vehicles
Benefits Hybrid Electric Vehicles Plug-In Hybrid Electric All-Electric Vehicles

Vehicles
Fuel Better than similar Better than similar Better than similar HEVs,
Economy conventional vehicles Most HEVs and conventional PHEVS, and
mid-size HEVs achieve vehicles Most PHEVs conventional vehicles
combined fuel economy achieve combined fuel Most EVs achieve fuel
ratings higher than 40 mpg. economy ratings higher economy ratings higher
than 90 mpge.* than 100 mpge.*
Emissions Lower emissions than similar Lower emissions than Zero tailpipe emissions
Reductions conventional vehicles. HEV HEVs and similar EVs produce no tailpipe
emissions vary by vehicle conventional vehicles. emissions. Life cycle
and type of hybrid power PHEVs produce no emissions depend on the
system. tailpipe emissions when sources of electricity,
HEVs are often used to offset in electric-only mode. which vary from region to
fleet emissions to meet local Life cycle emissions region. Emissions
air quality improvement depend on the sources reductions are
strategies and federal of electricity, which vary substantial in most
requirements. from region to region. regions of the United
States.
Fuel Cost Less expensive to run than a
Less expensive to run Less expensive to run
Savings conventional vehicle HEVthan an HEV or than an HEV or
fuel cost savings vary by
conventional vehicle In conventional vehicle EVs
vehicle model and type of
electric only mode, run on electricity only.
hybrid power system. ForPHEV electricity costs Electricity costs for a
many HEV models, fuel costs
range about 2¢–4¢ per typical EV range 2¢–4¢
are approximately 8¢ permile. On gasoline only, per mile.**
mile.** fuel costs range about
5¢–10¢ per mile.**
Fueling Can fuel at gas stations Can fuel at gas stations; Can charge at home,
Flexibility can charge at home, public charging stations,
public charging stations, and some workplaces
and some workplaces
Sources: AFDC (afdc.energy.gov), FuelEconomy.gov
2.1.4. Summery of Electric-Drive Vehicles

Table 2: Electric-Drive Vehicles at a glance
EVs run on electricity alone. They are powered by one or more

electric motors that use the energy stored in a battery (larger than
the batteries in an HEV or PHEV). EV batteries are charged by
plugging the vehicle in to an electric power source and through
regenerative braking.
HEVs are powered by a traditional gasoline or diesel ICE and by
one or more electric motors that use energy stored in a battery.
The battery is charged by the ICE and through regenerative
braking. The vehicle cannot be plugged in to charge.
PHEVs are similar to HEVs but have a larger battery that allows
them to travel on electricity alone. The battery can be charged by
plugging in to an electric power source, through regenerative
braking, and by the ICE.
Unlike EVs, PHEVs don‘t have to be plugged in before driving.
They can be fueled solely with gasoline, like an HEV. However,
they will not achieve maximum fuel economy or take full
advantage of their all-electric capabilities without plugging in.
2.2. Hybrid Electric Vehicle (HEV) Component and their function
2.2.1. Introduction
A hybrid electric vehicle (HEV) has two types of energy storage units, electricity and fuel. Electricity
means that a battery (sometimes assisted by ultracaps) is used to store the energy, and that an
electromotor (from now on called motor) will be used as traction motor. Fuel means that a tank is
required, and that an Internal Combustion Engine (ICE, from now on called engine) is used to
generate mechanical power, or that a fuel cell will be used to convert fuel to electrical energy. In
the latter case, traction will be performed by the electromotor only. In the first case, the vehicle will
have both an engine and a motor.
Key Components of a Hybrid Electric Car
No Components
1) Battery (auxiliary): In an electric drive vehicle, the
auxiliary battery provides electricity to start the car
before the traction battery is engaged and also
powers vehicle accessories.
2) DC/DC converter: This device converts higher-
voltage DC power from the traction battery pack to
the lower-voltage DC power needed to run vehicle
accessories and recharge the auxiliary battery.
3) Electric generator: Generates electricity from the

rotating wheels while braking, transferring that
energy back to the traction battery pack. Some
vehicles use motor generators that perform both
the drive and regeneration functions.
4) Electric traction motor: Using power from the

traction battery pack, this motor drives the vehicle's
wheels. Some vehicles use motor generators that
perform both the drive and regeneration functions.
5) Exhaust system: The exhaust system channels
the exhaust gases from the engine out through the
tailpipe. A three-way catalyst is designed to reduce
engine-out emissions within the exhaust system.
6) Fuel filler: A nozzle from a fuel dispenser attaches
to the receptacle on the vehicle to fill the tank.
7) Fuel tank (gasoline): This tank stores gasoline on
board the vehicle until it's needed by the engine.
8) Internal combustion engine (spark-ignited): In
this configuration, fuel is injected into either the
intake manifold or the combustion chamber, where
it is combined with air, and the air/fuel mixture is
ignited by the spark from a spark plug.
9) Power electronics controller: This unit manages
the flow of electrical energy delivered by the
traction battery, controlling the speed of the electric
traction motor and the torque it produces.
10) Thermal system (cooling): This system maintains

a proper operating temperature range of the
engine, electric motor, power electronics, and other
components.
11) Traction battery pack: Stores electricity for use by
the electric traction motor.
12) Transmission: The transmission transfers

mechanical power from the engine and/or electric
traction motor to drive the wheels.
13) Regenerative Braking: allows HEVs, PHEVs, and
EVs to capture energy normally lost during braking
by using the electric motor as a generator and
storing that captured energy in the battery
Figure 13: Key Components of a Hybrid Electric Car
2.2.2. Types by Drivetrain Structure

Depending on the drive train structure (how motor and engine are connected), we can distinguish
between series, parallel or combined HEVs.
i. Series hybrid
In a series hybrid system, the combustion engine drives an electric generator (usually a three-
phase alternator plus rectifier) instead of directly driving the wheels. The electric motor is the only
means of providing power to the wheels. The generator both charges a battery and powers an
electric motor that moves the vehicle. When large amounts of power are required, the motor draws
electricity from both the batteries and the generator.
Figure 14: Structure of a series hybrid vehicle (below with flywheel or ultracapsas peak
power unit)
Series hybrid configurations already exist a long time: diesel-electric locomotives, hydraulic earth
moving machines, diesel-electric power groups, loaders.
Series hybrids can be assisted by ultracaps (ora flywheel: KERS=Kinetic Energy Recuperation
System), which can improve the efficiency by minimizing the losses in the battery. They deliver
peak energy during acceleration and take regenerative energy during braking. Therefore, the
ulracaps are kept charged at low speed and almost empty at top speed. Deep cycling of the
battery is reduced, the stress factor of the battery is lowered. A complex transmission between
motor and wheel is not needed, as electric motors are efficient over a wide speed range. If the
motors are attached to the vehicle body, flexible couplings are required. Some vehicle designs
have separate electric motors for each wheel. Motor integration into the wheels has the
disadvantage that the un sprung mass increases, decreasing ride performance. Advantages of
individual wheel motors include simplified traction control (no conventional mechanical
transmission elements such as gearbox, transmission shafts, differential), all wheel drive, and
allowing lower floors, which is useful for buses. Some 8x8 all-wheel drive military vehicles use
individual wheel motors. A fuel cell hybrid electric always has a series configuration: the engine-
generator combination is replaced by a fuel cell.
Structures of a fuel cell hybrid electric vehicle wide speed range. If the motors are attached to the
vehicle body, flexible couplings are required. Some vehicle designs have separate electric motors
for each wheel. Motor integration into the wheels has the disadvantage that the unsprung mass
increases, decreasing ride performance. Advantages of individual wheel motors include simplified
traction control (no conventional mechanical transmission elements such as gearbox, transmission
shafts, differential), all wheel drive, and allowing lower floors, which is useful for buses. Some 8x8
all-wheel drive military vehicles use individual wheel motors. A fuel cell hybrid electric always has a
series configuration: the engine-generator combination is replaced by a fuel cell. Structures of a
fuel cell hybrid electric vehicle Weaknesses of series hybrid vehicles: The ICE, the generator and
the electric motor are dimensioned to handle the full power of the vehicle. Therefore the total
weight cost and size of the powertrain can be excessive. The power from the combustion engine
has to run through both the generator and electric motor. During long-distance highway driving, the
total efficiency is inferior to a conventional transmission, due to the several energy conversions.
Advantages of series hybrid vehicles: There is no mechanical link between the combustion engine
and the wheels. The engine-generator group can be located everywhere. There are no
conventional mechanical transmission elements (gearbox, transmission shafts). Separate electric
wheel motors can be implemented easily. The combustion engine can operate in a narrow rpm
range (its most efficient range), even as the car changes speed. Series hybrids are relatively the
most efficient during stop-and-go city driving. Example of SHEV: Renault Kangoo.
ii. Parallel hybrid
Parallel hybrid systems have both an internal combustion engine (ICE) and an electric motor in
parallel connected to a mechanical transmission.
Figure 15: Structure of a parallel Hybrid Electric Vehicle
Most designs combine a large electrical generator and a motor into one unit, often located between
the combustion engine and the transmission, replacing both the conventional starter motor and the
alternator(see figures above).The battery can be recharged during regenerative breaking, and
during cruising (when the ICE power is higher than the required power for propulsion). As there is
a fixed mechanical link between the wheels and the motor (no clutch), the battery cannot be
charged when the car isn‘t moving. When the vehicle is using electrical traction power only, or
during brake while regenerating energy, the ICE is not running (it is disconnected by a clutch)or is
not powered(it rotates in an idling manner)
Operation modes: The parallel configuration supports diverse operating modes:
The parallel configuration supports diverse operating modes
Figure 16: Some typical modes for a parallel hybrid configuration
PE = Power electronics
TX = Transmission
(a) Electric power only: Up to speeds of usually 40 km/h the electric motor works with only the
energy of the batteries which are not recharged by the ICE. This is the usual way of operating
around the city as well as in reverse gear since during reverse gear the speed is limited.
(b) ICE power only: At speeds superior to 40 km/h, only the heat engine operates. This is the
normal operating way at the road.
(c) ICE + electric power: if more energy is needed (during acceleration or at high speed), the
electric motor starts working in parallel to the heat engine, achieving greater power(c) ICE +
battery charging: if less power is required, excess of energy is used to charge the batteries.
Operating the engine at higher torque than necessary, it runs at a higher efficiency.(d)
regenerative breaking: While braking or decelerating, the electric motor takes profit of the
kinetic energy of the he moving vehicle to act as a generator. Sometimes, an extra generator
is used: then the batteries can be recharged when the vehicle is not driving, the ICE operates
disconnected from the transmission. But this system gives an increased weight and price to
the HEV.
(d) ICE + electric power: if more energy is needed (during acceleration or at high speed), the
electric motor starts working in parallel to the heat engine, achieving greater power(c) ICE +
battery charging: if less power is required, excess of energy is used to charge the batteries.
Operating the engine at higher torque than necessary, it runs at a higher efficiency.(d)
regenerative breaking: While braking or decelerating, the electric motor takes profit of the
kinetic energy of the he moving vehicle to act as a generator. Sometimes, an extra generator
is used: then the batteries can be recharged when the vehicle is not driving, the ICE operates
disconnected from the transmission. But this system gives an increased weight and price to
the HEV.A parallel HEV can have an extra generator for the battery (left)Without generator, the
motor will charge the battery (right) Weaknesses of parallel hybrid vehicles: Rather
complicated system.
The ICE doesn‘t operate in a narrow or constant RPM range, thus efficiency drops at low rotation
speed. As the ICE is not decoupled from the wheels, the battery cannot be charged at standstill.
Advantages of parallel hybrid vehicles: Total efficiency is higher during cruising and long-distance
highway driving. Large flexibility to switch between electric and ICE power Compared to series
hybrids, the electromotor can be designed less powerful than the ICE, as it is assisting traction.
Only one electrical motor/generator is required. Example of PHEV: Honda Civic. Honda's IMA
(Integrated Motor Assist) uses a rather traditional ICE with continuously variable transmission,
where the flywheel is replaced with an electric motor. Influence of scale: a Volvo 26 ton truck (12
ton own weight, 14 ton max load) equipped with 200 kg of batteries can drive on pure electric
power for 2 minutes only! Because of space constraints, it is not possible to build in more batteries.
iii. Combined hybrid
Combined hybrid systems have features of both series and parallel hybrids. There is a double
connection between the engine and the drive axle: mechanical and electrical. This split power path
allows interconnecting mechanical and electrical power, at some cost in complexity.
Power-split devices are incorporated in the powertrain. The power to the wheels can be either
mechanical or electrical or both. This is also the case in parallel hybrids. But the main principle
behind the combined system is the decoupling of the power supplied by the engine from the power
demanded by the driver.
Figure 17: Simplified structure of a Combined Hybrid Electric Vehicle
In a conventional vehicle, a larger engine is used to provide acceleration from standstill than one
needed for steady speed cruising. This is because a combustion engine's torque is minimal at
lower RPMs, as the engine is its own air pump. On the other hand, an electric motor exhibits
maximum torque at stall and is well suited to complement the engine's torque deficiency at low
RPMs. In a combined hybrid, a smaller, less flexible, and highly efficient engine can be used. It is
often a variation of the conventional Otto cycle, such as the Miller or Atkinson cycle. This
contributes significantly to the higher overall efficiency of the vehicle, with regenerative braking
playing a much smaller role. At lower speeds, this system operates as a series HEV, while at high
speeds, where the series powertrain is less efficient, the engine takes over. This system is more
expensive than a pure parallel system as it needs an extra generator, a mechanical split power
system and more computing power to control the dual system
Combined HEV with planetary unit as used in the Toyota Prius Combined hybrid drive modes
Weaknesses of combined hybrid vehicles, Very complicated system more expensive than parallel
hybrid.The efficiency of the power train transmission is dependent on the amount of power being
transmitted over the electrical path as multiple conversions each with their own efficiency lead to a
lower efficiency of that path (~70%) compared with the purely mechanical path (98%). Advantages
of combined hybrid vehicles: Maximum flexibility to switch between electric and ICE power.
Weaknesses of combined hybrid vehicles: Very complicated system more expensive than parallel
hybrid. The efficiency of the power train transmission is dependent on the amount of power being
transmitted over the electrical path, as multiple conversions, each with their own efficiency, lead to
a lower efficiency of that path (~70%) compared with the purely mechanical path
(98%).Advantages of combined hybrid vehicles: Maximum flexibility to switch between electric and
ICE power.
Example of CHEV:Toyota Prius, Auris, Lexus CT200h, Lexus RX400h.
2.2.3. Advantage and Disadvantage of Hybrid Electric Vehicle

Advantages:
1. Tax savings free entry to car pool lanes free parking
2. Saving of fuel due to battery assisted engine therefore their is less dependence on foreign
countries for fuels.
3. When the car is stopped the kinetic energy gained is stored in the battery and used for later
4. Less exhaust therefore it is environment friendly
5. Money is saved due to less fuel use for cars
6. Less trips to gas stations
Disadvantages:
1. High cost
2. Heavy because of heavy batteries used in these cars
3. Risky in accidents because of the high volt wires exposed in accidents
Directions: Answer all the questions listed below. Use the Answer sheet provided in the
next page:
Information Sheet 3: Workplace Health and Safety (WHS) requirements
3.1. Workplace Health and Safety (WHS) requirements

3.1.1. General requirements
With the introduction of national energy strategy, four-stage fuel consumption and
carbon emission point‘s regulations, electric vehicles will occupy a larger market in the
future. Electric vehicles are dominated by hybrid and pure electric vehicles. In hybrid
vehicles, in addition to conventional engines, there are drive motor systems for
combined drive and brake energy recovery. In pure electric vehicles, the motor is the
only power drive.
From the development trend and configuration characteristics of the electric drive
assembly, the development of passenger car drive motor features high speed, high
pressure and integration. The current maximum speed of the mainstream products does
not exceed 16000 rpm, and the future speed will reach 18000 rpm or higher. DC bus
voltage is about 150 ~ 350 ~ 800VDC, motor output power is between 30kW ~ 250kW,
output torque is between 100Nm ~ 500Nm, with appropriate speed ratio reducer or
transmission rear electric drive assembly output torque (wheel end) 2000Nm ~5000Nm;
the motor output is arranged coaxially or in parallel with the wheel drive shaft.
For commercial vehicles, the most popular form of drive is the direct drive of the motor,
the powertrain with the motor matching fixed speed ratio reducer (wide range of
light commercial vehicles), and the heavy-duty commercial vehicle usually uses two or
more gears for the motor. The commercial vehicle drive motor usually has an output
power of 50 kW to 300 kW, and the dedicated engineering vehicle drive power demand
can reach 400 kW or more. The driving motor torque required for commercial
vehicles with different loads is different from 400Nm to 5000Nm, and the DC bus
voltage of commercial vehicle motor systems is usually between 350VDC and
800VDC or higher. The most important drive system layout for commercial vehicles
is still the form of a powertrain similar to a conventional commercial vehicle
connected to the final drive through a drive shaft. Wheel-side drive and integrated
electric drive axles are also widely used in commercial vehicles.
In the powertrain, the motor is not only a power source, a transmission component, but
also a safety component and a regulatory component. The motor is used as the power
source. Compared with the engine, the motor can operate in four quadrants, mainly in
the torque control mode. In the case of software function or hardware failure, the electric
drive assembly may have
unexpected torque output, such as excessive torque output or reverse, causing
unexpected personal injury. As the transmission part, the motor is a ring on the
transmission chain. The motor torque fluctuation or improper adjustment of the PI
parameters may cause problems in the comfort of the vehicle caused by the
torsional vibration of the drive train. In terms of high voltage safety, in addition to
the 48V motor, the working voltage of the vehicle motor exceeds 90 the safety voltage
of 60V, and some can reach 500V or even higher, posing a high-voltage safety
risk. The announcement on the whole vehicle requires the motor to be tested in
accordance with GB/T 18488. In the aspects of enterprise access and subsidy
application, information such as the code of the motor and the rubbing of the casing are
required. Therefore, the motor is a regulatory component. The electric drive assembly is
usually located at the bottom of the whole vehicle, and the operating environment
is bad; most of the working conditions of the motor are in a high-speed rotation state,
especially the working speed of the passenger car driving motor is much higher than the
engine working speed of the conventional fuel car, thereby bringing special attention
for the mechanical safety issue . The steady-state operating temperature of the
motor is usually around 120 °C. Under some operating conditions, it even reaches or
exceeds 160 °C. The maximum operating temperature of the motor controller will reach
100 °C or above. The temperature of the electric drive assembly is monitored to
prevent high-temperature demagnetization of the permanent magnet synchronous
motor. The requirements for preventing high temperature contact burns are urgently
required. Electric drive assemblies work in complex environments and require
adaptation to a variety of climates throughout their life, especially in severe areas in
the summer and extremely cold areas in winter.
The safety requirements for electric drive assemblies are more demanding. Compared
to conventional fuel vehicles, the complex electromagnetic environment is another
challenge that the electric drive assembly needs to face, which puts higher
demands on the electromagnetic compatibility of the electric drive assembly. The
high-voltage, high-current, high-temperature and other working characteristics of the
electric drive assembly cause the maintenance of the electric drive assembly to be
quite different from that of the conventional fuel-powered vehicle assembly. The
personal safety during the maintenance process requires special attention.
In summary, the safety of the electric drive assembly shall be fully considered from
seven aspects: high pressure safety, mechanical safety, thermal safety, protection
safety (including electromagnetic radiation and anti-interference), safety protection
strategy, functional safety, and maintenance safety.
Workplace safety
Proper service and repair are important to the safety of the service technician and the
safe, reliable operation of all Electronic Fuel Injection (EFI) equipped engines. To reduce
the chance of personal injury and/or property damage, the following instructions must be
carefully observed.
 If part replacement is necessary, the part must be replaced with one of the same part
number or with an equivalent part.
 Do not use a replacement part of lesser quality.
 The service procedures recommended and described in this service manual are
effective methods of performing service and repair. Some of these procedures
require the use of tools specifically designed for the purpose.
 Accordingly, anyone who intends to use a replacement part, service procedure, or
tool which is not recommended by the manufacturer, must first determine that neither
his safety nor the safe operation of the unit will be jeopardized by the replacement
part, service procedure or tool selected.
 It is important to note that this manual contains various Cautions and Notices that
must be carefully observed in order to reduce the risk of personal injury during
service or repair, or the possibility that improper service or repair may damage the
unit or render it unsafe.
3.1.2. Emergency Response
Emergency response for electric-drive vehicles is not significantly different from that of
conventional vehicles. Electric-drive vehicles are designed with cutoff switches to isolate
the battery and disable the electric system, and all high-voltage power lines are clearly
designated with orange coloring.
Manufacturers publish emergency response guides for their vehicles and offer training
for emergency responders
3.1.3. Hazard and risk control
EVs present several hazards and associated risks for people undertaking work on them.
These include:
Hazard Potential harm
Stored or  Workers and others may receive an electric shock if they

generated come into contact with components of the electrical system.
electrical energy Even when working on other parts of the vehicle (not
involving the electrical system) there may be a risk of shock
if the isolation between the electrical system and the vehicle
chassis has been compromised.
 Some EVs also generate electricity when the wheels are
rotated. If the EV is moved by pushing the vehicle (such as
Hazard Potential harm
in a workshop or after an accident), sufficient electrical
energy may be produced to cause electric shock or arcing.
 Arc flash may cause burns directly to the worker or through
ignition of other materials.
Battery Electrolyte  Battery electrolyte can cause injury through skin or eye
contact, ingestion or inhalation of vapours. This is
particularly relevant following collisions or when dismantling
vehicles.
Powerful magnets  Some EVs contain powerful magnets. If a person who is

contained within wearing a pacemaker or other medical device is close to
EV components these parts, the medical device may be affected by the
magnets. Such persons shall not perform work on the
vehicle.
3.1.4. Analysing task to define risk

Risks of working with E&HVs
E&HVs introduce hazards into the workplace in addition to those normally associated
with the repair and maintenance of vehicles, roadside recovery and other vehicle related
activities. These include:
 The presence of high voltage components and cabling capable of delivering a
fatal electric shock.
 The storage of electrical energy with the potential to cause explosion or fire.
 Components that may retain a dangerous voltage even when a vehicle is
switched off.
 Electric motors or the vehicle itself that may move unexpectedly due to magnetic
forces within the motors.
 Manual handling risks associated with battery replacement.
 The potential for the release of explosive gases and harmful liquids if batteries
are damaged or incorrectly modified.
 The possibility of people being unaware of vehicles moving as when electrically
driven they are silent in operation.
 The potential for the electrical systems on the vehicle to affect medical devices
such as pacemakers.
Safe Working with E&HVs
Additional skills and training will be necessary to allow people to work safely with
E&HVs. The levels of competency required will vary greatly and are dependent on the
type of work that people are expected to do. For example, an awareness of the
additional risks is likely to be all that is required for people who undertake vehicle sales
or valeting. People involved in vehicle repair and maintenance however, are likely to
need a much greater level of competence in order to work on these types of vehicle
safely. Specific training with qualifications awarded by organizations such as IMI Awards
is available.
Four categories of work have been identified. These are:
 Valeting, sales and other lower risk activities
 Incident response including emergency services and vehicle recovery
 Maintenance and repair excluding high voltage electrical systems
 Working on high voltage electrical systems
These categories are outlined below with the suggested primary controls.
Valeting, sales and other lower risk activities
Remote operation keys that only need to be close to the vehicle for the vehicle to be
powered up should be kept away from vehicles. This is to prevent the vehicle from
accidentally moving.
People who move these vehicles around the workplace should be aware that others
may not hear it approaching them. Similarly, people who work around E&HVs should be
aware that they may move without warning.
Pressure washing has the potential to damage high voltage electrical components and
cables. High voltage cables are usually coloured orange. Refer to guidance from
manufacturers before valeting in any under body areas including the engine bay.
Incident response including emergency services and vehicle recovery
Vehicles should be visually checked for signs of damage to high voltage electrical
components or cabling (usually coloured orange). Consider whether the integrity of the
battery is likely to have been compromised. Shorting or loss of coolant may present
ignition sources in the event of fuel spillage. If the vehicle is damaged or faulty, and if
safe to do so, isolate the high voltage battery system using the isolation device on the
vehicle. Refer to manufacturer‘s instructions for guidance.
During any recovery onto a recovery vehicle, the remote operation key should be
removed to a suitable distance and the standard 12/24v battery disconnected to prevent
the vehicle from being activated /started. Have access to reliable sources of information
for specific vehicle types.
For example mobile data terminals used by fire and rescue services or by reference to
manufacturer‘s data. Avoid towing E&HV vehicles unless it can be determined that it is
safe to do so. Dangerous voltages can be generated by movement of the drive wheels.
Maintenance and repair excluding high voltage electrical systems
Refer to vehicle specific sources of information from the manufacturer and trade bodies
to identify precautions necessary to prevent danger. Remote operation keys should be
kept away from the vehicle to prevent any accidental operation of electrical systems and
accidental movement of the vehicle. Keys should be locked away with access controlled
by the person working on the vehicle. If the key is required during the work the person
working on the vehicle should check that the vehicle is in a safe condition before the key
is retrieved.
Visually check the vehicle for signs of damage to high voltage cabling (usually coloured
orange) or electrical components before starting any work on the vehicle. Unless a
specific task requires the vehicle to be energized always isolate or disconnect the high
voltage battery in accordance with manufacturer‘s instructions. Determine the locations
of high voltage cables before carrying out tasks such as panel replacement, cutting or
welding. Take appropriate precautions to prevent them from being damaged.
Working on high voltage electrical systems
Refer to vehicle specific sources of information from the manufacturer (and trade
bodies) to identify precautions you need to implement which are necessary to prevent
danger.
Remote operation keys should always be kept away from the vehicle to prevent any
accidental operation of electrical systems and accidental movement of the vehicle. Keys
should be locked away with access controlled by the person working on the vehicle. If
the key is required during the work the person working on the vehicle should check that
the vehicle is in a safe condition before the key is retrieved.
Visually check the vehicle for signs of damage to high voltage electrical components or
cabling (usually coloured orange).
High voltage systems should be isolated (that is the power disconnected and secured
such that it cannot be inadvertently switched back on) and proven dead by testing
before any work is undertaken. Always isolate and lock off the source of electricity and
in accordance with manufacturer‘s instructions. You must always test and prove that any
high voltage cable or electrical component is dead prior to carrying out any work on it.
Even when isolated, vehicle batteries and other components may still contain large
amounts of energy and retain a high voltage. Only suitable tools and test equipment
should be used. These may include electrically insulated tools and test equipment
compliant with GS38.
Some electronic components may store dangerous amounts of electricity even when the
vehicle is off and the battery isolated. Refer to manufacturers data on how to discharge
stored energy.
There may be circumstances (eg after collision damage) where it has not been possible
to fully isolate the high voltage electrical systems and to discharge the stored energy in
the system. Refer to the manufacturer‘s instructions about what controls measures
should be implemented before attempting to carry out further remedial work.
Battery packs are susceptible to high temperatures. The vehicle will typically be labelled
advising of its maximum temperature and this should be considered when carrying
operations such as painting where booth temperatures may exceed this limit. Measures
should be implemented to alleviate any potential risks eg by removing the batteries or by
providing insulation to limit any temperature increase in the batteries.
Working on live electrical equipment should only be considered when there is no other
way for work to be undertaken. Even then it should only be considered if it is both
reasonable and safe to do so. You should consider the risks for working on this live
equipment and implement suitable precautions including, as a final measure, the use of
personal protective equipment (PPE). Refer to manufacturer‘s instructions for
precautions when working live, including their PPE requirements.
It may be necessary to locate the vehicle within an area that can be secured such that
people who could be put at risk are not able to approach the vehicle. Warning signs
should be used to make people aware of the dangers.
3.1.5. Personal protective equipment (PPE) and safety equipment
Personal protective equipment (PPE) should be used to mitigate the risk of electric
shock, arc flash and exposure to battery electrolyte. The PPE should be appropriately
stored, inspected and replaced in accordance with the manufacturer‘s instructions.
Appropriate PPE may include:
I. Electrical safety gloves (Insulation Gloves) 1000v
Gloves always wear safety gloves when working on or around the high-voltage systems.
These gloves must be class ―0‖ rubber insulating gloves (Figure 5–43), rated at 1,000
volts (these are commonly called ―lineman‘s gloves‖). Also, to protect the integrity of the
insulating gloves, as well as you, wear leather gloves over the insulating gloves while
doing a service.
Figure 5.43 A pair of lineman‘s gloves.
CAUTION!
The condition of the gloves must be checked before each use. Make sure there are no
tears or signs of wear. Electrons are very small and can enter through the smallest of
holes in your gloves. To check the condition of the gloves, blow enough air into each
one so they balloon out. Then fold the open end over to seal the air in. Continue to
slowly fold that end of the glove toward the fingers. This will compress the air.
If the glove continues to balloon as the air is compressed, it has no leaks. If any air leaks
out, the glove should be discarded. All gloves, new and old, should be checked before
they are used.
3.1.6. Applying Electrical Safety Precautions
Commercially available electric-drive vehicles must meet the Federal Motor Vehicle
Safety Standards and undergo the same rigorous safety testing as conventional vehicles
sold in the United States. The exception is neighborhood electric vehicles, which are
subject to less-stringent standards because they are typically limited to low-speed
roadways as specified by state and local regulations.
HEVs, PHEVs, and EVs have high-voltage electrical systems that typically range from
100 to 600 volts. Their battery packs are encased in sealed shells and meet testing
standards that subject batteries to conditions such as overcharge, vibration, extreme
temperatures, short circuit, humidity, fire, collision, and water immersion. Manufacturers
design these vehicles with insulated high-voltage lines and safety features that
deactivate the electrical system when they detect a collision or short circuit. EVs tend to
have a lower center of gravity than conventional vehicles, making them more stable and
less likely to roll over.
High voltage safety
Compared with traditional internal combustion engine vehicles, electric vehicles
generally have electrical systems up to hundreds of volts, exceeding the DC safe
voltage range (DC 60V). Without proper design and protection, high voltage safety
issues such as electric shocks may be brought about. In the aspect of high voltage
safety, the following technical requirements and measures shall be considered,
such as insulation resistance, withstand voltage, high voltage safety mark, high
voltage contact protection, equipotential bonding, high voltage discharge, high voltage
interface safety, leakage protection and post-collision safety.
3.1.7. Safety for Service

The following requirements must be observed when working on engines.
 Before removing any ECM system component, disconnect the negative battery
cable.
 Never separate the battery from the on-board electrical system while the engine is
running.
 Never separate the battery feed wire from the charging system while the engine is
running.
 When charging the battery, disconnect it from the equipment‘s electrical system.
 Ensure that all cable harnesses are connected solidly and the battery connections
are thoroughly clean.
 Never connect or disconnect the wiring harness at the ECM when the ignition is
switched ―ON.‖
 Before attempting any electric arc welding on the equipment, disconnect the battery
leads and the ECM connectors.
 When steam cleaning engines, do not direct the nozzle at any ECM system
components. If this happens, corrosion of the terminals or damage of components
can take place.
 Use only the test equipment specified in the diagnostic tables, since other test
equipment may either give incorrect test results or damage good components.
Self-Check-3: Written Test
Directions: Answer all the questions listed below. Use the Answer sheet provided in
the next page:
Note: Satisfactory rating - 7 and 12 points Unsatisfactory - below 7and 12points

You can ask you teacher for the copy of the correct answers.
Score = ___________
Rating: ____________
Answer Sheet
Name: _________________________ Date: _______________
Information Sheet 4: Tools and testing equipment
4.1. Identifying Tools and testing equipment

4.1.1. Tools used in electric circuit
Pliers
Pliers are used to cut wire and also to hold it. Pliers have
an insulated handle. Long nose pliers are used to hold
wires in small space and also to tighten or loose small
nuts.
Screw Drivers
Clutch Torx Reed and Prince Phillips Standard
Screw drivers are used to tighten
screws in the switches and electrical
machines. Screw drivers of various
sizes are used. Normally screw
drivers used in electrical work are
insulated.
Hammers
Ball peen and claw hammers are
commonly used in electrical work where
greater power is required striking.
Hacksaw
A hacksaw is used to cut cable arm our,
conduit pipes, etc. it has a frame where
the blade is tightened by means of a
wing nut.
4.1.2. Testing equipment
AC/DC current clamp
Inductive Current Probes Many DMMs have current probes (current clamps) that
eliminate the need to insert the ammeter into the circuit. These probes read current by
sensing the magnetic field formed in a wire by current flow (Figure 16–32). Normally, to
use a current probe, the DMM‘s mode selector is set to read millivolts (mV). The probe is
then connected to the meter and turned on. Some probes must be zeroed prior to taking
a measurement. This is done before the probe is clamped around a wire. The DMM may
have a zero adjust control, which is turned until zero reads on the meter‘s display. The
clamp is placed around a wire in the circuit being tested (Figure 16–33). Make sure the
arrow on the clamp is pointing in the direction of current flow. After the clamp is in place,
the circuit is turned on and the voltage read on the display. The voltage reading is then
converted to an amperage reading—1 mV 1 ampere.
Figure 18: A low-amp current probe. Courtesy of SPX Service Solutions
Battery Management System (BMS) diagnostic equipment
Diagnostic scanner or computer interface device
A scan tool (Figure) is a microprocessor designed to communicate with the vehicle‘s
computer. Connected to the computer through diagnostic connectors, a scan tool can
access diagnostic trouble codes (DTCs), run tests to check system operations, and
monitor the activity of the system. Trouble codes and test results are displayed on a
screen or printed out on the scanner printer.
Figure 19: Diagnostic tools with various scan tool connectors

Insulated Hand tools
Multimeter CAT 3 1000v
Oscilloscope
Electronic measuring instrument that displays voltage as a trace on the screen

Waveforms are created that represent voltage variations over time. Excellent tool for
advanced diagnostics on computer inputs and outputs
Figure 20: Dual trace scopes can read and show two separate waveforms
simultaneously
Thermal Imaging Equipment or Non-Contact Thermometer.
Circuit Tester
Circuit testers (Figure 5–19) are used to check for voltage in an electrical circuit. A circuit
tester, commonly called a test light, looks like a stubby ice pick. Its handle is transparent
and contains a light bulb. A probe extends from one end of the handle and a ground clip
and wire from the other end. When the ground clip is attached to a good ground and the
probe touched to a live connector, the bulb in the handle will light up. If the bulb does not
light, voltage is not available at the connector
Figure 21: Circuit tester, commonly used to test circuit.
WARNING!
Never use a 12 V test light to diagnose components and wires in computer systems.
The current draw of these test lights may damage the computer system components.
High-impedance test lights are available for diagnosing computer systems. A self-
powered test light is called a continuity tester. It is used on open circuits. It looks like a
regular test light but has a small internal battery. When the ground clip is attached to
one end of the wire or circuit and the probe touched to the other end, the lamp will light if
there is continuity in the circuit. If an open circuit exists, the light will not illuminate.
WARNING!
Do not use any type of test light or circuit tester to diagnose automotive air bag systems.
Use only the vehicle manufacturer‘s recommended equipment on these systems.
Hybrid Tools
A hybrid vehicle is an automobile and as such is subject to many of the same problems
as a conventional vehicle. Most systems in a hybrid vehicle are diagnosed in the same
way as well. However, a hybrid vehicle has unique systems that require special
procedures and test equipment. It is imperative to have good information before
attempting to diagnose these vehicles. Also, make sure you follow all test procedures
precisely as they are given.
Test Equipment An important diagnostic tool is a DMM. However, this is not the same
DMM used on a conventional vehicle. The meter used on hybrids (and EVs and FCEVs)
should be classified as a category III meter. There are basically four categories for low
voltage electrical meters, each built for specific purposes and to meet certain standards.
Low voltage, in this case, means voltages less than 1,000 volts. The categories define
how safe a meter is when measuring certain circuits. The standards for the various
categories are defined by the American National Standards Institute (ANSI), the
International Electro technical Commission (IEC), and the Canadian Standards
Association (CSA). A CAT III meter (Figure 5–44)is required for testing hybrid vehicles
because of the high voltages, three-phase current, and the potential for high transient
voltages. Transient voltages are voltage surges or spikes that occur in AC circuits. To be
safe, you should have a CAT III 1000 V meter. A meter‘s voltage rating reflects its ability
to withstand transient voltages.
Therefore, a CAT III 1000 V meter offers much more protection than a CAT III meter
rated at 600 volts.
Figure Only meters with this symbol should be used on the high-voltage systems in a
hybrid vehicle.
Another important tool is an insulation resistance tester. These can check for voltage
leakage through the insulation of the high-voltage cables. Obviously no leakage is
desired and any leakage can cause a safety hazard as well as damage to the vehicle.
Minor leakage can also cause hybrid system-related driveability problems. This meter is
not one commonly used by automotive technicians but should be for anyone who might
service a damaged hybrid vehicle, such as doing body repair. This should also be a CAT
III meter and may be capable of checking resistance and voltage of circuits like a DMM.
To measure insulation resistance, system voltage is selected at the meter and the
probes placed at their test position. The meter will display the voltage it detects.
Normally, resistance readings are taken with the circuit de-energized unless you are
checking the effectiveness of the cable or wire insulation. In this case, the meter is
measuring the insulation‘s effectiveness and not its resistance.
The probes for the meters should have safety ridges or finger positioners. These help
prevent physical contact between your fingertips and the meter‘s test leads.
Multimeter CAT-III
Ohmmeter Checks: - most sensors and output devices can be
checked with an ohmmeter.
For example, an ohmmeter can be used to check a temperature
sensor. Normally, the ohmmeter reading is low on a cold engine
and high or infinity on a hot engine if the sensor is a PTC. If the
sensor is an NTC, the opposite readings would be expected.
Voltmeter Checks: - Many sensors, output devices, and their
wiring can be diagnosed by checking the voltage to them, and in
some cases, from them.
the next page:
Note: Satisfactory rating - 12 and 12 Unsatisfactory - below 12points

points
Information Sheet 5: Establishing requirement for inspection and service of HEV
5.1. Establishing Technical requirement for inspection and service of HEV

5.1.1. General repair and maintenance of electric vehicles
Although the driving mode of electric vehicles is different from that of traditional vehicles,
they still need to be maintained daily. Electric vehicles need to be maintained daily for
high voltage components such as battery systems and motors. With the increase of
service life, due to the performance wear, aging, corrosion and other reasons of
functional components, driving safety performance may be gradually reduced. Electric
vehicles shall be regularly maintained in accordance with regulations for driving safety.
Due to the characteristics of high-voltage electricity used in Electric Vehicle, there is a
risk of electric shock during maintenance of high-voltage harness and high-voltage
components. It shall be maintained by professionals with professional equipment in 4S
stores or professional places, and informal disassembly by non-professional personnel
is strictly prohibited.
Electric vehicles must undergo professional repair and maintenance under the
following special circumstances: 
1) Electric vehicles soak or wade for a long time; 
2) The bottom power battery of the Electric Vehicle is collided;
3) After the collision accident of the Electric Vehicle; 
4) Fault light shows that it needs to be repaired and maintained in stores. 
Periodic maintenance shall be carried out according to the period specified in the user's
manual. 
5.1.2. Requirements for Operator 
Maintenance personnel of B-level voltage components shall be trained professionally,
obtain the certificate of electrician's induction, the certificate of electrician's
qualification for maintenance and shall be qualified through training, and strictly abide
by the electrical safety operating regulations.
Maintenance personnel must use professional operating tools (upper monitor, insulating
meter, torsion wrench, insulating shoes, insulating gloves, etc.).
5.1.3. Requirements for pre-operation
Before overhaul and maintenance, it is necessary to cut off the high-voltage power
supply.
5.1.4. Operational Requirements
.
A. When cleaning the vehicle, it is forbidden to wash B-level voltage system with water
to avoid short circuit or fire after the failure of the water intake insulation. 
B. Check the waterproof and cooling equipment in the equipment cabin regularly,
and check whether the exhaust fan can work properly in rainy weather and whether
the ventilation outlet of the exhaust fan has rainwater in it.
C. Use chargers that meet the national standards. Charging operators need to be
trained and certified. When charging, it is necessary to use "automatic charging"
function. Manual charging function is strictly prohibited. It is strictly forbidden to
charge the battery system blindly, pull the charging gun with electricity, and drive
without pulling the charging gun. It is forbidden to charge electric vehicles in open air
in thunder and lightning weather or rainy day.
In thunderstorm weather, it must be charged in the area that is protected from rain and
lightning. When charging, it is necessary to check whether there is any water mark on
the charging plug. During charging, it is necessary to check whether there is insulation
alarm at any time.
5.2. Requirements for repair and maintenance of power batteries
5.2.1. Maintenance requirements for power batteries 
Charging and discharging correctly 
Master the charging time during use according to the actual situation and control
the charging frequency according to the ordinary operating frequency and driving
mileage. Please charge the vehicle in time to avoid charging when the battery is dead
and the vehicle stops.
Vehicles must be charged regularly when they are stationary for a long time When the
vehicle is idle, the battery will discharge very slowly because of the self-
discharge characteristics of the battery itself and the dormancy power
consumption of the vehicle electronic equipment. In order to prevent battery over
discharge, the vehicle shall be charged regularly when it is stationary for a long time.
The longest time that a vehicle can be stationary in different SOC (State Of Charge) is
as follows. The vehicle shall be charged within this period of time until SOC≥50%
as shown in the table below.
Table 3: Vehicle shall be charged within this period of time
No SOC range Typical Maximum standing time of Vehicle

1. SOC>40% 3 months
2. SOC<40% 2 months
3. SOC<20% 1 months
4. SOC<10% 20 days
5. SOC<5% 7 days
5.2.2. Repair of power battery 

Power batteries need to be repaired by professionals because of high-voltage
characteristics. 
Requirements of repair personnel 
Repair of power batteries must be carried out by professionals with new energy
experience or relevant qualification certificates. Repair personnel shall wear insulating
gloves and insulating shoes. 
Requirements on repair site 
Power battery repair sites must be clean (without grease, stain or metal wastes),
dry (without liquid leakage), and free of sparks. Therefore, it shall not be maintained in
the vicinity of vehicle cleaning area or body repair area, and movable partition shall be
used when necessary.
Repair sites shall be well ventilated (indoor) or as open as possible (outdoor), with clear
signs that fireworks, waterproof and high-voltage hazards are strictly prohibited,
and non-repair personnel are prohibited from entering repair sites.
Requirements for repair process 
Repair personnel shall disconnect one or more high-voltage bus bars to reduce the
voltage of repair unit to less than 60V.d.c during power battery maintenance. When the
quality problem of battery cell is detected, in principle, the whole shall be
replaced. When the single cell has to be replaced, it must be replaced strictly according
to the relevant operating rules by the professionals who have been trained accordingly.
Tools with sharp edges/corners shall not be used at or near high-voltage
components or lines. Wire shears are allowed to be used on low voltage wire
harnesses to open wire bands.
Failed or damaged high-voltage lines must be discarded in order to avoid reuse. Tools
shall not be left inside the power battery. Before closing the shell cover, check the
integrity of the tools in the toolbox and whether the small parts such as bolts are left in
the box. It is recommended to use general magnetization tools so that bolts will not be
left in the power battery when repairing.
If the repair process is interrupted, cover the shell cover and screw several bolts to
prevent it from being opened by accident. The air tightness of power battery system and
battery liquid cooling system shall be checked at the end of repair. 
Repair sites shall be equipped with fire safety measures to deal with emergencies such
as smoke, open fire, etc. At the same time, it is necessary to make emergency
call and set up warning signs.
5.3. Requirements for repair and maintenance of motor controller
5.3.1. Requirements for Motor Controller Maintenance 
The motor controller is a high-voltage electric device. Professional personnel shall be
equipped with professional equipment to operate during repair. Illegal disassembly
by nonprofessional personnel is strictly prohibited. After the motor controller is
disassembled from the whole vehicle it is strictly forbidden to disassemble. 
Before disassembling the motor controller, it is necessary to ensure that:
A. When working, disconnect the low voltage power supply of the whole vehicle and the
high-voltage power supply of the motor controller, do a good job of safety protection,
be aware of safety, and be familiar with the operation equipment and tools as well as
the requirements for operation. 
B. It is necessary to not operate in the open air under the weather conditions of dust,
rain and snow, otherwise, dust, water and other impurities will enter the motor
controller.
C. During operation, personnel shall use professional inspection and maintenance
equipment and insulation tools shall use and wear insulating gloves and shoes. For
all operations, it is necessary to cut off power, discharge and detect high -voltage
DC+/DC- to-ground voltage to ensure there is no electricity; 
D. The specific operation contents and requirements are implemented according
to the maintenance manual of the main engine plants. 
5.3.2. Repair requirements for motor controller 
Repair premise for motor controller 
The motor controller is a high-voltage electric device. Professional personnel shall be
by nonprofessional personnel is strictly prohibited. After the motor controller is
disassembled from the whole vehicle, it is strictly forbidden to disassemble. Before
disassembling the motor controller, it is necessary to ensure that: 
A. It is necessary to remove the power battery repair switch when the vehicle is
powered down at high-voltage. 
B. The whole car is powered down by low voltage. 
5.4. Requirements for repair and maintenance of power batteries

When cleaning vehicles, it is necessary to try to avoid washing the high and low-voltage
connector parts of the motor with high-voltage water flow, so as to avoid
electrical fault and insulation fault. 
5.4.1. Requirements for drive motor maintenance
1) When working, disconnect the low voltage power supply of the whole vehicle and
the high-voltage power supply of the motor controller, do a good job of safety
protection, be aware of safety, and be familiar with the operation equipment and
tools as well as the requirements for operation.
2) In maintenance operations, avoid open-air operation under dust, rain and snow
weather conditions. Avoid dust, moisture and other impurities from entering the
motor.
3) In maintenance operations, professional inspection and maintenance equipment
and insulation tools are required, and personnel shall wear insulated gloves and
insulated shoes. For all operations, cut off power, discharge and detect high-voltage
DC+/DC-to- ground voltage to ensure there is no electricity; 
4) The specific operation contents and requirements are implemented according
to the maintenance manual of the main engine plants.
5.4.2. Requirements for repair of drive motor 
The drive motor is a high-voltage electrical device. Professional personnel shall be
by non-professional personnel is strictly prohibited. After the drive motor is
disassembled from the whole vehicle, it is strictly prohibited to disassemble cell. 
1) Turn off the low-voltage power supply, pull out the high-voltage circuit repair switch,
and discharge the three-phase wire end with the discharge wire clamp. 
2) Detect with multi-meter and make sure that the voltage of three-phase wire to ground
shall be ≤30V.a.c before repair operation can be carried out. 
3) Check the motor water-cooled circulating system without leakage of anti-freeze
fluid. 
4) Check whether the motor shell is damaged or not, and replace the drive motor if it is
damaged. 
5) It is necessary to check whether the steel wire screw sleeve is damaged or not,
whether it is assembled in place or falls off, if so, it is necessary to replace the drive
motor. 
6) It is necessary to check whether the copper bars of three-phase high-voltage
connection are damaged or not, if so, it is necessary to replace the drive motor. 
7) It is necessary to check whether there are crooked pins, withdrawal pins and
broken pins in low-voltage sockets. If there are crooked pins, it is necessary to
correct them with special tools. If there are withdrawal pins and broken pins, it is
necessary to replace the drive motor. 
8) It is necessary to check the seal ring, if it is lost or damaged, it is
necessary to supplement or replace the seal ring.
9) It is necessary to check the spline shaft grease, if not uniform, it is necessary to
timely replenish grease. 
10) It is necessary to check the spline shaft, if there is wear and tear, it is necessary to
replace the drive motor.
11) It is necessary to check whether the motor is running smoothly under no-load
condition, if there is stuck, frustration, it is necessary to replace the drive motor. 
5.5. Requirements for repair and maintenance of high-voltage electric
connections
5.5.1. Requirements for repair and maintenance of high-voltage cables 
1) High-voltage harness has no fracture, aging crack, discoloration, ablation, skin
damage, conductor exposure, and has good insulation performance. 
2) High-voltage harness is fixed firmly without loosening or falling off. The high- voltage
harness of drive motor, steering motor and electric air compressor has reserved (30
to 50) mm vibration margin, which is protected from edges and has no wear and tear
around it. 
There are no defects in the terminal of the electrical connection between the
high voltage harness and the B-level voltage components, and the fixed bolt has
no loosening, terminal oxidation and ablation. After the repair and disassembly of the
high-voltage harness, the conductive surface of the terminal is clean, without dust and
oil-stains, so as to avoid the increase of contact resistance and abnormal heating. 
3) Insulation resistance between high-voltage wire and ground is higher than 2MΩ. The
grounding resistance of shielding layer is less than 0.5Ω. 
4) After the completion of repair and maintenance, the whole vehicle will be electrified.
5) Carry out insulation testing through the vehicle insulation testing equipment. If there
are insulation faults, timely treat them. 
5.5.2. Requirements for repair and maintenance of high-voltage connector
1) High-voltage connectors shall not be damaged and deformed. There shall be no
dismantling difficulties caused by rust at the socket. High-voltage connectors shall be
installed firmly without loosening. Seal rings shall not be removed from the sheath. 
2) Requirements for connector insulation resistance: The insulation resistance between
the terminal and shielding layer of high-voltage connector is ≥20MΩ. 
3) The casing of high-voltage connector is not corroded and damaged, there is no
foreign matter and water in the interior of connector, and there is no oxidation,
abnormal heating and ablation in the conductive part of high-voltage connector. 
4) After the high-voltage connector is repaired and plugged, it shall be plugged in
position, the lock structure is installed in place, without virtual connection. 
It is necessary to carry out insulation testing through the vehicle insulation testing
equipment. If there are insulation faults, it is necessary to timely treat them. 
6) The high-voltage harness assembly shall be replaced directly when there are
connector faults. The replacement method can be found in the Maintenance Manual
of the vehicle. 
5.5.3. Requirements for repair and maintenance of AC/DC charging sockets 
It is suggested that AC and DC charging sockets shall be cleaned regularly. 
AC/DC charging socket inspection 
1) The protective end cover of the charging socket is intact and undamaged, the inside
of the socket is clean, without foreign matter and water, with good insulation
performance, and the inner waterproof ring (if visible) of the charging socket is not
damaged or falls off. 
2) The cover and locking buckle of charging socket is not damaged or broken. There is
no oxidation, abnormal heating and ablation in the conductive part of charging
socket.
3) The charging socket is fixed firmly, without loosening, and the terminals are
not blackened, broken, and the spring does not fall off. 
4) After 30 minutes of vehicle charging (fast charging battery charging not less than 10
minutes), the temperature of charging socket is not higher than the ambient
temperature by 10°C. 
equipment. If there are insulation faults, it is necessary to timely treat them. 
Procedures and measures for handling abnormal problems 
1) In case of problem of AC and DC charging socket, high-voltage harness assembly
shall be replaced. 
2) If there is any foreign matter, it shall be removed by means of tweezers with
insulated handle or blown out by air gun. 
3) If there is water stain, it shall be cleaned with clean dust-free cloth (no paper towel is
allowed at charging port terminal), or dried by air gun; 
4) In case of dust, it shall be cleaned with nylon soft bristle round brush (diameter of
soft bristle round brush: 10 mm for DC outlet, 5 ~ 6 mm for AC outlet) and dust-free
cloth. 
Requirements for repair of AC/DC charging sockets 
Common fault diagnosis and processing method of AC/DC charging socket
Fault description Treatment method
Insulation fault Replacement of high-voltage harness
assembly
Over-temperature fault It is necessary to clean up the charging
socket and replace the charging gun, and
replace the high-voltage harness assembly
when the fault recurs.
Cover of charging socket is damaged Replacement of high-voltage harness
assembly
Terminal ablation Replacement of high-voltage harness
assembly
Seal ring rupture Replacement of high-voltage harness
assembly
Requirements for repair of AC/DC charging sockets 
Before repairing AC/DC charging sockets, it is necessary to make sure: 
1) It is necessary to remove the power battery repair switch when the vehicle is
2) The whole car is powered down by low voltage. 
Repair, inspection and replacement of AC/DC charging socket 
The high-voltage harness assembly shall be replaced directly when there are
charging socket faults. The replacement method can be found in the Maintenance
Manual of the vehicle. 
5.5.4. Requirements for repair and maintenance of charging guns

Requirements for maintenance of charging guns. It is recommended that the charging
gun be cleaned regularly. 
Charging gun inspection 
The protective cover of charging gun is not damaged or cracked. There is no foreign
matter such as water stain and dust around the terminal. The terminals are not
blackened, broken and shed. Charging wires and cables are not damaged or cracked. 
Requirements for repair of charging guns 
Common fault diagnosis and processing method of charging gun
Fault description Treatment method
Damage to gun head or wiring harness Replacement of charging harness
Failure of charging function Replacement of charging harness
Repair, inspection and replacement of charging gun 
The charging line assembly needs to be replaced. 
5.6. Requirements for repair and maintenance of high-voltage components of
power electronics 
Power electronic components include vehicle chargers, DCDC converters, DC/AC
inverters, etc.
5.6.1. Requirements for maintenance of high-voltage components of power
electronics
When cleaning vehicles, it is necessary to try to avoid washing the connector parts of
high voltage components of power electronics with high-voltage water flow, so as
not to cause electrical fault.
5.6.2. Requirements for repair of high-voltage components of power
electronics
Requirements for repair of high-voltage components of power electronics
High-voltage components of power electronics are high-voltage electrical appliances.
Professionals shall be equipped with professional equipment for operation during repair.
Illegal disassembly by non-professionals is strictly prohibited. Before repairing power
electronic high-voltage components, it is necessary to ensure that:
1) It is necessary to remove the power battery repair switch when the vehicle is
2) The whole car is powered down by low voltage. 
Replacement of high-voltage components of power electronics 
If it is a liquid cooling system, the liquid-cooled pipeline shall be separated first. 
1) Disconnect the coolant pipe; 
2) Remove the coolant pipe clasp; 
3) Pull out the coolant pipe. 
4) The water nozzle is used to cover the coolant pipe opening and the water
nozzle of high-voltage components such as power electronics. Then separate
the high-voltage connection: 
a. Separate low-voltage connectors and disconnect low-voltage harness. 
b. Separate high-voltage connectors and disconnect high-voltage harness. 
c. Remove high-voltage components of power electronics.
the next page:
Note: Satisfactory rating - 7 and 12 points Unsatisfactory - below 7and 12points

Score = ___________
Rating: ____________
Answer Sheet
Name: _______________________
Operation Sheet 1: Inspection and replacement of motor controller 
Inspection and replacement of motor controller 

1) Disassembly of the complete unit: It is necessary to remove the bolts, water inlet and
out let pipes and high and low-pressure connectors of the motor controller, and then
remove the motor controller to prevent the coolant from entering the connectors
during the disassembly;
2) Repair is carried out by professionals according to motor controller fault diagnosis
and treatment methods. 
3) Re-install motor controller to the vehicle. 
4) Check the high-voltage terminals: The high-voltage terminals shall be shielded
for insulation. 
5) It is necessary to check the shielding terminal: The shielding terminals shall be taped
for insulation. 
6) It is necessary to measure the insulation between high-voltage wire and shielding
wire. 
7) It is necessary to install high- voltage terminals: It is necessary to install the
high voltage terminal back to motor controller and lock it with bolts. The high-voltage
terminal shall be installed strictly according to the shell mark to avoid mis-installation.
The flat surface of the power terminal is close to the plane of the bus, and the
bending surface is not allowed to be installed. 
8) It is necessary to fix shielded wiring harness: Fix shielding terminals, which requires
that shielding terminals and power bus terminals are strictly separated, without
contact. The high-voltage terminals shall be subject to insulation test after
installation.
9) Install all covers, and tighten bolts according to torque requirement, preferably with
torque wrench. 
10) Re-install low-voltage connector and low-voltage power supply. 
11) Install the cooling pipeline and check for leakage. No air is allowed to stay in the
motor controller.
12) The waterproof grade of the controller is IP67, please do not use high-pressure water
gun or other tools to wash the controller, if it needs to be cleaned, please use soft
and dry cotton cloth, please do not use alcohol or organic solvent;
equipment. If there are insulation faults, it is necessary to timely treat them.
Operation Sheet 2: Routine Service Procedures
LAP Test: Practical Demonstration
Name: _____________________________ Date: ________________

Time started: ________________________ Time finished: ________________
Instructions:
1. You are required to perform any of the following:
2. Request your teacher for evaluation and feedback
LG #61 LO #2- Check Associated Electrical Components
Instruction sheet
 Inspection service of HEV components and systems
 Checking condition and operation of associated electrical components
 Identifying performance of electrical components
 Record faults and corrective action
 Follow relevant information to inspection and service of HEV components
 Checks the condition and operation of associated electrical components
 Identify problems of electrical components and take corrective action
 Record faults and corrective action
them
sheets‖ ,
9. If your performance is unsatisfactory, see your trainer for further instructions or go back
to ―Operation sheets‖.
Information Sheet 1: Following Inspection service of HEV components
1.1. Inspection service of HEV components

Introduction
A source, protection device, control device, load (component that does the work) and
ground path are found in every automotive circuit. Customers do not bring in their
vehicles for circuit checkups or maintenance; they come to the shop or, even worse, are
towed in when an electrical system fault has occurred. The technician must be up for the
task. Unlike a fluid leak or an abnormal noise, electrons flowing in a circuit cannot be
seen or heard. Technicians must be proficient at using service information, circuit wiring
diagrams, and the digital multimeter (DMM) for electrical system diagnosis. Like any
task, repetition and practice allow technicians to identify the cause of electrical faults—
just like a good baseball pitcher can, with practice, place the ball where desired over
home plate.
▶Measuring Voltage
Measuring voltage is the most frequently performed electrical system diagnostic test.
Measuring source voltage should be one of the first inspection points of any electrical
system concern (FIGURE 6-1). Measure source voltage at the battery with the vehicle
off and all electrical loads off. A fully charged battery should indicate very close to 12.6
volts on the digital multimeter (DMM). Perform a battery test if source voltage is 12.4
volts or less before continuing diagnosis. The concern may be due to a faulty battery or
a problem with the charging system.
The DMM on the volt setting is measuring the difference in voltage (potential or
pressure) between the positive test lead and the negative test lead. Using the battery as
an example, the positive post of the battery has a potential of 12.6 volts and the
negative post of the battery has a potential of 0 volts when fully charged. In simple
terms, the DMM takes the voltage measured on the positive lead and subtracts it from
the negative lead: 12.6V – 0.0V = 12.6V.
Looking at the voltage predicted in the circuit in FIGURE 6-3, the technician has
predicted source voltage before the load and after the load when the circuit is off: 12.6V
– 12.6V = 0.0V.
There is no potential difference between these two test points when the circuit is off so
the DMM displays 0.00V.
Measuring available voltage and voltage drop in the circuit is part of the diagnostic
process. Perform these tests once you have reviewed the service information, traced
circuit current paths, and predicted circuit voltages at applicable test points. It is usually
best to start with available voltage tests as the results are shown on the DMM display
even if no current is present in the circuit. Available voltage tests are made by placing
the DMM negative test lead on a known good ground location. Place the DMM positive
test lead at the desired test point in the circuit. Compare the test result to your predicted
voltage on the wiring diagram. A circuit fault is noted when the voltage is not close to
what should be present. The available voltage test can quickly narrow your search for
the cause of a circuit fault, like an open circuit concern (FIGURE 6-4).
Voltage drop tests require that current is present in the circuit. Remember, voltage only
drops in the presence of current. The voltage drop test is the best test for isolating high
resistance faults in a circuit (FIGURE 6-5). A voltage drop test is performed by placing
the positive lead of the DMM on the most positive portion of the circuit and the negative
lead on the most negative portion of the circuit with the test circuit energized (on). A
voltage drop can be performed on any portion of the circuit—across the load where most
of the voltage should be used to perform work, a connector, a switch, a section of wiring,
or the ground (TABLE 6-1). You can apply one of Kirchhoff‘s laws to verify your voltage
drop testing was done correctly. Kirchhoff stated that the sum of the voltage drops in a
circuit must equal source voltage. After you note your voltage drops, add them up to
verify they equal source voltage. This ensures that you did not misinterpret a voltage
reading or have one or both of the test leads in the wrong location.
FIGURE 6-4 Available voltage tests do not require current to be present in the circuit
and can quickly pinpoint that there is an open circuit fault
FIGURE 6-5 Voltage drops in the presence of current and can be measured with the
DMM when the circuit is on.
Component Maximum voltage drop
Circuit load Very close to source voltage
Connector 0.0 – 0.1 volt (<100 mV)
Section of wire 0.0 – 0.1 volt (<100 mV)
Current carrying switch 0.0 – 0.1 volt (<100 mV)
Relay contacts 0.0 – 0.1 volt (<100 mV)
Ground 0.0 – 0.05 volt (<50 mV)
Resistance Testing
A resistance test is best used when testing a circuit component as part of the service
information‘s diagnostic procedure. You may need to measure a relay coil, thermistor,
solenoid, or a fuel injector for resistance and then compare your DMM reading with the
service information specification (FIGURE 6-6).
Resistance tests are made with the circuit off and isolating the component or portion of
the circuit you will be testing. Isolate the component by disconnecting the harness
connector. You may need to use a pin test toolkit to connect the DMM leads to the
component (FIGURE 6-7). Compare your reading to the specification in the service
information and note that if the temperature is warmer or colder than noted, your reading
will vary. Warmer conditions increase resistance; cooler temperatures will lower the
resistance.
To measure resistance in a portion of the wiring harness, isolate it by disconnecting it at
two locations (see Figure 6-7); you can then connect the DMM to the related pin in each
connector and note the resistance reading. Wiring should have almost no resistance so
the reading should be very close to 0 ohms.
Inspect Fuel Injector Assembly
(a) Measure the resistance according tothe value(s) in the table below.
Standard resistance
If the result is not as specified replace the fuel injector assembly.
FIGURE 6-6 A resistance test can determine if a component is within service
information specifications
Measuring Amperage
Using the DMM to measure circuit amperage is not often performed in automotive
circuits. Most DMMs can only measure up to 10 amps of current, and most automotive
body electrical circuits require more amperage than this to operate (note the fuse rating
for the circuit you are diagnosing). The most common use for the ammeter function of
the DMM is measuring parasitic draw, which if excessive can cause the battery to
discharge. Also the service information rarely provides current specifications.
It is recommended that you use fused jumper leads to prevent a short circuit that
damages the DMM, the test leads, or vehicle circuits for amperage testing. The negative
lead remains in the common jack of the DMM. Move the positive lead to the appropriate
amperage jack, usually to measure either up to 200 milliamps or more than 200
milliamps to the DMM‘s limit (usually 10 amps). The DMM test leads become part of the
circuit to measure amperage, as the current must go through the DMM so it can be
measured. Open the circuit at a connector if possible and connect the positive lead to
the most positive side of the circuit and the negative lead to the most negative side of
the circuit. Turn the circuit on and note the reading on the DMM.
Warning: The DMM becomes part of the circuit when the amperage function is selected.
Incorrect procedures or forgetting to place the positive lead back into the volt ohm jack
of the DMM can result in a short circuit if you then use the DMM to measure voltage.
Some DMMs produce a warning beep when the positive lead is in the amperage jack
with the function selector set to measure voltage. Failure to follow these procedures can
blow circuit fuses, main body fusible links, or, if testing source voltage at the battery,
create a spark that can cause the battery to explode (FIGURE 6-8)
FIGURE 6-8 An inductive clamp can be used to measure amperage values that exceed
the limit of the DMM or if you want to view the signal on a DSO.
Circuit Faults
Circuit faults result in a customer concern. These faults can be categorized as an open
circuit, high resistance in a circuit, a short circuit, a shared voltage fault, or parasitic
draw. It is important to determine the type of circuit fault you are dealing with during your
diagnosis as it will affect the strategy and test methods used to isolate the cause of the
fault
Open Circuit
An open circuit no longer has a continuous path for current in the circuit and is the most
common electrical system fault. Causes of an open circuit include disconnected
connectors, a bad switch, damaged terminal connectors, cut wires, or a defective or
blown fuse. When there is no observable sign of circuit operation, there may be an open
circuit (FIGURE 6-9). Begin by testing the available voltage in the circuit that is the
easiest to reach of those that are the most likely cause of the concern. For the stop light
circuit shown, you can test at left stop light connector pin 3. If source voltage is present,
then the circuit open is after this point. If no voltage is present, the open is before this
point in the circuit. With continued circuit testing, you find that there is source voltage at
left stop light connector pin 1. This indicates the bulb should be OK. The next test
location is the circuit ground point, L3—the DMM indicates 0 volts. Since there is source
voltage at the ground side of the stop light bulb connector (L31 pin 1) and no voltage at
the circuit ground point, the open is between these two points. Further testing should be
performed by visually inspecting this section of the harness to determine the where the
open is located.
FIGURE 6-9 An open circuit may be indicated when there is no observable operation of
the stop lights
High Resistance in a Circuit

In some cases high resistance faults may appear to be open circuit faults. The
difference is that current is present in the circuit with a high resistance fault. Additionally,
instead of infinite resistance like an open circuit, there is a resistance that is causing an
excessive voltage drop at some point before or after the circuit load (FIGURE 6-10).
The strategy for isolating the location of the high resistance fault is very similar to open
circuit voltage testing. If the circuit load functions, but does not function correctly, you
know that current is present. Therefore you can perform available voltage tests and
voltage drop tests throughout the circuit to isolate the high resistance. If you are unable
to determine whether current is present because the load does not appear to operate,
begin with available voltage testing at the load at both the positive and ground pins of
the connector. Source voltage at the load indicates the resistance is after the load,
which should be confirmed when you obtain a reading that exceeds 100mV or greater
on the ground side of
the load (with the circuit on) (FIGURE 6-11).
Voltage that is much less than source voltage indicates the high resistance is before the
load. Once you have isolated which part of the circuit has excess resistance, you can
continue to use available voltage tests or voltage drop tests to isolate where the high
resistance is.
FIGURE 6-11 Measure voltage at the load. Less than source voltage on the source side
indicates resistance before the load. Voltage that is greater than 100–300mV after the
load indicates excess resistance after the load
Short Circuit
A short circuit occurs when current bypasses the load and goes directly to ground or
when there is some fault in a circuit component (usually the load) that reduces
resistance and increases current beyond normal levels. A relay coil that has failing wire
insulation increases current, for example. Fuses, fusible links, and circuit breakers serve
as circuit protection devices in case of a short circuit. Fuses and fusible links are
designed to have their conductor melt from the excess current of a short circuit. When
the conductor melts away, it opens the circuit and prevents overheating wiring, switches,
and the load device which could lead to a vehicle fire.
Diagnosing a short circuit can seem like a daunting task since you cannot power the
circuit on and then use your DMM to find the cause. There are a couple of methods that
you can use to locate the fault. The first method involves using an incandescent light as
a short-finding tool. Create the short- finding tool by using a 12-volt 1156 light socket, a
fuse holder, and 16 gauge wire. Assemble as shown in FIGURE 6-12. Remove the
circuit fuse and install the short-finding tool. Turn the affected circuit on and the 1156
bulb will illuminate.
Begin disconnecting circuit connectors in the affected circuit one at a time. When the
bulb goes out, you know the short is in that section of the circuit. You can then inspect
the harness or component further to determine what repair is required.
Another option is to use a short-detecting tool. There are two basic types. The first uses
a circuit breaker to power up the circuit for very short intervals. While it is energized, you
use a hand-held tool that detects the magnetic field in the wiring harness. If the needle
on the tool moves, there is current present. When the needle stops moving, you have
found where the short to ground is. The second type of short detector uses a signal
generating device connected to the affected circuit. Once it is connected, you leave the
circuit off and
then use the signal detector along the harness. As long as there is a signal, the wiring is
OK. The signal stops where the short is. The difficulty with both of these methods is in
the amount of the harness you must expose to find the short location, especially where
the
harness is difficult to reach behind the instrument panel.
Whichever method you use to find the cause of the short circuit, once found, perform
the recommended repair and then thoroughly retest the circuit to ensure all is OK.
FIGURE 6-12 Locate the short using an 1156 lamp and socket with a fuse. Disconnect
connectors in the circuit before the load until the light turns off to isolate the short
location. Using an incandescent lamp with fused leads connected to the fuse holder
is one method for locating a short circuit.
Shared Voltage
A shared voltage fault is one of the most confusing faults to diagnose. A shared voltage
fault occurs when one circuit shares its voltage with another causing it to operate at the
same time. A shared voltage fault can occur when one circuit joins with another circuit
causing the two circuits to operate when one or the other is energized. This may be
caused when two wires chafe through the insulation and the bare wire touches, when
damage to a connector causes adjacent pins to touch, when a fault or damage inside a
junction block allows two distinct circuit paths to intersect and connect, or when a
damaged dual filament light bulb allows voltage in one filament to touch the other
filament and turn that part of the circuit on. An open ground in one circuit can also allow
current to seek a path to ground through another related component like a light bulb or
shared fuse (FIGURE 6-13).
Isolate the cause of a shared voltage fault by first checking for a blown fuse. The blown
fuse may cause the lack of voltage in one circuit to seek a path through another circuit
where they intersect in a junction block or junction connector. Shared voltage concerns
in incandescent lighting circuits can be diagnosed by removing each bulb one at a time.
Inspect the bulb to be sure it is the correct type and there is no damage to the bulb base
or socket in the vehicle harness. If the other circuit turns off when you remove the bulb,
you have isolated the cause to either the bulb or that part of the harness and bulb
socket.
Do this for each bulb in the circuit until you locate the cause of the fault. It is possible
that a damaged harness or connector is allowing one circuit to power another due to
exposed wires touching each other or two or more connector pins touching. Isolating
where the short to voltage is should begin with where the two (or more) circuits have
wiring in the same connector(s). Check for continuity between the two suspected wires.
It should be an open circuit, but a resistance reading near 0 ohms indicates the two
wires have made contact.
Carefully inspect connectors for damage. If OK, move on to the harness sections and
carefully inspect the individual wires for damage to insulation that would allow the
circuits to share voltage from one to the other. Lastly, some circuits use diodes to isolate
one part of the circuit from another. Refer to the wiring diagram; if there is an isolation
diode present, locate the diode and check its operation with your DMM. Replace the
diode if it fails the forward or reverse bias tests.
FIGURE 6-13 Shared voltage faults can be caused by two wires or two filaments in an
incandescent bulb shorting together or by an open ground as shown
Parasitic Draw
A parasitic draw is always present in the modern vehicle. ECUs have keep alive memory
functions, and ECUs related to alarm and keyless entry systems remain active while the
vehicle is locked and off. The typical vehicle should have less than 50mA (milliamps) of
parasitic or ignition-off draw and should have little effect on battery voltage over a
vehicle storage period of two to four weeks. Excessive parasitic draw usually presents
as a customer concern that the battery has low or no charge to start the vehicle after it
has been parked for a period of a few hours to a day or so.
Your diagnosis should begin with a thorough battery and charging system test. A failing
battery or charging system that does not fully charge the battery can cause symptoms
that may seem like a parasitic draw concern but are not. If the battery and charging
system are OK, check for parasitic draw (FIGURE 6-14).
Parasitic current draw can be measured in several ways, the most common being the
process of using an ammeter capable of measuring milliamps and inserting it in series
between the battery post and the battery terminal. The ammeter is usually put in series
with the negative battery lead (FIGURE 6-15). If the vehicle is equipped with systems or
modules that require electronic memory to be maintained, follow the procedure listed in
previous paragraphs for identifying modules that lose their initialization during battery
removal and maintain or restore electronic memory functions. Note that the timers may
reset during the process of disconnecting the battery terminal and connecting the
ammeter in series, so you may have to wait for the timers to go back to sleep. If
excessive parasitic draw is measured, disconnect fuses or systems one at a time while
monitoring parasitic current draw to determine the systems causing excessive draw.
Also, in most cases, opening a door or trunk will cause the timers to reset.
Disconnecting the battery can be avoided if a sensitive, low-current (i.e., milliamps)
clamp is available (FIGURE 6-16). The low-amps current clamp measures the magnetic
field generated by a very small current flow through a wire or cable. Placing the low-amp
current clamp around the negative battery cable will allow you to measure the parasitic
draw. If excessive parasitic draw is measured, disconnect fuses or systems one at a
time while monitoring parasitic current draw to determine the systems causing the
excessive draw
FIGURE 6-14 The parasitic draw test determines the amount of current used by systems
when the vehicle is off
Testing Switches, Connectors, and Wiring
Switches, connector pins, and wiring from one part of a circuit to the next are often
tested as part of the electrical system diagnosis. Service information often provides
resistance specifications to check these components; however, the best test for
component resistance is the voltage drop test, as discussed earlier in this chapter.
Switch contacts should have infinite resistance when off and very close to 0 ohms when
in the on position. Wiring and connector pins should have very close to 0 ohms of
resistance. Also, wiring that delivers voltage to the load should have no continuity to
ground (OL on the DMM).
Voltage drop testing is a dynamic test. The component is tested when current is present
in the circuit. A switch, wire, or harness connector pins may have very little resistance
when tested by the DMM and its very small current present during the resistance test.
Applying full circuit current will cause resistance to show in the form of a voltage drop.
Perform a voltage drop across a switch by measuring at the connector pins. The voltage
drop should be less than 100mV for most circuits. Circuits with high current may have a
higher voltage drop. For example, an incandescent stop light circuit may have 200–
300mV drop across the brake light switch. Switch contacts can corrode or be damaged
from repeated on to off cycling. A voltage drop of more than 500mV usually indicates the
switch is faulty and should be replaced.
Connectors join sections of the harness together and allow for easier assembly or
disassembly of the vehicle and related repairs that may be required. Connector pins are
really only designed to be connected and disconnected three or four times in their
vehicle life.
Every time a connector is disconnected and reconnected, its pins may be damaged or
there may be wear and damage to the housing and the retaining lock mechanism. Use
caution when disconnecting the connectors and avoid repeated removing and installing.
Tools are available to test for connector pin fit (FIGURE 6-18). An excessive voltage
drop across a connector may be caused by a damaged pin. The use of this tool can help
identify whether pin fit is the cause. A damaged connector or damaged pin usually
requires a harness replacement if the vehicle is under warranty. Customer pay may
require you repair or replace the connector pin or entire connector if the components are
available. Some vehicle manufacturers provide terminal repair kits and a catalog of
replacement connectors that are a direct replacement or can be adapted to fit, like using
a 6 pin connector in place of a 4 pin.
FIGURE 6-18 Terminal pin test tools can be used to verify the correct pin fit tension is
present.
the next page:
Operation Sheet 1: Checking condition and operation of associated electrical
components
2.1. Checking condition and operation of associated electrical components by
using Scan tools
 Air Conditioning Control System
 Anti-Lock Braking System (ABS) And Traction Control System (TCS)
 Automatic Power Windows
 Auxiliary Cooling System For The Internal Combustion Engine (ICE) And HV
System
 Driver Information Warning Display
 Electric Power Steering
 Electronic Brake Control System
 Electronic Stability Control
 Electronically Controlled Automatic Transmission
 Headlight Aiming Control System
 ICE Control Management System
 Multi-Function Display Units, Including Sat-Nav System
 Tyre Pressure Warning System (TPWS)
Step 1: Use On-Board Diagnostic (OBD) II
It is an improved version of OBD I that started in 1994. There are different codes for
different faults of your car. You need to learn them. While using OBD II, if the Check
Engine light comes, it indicates a failure that may affect the emission and many other
problems. Unless all the problems are set right, the light stays, and the code is stored in
the computer memory for a definite number of on/off cycles. You can erase it
immediately by using the scan tool.
The OBD II scan tester helps you to find answers to simpler problems. It also indicates
the possibly of more complicated areas. Then, you can set them right perfectly.
Step 2: Interpreting the Code
By using and OBD II, you can know certain data related to the operation of your engine,
such as the timing of ignition, rotation per minute (RPM), calibration of fuel injection.
There are a number of sensors that perform these functions. They are mass airflow
sensors, throttle position, oxygen; barometric sensors.
Switch position signals and calculator load value. The capture mode of the OBD II
enables you to take a brief view of the readings made by other sensors, at the exact
occurrence of problems while driving.
Step 3: Sensor Scan
With the scan tool, you can find out any other problem, not responsible for the warning
light of the car engine. The latest generic code is PO713. It is commercially known as
Sensor Circuit for Transmission of Fluid Temperature.
If the transmission fluid becomes too hot, there may be an immediate failure of the
transmission. Just sitting in the driver‘s seat, you can troubleshoot many problems by
pushing a button, located on the tester. You can check any excess generation of
temperature on the computer.
Step 4: The Manner of Data Transmission by OBD II
The Powertrain computers are designed to circulate information from sensors and
switches to other computers which control transmission, air-conditioning, safety
systems, and suspension. These computers also control systems that are responsible
for the emission of the engine; it helps the technicians for evaluating troubles.
Step 5: Linking a laptop to Automotive Scan Tool
Instead of a Handled Scanner, you can use your laptop or PC with the help of a kit. The
following is the process of Linking OB II kit to a Laptop:
 You can buy the laptop OBD II interface kit, either over the counter or online.
 Insert the disc for software installation and complete the installation process. If
not, you have access to the ―my computer‘ and double click on the disc.
 Connect to your laptop by using an USB to without serial ports. Then connect the
OBD II diagnostic port cable.
 After starting the program of the software, ensure to double-click the desktop icon
if the program does not automatically. Be contented with the control interface
 Get your laptop into your car and turn the ignition, ‗on,' without cranking the
engine. Now, connect your laptop to your car‘s diagnostic port; below the steering
wheel
 If required, click the ―scan button‖ that you find on the control interface. Have as
look at the engine codes and information related to diagnosis given by the
program
LAP Test: Practical Demonstration
Name: _____________________________ Date: ________________

Time started: ________________________ Time finished: ________________
Instructions:
1. You are required to perform any of the following:
2. Request your teacher for evaluation and feedback
LG #62 LO#3. Complete Service Operations
Instruction sheet
 Workplace requirements
 Completing Job card or repair order
 Preparing Report
 Clean work area and replace tools and equipment according to workplace
requirements
 Complete Job card or repair order according to workplace requirements
 Prepare Report the outcomes of the service and maintenance according to
workplace requirements
them
sheets‖ ,
9. If your performance is unsatisfactory, see your trainer for further instructions or go back
to ―Operation sheets‖.
Information Sheet 1: Completing Job card or repair order
1.1. Prepare Job card

The job card is meant to ensure that the technician working on the vehicle, has a
detailed ‗patient‘ file which will help ensure that every job is completed professionally
and every vehicle receives the technician‘s full attention and application.
The job card is also a great tool for your technicians to highlight additional repairs or
maintenance items that they notice and which really need attention. This is where your
job card works in conjunction with your cross selling lists, a subject to be covered as part
of this series of business strategies.
Let‘s face it, technicians are only human, and they have lazy or bad days, and they
might forget things. So the number one role of the job card is to prompt technicians to
undertake every job to your workshop‘s high standard and to the customer‘s
expectations.
To make this work, your job card must contain every item you would like your
technicians to check and report on. The job card can be as detailed as you like.
The advantages of a good job card are:
 to reduce idle time by giving technicians the information and tools to be
productive and efficient
 to provide clear, logical and suitable information to the technician and to the
person costing the job
 to provide a very effective automatic link between the workshop and the front
office
 to provide particulars of each job accurately
 to provide detailed information on the vehicle both at the time of repair and on
future visits to the workshop.
The job card should contain the following information:
1. Job number
Larger workshops use job numbers to identify vehicles and to allow
technicians to easily find jobs when required. These can sometimes also be customer
numbers. It‘s important to only refer to job and customer numbers in-house and not
directly with a customer. Always refer to a customer by name and their vehicle by make
and model.
2. Customer’s name and full contact details
Correct customer information is very important. Names must be spelt correctly and any
titles clearly noted. Make sure the contact phone number is the one on which the
customer will be available, and the correct mailing address so you can send them a
thank you letter or service reminder. Most point of sale programs will print this out on
your job card, but you should always ensure details are correct.
3. Complete vehicle details
This would include rego number, make and model, manufacture details
including VIN number, manufacture date, engine code and number of
cylinders. Such detail is vital when ordering parts. Kilometres travelled must be noted,
particularly if related to warranty. Other details might include when the vehicle is due for
service or service interval, and registration renewal.
4. Jobs required
A very clear and precise job description and detailed explanation of the issues including
the history of the issue if any doubts remain about any issues, the technician working
on the job may need to contact and talk to the right person to gain all the information to
correctly diagnose the vehicle.
5. Time the vehicle is required by the customer
This is important for all technicians to know so priority can be given to jobs
There should be space on the job card for this kind of information:
a. Parts used on the job
This could include part numbers, description and quantity. Any part not on the job card
might get left off the invoice and therefore lower profitability.
b. Work performed
This must be in detail. Technicians may have to be taught the importance of
this information, because it directly influences the invoiced amount. If a
technician encounters a problem with a job, they should inform the right
person as well as write it on the job card. The time taken is as important as
the information on the type of work performed. You could have a section on
the job card for recommended time for certain jobs. This can be useful where a
technician becomes expert at a particular repair through experience and the time taken
is reduced. In situations like this, it is not logical to reduce the invoice amount to match
because the repair job still should retain its full value, regardless of how good a
technician becomes at performing it.
Service details
These would include things like
 Brakes, including percentage of brake wear front and back, brake and clutch fluid
test results.
 Tires, including tire size and percentage of wear on all tires including the spare,
tire pressures before and after the service.
 Suspension, a good fair and fail option on front and back suspension.
 Timing belt – note whether the vehicle has a timing belt and if it has a service
history.
 Drive belts – good, fair or fail on drive belts and tensioners.
 Coolant – good, fair or fail based on coolant testing.
 Battery test results.
 Wiper blades – good, fair or fail on both front and back wiper blades.
Windscreen washers – OK or fail on both front and back.
 Air conditioning – good, fair or fail and any service history.
There are probably more areas that can be covered in workshops that specialize in
areas such as front end, auto electrical, automatic transmissions, exhaust, engine
rebuilding and so on. Just think about the information you need at your fingertips to
allow you to be more productive and more efficient, and then put a spot on your job card
for it.
Part suppliers
A handy reference to trace where parts came from Include a phone number, contact
person, parts ordered or quote received, your price and retail price
and time of order
Report section
This is a spot for technicians to write a report on other items found requiring attention or
to expand or any issues already listed. This is where a note may be made to recheck
something next service, or to highlight something quirky about the vehicle.
Operation Sheet-1: Interpretation on Job Order Sheet
Instructions: You are required to interpret the Job Order provided and show to your
Instructor the necessary preparation in order to accomplish the work according to the
industry standards
SAMPLE JOB ORDER SHEET:
Dire Dawa
Dire Motor works Date:
Engine Description: Model: Year:
Item Particulars
1. Service Fuel Filter
2. Bleeding of Diesel Fuel System
3. Re-tightening of Injectors
4. Glow Plug change
5. Clan fuel system
Repair undertaken by: sign.
the next page:
Information Sheet 2: Preparing Report
2.1. Report Writing

2.1.1. Introduction
As technicians you may be called on to produce a report for a customer. Also, if you are
involved in research of some kind it is important to be able to present results in a
professional way. The following sections describe the main headings that a report will
often need to contain together with an example report based on the performance testing
of a vehicle alternator.
Laying out results in a standard format is the best way to ensure that all the important
and required aspects of the test have been covered. Keep in mind that the report should
convey clearly to another person what has been done. Further, a ‗qualified‘ person
should be able to extract enough information to be able to repeat the test – and check
your findings! Use clear simple language remembering that in some cases the intended
audience may not be as technically competent as you are.
2.1.2. Main headings of a report
The following suggestions for the headings of a professional report will cover most
requirements but can of course be added to or subtracted from if necessary. After each
heading I have included brief notes on what should be included.
Contents
If the report is more than about five pages, a list of contents with page numbers will help
the reader find his/her way through it.
Introduction
Explain the purpose of what has been done and set the general scene.
Test criteria
Define the limits within which the test was carried out. For example temperature range
or speed settings
Facilities/resources
State or describe what equipment was used. For example: ‗A ―Revitup‖ engine
dynamometer, model number C3PO was used for the consumption test‘.
Test procedures
Explain here exactly what was done to gain the results. In this part of the report it is very
important not to leave out any details.
Measured results
Present the results in a way that is easy to interpret. A simple table of figures may be
appropriate. If the trend of the results or a comparison is important, a graph may be
better. Pictures of results or oscilloscope waveforms may be needed. If necessary a
very complex table of results from which you draw out a few key figures, could be
presented as an appendix. You should also note the accuracy of any figures presented
(0.5% for example).
Analysis of results
This is the part where you should comment on the results obtained. For example, if say
a fuel consumption test was carried out on two vehicles, a graph comparing one result to
the other may be appropriate. Comments should be added if necessary, such as any
anomaly that could have affected the results (change of wind direction for example).
Conclusions /Comments /Observations
Note here any further tests that may be necessary. Conclude that device X does
perform better than device Y – if it did! If appropriate, add observations such as how
device Y performed better under the set conditions, but under other circumstances the
results could have been different. Comment on the method used if necessary.
Forecast
If necessary comment on how the ‗item‘ tested will continue to perform based on the
existing data.
Appendices
Detailed pages of results that would ‗clog up‘ the main report or background material
such as leaflets relating to the test equipment
Operation Sheet 2: Preparing Report
Example report
An example report is presented here relating to a simple alternator test where its actual
output is to be compared to the rated output. Minimal details are included so as to
illustrate the main points.
Introduction
A ‗Rotato‘ 12 V alternator was tested under normal operating conditions to check its
maximum output. The manufacturer‘s specifications stated that the alternator, when hot,
should produce 95 A at 6000 rev/min.
Test criteria
 Start at room temperature.
 Run alternator at 3000 rev/min, 30 A out put for 10 minutes.
 Run alternator at 6000 rev/min, maximum output. Check reading every 30
seconds for 10 minutes.
 Run alternator at 6000 rev/min, maximum output for a further 20 minutes to
ensure that output reading is stable.
Facilities/resources
A ‗Krypton‘ test bench model R2D2 was used to drive the alternator. The test bench
revcounter was used and a ‗Flake‘ digital meter fitted with a 200 A shunt was used to
measure the output. A variable resistance load was employed.
Test procedures
The alternator was run for 10 minutes at 3000 rev/min and the load adjusted to cause an
output of 30 A. This was to ensure that it was at a nominal operating temperature. The
normal fan was kept in place during the test. Speed was then increased to 6000 rev/min
and the load adjusted to achieve the maximum possible output. The load was further
adjusted as required to keep the maximum possible output in case the load resistance
changed due to temperature. Measurements were taken every 30 seconds for a period
of 10 minutes.
Measured results
Speed held constant at 6000 (200) rev/min. Room temperature (18°C).
Time (1 s) 0 30 60 90 120 150 180 210 240 270
Output 101 100 99 99 98 98 98 98 98 98
(0.2 A)
Time (1s) 300 330 360 390 420 450 480 510 540 570 600
Output 97 97 96 96 96 96 96 96 96 96 96
(0.2 A)
To ensure that the alternator output had stabilized it was kept running for a further 20
minutes at full output. It continued to hold at 96 A.
Analysis of results
Figure 1 shows the results in graphical format.
Figure 22: Results presented in graphical format

Conclusions
The manufacturer‘s claims were validated. The device exceeded the rated output by 6%
at the start of the test and under continuous operation at full load, continued to exceed
the rated output by 1%.
The maximum duration of this test was 20 minutes. It is possible; however, that the
device would increase in temperature and the output may fall further after prolonged
operation. Further tests are necessary to check this. Overall the device performed in
excess of its rated output.
the next page:
Reference
1. IRENA (2017), Electric Vehicles: technology brief, International Renewable Energy

Agency, Abu Dhabi.
2. U.s Department of energy (2017), Electric-Drive Vehicles, afdc.energy.gov/
vehicles/electric.html
3. Jones and Bartlett (2017), Advanced Automotive Electricity and Electronics,
http://www.cdxauto.com/mastadvelectrfeatures
4. China Association of Automobile Manufacturers 2019), Electric Vehicle Safety Guide,
Ministry of Industry and Information Technology of the People‘s Republic of China
5. K.Veer Sing et al. (2019), A comprehensive review on hybrid electric vehicles:
architectures and components, https://doi.org/10.1007/s40534-019-0184-3
6. C. C. Chan and K. T. Chau(2001), Modern Electric Vehicle Technology, Oxford
Science Publication
7. I.Husain (2003), Electric and Hybrid Electric Vehicles, CRC Press
8. M. Ehsani (2005), Modern Electric, Hybrid Electric and Fuel Cell Vehicles:
9. Fundamentals, Theory and Design, CRC Press
10. K.Abkemeier et al.(2011), Hybrid and Electric Vehicle The Electric Drive Plugs In,
www.ieahev.org
11. https://afdc.energy.gov/vehicles/how-do-hybrid-electric-cars-work

M15 Service and Maintain HEV

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Automotive Electromechanical Diagnosis Level IV

Based on November 2016 Version OS

Module Title: Servicing and Maintaining Electrical

LO #1- Prepare for service operations ..................................................... 3

LO #2- Check Associated Electrical Components ................................ 63

LO#3. Complete Service Operations...................................................... 83

Figure 1: Atomic Structure and Electrical Charge

 Voltage is electrical pressure.

Figure 2: Factors of Affecting Resistance

Figure 3: Static and Dynamic types of electricity

Figure 4: The difference between DC and AC. (figure 5.9)

Figure 5: The action and measurement of alternating current(figure 5.10)

Figure 6: The sine waves of three-phase AC(figure 5.11)

2.1. Electric and Hybrid Electric Vehicles(HEV)

2.1.2. Types of Electric-Drive Vehicles

Figure 8: System Architecture of the Four Types of Electric-Drive Vehicles

1. Battery Electric Vehicle(BEV)

Working Principles of BEV

2. Fuel Cell Electric Vehicle (FCEV)

Working Principles of FCEV

3. Hybrid electric vehicles (HEVs)

Working Principles of HEV

Figure 12: Architecture and Main Components of PHEV

2.1.3. Benefits of electric-Drive Vehicles

Benefits Hybrid Electric Vehicles Plug-In Hybrid Electric All-Electric Vehicles

2.1.4. Summery of Electric-Drive Vehicles

EVs run on electricity alone. They are powered by one or more

3) Electric generator: Generates electricity from the

4) Electric traction motor: Using power from the

5) Exhaust system: The exhaust system channels

10) Thermal system (cooling): This system maintains

12) Transmission: The transmission transfers

2.2.2. Types by Drivetrain Structure

Figure 15: Structure of a parallel Hybrid Electric Vehicle

2.2.3. Advantage and Disadvantage of Hybrid Electric Vehicle

3.1. Workplace Health and Safety (WHS) requirements

Hazard Potential harm

Stored or  Workers and others may receive an electric shock if they

Powerful magnets  Some EVs contain powerful magnets. If a person who is

3.1.4. Analysing task to define risk

Valeting, sales and other lower risk activities

3.1.7. Safety for Service

Note: Satisfactory rating - 7 and 12 points Unsatisfactory - below 7and 12points

4.1. Identifying Tools and testing equipment

Figure 18: A low-amp current probe. Courtesy of SPX Service Solutions

Figure 19: Diagnostic tools with various scan tool connectors

Multimeter CAT 3 1000v

Electronic measuring instrument that displays voltage as a trace on the screen

Figure 21: Circuit tester, commonly used to test circuit.

Note: Satisfactory rating - 12 and 12 Unsatisfactory - below 12points

5.1. Establishing Technical requirement for inspection and service of HEV

No SOC range Typical Maximum standing time of Vehicle

5.2.2. Repair of power battery

5.4. Requirements for repair and maintenance of power batteries

5.5.4. Requirements for repair and maintenance of charging guns

Note: Satisfactory rating - 7 and 12 points Unsatisfactory - below 7and 12points

Inspection and replacement of motor controller

Name: _____________________________ Date: ________________

1.1. Inspection service of HEV components

If the result is not as specified replace the fuel injector assembly.

High Resistance in a Circuit

Step 1: Use On-Board Diagnostic (OBD) II

Name: _____________________________ Date: ________________

5.2.2. Repair of power battery 

Inspection and replacement of motor controller 

Name: _____________ Date:

Name: _____________ Date: