Công nghệ Hybrid trên xe KIA Optima 2011

OHEV SG CG 01 Cover:Layout 1 3/25/2011 1:43 PM Page 1
Course Guide
Optima Hybrid
Technology (HEV)
Student Guide
Course Guide
OHEV.01
SAFETY FIRST
Appropriate service methods and proper repair procedures are essential for safe,
reliable operation of all motor vehicles as well as the personal safety of the individual
performing the repair. There are numerous variations in procedures, techniques, tools
and parts for servicing vehicles, as well as in the skill of the individual performing the
service. This module cannot possibly anticipate all such variations and provide advice or
caution to each. Accordingly, anyone who departs from the instruction provided in this
module must first establish that they compromise neither their personal safety nor the
vehicle integrity by their choice of methods, tools or parts. The following list
contains general warnings that should always be followed while working on a vehicle.
• Always wear safety glasses for eye protection.
• Use safety stands whenever a procedure requires underbody work.
• Be sure the ignition switch is always off unless otherwise specified by a procedure.
• Set the parking brake when working on the vehicle.
• Operate the engine only in a well ventilated area.
• Keep clear of moving parts when the engine is running.
• To prevent serious burns, avoid contact with hot metal parts such as the radiator,
exhaust manifold, tail pipe, catalytic converter and muffler.
• Do not smoke while working on a vehicle.
This course requires the student/technician to work closely with a high voltage battery.
In order to maximize safety, the student/technician will be required to remove all metal-
lic objects on your person, including but not limited to watches, body piercings, pins,
buttons, bracelets, etc, in order to reduce the risk of electrical arcing and potential elec-
trocution. In addition, those students/technicians who use metallic medical devices,
such as pacemakers, insulin pumps, etc., should be aware of the potential risks of work-
ing closely with a high voltage battery.
Within this module you will find Notes, Cautions and Warnings which provide critical
information and help you do your job safely and efficiently. When you see a Note,
Caution or Warning, be certain you understand the message before you attempt to per-
form any part of a service procedure.Below are the definitions of these terms.
NOTE
The purpose of a Note is to help you do your job more efficiently. A Note may
provide additional information to help clarify a particular point or procedure.
CAUTION
! A Caution alerts you to the possibility of damage to tools, equipment, or the
vehicle. A Caution recommends that a procedure must be done in a certain way to
avoid potential problems resulting from improper techniques or methods.
WARNING
! A Warning alerts you to the highest level of risk. Warnings inform you that a
procedure must be done in a particular way to minimize the chances of an accident
that could result in personal injury or even loss of life.
The content of this course is intended for informational and educational purposes only. Any reliance placed on
such information is therefore strictly at your own risk. In no event will Kia Motors America, Inc. ("KMA") or Kia
University be liable for any loss or damage including, without limitation, indirect or consequential loss or damage,
property loss, damage, personal injury or death caused to any persons arising out of or in connection with the
use of this course.
While KMA makes all reasonable efforts to ensure that all course materials are correct, accuracy cannot be guar-
anteed and KMA does not assume any responsibility for the accuracy, completeness, or authenticity of any infor-
mation contained in these course materials. Nothing in this course is intended as a guarantee of success.
such information is therefore strictly at your own risk. In no event will Kia Motors America, Inc. (“KMA”) be liable
for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or dam-
age whatsoever arising from loss of data or profits arising out of, or in connection with the use of this course.
mation contained in these course materials. All information contained herein was accurate and correct at the time
of publishing.
This course does not represent a commitment on the part of KMA or any companies mentioned. All materials are
provided without any warranty whatsoever. Nothing in this course is intended as a guarantee of success.
From time to time, Kia Motors America may need to update or make changes to the vehicle features and other
vehicle information reported in this [insert applicable material such as video or workbook, etc.]. Some vehicles
shown may include optional equipment. KMA, by the publication and dissemination of this material, does not cre-
ate any warranties, either expressed or implied to any Kia products.
Reproduction of the contents of this material without the expressed written approval of KMA is prohibited.
© 2011 Kia Motors America, Inc. All Rights Reserved.
TT-OHEV211-IL-CG01
2nd Printing - March 2011
Optima Hybrid Technology
OPTIMA HYBRID TECHNOLOGY

Course Guide
COURSE OVERVIEW This instructor-led course develops skills Kia Service

Technicians need to safely service the Optima Hybrid
Electric Vehicle (HEV) through theory and instructor
supervised hands-on guided practices.
COURSE GOALS The goal of this course is to increase a technician’s

efficiency and productivity through a thorough
understanding of the High Voltage (HV) system and
safety procedures required to service the vehicle to
meet customer expectations for a first visit fix.
Critical service topics include:

x Proper use of personal protection equipment (PPE)
x Safely disabling the HV system
x Key HEV components and subsystems
x Tools necessary for safely repairing the HV system
x Service procedures include:
o Safety Plug Removal and Installation
o HV Measurement
o Current Data Analysis
o Component Calibrations
o System Actuation Tests
COURSE OBJECTIVES Upon completion of this course, the Kia Service

Technicians will be able to demonstrate to their
instructor:
x Safely disable the HV system
x Inspect, measure, and evaluate HEV components
x Analyze electrical schematics on selected HEV
circuits
x Use of Hybrid special service tools
x Calibrate specific Hybrid components
x Use the GDS to perform service procedures and test
specific Hybrid systems
EXPECTATIONS In this course, you will be expected to use personal

protection equipment, follow diagnostic procedures and
instructions to safely service and gain a technical
understanding of HEV systems and their operation.
OHEV Course Guide 01 1

TARGET AUDIENCES The target audience for this course consists of Kia
Dealership Technicians who have an advanced
understanding of electrical systems, diagnosis, and
have successfully completed the prerequisites.
PREREQUISITES The following prerequisites must be completed prior to

the start of this course:
x Diagnosing with GDS VE (GDS6) ILC or equivalent
x Auto Electrical Diagnosis ILC (AED)
x Introduction to Hybrid Safety Web based course (IHS)
x Hybrid Technical Highlights Web based course (HTH)
TECHNICAL TRAINING Kia University has adopted a training delivery system

SYSTEM where you will need to successfully pass prerequisite
courses containing knowledge that supports the course.
The course contains safety, system theory, and
operation with tasks to practice what you have learned
concluding with a Performance Assessment.
THEORY A Theory Module presents information to increase

your working knowledge of the subject, which helps
guide you to successful diagnosis and repair.
GUIDED PRACTICE The Guided Practice Module allows you the

opportunity to practice diagnostic skills through hands-
on experience. The tasks are instructor supervised and
verified.
PERFORMANCE The Performance Assessment Module provides you

ASSESSMENT the opportunity to demonstrate what you have learned.
COURSE ACHIEVEMENT A final score of 80% or higher is required to pass this

course.
PERFORMANCE SCORECARD The Performance Scorecard is used to track your

performance on guided practices, diagnosis &
troubleshooting, and written knowledge assessments.
SCORECARD ROUTING One copy of the scorecard is yours, and one copy is
used to update your Kia technical training records.
Should you not complete the course, the third copy is
forwarded to your Kia District Parts and Service.
ANSWER SHEET An answer sheet is provided to record your

Performance Assessment answers. You will return your
answer sheet to your instructor for grading. Your score
will be transferred to the scorecard.
2 OHEV Course Guide 01

COURSE MATERIAL/TIMELINE
Performance
Module Title
Assessment
Course Day
Timeline
Practice
Number
Module
Guided
Theory
Course
01 Course Guide ** 1 8:00 – 8:30 am
02 Intro Optima HEV & Safety X 1 8:30 – 10:00 am
03 Intro Optima HEV & Safety X 1 10:00 – 10:45 am *
04 Battery System & Electric Motor X 1 10:45 – 2:00 pm *
05 Battery System & Electric Motor X 1 2:00 – 3:00 pm *
06 Hybrid Power Control Unit X 1 3:00 – 5:00 pm
Day Two – Review 2 8:00 – 8:30 am
06 Hybrid Power Control Unit Cont. X 2 8:30 – 9:30 am
07 Hybrid Power Control Unit X 2 9:30 – 11:00 am *
08 Hybrid Engine & Transaxle X 2 11:00 – 2:00 pm *
09 Hybrid Engine & Transaxle X 2 2:00 – 3:30 pm *
10 Hybrid Auxiliary Systems X 2 3:30 – 5:00 pm
Day Three - Review 3 8:00 – 8:30 am
11 Hybrid Auxiliary Systems X 3 8:30 – 9:30 am
12 Active Hydraulic Booster X 3 9:30 – 11:00 am *
13 Active Hydraulic Booster X 3 11:00 – 12:00 pm *
14 Performance Assessment (PA) X 3 12:00 – 3:00 pm *
PA Review and Clean-up X 3 3:00 – 4:00 pm
*Includes Break and Lunch
** Kia recent TSBs and service information
Beginning of each day begins with a review of modules completed the previous day.
OHEV Course Guide 01 3

COURSE MANAGEMENT The course and its materials are here for you to learn
and keep. Use them and your time in a way that will
benefit you when you return to your dealership.
TAKE NOTES Make drawings, jot down notes, and highlight these
materials to help you remember important details. Each
module is designed with ample margins for your
important notes.
ASK QUESTIONS If you do not understand something in this course, ask

your instructor for clarification. Asking questions is
strongly encouraged to help you get the most out of
this course.
TEAMWORK During the hands-on activities, you will often be

working as a team. By actively engaging in each
activity, you will maximize your learning experience.
While in the lab, feel free to ask the instructor
questions at any time.
LEARN AT EVERY This course is an opportunity for you to learn in a

OPPORTUNITY controlled environment under the guidance of a trained
Kia instructor. Through active participation you can
build confidence in your abilities to diagnose customer
concerns right the first time, every time!
ICONS
The Reference Icon indicates you must refer to

additional publications in order to complete the
questions or activity.
The Activities Icon indicates an activity that supports

a critical learning objective. These activities are offered
to help you master the material.
The Feedback Icon indicates a progress check meant

to provide you with feedback on your understanding of
the course material.
The STOP Icon indicates you must STOP the activity.

Do not proceed until instructed to continue.
4 OHEV Course Guide 01

OHEV SG TH 02 Cover:Layout 1 3/25/2011 1:42 PM Page 1
Introduction to Optima
HEV & Safety
Optima Hybrid
Technology (HEV)
Student Guide
Theory Module
OHEV.02
SAFETY FIRST
trocution. In addition, those students/technicians who use metallic medical devices, such
as pacemakers, insulin pumps, etc., should be aware of the potential risks of working
closely with a high voltage battery.
NOTE
CAUTION
WARNING
property loss, damage, personal injury or death caused to any persons arising out of or in connection with the use
of this course.
of publishing.
TT-OHEV211-IL-TH03
INTRODUCTION TO HEV AND SAFETY

Theory
MODULE GOAL Upon completion of this module, technicians will be

able to identify hybrid vehicle components, operation,
driving modes, and safety procedures.
MODULE OBJECTIVES Upon completion of this module, technicians should be

able to:
x Identify HEV components
x Identify HEV driving modes
x List safety equipment
x Perform high voltage glove inspection
x List safety procedures
MODULE INSTRUCTIONS This theory module will conclude with progress check
questions that will assess what technicians have
learned.
Pay attention, ask questions, and participate to get the

most out of this module.
TARGET AUDIENCE The target audience for this module consists of Kia
dealership technicians who will service, diagnose, and
repair the Kia Optima Hybrid.
REQUIRED MATERIALS To complete this module, the following items will be

needed:
x Optima Hybrid Vehicle
x High Voltage Safety Gloves (Class 0)
x Safety Glasses
x Roof Safety Topper
x DVOM (CAT III)
TIME TO COMPLETE Approximately 90 minutes
Introduction to HEV and Safety – Theory 02 1

ACRONYMS
AAF Active Air Flaps HWP Heater Water Pump

ABS Anti-lock Brake System IGBT Insulated Gate Bipolar Transistor
AHB Active Hydraulic Booster LDC Low DC-DC Converter
ASP Absolute Steering Position LiPB Lithium-ion Polymer Battery
BAU Brake Actuation Unit MCU Motor Control Unit
BCM Body Control Module MDPS Motor Driven Power Steering
BMS Battery Management System NVH Noise Vibration Harshness
CAN Controller Area Network NVLD Natural Vacuum Leak Detection
CLUM Cluster Module OPU Oil Pump Unit (module)
CPS Clutch Pressure Sensor PAG Polyalkylene Glycol
ECM Engine Control Module PCM Powertrain Control Module
E-COMP Electric A/C Compressor PRA Power Relay Assembly
ECU Electronic Control Unit PTS Pedal Travel Sensor
EOP Electric Oil Pump PVE Polyvinyl ether
EPS Electric Power Steering PWM Pulse Width Modulated
ESC Electronic Stability Control SAS Steering Angle Sensor
EWP Electric Water Pump SJB Smart Junction Box
EV Electric Vehicle SMK Smart Key Module
FATC Fully Automatic Temperature SOC State of Charge
Control
SSB Start/Stop Button
HCU Hybrid Control Unit
SST Special Service Tool
HEV Hybrid Electric Vehicle
TCM Transmission Control Module
HPCU Hybrid Power Control Unit
TCS Traction Control System
HPU Hydraulic Power Unit
TMED Transmission Mounted Electric
HSG Hybrid Starter Generator Device
HV High Voltage
2 Introduction to HEV and Safety – Theory 02

INTRODUCTION
WHAT IS AN HEV? A Hybrid Electric Vehicle (HEV) is defined as a vehicle

that utilizes power from both an engine and an electric
motor to achieve higher fuel efficiency when compared
to a similar engine-only vehicle.
The Kia HEV is driven by 2 power sources:

x A 2.4L Theta II MPI engine
x A 30 kilowatt electric motor (40 horsepower)
PARALLEL TYPE The Kia HEV is considered a parallel-type system.
The Kia parallel-type system utilizes a Transmission

Mounted Electric Device (TMED).
The engine and drive line are mechanically connected,

so the system requires a transmission.
The motor in this TMED type is directly connected to

the transmission and is separated from the engine.
There is a clutch between the engine and the motor.
This separation allows for an electric-only drive mode.
It is also known as a full- or hard-type hybrid system,

which allows driving on electric motor power without the
need for the engine.

COMPONENTS
The main components of the Optima hybrid system are:
x Theta-II 2.4 MPI Atkinson Cycle Engine
x 6 Speed Automatic Transaxle
x Electric Motor & Hybrid Starter Generator (HSG)
x High Voltage Battery Assembly
x Hybrid Power Control Unit (HPCU)

o HCU (HEV System Control Unit)
o LDC (Low DC-DC Converter)
o MCU (Motor Control Unit, or Inverter)
x Active Hydraulic Booster (AHB)
x Electric A/C Compressor
x Transaxle Electric Oil Pump (EOP)
x Active Air Flap (AAF)
x Hybrid Cluster (CLUM)

HYBRID ENGINE
The hybrid engine is a Theta II 2.4L MPI Atkinson Cycle

engine.
It is modified to maximize engine efficiency and fuel

economy.
The Atkinson Cycle engine includes the following to

reduce engine pumping losses:
x An increased compression ratio
x Pistons are changed to reduce combustion chamber

volume
x Thermostat opening temperature is increased to

88°C (190°F) from 82°C (180°F)
x Lighter valve springs
x Piston rings are coated with low-friction material

HYBRID AUTOMATIC TRANSAXLE
The hybrid vehicle uses a 6-speed automatic transaxle.
The torque converter has been removed and the

hydraulic engine clutch and torsion damper installed in
its place.
An electric oil pump is mounted on the side of the

transaxle to generate required hydraulic pressure for
transaxle shifting and engine clutch operation during
low speed driving or Electric Vehicle (EV) mode, in
which the vehicle operates only on the electric motor
while the engine is stopped.

MOTORS
Stator Coil
Permanent
Magnet
Armature
ELECTRIC MOTOR The electric drive motor installed in the hybrid has a
maximum power output of 30 kilowatts (40 hp).
In Electric Vehicle (EV) mode, the electric motor

provides the power necessary to move the vehicle
without using the engine.
In hybrid mode, the electric motor assists engine power

and recharges the high voltage battery during
regenerative braking.
HYBRID STARTER The Hybrid Starter Generator (HSG) assembly rated at

GENERATOR @ 8.5 kilowatts (11 hp) allows the hybrid to switch
between Electric Vehicle and hybrid modes.
It cranks the engine for starting, and acts as a

generator to charge the high voltage battery when the
state of charge (SOC) is below a specified value.

BATTERY ASSEMBLY
The high voltage battery assembly has four major

components.
x The 270 volt lithium-ion polymer high voltage
battery.
x Power Relay Assembly (PRA)
x Battery Management System (BMS) module
x Air cooling system
In addition, active protection devices such as the Power

Relay Assembly and fuses improve reliability and
durability.
For safety, the high voltage battery assembly uses a

battery current check circuit, which shuts off electric
current in case of over-charge.
If a system fault occurs, the BMS turns off the Power

Relay Assembly to protect the hybrid system.
The BMS module maintains the optimal performance of

the high voltage battery.
The BMS measures the current, voltage and

temperature of the battery and calculates the high
voltage battery SOC.
The BMS controls the air cooling system used to

maintain optimal battery temperature by passing cool
air through the battery case.
The BMS performs the cell balancing control, which

minimizes voltage deviation of each cell during battery
charging and discharging.

MOTOR CONTROL UNIT
MOTOR CONTROL UNIT The Motor Control Unit (MCU) is a combination inverter
and converter.
The inverter circuits generate alternating current (AC) to

operate the electric motors from the high voltage
battery.
The converter circuits change the alternating current

(AC) of the electric motors to direct current (DC) to
charge the high voltage battery.
LOW VOLTAGE In the HEV, the Low Voltage DC to DC Converter (LDC)

DC TO DC CONVERTER reduces the voltage from the high-voltage battery to 12
volts, supplying power to electric devices and charging
the auxiliary battery.
In conventional vehicles, the alternator supplies power

to electric devices and charges the battery.

ACTIVE AIR FLAP
The hybrid uses an active air flap mounted between the

grille and the radiator.
Flap opening is controlled according to driving

conditions.
The flap closes while driving to reduce air resistance.
When the engine temperature increases, the flap opens

to reduce the engine room temperature.
Engine coolant temperature, A/C pressure, and vehicle

speed are transmitted via CAN communication to the
smart actuator, which opens and closes the flap.

ACTIVE HYDRAULIC BOOSTER
Because the engine does not run all the time, it does
not use a vacuum booster.
An Active Hydraulic Booster (AHB) system replaces the

vacuum booster.
To provide normal brake pedal feel, the system uses a

brake pedal simulator and pedal travel sensor.
Vehicle braking uses both hydraulic braking and

regenerative electric motor braking.

ELECTRIC A/C COMPRESSOR
An electric compressor is used to ensure continued

operation of the A/C, even when the engine stops.
It is divided into three-sections:

x Compressor
x Motor
x Inverter
When the A/C is selected, the FATC sends an

operation authorization request to the HCU.
The HCU then sends a signal with the allowable electric

power amount back to the FATC.
The FATC operates the electric compressor within the

allowable electric power range.

POWER FLOW
ENGINE CRANKING The Hybrid Starter Generator (HSG) is connected to the

crankshaft with a drive belt and is used to start the
engine.
Two (2) auto tensioners provide belt tension.
In the event of HSG failure or if the drive belt is broken,

the engine is started by the electric motor.
EV DRIVING If the state of charge of the high voltage battery is

normal, only the electric motor power is used when the
vehicle starts to move or during low-speed driving.
While the engine is OFF, the transaxle’s hydraulic

pressure is generated by the EOP.

POWER FLOW cont.
ENGINE-ONLY DRIVING In the engine-only driving mode, only engine power is

used while driving.
The engine clutch is engaged to transfer engine power

to the transmission.
HEV DRIVING During acceleration, the electric motor is used to assist

POWER ASSIST BY MOTOR the engine for more power and increased torque.

POWER FLOW cont.
HEV DRIVING When the state of charge of the high voltage battery is
MOTOR CHARGING low, the electric motor is used to charge the high
voltage battery with engine power while driving.
REGENERATIVE BRAKING Regenerative braking is used to convert kinetic energy

into electric energy when the vehicle decelerates to
charge the high voltage battery.

POWER FLOW cont.
IDLE CHARGING When the state of charge of the high voltage battery is
low, the engine runs at idle when the vehicle is stopped
to charge the battery.
The HSG is used as the generator after engine startup.
The generated AC voltage passes through the MCU

and is converted to DC voltage, which is supplied to the
high voltage battery.
IDLE STOP If the state of charge of the high voltage battery is

normal, the engine turns off when the vehicle comes to
a stop.
The vehicle is powered only by the electric motor when

it starts to move, and the engine is not restarted until
needed for power or charging the high voltage battery.

CAN COMMUNICATION
Dual CAN: Hybrid CAN and Chassis CAN
Several control devices are connected to the high-

speed CAN in the HEV.
The HEV uses a Dual High Speed CAN (Hybrid CAN +

Chassis CAN) for communication.
The vehicle-drive-related systems connected to the

Hybrid CAN include the HPCU, PCM, and BMS.
The remaining systems communicate on the Chassis

CAN.
The GDS connects to the Dual High Speed CAN for

diagnosis.

VEHICLE WALK-AROUND
Now you will have an opportunity to take a firsthand

look at the Optima Hybrid and its components.
Take the worksheet to the shop area and fill in the

required information.
Your instructor will help you answer any questions that

you may have. While you are free to look at the vehicle,
do not touch any of the components under the
hood or in the trunk area.
You are free to handle the components on the benches

except the high voltage battery (just look). We
encourage you to pick up parts, pass them around, and
discuss your findings with other technicians.
Pursue your curiosity, ask your instructor questions,

and seek new knowledge and clarification in order to
gain the greatest benefit out of this session.
WARNING: Do not touch the High Voltage Battery

Assembly.
WARNING: Do not touch any of the components under

the hood or in the trunk area.

SAFETY
HIGH VOLTAGE SAFETY Your safety is Kia’s utmost concern.
WARNING: The Optima HEV contains several systems

that can cause severe bodily injury or even death.
All components that use high voltage are marked with

High Voltage Warning Labels and have distinct
orange and yellow markings on them.
All high voltage wiring is protected in orange covering to

distinguish it from other wiring on the vehicle.
WARNING: Do not touch any of the high voltage

harnesses or connectors without first properly disabling
the high voltage system. Refer to the Optima Hybrid
Service Information for detailed instructions.
x Remove any metallic items from your body when

working with high voltage (watches, rings, metallic
pens, etc.).
You are required to use specialized safety equipment

when working on high voltage systems.
These include the following:

x High Voltage Insulating Gloves (Class 0) with
leather protectors
x DVOM (CAT III) 1000 V rating
x Safety Glasses
x Insulated Tool Kit
x High Voltage Warning Vehicle Topper

SAFETY cont.
RUBBER INSULATING The rubber insulating gloves are rated Class (0) that
GLOVES Protect up to 1000 Volts AC / 1500 Volts DC.
They must be tested prior to each use by rolling up the

opening and checking for any cuts, tears, pinholes, and
air leakage that may cause electrical shock.
It is recommended that you wear leather glove covers

to protect the rubber insulating gloves.
The rubber insulating gloves have a shelf life of one (1)

year unopened, and must be recertified electrically or
replaced at least once every six (6) months after the
package is opened.
WARNING: Always use rubber insulating gloves in the

proper class (class 0) and read all safety warnings
provided by the manufacturer.
WARNING:
x Do Not use rubber insulating gloves showing any
irregularities.
x Do not turn the gloves inside out as this may
damage the gloves.
x Do not use harsh or abrasive cleaners. Rubber
insulating gloves can be damaged by petroleum
based products.
WARNING: Rubber insulating gloves contain natural

rubber latex, which may cause allergic reactions. Do
not expose this product to any persons known or
suspected to be latex sensitive without consulting with a
physician.

SAFETY cont.
DIGITAL VOLT OHM METER The DVOM, leads, probes, and clips must be rated at
(DVOM) CAT III 1000Vdc or above.
NOTE: Rating information may vary by equipment

manufacturer.
SAFETY GLASSES Safety glasses should be worn at all times when

working on any vehicle.
The safety glasses must be rated ANSI Z87.1-2003

with side shields.

SAFETY cont.
INSULATED TOOLS Use the insulated hand tools when servicing high
voltage electrical connections and when indicated in the
service information.
HIGH VOLTAGE TOPPER The “DANGER!” topper needs to be placed on the roof
of the vehicle any time the high voltage system is being
serviced and there is a possibility someone may come
in contact with high voltage connections or terminals.

DISABLING THE HIGH VOLTAGE SYSTEM

WARNING: Before attempting any repairs of the high
voltage system, you must first disable the high voltage
system by removing the Safety Plug, following the
procedure listed below.
REMOVING THE While servicing the high voltage circuit, you must follow
SAFETY PLUG the procedures listed below.
1. Ignition in OFF mode.
2. While wearing rubber insulating gloves, remove the

negative terminal connector on the 12 V auxiliary
battery.
3. Remove the Safety Plug access cover located in the

trunk.
4. Remove the Safety Plug by lifting the lock release,

then pull the latch down 90 degrees and remove by
pulling on the grip. Place the Safety Plug in a secure
location to prevent accidental reinstallation of the
Safety Plug.
CAUTION: Wait a minimum of five (5) minutes before

proceeding with the voltage check at the PRA or
handling any high voltage devices after removing the
safety plug.
NOTE: The five (5) minute wait time is to ensure the

high voltage in the inverter capacitor is discharged.

CHECKING HIGH VOLTAGE CIRCUIT
Connector Pin No Level

PRA 1 and 2 IGN OFF : 0V
(INV + /-) IGN ON : 270V
(198V~309V)
5. Remove the back support of the rear seat.
6. Using insulated tools and PPE, remove the PRA

assembly access cover.
7. Using a CAT III DVOM, measure the two exposed

high voltage battery terminals to ensure the voltage
is below 30 Vdc before starting any work.
NOTE: For extra precaution, keep one hand behind

your back while taking high voltage measurements.
This is referred to as the One Hand Rule.
SERVICING THE HIGH When servicing the high voltage system, voltage must
VOLTAGE SYSTEM be less than 30 Vdc when measured at the positive and
negative terminals of the PRA.
CAUTION: When measuring high voltage, be cautious,

and wear rubber insulating gloves at all times.

WARNING: If the measured voltage is more than 30 Vdc,

check to be sure the Safety Plug has been properly
removed.
If, after verification of the Safety Plug removal, the

voltage remains above 30 Vdc, a serious high voltage
system fault exists. Do Not Continue with any high
voltage system repair. Use the GDS to check all
systems for DTCs. Refer to the DTC guide for
diagnosis. If no DTCs are found, contact TechLine for
assistance.
SAFETY PLUG CIRCUIT The Safety Plug has two circuits:

x Safety Plug Signal
x Safety Plug Power
When the Safety Plug is removed, it opens the high

voltage battery circuit between main battery module 5
and 6.
The Safety Plug also contains a 125 Amp fuse to shut

down the system in case of a short to ground in the
main battery circuit.

HIGH VOLTAGE SAFETY SUMMARY
PRE-TASK PREPARATION x Check rubber insulating gloves and safety glasses.

x Place the “DANGER!” High Voltage Vehicle Topper
on the vehicle roof.
x Always be aware of your surroundings while working
on high voltage systems.
PRECAUTIONS WHEN x Remove any metallic items from your body when
INSPECTING HIGH VOLTAGE working with the high voltage system (watches,
SYSTEM rings, metallic pens, etc.).
x Wear rubber insulating gloves when handling high
voltage components, and ensure that the high
voltage Safety Plug has been removed and placed
in a secure location.
x When working on metallic parts of the high voltage
cable (orange color), always check with a DVOM to
ensure that it is below 0.1 Vdc when measured to
ground.
x Do not touch any high voltage cables when the
insulation cover is removed.
x If about half of the vehicle height is under water, do
not touch the Safety Plug or go near it.
x If the Safety Plug must be touched, only do so after
moving the vehicle out of the water and parking it in
a safe location.
x In case of leakage of electrolytes from the high
voltage battery, do not touch the electrolyte. In the
event of contact with the electrolyte, thoroughly
wash the skin contact area with soap and water.
x If high voltage needs to be cut off as a result of
vehicle damage, comply with the following
procedure:
o Turn the vehicle OFF by pressing the Start/Stop
Button.
o Remove the key fob from the vehicle and
remove the negative battery cable from the
auxiliary battery.
o While wearing rubber insulating gloves, remove
the Safety Plug.

PROGRESS CHECK QUESTIONS

1. What two power sources drive the Optima Hybrid?
a. 2.4L Gasoline Direct Injection (GDI) and Hybrid
Starter Generator (HSG)
b. 2.7L MPI V6 and 30 Kilowatt electric motor
c. 2.7L MPI V6 and 270 Kilowatt battery
d. 2.4L Theta II MPI and 30 Kilowatt electric motor
2. Which type of hybrid system is used in the Optima

Hybrid?
a. Parallel system, TMED, Full/Hard type
b. Series system, TMED, Full/Hard type
c. Parallel system, EMED, Soft/Mild type
d. Series system, EMED, Soft/Mild type
3. Which of the following components are used in the

hybrid system?
a. Electric A/C Compressor
b. Active Hydraulic Booster
c. Both a and b
d. Neither a nor b
4. The electric motor functions in which of the following

modes?
a. Moves the vehicle without using the engine
b. Assists the engine to move the vehicle
c. Recharges the high voltage battery during
regenerative braking
d. All of the above
5. Which of the following components are not part of

the high voltage battery assembly?
a. Power Relay Assembly (PRA)
b. Battery Management System (BMS) module
c. Hybrid Power Control Unit (HPCU)
d. Air Cooling Blower Motor

6. What best describes high voltage cables and

wiring?
a. They have a label attached indicating high
voltage
b. They glow using ultraviolet light
c. They are wrapped in caution tape
d. They are covered in orange conduit and tape
7. When must rubber insulating gloves be inspected?

a. Once every six (6) months
b. Once every year from date of manufacture
c. Once every week
d. Before every use
8. When must the Safety Plug be removed?

a. When performing regular scheduled service
b. Before attempting any repairs of the high
voltage system
c. When replacing the auxiliary battery
d. When performing PDI
9. What is the minimum required amount of time to

wait after removing the Safety Plug before
measuring the PRA output voltage?
a. One (1) minute
b. Three (3) minutes
c. Five (5) minutes
d. Ten (10) minutes
10. What precautions must be taken before servicing or

repairing the high voltage system?
a. Remove any metallic objects from the body,
including watches, rings, metallic pens, etc.
b. Check rubber insulating gloves and safety
glasses.
c. Place the “DANGER!” High Voltage Topper on
the vehicle roof.
d. All of the above

OHEV SG GP 03 Cover:Layout 1 3/25/2011 1:46 PM Page 1
Introduction to Optima
HEV & Safety
Optima Hybrid
Technology (HEV)
Student Guide
Guided Practice
OHEV.03
SAFETY FIRST
NOTE
CAUTION
WARNING
of this course.
of publishing.
TT-OHEV211-IL-GP03
INTRODUCTION TO HEV AND SAFETY

Guided Practice
MODULE GOAL The goal of this module is to provide the student with
the opportunity to practice, demonstrate, and develop
skills necessary to safely disable the Optima Hybrid
High Voltage System.
MODULE OBJECTIVES Given this module and the required materials listed, the
student will be able to perform the following:
x Use Personal Protection Equipment for personnel

safety
x Remove the Safety Plug to disable the High Voltage
System
x Use a CAT III DVOM to verify the High Voltage
System has been disabled
MODULE INSTRUCTIONS Carefully read and follow the instruction for the task,
check each step as it is completed.
When you finish have your training instructor evaluate

your work and sign off that it has been properly
completed.
TARGET AUDIENCE Target audience for this module consists of Kia

REQUIRED MATERIALS To complete this module you will need the following
items:
x Personal Protection Equipment
x “DANGER” High Voltage Topper
x Hand tools
o Non-insulated
o Insulated
x CAT III DVOM
TIME TO COMPLETE Approximately: 60 minutes
Introduction to HEV and Safety – GP 03 1

HIGH VOLTAGE BATTERY SAFETY
WARNING: You will be working on a live High Voltage Circuit. Take all necessary
precaution including wearing PPE when performing the following task.
TASK 1
High Voltage Battery Disconnect Procedure
INSTRUCTIONS:
x Follow each step while your teammate observes and records each procedure was
properly preformed.
x Place a check in the box when completed to insure everyone’s safety.
x Do not deviate from this procedure.
x If you have a question or concern, STOP, and ask your instructor for guidance
before continuing.
STEP PROCEDURE COMPLETE
1 Turn the ignition OFF
2 Remove the Key FOB from the vehicle and give it to your instructor
3 Place the “DANGER” Topper on the roof of the vehicle
4 Inspect Rubber Insulating Gloves
Remove all jewelry from your body and all metallic objects from
5 your pockets
6 Wear the appropriate Personal Protection Equipment (PPE)
7 Open the trunk and remove the auxiliary battery cover
Using hand tools remove the negative (-) terminal from the auxiliary
8 battery
9 Remove the Safety Plug access cover
10 Remove the Safety Plug
STOP: Give the Safety Plug to your instructor.
2 Introduction to HEV and Safety – GP 03

STEP PROCEDURE COMPLETE
11 Remove back seat cushion, back, and insulator
Allow five (5) minutes to pass from the time you removed the Safety
12 Plug
13 Remove the High Voltage Safety Cover
Wearing the PPE use the one (1) hand rule, connect the CAT III
14 DVOM to the High Voltage Terminals on the PRA
15 Record the measured voltage ______________________________
15 Remove the DVOM and reinstall the High Voltage Safety Cover
16 Retrieve the Safety Plug from your instructor and re-install it.
17 Connect the auxiliary battery negative (-) terminal

With Key FOB in the vehicle, step on the brake pedal, press the
18 SSB one time placing the vehicle in the READY mode for one (1)
minute, then shut off the ignition for thirty (30) seconds
Connect the GDS, step on the brake pedal, press the SSB one time
19 to enter the “READY” mode. Check for any DTC’s.
When you have completed this task, return this module to your instructor for review and
signoff.
Instructor Signoff: __________________________________________
Introduction to HEV and Safety – GP 03 3

NOTE PAGE
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4 Introduction to HEV and Safety – GP 03

Battery System and

Electric Motors
Optima Hybrid
Technology (HEV)
Student Guide
Theory Module
OHEV.04
SAFETY FIRST
NOTE
CAUTION
WARNING
of this course.
of publishing.
TT-OHEV211-IL-TH04
HIGH VOLTAGE BATTERY AND ELECTRIC MOTORS

Theory
MODULE GOAL The goal of this module is to familiarize the student with
the Hybrid High Voltage Battery System and electric
motors.
MODULE OBJECTIVES Upon completion of this module, you will be able to

identify the following:
x Components of the High Voltage Battery System
x Type of High Voltage Battery
x High Voltage Battery State of Charge (SOC)
x High Voltage Battery temperature control
x Drive motor and HSG system
x High Voltage Battery System tests
MODULE This theory module will conclude with Progress

INSTRUCTIONS Check questions that will assess what the student has
learned.

REQUIRED To complete this module, the following items will be

MATERIALS needed:
x Pen or pencil
x Highlighter
High Voltage Battery/Electric Motors – Theory 04 1

INTRODUCTION
OVERVIEW The 2011 Optima Hybrid vehicle is equipped with a 270

volt DC high voltage battery and two electric motors.
The high voltage battery supplies power to the electric

motors and stores the electric energy generated during
regenerative braking.
This module describes the functions and operation of

the components of the High Voltage Battery System
and electric motors.
CAUTION: Read the safety related information carefully

to prevent electrical accidents when working on high
voltage circuit related tasks.
2 High Voltage Battery/Electric Motors – Theory 04

SYSTEM LAYOUT
HIGH VOLTAGE BATTERY The high voltage battery system is configured as a

SYSTEM module and is mounted in the trunk area behind the
rear seat back.
The 270 Vdc High Voltage Battery Assembly consists of:
x 270 Vdc High Voltage Battery
x Battery Management System (BMS)
x Cooling Fan

HIGH VOLTAGE BATTERY SYSTEM COMPONENTS
HIGH VOLTAGE BATTERY The DC 270 V high voltage battery is the core
component of the system.
The Lithium-ion Polymer Battery (LiPB) provides power

to the electric motor in Electric Vehicle (EV) mode or
engine assist mode.
The battery stores the high voltage electric energy

generated by the motor generator.
BATTERY MANAGEMENT The high voltage battery system is equipped with the
SYSTEM BMS control module to monitor the battery’s SOC.
The BMS receives data on each cell’s voltage, the

entire cell’s electrical charge and discharge amount,
and the cell temperature.
The SOC computed by the BMS is transmitted to the

HCU to monitor discharge and control recharge.

POWER RELAY ASSEMBLY The Power Relay Assembly controls the connection of
the high voltage battery to the HPCU.
The Power Relay Assembly contains:

Pre-charge Relay
Main Relay (+)
Main Relay (-)
Current Sensor
To ensure safety, the battery management system cuts

off the Power Relay Assembly when the ignition is off.
COOLING SYSTEM An air cooling system is utilized for the high voltage
battery system to keep the high voltage battery at the
correct temperature.
The high voltage battery cooling system is controlled by

the BMS to maintain a target temperature of 30qC (86q
F) and to prevent the battery temperature from falling
below -30q C (-22q F) or rising above 50qC (122q F)
The temperature sensor is mounted on the surface of

the high voltage battery package.
During the summer, interior air cools the battery, and

during the winter it warms the battery.
The cooling inlet pulls inside air in from the passenger

compartment, passes it across the battery, and then
discharges it to the outside of the vehicle.

HIGH VOLTAGE BATTERY
The high voltage battery contains the following:
x 72 battery cells, each having a voltage of 3.75 V
x 8 cells placed in series to make a 30 V module
x 9 modules placed in series to form a total of 270 V

for the high voltage module assembly
x The safety plug is placed in series between battery

modules 5 and 6.

POWER RELAY ASSEMBLY (PRA)
The Power Relay Assembly contains the following:

x 2 high voltage main relays
o Main relay (+)
o Main relay (-)
x 1 pre-charge relay
x Pre-charge resistor
x Capacitor
x Current sensor
The main relay cuts off the high voltage system when
the ignition is OFF to prevent high voltage related
accidents.
The pre-charge relay and pre-charge resistor form the

pre-charge circuit.
The pre-charge circuit limits the rush of current into the

capacitor and protects the high voltage circuit.
The capacitor reduces the BMS input noise.
The current sensor measures the amount of current

flow of the high voltage battery and sends the
information to the BMS.

POWER RELAY CIRCUIT
When connecting a battery to a load with capacitive

input, there is a large rush of current as the load
capacitor is charged up to the source voltage.
Voltage sources that have a low source resistance and

large loads with large capacitors across the input can
have a large rush of current that can easily peak at
1000 A.
In the hybrid, the pre-charge relay turns ON before the

main relays to limit the rush of current into the
capacitor.
This charges the capacitor to prevent the rush of

current when the main relays close to prevent damage
to the capacitor or fuse.
x An IGN ON/OFF signal is sent to the HCU, which

commands the BMS ECU to turn the high voltage
system ON or OFF.
x The BMS receives this command from the HCU and

turns ON the pre-charge circuit and main relays
based on the relay sequence.
x In case of IGN OFF failure, the BMS ECU can turn

off the high voltage system with a request from the
HCU or MCU.

POWER RELAY CIRCUIT TIMING
The pre-charge circuit operates as follows:

x OFF: At IGN OFF condition, all relays and contacts
of the PRA circuits are off (K1 – K2 – K3)
x Precharge: When the system is first turned ON,

pre-charge relay K1 and main relay (-) K3 are turned
ON to pre-charge the inverter capacitors.
x ON: After pre-charge, main relay (+) K2 is turned

ON and pre-charge relay K1 is turned OFF to save
power.
x OFF: At IGN OFF, main relay (+) K2 and main relay

(-) K3 will be turned OFF at the same time.

BATTERY MANAGEMENT SYSTEM
STATE OF CHARGE SOC: The battery’s usable energy. (Usable energy is

the percentage of available energy left when compared
to the available energy when fully charged.
x BMS measures the voltage, current, and

temperature of the battery and computes the SOC
x BMS sends the data to the Hybrid Control Unit

(HCU) to manages the SOC
The limited SOC range is between 20%-80%. Under

normal conditions, the battery usage is kept within 55%-
65% of the SOC.

BATTERY MANAGEMENT SYSTEM cont.
measure
POWER LIMITATION Power limitation is computed and provided to the HCU

to protect the battery and determines usable battery
power, prevents overcharging or over discharging to
ensure durability, and maximizes charged and
discharged energy.
CELL BALANCING Cell balancing matches the differences between cells

that may occur during the charging/discharging process
to ensure equal status on all cells, which improves
battery durability, increases usable energy, and
enhances battery energy efficiency.
Each SOC value of the 72 cells is controlled via cell
balancing.
COOLING SYSTEM The cooling system maintains and manages optimal

CONTROL operating temperature for the battery by using the fan
and controlling the fan speed based on the maximum-
minimum temperature of the battery.
HIGH VOLTAGE RELAY The PRA cuts off power to the high voltage battery
CONTROL terminals and electrical devices when the ignition is
OFF to prevent high voltage related electrical accidents.

BMS CURRENT DATA & ACTUATION TEST
An Actuation Test of the BMS allows for testing the

available fan speeds.
A total of 9 steps are available to test.
Each test is performed with the Ignition ON condition.
Select a speed, and then use the ‘Start/Stop’ button to

perform the test.

ELECTRIC MOTORS
OVERVIEW The electric motor operates when the vehicle starts to

move in EV mode and assists the engine in HEV mode.
It provides lower Noise, Vibration, and Harshness

(NVH) while increasing fuel efficiency.
The electric motor supplements the engine during

acceleration to increase power output and allows the
engine to operate in its most fuel efficient mode.
The electric motor is also used to charge the high

voltage battery during deceleration and braking.
The Hybrid Starter Generator (HSG) is used to start the

engine, and charges the high voltage battery at idle.

DRIVE MOTOR
The Permanent Magnet (PM) drive motor has two major

parts - the stator and rotor.
The stator consists of a concentrated-winding with a

resolver (position sensor), and high voltage terminals
within the motor cover.
The rotor is made up of a PM rotor core that maintains

its magnetism even at high temperature, and a bearing
to ensure smooth rotation of the core and the shaft.

HYBRID STARTER GENERATOR
bearing rotor bearing pulley
Like the drive motor, the HSG is also made up of a

Permanent Magnet (PM) motor with a stator, resolver,
and rotor.

MOTOR OPERATING PRINCIPAL
The operation of the electric motor is based on the

torque generated by the interaction of the electric
magnets in the stator and the permanent magnets
embedded in the rotor.
When the inverter MCU supplies 3-phase alternating

current to the coil windings on the stator coil, a rotating
magnetic field is formed.
This generates rotating torque through electromagnetic

induction by the interaction between the magnets
embedded in the rotor.
The speed of the rotating magnetic field applied to the

stator and the actual rotator speed are synchronized.
This type of motor is also known as the synchronous

motor.

DRIVE MOTOR OPERATION
The drive motor generates power when the vehicle

starts to move. In Electric Vehicle (EV) mode the
vehicle moves on electric motor power only during low-
speed and cruising.
When the vehicle is in HEV mode, the engine provides

the power and the electric motor supports engine
output.
In addition, the electric motor converts the energy

created during deceleration or braking into electric
energy to charge the high voltage battery.

HSG OPERATION
The HSG is connected to the engine with a belt. It starts

the engine and functions as a generator.
The HSG starts the engine while the vehicle is in

motion, then instantly raises the engine RPM to equal
electric motor speed.
The engine clutch is then activated to connect the

engine power and the electric motor power.
The HSG also controls power to ensure there is no

vibration when the engine clutch is activated to link the
two power sources.
In addition, when the engine is turned OFF, the

vibration load generated by the engine is transferred to
the HSG to minimize engine vibration caused by
sudden reduction of the engine RPM. This is referred to
as a soft landing.
When the SOC of the high voltage battery is low, the

engine is started and the HSG helps to charge the high
voltage battery.

TEMPERATURE SENSORS
Pin 4-9
The temperature of the motor has the greatest effect on

the motor output.
If the motor overheats, the PM or stator coil may

deform, or their performance may be affected.
To prevent overheating, a temperature sensor is

embedded in the motor to control the motor torque
according to its temperature.

RESOLVER (POSITION SENSORS)
The accurate position of the rotor to the stator must be

known at all times to ensure maximum output control of
the motor.
The resolver is mounted on the housing plate and

allows the MCU to control the motor at its maximum
torque with accurate position and speed information of
the rotor.
It is configured with the resolver rotor connected to the

rotor, and the resolver stator connected to the housing.
Like a CMP sensor on the engine, it detects the position

of the rotor within the stator.

MOTOR COOLING
The cooling system for the drive motor uses the ATF of
the automatic transaxle for cooling.
The ATF oil fills the lower section of the motor up to the
oil level.
The cooling system is designed so that the motor is

cooled with oil that comes in from the oil cooler,
circulates around the outer area of the motor and then
back out to the transaxle.

HSG COOLING
A separate, self-contained Electric Water Pump (EWP)

system is used to cool and protect the HSG and HPCU.
The cooling system will be discussed in detail in the

HPCU theory module.
MOTOR REPLACEMENT
The drive motor is part of the transaxle and is replaced

as a complete unit.
The magnetism of a PM in a hybrid motor is about 7-10

times stronger than the conventional ferrite magnet
typically used in speakers or in small motors.
CAUTION: When servicing the motor with the PM

removed, it may affect your mobile phone, credit cards,
or other magnetic devices.

INSPECTING DRIVE MOTOR
Perform the above inspections before installing the

motor in the vehicle to prevent any potential problems
that may occur after replacing the drive motor.
NOTE: You need a special ohmmeter to measure the

motor winding resistance.

INSPECTING HSG
Perform the above inspections before installing the

motor in the vehicle to prevent any potential problems
that may occur after replacing the drive motor.
NOTE: You need a special ohmmeter to measure the

motor winding resistance.

RESOLVER CALIBRATION
Calibration is required to detect the position of the

resolver and the hardware deviation between the rotor
and the stator that occurs during the assembly process.
Calibration is required each time the motor or inverter

(MCU) is replaced, removed or reinstalled. This
calibration is performed using the GDS.

PROGRESS CHECKS
1. Which of the following components is included

inside of the Power Relay Assembly?
a. Current sensor
b. Temperature sensor
c. Triple diode
d. Main fuse
2. Which of the following is the correct type of high

voltage battery used in the Optima HEV?
a. Nickel-cadmium
b. Ni-MH
c. Lithium-ion Polymer
d. Lithium metal
3. Which of the following is the normal SOC range?

a. 20% ~ 80%
b. 55% ~ 65%
c. 45% ~ 55%
d. 40% ~ 60%
4. What is the optimal average operating temperature of

the High Voltage Battery System?
a. Average of 20°C (68qF)
b. Average of 30°C (86qF)
c. Average of 40°C (104qF)
d. Average of 50°C (122qF)
5. Which of the following components can be checked

using the GDS Actuation Test?
a. Main Relay
b. Pre-charge Relay
c. Cooling Fan
d. All the above

6. What is used to cool the electric drive motor?

a. Air
b. Coolant
c. ATF
d. All of the above
7. The Hybrid Starter Generator uses a separate

cooling system that is shared with the Hybrid Power
Control Unit.
a. True
b. False
8. When must the Resolver Calibration be performed

for the electric drive motor?
a. Each time the electric motor or MCU is replaced
b. After the Safety Plug has been reinstalled
c. After High Voltage Battery replacement
d. After PCM replacement

NOTE PAGE
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Battery System and

Electric Motors
Optima Hybrid
Technology (HEV)
Student Guide
Guided Practice
OHEV.05
SAFETY FIRST
NOTE
CAUTION
WARNING
of this course.
of publishing.
TT-OHEV211-IL-GP05
BATTERY SYSTEM AND ELECTRIC MOTORS

Guided Practice
skills necessary to diagnose and repair the Battery
Management System.
student will be able to perform the following using GDS
and a DVOM:
x View Battery Management System Current Data

x Perform Battery Management System Actuation
Tests
x Measure High Voltage capacitor decay rate
x Measure PRA coil resistance
x Measure Motor & HSG temperature and position
sensor resistance
MODULE INSTRUCTIONS Carefully read and follow the instruction for each task,
answer the questions and fill in the blanks with the
requested information as you perform the task.

completed.

items:
x Hand tools
x GDS with VCI
x CAT III DVOM
x Pen or pencil
Battery System and Electric Motors – GP 05 1

BATTERY MANAGEMENT SYSTEM

ETM schematics provide valuable information on specific circuits, wiring, and related
components. Some circuits use multiple schematic pages.
TASK 1
A. Using a highlighter, highlight the 270-volt circuits in the schematics above.
B. Use the schematics above and determine which components connect to the high voltage
270-volt system and record below.
1. ___________________________________
2. ___________________________________
3. ___________________________________
4. ___________________________________
5. ___________________________________
2 Battery System and Electric Motors – GP 05


TASK 2
CAUTION: The engine may start at any time when the vehicle is in the READY
mode.
A. Using the GDS, navigate to the BMS system Current Data screen.
B. Place the vehicle in the READY mode by applying the brake pedal and pressing the SSB
once.
C. Observe the Current Data for the items listed below and record your results on the chart.
Ignition ON
READY
No Sensor Name
Value Unit
1 State of Charge %
2 BMS Main Relay ON Status -
3 Battery DC Voltage V
4 Auxiliary Battery Voltage V
5 Max Cell Voltage V
6 Max Cell Voltage No. -
7 Min Cell Voltage V
8 Min Cell Voltage No. -
9 Inverter Capacitor Voltage V
D. Select the Vehicle S/W Management tab of the BMS system.
E. Select Battery Inspection and click OK when ready. Click Save, then Send to Print. Attach
the printout to this guided practice.
NOTE: This inspection checks the high voltage battery’s SOC, and the auxiliary
battery’s voltage and related VIN.
F. Based upon the results, what does the Directions statement indicate?
Normal Charging Replace


TASK 3
A. While viewing the BMS system Current Data, select FAN status and FAN Control Duty by
checking the boxes. Next, select the Actuation Test from the bottom button bar.
B. Perform the fan actuation tests listed in the chart below.
C. While performing the each test place your hand over the air intake vent, feel for a change in
airflow during the each test.
D. Record your results in the chart below.
Actuation Test Current Data Value

FAN status
FAN 2nd
FAN Control Duty %
FAN status
FAN 5th
FAN Control Duty %
FAN status
FAN 9th
FAN Control Duty %
C. Did you feel a change in airflow during the test? YES NO


TASK 4
Warning: You will be working on a live High Voltage Circuit.
Take all necessary precautions including wearing PPE when performing the following
task.
A. Verify the vehicle is in the OFF mode, and remove the Key FOB from the vehicle.
B. Remove the negative (-) battery cable from the auxiliary battery.
C. Remove the Safety Plug.
D. Remove the High Voltage Safety Cover.
E. Using the DVOM, select DC volts, then connect the test leads to the PRA (+) and (-) terminals.
F. Reinstall the Safety Plug.
G. Reinstall the negative (-) battery cable to the auxiliary battery.
H. Place the vehicle in the READY mode and record the measured voltage on the DVOM in
the table below.
Conditions Voltage(V)
READY
Ignition ON, Main Relay ON
mode
I. While observing the DVOM, place the vehicle in the OFF mode and record the voltage
measurements at the time intervals listed.
Time intervals Voltage(V)

Ten (10) seconds
OFF
Thirty (30) seconds
mode
One (1) minute
J. Place the vehicle in the OFF mode
K. Why did the voltage decrease over time? ____________________________________

_____________________________________________________________________
STOP: Before proceeding to TASK 5 discuss your findings with your instructor.


TASK 5
This task allows for testing of a specific component by performing measurements at a
convenient location rather than disassembling more than is needed.
WARNING: You will be working on a live High Voltage Circuit.

Take all necessary precautions including wearing PPE when performing the
following task.
A. Remove the Key FOB from inside the vehicle.
B. Remove the negative (-) battery cable from the auxiliary battery.
C. Remove the Safety Plug and give it to your instructor.
D. Disconnect the BMS to PRA F71 connector.
E. Install the T-Connector (TCLE 020C) to the female terminals 7, 8, 20, and 21.
F. Measure the resistance and record your results in the chart below.
Test Items Pin NO Spec. Resistance ()

Coil Resistance of Main Relay(+) 8-20 30
Coil Resistance of Main Relay(-) 21-20 30
Coil Resistance of Pre-charge Relay 7-20 66
G. Reconnect F71 and install the High Voltage Safety Cover.
H. Install the Safety Plug
I. Reconnect the negative (-) battery cable to the auxiliary battery.
J. Place the vehicle in the READY mode and check for any DTC’s
K. Place the vehicle in the OFF mode.
L. Reinstall the back seat.

MOTOR AND HSG
TASK 6
Motor and HSG sensor tests
Sensor tests should be performed before installing major components. It is better to find any
faults before the repair, rather than after all the work is completed.
On your assigned vehicle, remove that air cleaner assembly to perform the following tests.
CAUTION: Place the vehicle in the OFF mode and remove the Key FOB from inside
the vehicle.
A. Disconnect the drive motor and HSG connectors. Use the ETM if necessary to determine
connector location.
B. Measure the resistance at the Motor and HSG connectors using the chart below and record
your results.
MOTOR CONNECTOR (CHG35-S)

Test item Test part spec Result ()
Temp. sensor (Pin 2-7) 126.8k:(20Ԩ) ±5%
Position Pin 1-6 11.7(25䛐) ±10%

Resistance
Sensor Pin 4-9 32(25䛐) ±10%
(Resolver) Pin 5-10 27(25䛐) ±10%
HSG CONNECTOR (CHG33-S)

Test item Test part spec Result ()
Temp. sensor (Pin 4-9) 126.8 k: (20~30Ԩ) ±5%
Position Pin 1-6 14.2~17.4(25䛐)

Resistance
Sensor Pin 2-7 26.1~32(25䛐)
(Resolver) Pin 3-8 26.1~32(25䛐)
C. Reconnect the motor and HSG connectors.
D. Check and clear any DTCs.
E. Reinstall the air cleaner.

Note Page
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Hybrid Power Control Unit

HPCU
Optima Hybrid
Technology (HEV)
Student Guide
Theory Module
OHEV.06
SAFETY FIRST
NOTE
CAUTION
WARNING
of this course.
of publishing.
TT-OHEV211-IL-TH06
HYBRID POWER CONTROL UNIT

Theory
the Hybrid Power Control Unit (HPCU), consisting of
the HCU, MCU, and LDC.
MODULE OBJECTIVES Upon completion of this module, technicians should be

able to identify:
x Components within the HPCU
x Operation of the MCU
x Operation of the HCU
x Operation of the LDC
MODULE INSTRUCTIONS This theory module will conclude with Progress

Check questions that will assess what the student has
learned.

REQUIRED MATERIALS To complete this module, the following items will be

needed:
x Pen or pencil
x Highlighter
Hybrid Power Control Unit – Theory 06 1

INTRODUCTION Unlike conventional vehicles that utilize the engine as a

sole power source, the Hybrid Electric Vehicle uses two
power sources - the electric traction motor and an
internal combustion engine.
The HPCU controls the power distribution to maximize

the operating efficiency of each power source during
various driving conditions to enhance fuel economy and
vehicle performance.
2 Hybrid Power Control Unit – Theory 06

HYBRID POWER CONTROL UNIT cont.
When looking under the hood of the hybrid, the most

significant difference is the Hybrid Power Control Unit
(HPCU).
It is three components in one:

x Hybrid Control Unit (HCU)
x Motor Control Unit (MCU)
o HSG Inverter
o Motor Inverter
x Low-voltage DC-DC Converter (LDC)
All these components are configured in a single

package.

HYBRID CONTROL UNIT (HCU)
HCU The HCU is integrated into the Hybrid Power Control

Unit (HPCU).
The HCU monitors driving conditions and the status of

each of the various units to optimize driving conditions.
It distributes power by controlling the engine and the

electric motors.
For greater fuel economy, the HCU determines when to

run the engine, at which RPM and torque.
The HCU determines engine operation and controls the

engine output based on the driving conditions.
The main functions of the HCU system are:

x Supervisory control of HEV modes
x Driver’s demand control
x Power / Torque distribution (Mech. / Elec.)
x Regenerative Brake Control
x HEV system failsafe

HYBRID CONTROL UNIT (HCU) cont.
The HCU ensures optimum performance of various

systems related to the hybrid vehicle operation.
The HCU monitors the status of both the engine and

the electric motor, and optimally distributes power from
the two power sources for all driving conditions.
The HCU is not only important for the vehicle’s driving

performance, but also its fuel efficiency.
The high voltage battery’s state of charge (SOC) must

be optimally controlled to achieve effective power
distribution.
As a result, all the control devices that use the high

voltage battery as a source of power (MCU, FATC and
BMS) are controlled by the HCU.
In addition, the PCM (ECM and TCM) are also under

the command of the HCU, and the hybrid system drive
conditions are displayed through the Cluster.

SYSTEM OVERVIEW
HEV HEV
Unlike conventional vehicles that utilize only the engine

as a power source, the Hybrid Electric Vehicle (HEV)
uses two power sources:
x The electric motor
x The engine
Therefore, power distribution that maximizes efficiency

according to the various driving conditions is important
for optimizing fuel consumption and power output.
The HCU controls the power system to ensure that the

optimal power source is used during various driving
conditions.
When starting and driving at low speeds, the electric

motor is more efficient than the gasoline engine.
When driving at higher speeds, the engine is more

efficient.
In conditions that require high torque, such as sudden

acceleration or an incline, the HCU ensures desired
power output by operating both the engine and the
electric motor simultaneously.
During deceleration or braking, the electric motor is

used as a generator to charge the high voltage battery.

HEV READY LIGHT
HEV READY If an engine start signal is received from the push

button start system, the HCU checks all the systems to
determine system readiness.
HEV READY required signals:

x Starting signal
x Park signal
x Brake Switch ON
x Immobilizer Ready
x Related controllers (ECM, TCM, BMS, MCU) in
ready condition
If the HEV READY conditions are not met, or in the

event of a problem in the control devices, the READY
indicator in the cluster does not illuminate and the
vehicle will not move.
If all systems are normal, the vehicle enters HEV

READY status and the READY indicator in the Cluster
turns ON.
The EV Mode indicator above the READY indicator

comes on when the vehicle can be driven only using
the electric motor.

HCU INPUTS AND OUTPUTS
Regenerative
Braking
SYSTEM ON/OFF Monitors the vehicle’s high voltage battery SOC status,
condition of various control devices relevant to driving,
and the vehicle’s driving condition when starting the
engine
DEMAND TORQUE Calculated from the driver’s acceleration and

DETERMINATION deceleration demands while driving
REGENERATIVE BRAKE The HCU considers the hybrid system status and
CONTROL transmits the actual regenerative brake capacity to the
MCU.

HCU INPUTS AND OUTPUTS cont.
EV/HEV MODE 3 different driving modes are controlled by the HCU

DETERMINATION based on the vehicle status and driving conditions:
x EV (Electric Vehicle)
x HEV (Hybrid Electric Vehicle)
x Engine operation
In the EV mode, the vehicle is driven only by the

electric motor.
In the HEV mode, the vehicle is powered by both the

engine and the electric motor.
In the engine drive mode, the vehicle is driven only by

engine power, and the HCU determines start timing and
target driving conditions of the engine.
BATTERY SOC BALANCE Battery SOC balance determines the charging and
discharging amount of the high voltage battery and
controls the system to maintain proper SOC status.
If the SOC status is low, the electric motor operation is

limited to reduce high voltage consumption.
At the same time, it initiates motor driven regenerative

braking and charging using the engine.
ENGINE CONTROL The HCU determines the target speed and torque
based on the engine load to maintain the most
optimized operation of the engine, and controls the
ECM accordingly.
ENGINE CLUTCH CONTROL The Engage/Slip/Release control is performed by the

HCU, which determines the target hydraulic pressure,
while the TCM controls operating current of the engine
clutch solenoid.

ENGINE START/STOP Engine start/stop control determines the engine start

CONTROL method based on system conditions.
If the system is in normal operating condition, the

engine is started by the HSG.
In case of HSG failure, the engine is started by the

electric motor.
The cranking speed is controlled during engine start. If

the engine power needs to be connected to the motor
while the vehicle is in motion, the engine RPM is rapidly
raised to the motor driving speed to eliminate the
engaging shock.
The HCU controls the engine speed at the moment of

the engine OFF condition to prevent the vibration
caused by the rapid reduction in engine rpm.
The HSG is activated to slowly reduce the engine

speed for the control.
TORQUE COORDINATION The engine and electric motor power are distributed to
CONTROL ensure most efficient operation of both power sources
for generating the torque required for various driving
conditions.
For example, the electric motor is more efficient when

the vehicle is starting to move or driving in low speed.
The HCU therefore operates only the electric motor.
In normal drive speed conditions, the engine is more

efficient and the HCU operates only the engine.
In conditions that require high torque, such as sudden

acceleration or an incline, both the engine and the
electric motor are used simultaneously with priority
placed on engine efficiency and to support the motor’s
power.
SYSTEM LIMIT CONTROL Controls the recharge and discharge limits of the high
voltage battery
The motor output is limited if necessary, or the recharge

amount from the motor or HSG is limited.

AUXILIARY SYSTEM The HCU conducts various control functions in addition

CONTROL to the controls necessary for driving.
It variably controls the output voltage of the LDC and

supplies electric power required by the vehicle.
It determines whether the A/C electric compressor is

allowed to operate based on the high voltage battery’s
SOC, and transmits consumable electric power to the
FATC controller.
In addition, it displays the vehicle’s driving status and

the system status on the cluster.
CRUISE CONTROL Cruise control is performed by the HCU because the

hybrid vehicle uses two power sources while driving.
The HCU computes the torque demanded to control the

vehicle speed and executes torque distribution the
same way it would in HEV mode.
FAILSAFE In the event of a problem in the hybrid system, the HCU

diagnoses the failure and issues appropriate
commands.

MCU, HCU COMMUNICATION
The HCU determines motor activation, computes the

required torque and speed, and transmits the value to
the MCU.
The MCU controls the electric motor and the hybrid

starter generator in accordance with the command from
the HCU.
It sends feedback information from the electric motor,

as well as the HSG’s operation speed and temperature,
to the HCU.
In addition to motor information, the HCU also analyzes

various vehicle data, including the vehicle speed,
acceleration pedal position, and the high voltage
battery’s SOC.
It recalculates the appropriate motor torque and speed,

and executes optimal motor control.

ENGINE START/STOP
ENGINE START/STOP The HCU operates the HSG when starting the engine
CONTROL while the vehicle is in motion.
In addition, when the engine is turned off, the HCU

commands the HSG to gradually slow down the engine
speed to minimize engine vibration.
In the event of HSG failure, the engine is started using

the electric motor.

ECM, HCU COMMUNICATION
ECM CONTROL The engine has two functions in a hybrid vehicle.
First, it is a power source of the vehicle. In general, the

HCU transmits the engine operation and stop command
to the ECM.
It also sends the engine torque and speed command to

the ECM while the vehicle is in motion to ensure
efficient engine operation.
The second function is recharging the high voltage

battery.
When the battery is being recharged by the engine

alone, the HSG is used and the engine clutch is
disengaged to separate the engine power from the
electric motor.
When the battery is being charged while the engine is

idling, it is called idle charge, and when the battery is
being charged at high engine speed, it is called racing
charge.
The alternating capacity of the HSG is low and is

therefore not an effective way of recharging.
A more widely used method is to recharge the battery

by operating the electric motor.
The engine and the electric motor are linked by the

engine clutch to recharge the high voltage battery with
the electric motor while the vehicle is in motion.

STATE OF CHARGE
SOC BALANCING The diagram above illustrates how the engine and the
electric motor are controlled by the HCU for SOC
balancing of the high voltage battery.
When the SOC is in an over-charged state, the electric

motor driving range is increased to discharge the
battery.
When the SOC is low, the vehicle’s electric

consumption is limited and recharging with the electric
motor using additional engine torque is employed.

TCM, HCU COMMUNICATION
TCM CONTROL The HCU transmits the hydraulic pressure required for
engine clutch control to the TCM.
The TCM controls the current for the engine clutch

solenoid, which is mounted on the valve body.
The data feedback of the generated hydraulic pressure

is transmitted to the HCU by the pressure sensor.
The hybrid vehicle torque reduction request is sent to

the HCU from the TCM.
The HCU properly distributes the motor torque and the

engine torque according to internal mapping strategies.

LDC, HCU COMMUNICATION
LDC CONTROL The HCU analyzes the vehicle conditions, including the
driving mode and electric load, and variably controls the
Low voltage DC-DC Converter (LDC) output voltage to
charge the auxiliary battery.
The purpose of the LDC control is to improve fuel

economy and extend the life span of the auxiliary
battery.
Depending on the driving conditions, the power from

the high voltage battery is converted and supplied to
the low voltage electrical system.

FATC, HCU COMMUNICATION
FATC CONTROL In conventional vehicles, the engine and the A/C

compressor connects with a drive belt, and the
compressor is driven while the engine is running.
In a hybrid vehicle, the engine can be turned off while

driving, such as in EV Mode or in Auto stop; however,
the air conditioning system must operate even if the
engine is not running.
The HEV electric A/C compressor operates using

power supplied by the 270 Vdc High Voltage Battery.

REGENERATIVE BRAKING
REGENERATIVE BRAKING Regenerative braking technology uses the electric

motor as a generator while the vehicle is decelerating
or braking.
The vehicle’s kinetic energy is converted to electrical

energy to recharge the high voltage battery.
When the vehicle decelerates after releasing the

acceleration pedal, the HCU calculates the regenerative
braking amount and transmits the data to the MCU.
However, when the driver is braking, regenerative

braking is performed by cooperative control between
the brake system and the HCU.
NOTE: Regenerative Braking = Total Brake Force

minus Hydraulic Braking.

ENGINE CLUTCH CONTROL
ENGINE CLUTCH CONTROL The engine clutch links the engine with the transmission
and is located within the transmission assembly.
The engine clutch retainer is connected to the

transmission input shaft, and the clutch hub is
connected to the engine crankshaft.
The engine clutch control engages the engine

crankshaft with the transmission input shaft when the
vehicle power source switches from the electric motor
to the engine while driving.
When switching the drive power source from the

electric motor to the engine while driving, the HCU
operates the HSG, and rapidly increases the engine
speed to synchronize with the transmission input shaft
speed.
At the moment the speed of the engine clutch retainer

and the hub is almost same, the HCU transmits the
target hydraulic pressure to the TCM for engaging the
engine clutch.
The target hydraulic pressure is determined using the

vehicle torque and the transmission fluid temperature.
The TCM controls the current of the engine clutch

solenoid in the transmission valve body.

HYBRID CONTROL
HCU CONTROL Overall control of the hybrid system is controlled by the

HCU, and most of the input and output signals are
delivered on CAN communication.
Power and ground connections are used to operate the

HCU, and a few input signals are directly connected to
the HCU and associated hardware.
The control devices that provide cooperative control

functions through CAN communication are ECM, TCM,
MCU, BMS, LDC, FATC, AHB and the cluster module
(CLUM).
The HCU requires a starting signal because it controls

the hybrid vehicle’s movement.
When the starting signal is input with the shift lever in

Park position and the brake ON, the HCU displays the
HEV READY indicator on the cluster and notifies the
driver the vehicle is ready to move.

BRAKE SWITCH INPUT

\
BRAKE SWITCH The brake switch is mounted on the upper section of

the brake pedal and monitors the operation status of
the brake pedal.
There are two switches integrated into the brake switch:

x Brake test switch (normally closed)
x Brake lamp switch (normally open)
When the brake is engaged, both switches must

operate.
The brake switch signal is used when starting the

engine or initiating regenerative braking.
To get to the READY mode, the shift lever must be in

Park position and the brake switch must be ON.
In addition, if the brake switch is ON while driving, the

HCU initiates cooperative control with the brake system
for regenerative braking.
In case of brake switch failure push the start stop button

two times holding the second time for over 3 seconds.
This will over ride the brake switch input allowing the
system to enter ready mode.

CLUTCH PRESSURE SENSOR
CLUTCH PRESSURE The Clutch Pressure Sensor (CPS) is mounted on the

SENSOR drive motor housing of the transmission and is
monitored by the HCU.
The HCU sends the engine clutch target pressure to the

TCM, which activates the engine clutch solenoid in the
valve body to generate the engine clutch oil pressure.
The oil pressure related data generated is sent to the

HCU through the CPS.
The HCU compares the target oil pressure with the

actual oil pressure and modifies the target oil pressure.

ENGINE CLUTCH CALIBRATION (LEARNING)
The engine clutch requires relearning after

programming of the MCU or PCM.
Conditions for relearn:

x P position
x Engine Idle
x ATF Temp. @ 20 – 60qC (68qF – 140qF).
The relearn consists of the following:

x Motor speed is controlled to ensure that the engine
and the motor are at the same rpm when relearning
x Commands a specific amount of oil pressure to the
clutch
x Measures the amount of motor torque needed to
maintain the correct amount of rpm slip by the clutch
at a specific oil pressure

INVERTERS
The inverter supplies high voltage 3-phase electric

power to both motors (traction motor, HSG).
Depending on the driving conditions, the inverters

communicate with the HCU and optimize both motors
according to the driving conditions.
Depending on the driving conditions, the traction motor

and the HSG motor may function as the generator.

INVERTERS cont.
CAPACITOR The capacitor is an auxiliary electricity storage device

that stores electricity during normal conditions and
helps stabilize the high voltage circuits.
As with any capacitor, it takes some time to discharge,

when the voltage is removed from the circuit.
When the Safety Plug is removed, it may take up to five

(5) minutes to discharge the high voltage capacitors.
CURRENT SENSOR The current sensor detects the current flowing to the
motor and is used to control the current phase to the
motor from the motor controller.
There are separate sensors for the motor and for the
HSG, and are internally connected to the power
module.

INVERTERS cont.
CONTROL BOARD One CPU controls 2 motors (the traction motor and
HSG motor).
In addition to the basic function of motor control, the

control board protects the motors, inverter, and power
module from overheating, prevents reverse rotation,
detects failure, and provides a motor temperature
compensation circuit.
POWER MODULE Converts high voltage DC power to 3-pahse AC by

using the high speed Insulated Gate Bipolar Transistors
(IGBT)
The Power Module can handle 400A for the traction

motor and 200A for the HSG.
HEAT SINK The aluminum heat sink is used to maximize the liquid
cooling effect and transfers heat to the independent
cooling system.

CONVERTER VS. INVERTER
In a hybrid vehicle with continuous discharging and

recharging of the high voltage battery, it is important to
understand the concept of an inverter and a converter.
INVERTER An inverter changes DC voltage into AC voltage.
The inverter receives DC power and converts it to AC

power that has variable voltage and frequency.
It supplies the converted energy to the motor.
It is essential for controlling the motor RPM and torque.
CONVERTER A converter changes AC voltage into DC voltage.
It supplies the converted energy to charge the high

voltage battery.

INVERTER FUNCTION BLOCK DIAGRAM
The block diagram above illustrates general functions of

an inverter.
A, B, D, and E sections in the above illustration are

output signals sent on the CAN line to other control
devices from the inverter.
C is an input signal to the inverter on the CAN line.

INVERTER I/O DIAGRAM
To operate the Motor Control Unit (MCU) and

Generator Control Unit (GCU), the auxiliary battery
power and the body ground are connected to the
inverters.
When the auxiliary battery is discharged, the inverters

cannot operate, and as a result, the motor and the HSG
cannot operate.
Dual CAN is used for communication between the

control units.
The chassis CAN is used to control the electric water

pump for cooling the HPCU.
The orange color high voltage cable that connects the

motor and the HSG is the path for recharge and
discharge, depending on driving conditions.
Each cable is supported with an error code that detects

an open circuit.
In addition, the terminal related to the resolver and

temperature sensor is connected to the inverter by a
signal connector.
The air conditioning compressor is also operated at

high voltage, which is supplied from the battery through
the inverter.

HPCU COOLING SYSTEM
Various devices within the HPCU generate a large

amount of heat when in operation, and it is very
important to properly cool the HPCU related
components.
A supplementary cooling system has been added in

addition to the existing engine cooling system.
The system does not share coolant with the engine

because the temperature for the engine cooling system
is significantly higher than the temperature for the
cooling system of the high voltage semiconductor
components.
The HPCU limits the normal operating temperature at

75q C (167q F).
An electric water pump is added to circulate the

coolant, and is directly operated by the MCU.
Because it is independent from the engine cooling line,

a separate coolant reservoir tank is needed. The tank is
mounted near the HPCU.
NOTE: The pressure caps for the engine and HPCU

cooling systems are different pressures. The radiator
cap is marked 1.1 and the HPCU reservoir cap is
marked 0.9.

ELECTRIC WATER PUMP
Communication between the Electric Water Pump

(EWP) and the MCU is on the chassis CAN line.
The EWP is mounted on the right hand fender well near

the HSG and engine coolant reservoir.
The EWP has a 3-phase motor, and like other motors,

the position sensors are embedded within the motor.

EWP OPERATION
NORMAL MODE During normal operation, the MCU determines the

activation of the EWP based on the HPCU and coolant
temperature.
If the temperature of the HPCU is above 45q C (113q F),

or the coolant temperature of the HPCU cooling line is
above 35q C (95q F), the MCU activates the EWP via the
CAN communication line.
The motor speed is set to 3,300 RPM.
The condition for turning the EWP OFF is when the

HPCU temperature and the coolant temperature fall
below 40q C (104q F) and 30q C (86q F), respectively.
EWP ERROR MODE The EWP performs self-diagnoses and sends the
information to the MCU.
In the event of EWP failure, the MCU sends a request

to the cluster to turn on the service lamp.
The EWP related DTC is stored in memory, and the

motor and HSG torque are limited to reduce the
possibility that the HPCU and the HSG will overheat or
become damaged.

AIR BLEEDING OF THE HPCU COOLING LINE
When exchanging or repairing the HSG, HPCU or

EWP, use the GDS to bleed air from the system.
The specifications for the HPCU coolant are 50-60%

water and 40-50% glycol. If the proper ratio is not used,
it may result in corrosion of the aluminum heat sink, or
the coolant path may be clogged by sediment.
Cooling system maintenance is critical to maximum

HPCU performance.

AIR BLEEDING OF THE HPCU COOLING LINE cont.
The following are the procedures for refilling and air

bleeding of the Hybrid cooling system:
1. Add coolant to the HPCU reservoir tank.
2. Connect the “GDS Tool” to the DLC connector.
3. Select “MCU”, “S/W Management”, “Electric Water

Pump Control” and follow the “GDS” screen
instructions.
4. Continue to add coolant to keep the coolant level

between the “Low” and “High” level indicators.
5. If the EWP operates without a sufficient amount of

coolant for approximately 5 seconds, the protect
function will activate to stop the EWP for about 15
seconds. When a sufficient amount of coolant is
added, the EWP will start operating automatically.
6. When the operational sound volume of the EWP

decreases, or when no air bubbles can be seen in
the reservoir tank, bleeding of the coolant system is
completed (It typically takes about 3 - 5 minutes).
7. After bleeding is completed, stop the EWP, add

coolant to the “Full” level, and install the reservoir
cap and activate the EWP for 30 seconds to be sure
no air is in the system.

LOW VOLTAGE DC-DC CONVERTER (LDC)
LOW VOLTAGE DC – DC The LDC converts high voltage (270 V) to low voltage
CONVERTER (12 V).
It takes the place of the alternator, and supplies low

voltage power to various electrical loads in the vehicle
and also recharges the auxiliary battery.
Because the LDC is not mechanically connected to the

engine, it provides a stable output voltage even when
the engine is not running.
Using only the necessary voltage for a vehicle’s

electrical load reduces the vehicle’s total electricity
consumption, and this will ensure higher fuel efficiency.
The LDC receives a command from the HCU to output

electrical power, and the LDC variably controls the
voltage based on the driving conditions and prevents
overcharging of the auxiliary battery.
There is a maximum and minimum limit on the voltage

output by the LDC, and the output changes depending
on the vehicle’s driving conditions.
If the LDC cannot receive commands from the HCU as

a result of CAN communication failure, then the LDC
outputs a fixed voltage of approximately 13.5 Vdc.

LDC FUNCTION
A converter is a device that changes high voltage DC to

low voltage DC.
In the example above the 280 Vdc is converted to 13.8

Vdc for charging the auxiliary battery and supplying
system voltage for the other low voltage components.

LDC
The alternator in a conventional vehicle is belt driven by

the engine.
If the engine stops, it does not generate any power for

the system.
The LDC system is connected to the high voltage

battery, so the 12V electric power is supplied whenever
electrical components require power, regardless of the
engine operation status.
Since the LDC system is not mechanically connected to

the engine, there is no friction loss caused by the belt
drive.
NOTE: The high voltage system requires the low

voltage system to be fully charged to allow the vehicle
to enter the READY mode. If the auxiliary battery is
discharged, it can be jump started like any other
vehicle. This will allow the vehicle to enter the READY
mode and charge the low voltage system.
WARNING: Do Not attempt to jump-start or charge the

high voltage system.

LDC INPUT/OUTPUT DIAGRAM
The input power from the high voltage battery and the
output power of 12 Vdc are separated and electrically
isolated from each other.
High voltage DC power cannot be directly converted to

low voltage DC power. It must first be converted to AC
power, passed through a transformer, and then finally
converted back to DC power.
The output terminal of the LDC is connected in parallel

to the auxiliary battery as illustrated in the diagram so
that the LDC output power can be directly used to
operate the vehicle’s electrical components.
The LDC is only communicates on the chassis CAN

and is not connected to the Hybrid CAN line.

LDC STRATEGY
STOPPED: The LDC outputs the highest level of voltage to charge

the auxiliary battery.
ACCELERATION: When accelerating in EV Mode, the auxiliary battery is

discharging and the LDC outputs minimum voltage.
CRUISING: The auxiliary battery is charged in the HEV mode with

the engine operating.
The auxiliary battery is discharged and the LDC outputs

minimum voltage in the EV mode.
DECELERATION: The high voltage battery is charged via regenerative

braking, and the auxiliary battery is charged by the
LDC.
ENGINE AUTO STOP: The auxiliary battery is discharged, but the minimum
and maximum voltage amount is repeatedly pulsed by
the LDC to prevent over discharging of the auxiliary
battery.
The actual values on the vehicle may vary.
The following conditions may prevent LDC Variable

Control when using specific electrical devices:
x Headlamps
x Wiper
x Blower on max
x When the outside temperature is below 0q C

AUXILIARY BATTERY TEMPERATURE SENSOR
For effective recharging of the auxiliary battery, a

temperature sensor is mounted on the upper section of
the auxiliary battery mounting bracket to measure the
temperature of the auxiliary battery.
The temperature data is sent from the BMS and then to

the HCU, which sends the optimal voltage output to the
LDC.
NOTE: The auxiliary battery cover needs to be installed

for the BMS to accurately measure the auxiliary battery
temperature.
NOTE: Use the current Kia-approved battery charger to

charge the auxiliary battery.

PROGRESS CHECK
1. The following systems are controlled by the HPCU

except?
a. Engine
b. Electric Motor
c. FATC Air Conditioning
d. Motor Driven Power Steering
2. Which of the following determines EV mode and

HEV mode?
a. MCU
b. HCU
c. PCM
d. LDC
Control
A B C D E F
Mode
3. What mode of operation will typically be used for

control mode “A” above?
a. HEV
b. EV
c. Regeneration
d. Engine
4. Which of the following is correct regarding engine

clutch control?
a. The TCM calculates target pressure.
b. The engine speed is controlled to synchronize
with the transaxle input speed.
c. If the HCU fails, the ECM controls the engine
clutch.
d. The clutch pressure sensor is an input to the
TCM.

PROGRESS CHECK cont.
5. Select the correct function of “A” and “B” from above.

a. “A” = Converter, “B” = Inverter
b. “A” = Inverter, “B” = Inverter
c. “A” = Inverter, “B” = Converter
d. “A” = Converter, “B” = Converter
6. The MCU controls the HPCU cooling system water

pump.
a. True
b. False
7. The GDS must be used to bleed the HPCU cooling

system?
a. True
b. False
8. Which best describes the function of the LDC?

a. The LDC does not operate during engine stop
(Auto Stop).
b. It assists the engine alternator for body electrical
load.
c. It outputs a constant 12 Vdc regardless of driving
conditions.
d. The LDC charges the 12 Vdc auxiliary battery.

9. When does the engine clutch require relearning?

a. When the MCU and/or PCM are relearned
b. When the high voltage battery is replaced
c. When the auxiliary battery is replaced
d. When the Electric Oil Pump is replaced
10. All of the following components makeup the inverter

except.
a. Power Relay Assembly
b. Heat Sink
c. Capacitor
d. Current Sensor

Hybrid Power Control Unit

HPCU
Optima Hybrid
Technology (HEV)
Student Guide
Guided Practice
OHEV.07
SAFETY FIRST
NOTE
CAUTION
WARNING
of this course.
of publishing.
TT-OHEV211-IL-GP07

Guided Practice
skills necessary to diagnose and repair the Hybrid
Power Control Unit
and DVOM:
x View HCU, MCU, and LDC Current Data

x Perform MCU Actuation Tests
x Perform MCU S/W Management Tests
x Measure auxiliary battery voltage

completed.

items:
x Hand tools
x GDS with VCI
x CAT III DVOM
x Pen or pencil
Hybrid Power Control Unit – GP 07 1

HCU , CURRENT DATA ANALYSIS
TASK 1
A. Using GDS select HCU Current Data.
B. Under each of the vehicle conditions listed below, record the values for each item, with
ignition ON and in the READY mode.
Ignition ON
No Sensor Name READY
Value Unit
1 Brake Switch “A” ON (Normal Open) -
2 Brake Switch “B” ON (Normal Closed) -
3 ECU Ready -
4 BMS Ready -
5 MCU Ready -
6 TCU Ready -
7 LDC Ready -
8 FATC Ready -
9 EBS Ready -
C. What would you check in any of the modules READY status did not indicate YES?
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2 Hybrid Power Control Unit – GP 07

MCU , CURRENT DATA ANALYSIS
TAKS 2
A. Using GDS select MCU Current Data.
B. With Ignition ON and in the READY mode, record the values for each item listed below.
Ignition ON
Value Unit
1 MCU Ready Flag -
2 MCU (GCU) Ready Flag -
3 Actual Driver Motor Speed RPM
4 Drive Motor Torque Reference Nm
5 Actual Driver Motor Torque Nm
6 Drive Motor Temperature C/F
7 Actual Generator (HSG) Speed RPM
8 Generator (HSG) Temperature C/F
9 Electric Water Pump (EWP) Operation Status -
10 Electric Water Pump (EWP) Speed RPM
MCU ACTUATION TEST
TASK 3
A. While viewing the MCU Current Data screen, check the box associated with Actual Driver
Motor Speed.
B. Select the Actuation Test from the bottom button bar.
C. Perform the following actuation tests and record the current data in the table below.
1. Motor Speed Control Operation

2. Motor Torque Control Operation
Ignition ON
Actuation Test Sensor Name READY
Value Unit
Motor Speed Control Operation Actual Driver Motor Speed RPM
Motor Torque Control Operation Actual Driver Motor Speed RPM

MOTOR/HSG RESOLVER CALIBRATION
TASK 4
A. Use the GDS select MCU, S/W Management.
B. When does the Motor/HSG Calibration need to be performed?
1. _______________________________________________
C. List the conditions required for calibration

1. _______________________________________________
2. _______________________________________________
3. _______________________________________________
E. Perform the Motor Resolver Calibration.
F. Record the results after the calibration is complete.
1. Motor Resolver Calibration: __________________________
2. HSG Resolver Calibration: ___________________________
HPCU COOLING SYSTEM AIR BLEEDING
TASK 5
A. Using the GDS select MCU, S/W Management, select Electric Water Pump Control to
perform the Air bleeding of HPCU cooling lines.
B. What are the conditions required for bleeding the system?
1. ___________________________
2. ___________________________
C. Perform the Air Bleeding procedure.
D. How long do you have to complete the bleeding procedure? ______________________
E. Monitor the reservoir for bubbles.
F. Did you observe any air bubbles in the HPCU reservoir? YES NO

LDC CURRENT DATA
TASK 6
A. Using GDS select LDC Current Data.
B. With ignition ON and in the READY mode, record the values for each item listed below.
Ignition ON
Value Unit
1 LDC Ready Status -
2 LDC Input Voltage V
3 LDC Output Voltage V
4 LDC Output Current A
5 LDC Temperature C/F
LDC OUTPUT AND AUXILIARY BATTERY VOLTAGE MEASUREMENT
TASK 7
This test will allow you to compare the LDC output voltage to the actual voltage at the auxiliary
battery under load and no load conditions.
A. With ignition ON and in the READY mode, record the values for each item listed below.
B. While monitoring the LDC Current Data, use a DVOM and measure the voltage at the
auxiliary battery terminals. Record your results below.
Ignition ON Ignition ON READY

Condition
READY Head Lamp on High
Voltage (V)
LDC Output Voltage
(Current Data)
Task 7 continued on the next page.

TASK 7 cont.
B. Using the schematic above, what other tests could you perform, if the LDC Current Data
output voltage is correct, but the voltage measured at the auxiliary battery is low?
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Hybrid Engine and

Transmission
Optima Hybrid
Technology (HEV)
Student Guide
Theory Module
OHEV.08
SAFETY FIRST
NOTE
CAUTION
WARNING
of this course.
of publishing.
TT-OHEV211-IL-TH08
HYBRID ENGINE AND TRANSAXLE

Theory
the Hybrid Engine and Transaxle.
MODULE OBJECTIVES Upon completion of this module, technicians will be

able to identify the following:
x Atkinson Cycle Engine operation
x Engine/Transaxle components
x EVAP system components and operation
x Engine Clutch/Torsion Damper
x Electric Oil Pump operation

Check questions that will assess what you have
learned.

items:
x Pen or pencil
x Highlighter
TIME TO COMPLETE Approximately: 120 Minutes
Hybrid Engine and Transaxle – Theory 08 1

INTRODUCTION
OVERVIEW The Optima Hybrid Electric Vehicle (HEV) is equipped

with the enhanced Theta-II 2.4 MPI engine for improved
fuel efficiency and reduced emission gas.
Some hardware changes were made to reduce friction

loss and improve cooling performance.
However, the most unique change is the application of

the Atkinson-Cycle to minimize pumping loss.
These changes resulted in increased engine efficiency.
2 Hybrid Engine and Transaxle – Theory 08

ENGINE
The Optima’s hybrid engine has been developed to

improve fuel efficiency with a minor reduction in the
engine’s maximum torque and output.
With the addition of the electric motor, the overall output

of the vehicle is actually higher than the Theta-II 2.4
MPI vehicle.
A higher compression ratio (13:1) is utilized in the HEV

engine.
Even though it has a high compression ratio (13:1),

engine knocking is not generated due to the Atkinson
Cycle design.
Unlike the Otto Cycle, in which the compression stroke

and power stroke are the same, the compression stroke
in the Atkinson Cycle is shorter than the power stroke.
This is achieved by delaying the intake valve closing

during the compression stroke to lower the effective
compression pressure.
The results of this are minimized pumping losses during

the compression stroke and maximized usage of the
energy generated during combustion.
Taken together, these attributes mean the Atkinson

Cycle engine is very effective in improving fuel
efficiency.
The exhaust emissions meet the Super Ultra Low

Emission Vehicle (SULEV) standards.

ATKINSON CYCLE
Unlike conventional engines with an equal compression

and power stroke, the compression stroke is shortened
to reduce pumping loss that occurs during
compression, and the power stroke is lengthened to
maximize usage of energy generated during
combustion.
Changing the valve timing and using CVVT reduces the

effective compression ratio by delaying when the intake
valve closes during the compression stroke resulting in
lower cylinder pressure.
The Atkinson-Cycle engine achieves improved fuel

efficiency, but engine power is low because fuel-air
mixture being compressed is naturally lower than in a
conventional engine.
As a result, this design is not used in conventional

vehicles.

COMPONENTS
Various new technologies are utilized to achieve

improved fuel efficiency in the engine.

COMPONENTS cont.

POWERTRAIN CONTROL MODULE (PCM)
The most notable change is the role of the ECM.
In the engine of a conventional vehicle, the ECM

determines the engine speed and required engine
torque while driving, and also controls the relevant
actuators.
But in an HEV, the Hybrid Control Unit (HCU) controls

the engine idle and torque, and the ECM controls the
actuators in accordance with the request of the HCU.
The ECM receives a signal from the HCU, as well as

various sensors and switches, and outputs a signal to
operate the actuators.
Another notable difference is that due to the engine

being frequently ON and OFF while driving, the EVAP
leak detection method has been changed.
The fuel tank pressure sensor (FTP) and the Canister

Close Valve (CCV) have been removed, and replaced
with the Natural Vacuum Leak Detection (NVLD).

NATURAL VACUUM LEAK DETECTION (NVLD)
The EVAP leak detection system is modified for the

hybrid vehicle.
Two testing methods are used:

x .040” leak test
x .020” leak test
Testing for a .020” leak using the vacuum from the

engine is not possible because the engine turns OFF
when the vehicle comes to a stop.
This required changing the EVAP test. The Natural

Vacuum Leakage Detection (NVLD) method is now
used.
The Purge Control Solenoid Valve (PCSV) leakage and

.040” leak tests are performed only when the engine is
running.
The .020” leak detection is performed after both the

engine and the ignition are turned off.
The NVLD measures the pressure change in the fuel

tank based on the fuel temperature variation for
evaporative gas leakage monitoring because the
engine vacuum pressure is no longer available.
The Fuel Tank Pressure Sensor (FTPS) and the

Canister Close Valve (CCV) used in conventional
vehicles have been removed.

CHARLES’S LAW
Sealed No Leak .020” Leak
Charles’ Law defines a directly proportional relationship

between the Pressure and Temperature of a gas which
is contained in a sealed tank.
Charles’ Law states that if the pressure remains

constant, the volume of a given mass of gas is directly
proportional to its absolute temperature.
There are two examples above.
The left one is a sealed EVAP system.
The right one is an EVAP system that has a very small

leak.
Now let’s see the relationship between the pressure

and temperature of each case.
When the fuel tank is sealed and no leaks exist, the fuel
tank pressure goes down when the fuel tank
temperature goes down.
When there is a small leak in the system, the fuel tank

pressure does not go down when the fuel tank
temperature goes down.
The Natural Vacuum Leakage Detection system uses

the natural vacuum physics described above.

NVLD SENSOR
The leak detection uses two components:

x The "NVLD Sensor module," which incorporates the
NVLD pressure switch and temperature sensor
x The PCSV, which is used to create vacuum in the
tank when the engine is running
The NVLD sensor module monitors the switch position

and temperature, and then sends this information to the
ECM using a single communication line.
The NVLD switch is used to determine if a vacuum is

present in the tank, and the temperature sensor is used
to measure the temperature change for very small leak
detection.
The pressure switch is ON when the vacuum is applied

on the EVAP system.
The vacuum can be applied either when the engine is

running with the purge valve open using the engine
vacuum, or when the engine is off and the purge valve
is closed using natural vacuum.

NVLD OPERATION
Figure 1. Vacuum at -2.5mbar pressure switch ON
Figure 1.
The pressure switch contact area is located on the
diaphragm.
The diaphragm moves up or down based on the

pressure difference between the atmospheric side and
the evaporative gas side.
When the fuel tank temperature drops, a natural

vacuum develops in the tank and the diaphragm moves
up, turning ON the pressure switch.

NVLD OPERATION cont.
Figure 2. Vacuum at -6.0mbar starts flow (purge)
Figure 2.
When the purge control solenoid valve is turned ON
while the engine is running, the pressure in the fuel tank
drops into a vacuum.
If the vacuum in the tank drops too much, air is pulled in

through the poppet seal of NVLD to prevent from
deforming the fuel tank.

Figure 3. Pressure at + 1.0mbar starts flow
Figure 3.
If the pressure in the fuel tank is slightly higher than the
atmospheric pressure, the diaphragm moves down
against the spring force to release pressure through the
poppet seal into the canister.

Figure 4. Pressure at +5.0mbar, higher flow (refueling) (pressure relief)
Figure 4.
If the pressure in the fuel tank goes up high while
refueling, the tank pressure increase causes the poppet
valve to open and releases the pressure into the
canister.

NVLD LOGIC
.020’’ LEAK DETECTION The .020” leak check is done when the engine and the
ignition is OFF.
If a sufficient temperature drop is detected, the vacuum

level in a sealed system will increase and close the
NVLD switch.
Small leak detection strategy:

x Pass: If the pressure switch of NVLD is ON within a
predetermined amount of time after key OFF,
vacuum is assumed to be generated.
x Leak: If the pressure switch of NVLD is OFF after
the predetermined amount of time, and tank vapor
temperature has dropped by 8ºC within 2 hours, a
vacuum was not generated because of a leak.

NVLD LOGIC cont.
.040” LEAK DETECTION & The canister PCSV valve is opened.

PCSV RATIONALITY CHECK
If a sufficient amount of vacuum is detected within a
specific amount of time, the switch closes and the
system is considered not to have a large leak.
.040” leak detection strategy:

x Pass: If the pressure switch of NVLD is ON after the
PCSV valve is opened for a specific amount of time,
vacuum is assumed to be generated.
x Leak: If the pressure switch of NVLD is OFF after a
specific amount of time, vacuum is not generated
because of a large leak.
NVLD PRESSURE SWITCH Electrical diagnosis is checked by the NVLD module

MONITORING and reported to the ECM.
An error is detected if no switch position transition has

been observed during the driving cycle.
NVLD AIR TEMPERATURE Electrical checks are performed at cold start by

SENSOR MONITORING comparing NVLD air temperature with ECT and IAT and
reported to the ECM.

TRANSAXLE
OVERVIEW With recent advancements in transaxle technology, the

Optima HEV is equipped with a more stable and fuel
efficient A6MF2H 6-speed automatic transaxle.
The Optima 6-speed transaxle shares many of the

components of the existing front wheel drive 6-speed
transaxle.
One major difference is that the torque converter and

flywheel have been removed, and a torsion damper and
engine clutch assembly have been added.
Other additional new components include the electric oil

pump and hardware modifications to the valve body,
case and TCM.

DRIVE-TRAIN LAYOUT
The engine clutch and electric motor have been added

to maximize regenerative brake energy.
Power is delivered through the automatic transaxle to

the wheels.
Both the engine clutch and the electric motor are

mounted within the automatic transaxle assembly.

MAIN COMPONENTS
ENGINE CLUTCH Connects the engine to the transaxle when switching to

hybrid drive mode
TORSION DAMPER Absorbs the shock transferred from the engine when
the clutches engages
ELECTRIC OIL PUMP Supplies pressure to the U/D brake during low-speed
driving and auto stop, and also supplies pressure to the
engine clutch when the electric motor cannot be used
OIL PUMP UNIT (OPU) Functions as a small inverter that drives the Electric Oil
Pump motor
VALVE BODY Contains the solenoid valves for control of shifting
TCM Controls the gear shift and fail safe if the HCU fails
(PCM type, and works in conjunction with the HCU)
MECHANICAL OIL PUMP Supplies oil pressure when driven (Electric Oil Pump
assists to maintain the oil pressure)
CASE Modified design for engine clutch, electric motor, and

Electric Oil Pump

ENGINE CLUTCH
Power from the engine is not used during startup and

low-speed driving (engine is turned OFF), and moves
only with power from the electric motor delivered to the
transaxle.
When the vehicle is cruising, accelerating or driving

uphill, it is in the hybrid mode and both the electric
motor and engine power the vehicle.
During these conditions, the power from the engine is

linked to the transaxle by the engine clutch.
It is an ATF wet-type multiple disc clutch that connects

or disconnects the engine to the transaxle input shaft.

TORSION DAMPER
OPERATION When connecting the engine with the transaxle in

hybrid driving mode, the engine speed is increased by
the Hybrid Starter Generator (HSG) until it equals the
RPM of the electric motor.
When the engine speed equals the electric motor

speed, the engine clutch is engaged.
At this point, the Torsion Damper absorbs any shock or

vibration that the engine may generate.
Flywheel Inertia is located in the primary torsion

damper.
The secondary damper restricts the inertia from the

engine clutch and motor.

ATF WARMER
The ATF warmer is mounted on the valve body cover to

reduce oil viscosity by increasing oil temperature under
cold conditions, which improves fuel efficiency.
It is mounted in series with the Electronic Throttle

Control (ETC), as shown in the diagram.
Engine coolant is used for transferring heat in order to

heat and cool the transaxle oil.
The ATF Warmer:

x Rapidly raises the transaxle oil temperature during
the initial cold start of the engine.
x Helps prevent overheating of the transaxle oil while
the vehicle is moving.

CONTROL LOGIC
PCM
ECM
TCM
HCU Different gear shifting patterns are required for EV

mode and HEV (engine + motor) mode.
Engine clutch actuating control logic is implemented by

the HCU.
The HCU sends a message to the OPU to drive the

electric oil pump.
PCM (ECM, TCM) Increased capacity and performance for HEV driving
Dual CAN (for lower bus load)
Interface for electric oil pump driver (CAN, PWM

command line)
Cooperative control with HCU (Key on sequence,

Torque calculation, Intervention)
OPU operating algorithm (Trigger, motor speed map for

ATF temperature)
TCM performs diagnosis communication for OPU (OPU

self detects three kinds of fault and sends it to TCM via
CAN)

INHIBITOR SWITCH
The inhibitor switch was changed from the previous 7-

position (P-R-N-D-X-Y-Z) type to 4-position (P-R-N-D)
type.
The signal combination codes for each terminal are as

shown above.
The TCM does not directly control the starter relay.
The P/N relay is not used and terminal 4 on the inhibitor

switch connects directly to the back-up lamps.

INTERNAL STRUCTURE
A6MF2 A6MF2H
The A6MF2 for gasoline models and the A6MF2H is for the HEV.
Engine Clutch
The engine clutch connects the engine, and is mounted

where the torque converter used to be.
Electric Oil Pump (EOP)
The electric oil pump supplies the oil pressure for the
auto-stop section, when the mechanical oil pump on the
input shaft of the transaxle is not operating.
It also supplies oil pressure to the U/D brake when the

mechanical oil pump pressure is low.
In addition, the electric oil pump supplies oil pressure to

the engine clutch when the electric motor is not
operating to transfer power from the engine to the
transaxle.

ELECTRIC OIL PUMP (EOP)
The oil pump in the A/T is a mechanical oil pump that

generates oil pressure when the electric motor rotates
and when the engine is running with the engine clutch
engaged.
In the hybrid A/T, the auto-stop feature prevents the

mechanical oil pump from operating when the vehicle
stops.
The mechanical oil pump cannot generate sufficient oil

pressure during the initial startup below 5 kph (3 mph),
EV mode, or during low-speed operation HEV mode, to
assist the mechanical oil pump to supply sufficient oil
pressure to the U/D brake in first gear.
The electric oil pump provides the required oil pressure

when the vehicle comes to a stop or during low-speed
driving.
The electric oil pump not only supplies oil pressure to

the U/D brake, but it also feeds the oil pressure to the
engine clutch so that the vehicle can operate with
engine power.

EOP OPERATION
EOP OPERATION As more oil pressure is needed than can be generated

by the mechanical oil pump, the electric oil pump will
operate until the pressure reaches about 10 bar (150
psi).
ENGINE AUTO STOP When the vehicle speed is zero, or when the engine is
turned off, the mechanical oil pump will not operate.
The EOP starts to operate at a low speed and

generates the required oil pressure.

EOP OPERATION cont.
ACCELERATION For the vehicle to start moving, initial oil pressure is

needed to engage the U/D brake.
The TCM tells the OPU to drive the EOP at high-speed

for a short interval and generates enough oil pressure
to engage first gear.
The mechanical oil pump is operated simultaneously by

the electric motor.
The oil pressure generated by the mechanical oil pump,

which is driven by the electric motor, increases as the
vehicle speed increases, while the EOP speed
gradually decreases.
When the vehicle speed exceeds 12-15 kph (7-9 mph),

the oil pressure generated by the mechanical oil pump
is sufficient to control the A/T and the engine clutch,
and the EOP stops operating completely.
DECELERATION When the vehicle speed is reduced, the EOP engages

again and electrically generates the required oil
pressure.
As the vehicle speed decreases, the EOP speed also

decreases.
When the vehicle comes to a stop, the EOP maintains

low speed.
When the engine turns off, the mechanical oil pump

also comes to a halt, the EOP maintains overall
minimum oil pressure.
When the vehicle starts to move, the acceleration

pattern repeats.

EOP
The EOP is externally mounted on the outside of the

automatic transaxle.
It is an internal gear type pump equipped with a 3

phase brushless motor.
By using the EOP, the electric motor load is lowered

due to reduced volume capacity of the mechanical oil
pump.
Two (2) connectors are used, one for the OPU motor
pump control and the other for the motor position
sensor.

OIL PUMP CIRCUIT
OIL PUMP MAIN RELAY When the OPU commands the oil pump main relay ON,
voltage to operate the EOP is supplied by the OPU.
The relay is located on the passenger side of the

engine compartment.
The EOP operation is controlled by TCM via CAN

communication.
In case of CAN communication failure, there is a back-

up hard wiring between the TCM and OPU.
OPU STATUS LINE The OPU performs self-diagnosis and sends the status
of the EOP main relay, OPU power, motor position
sensor, and the 3-phase motor control wire to the TCM
by CAN communication.
The OPU Status Line is used as the back-up line in

case of CAN communication failure (status line: 0 ~ 5
Vdc pulse signal).
If a fault is detected during the OPU self-diagnosis, the

error code for each fault is stored in the TCM.
EOP SPEED COMMAND LINE If CAN communication fails, the TCM directly controls
the EOP speed using directly linked back-up wiring
(speed command line : 0 ~ 5 Vdc pulse signal).

OIL LEVEL CHECK (ATF)
Use recommended automatic transaxle oil to ensure

improved fuel consumption and transaxle durability.
ATF: ATF SP-IV
1. Open the oil filler cap and add 700cc of SP-IV ATF.
2. Drive the vehicle to increase oil temperature.
3. Confirm the oil temperature is 55°C (50°~60°C)

using GDS.
4. Move the shift lever from Park to Drive two times

and back to Park range.
5. Lift up the vehicle and remove the overflow plug.
6. If oil drips out, the level is normal. Re-install the

overflow plug with a new gasket.
7. If no oil drips out, add more oil and repeat steps until
oil drips out.

OIL REPLACEMENT (ATF)
1. Remove the magnet plug
2. Drain the oil
3. Replace the plug with a new gasket
4. Add 5 liters of oil
5. Follow steps in oil level adjustment above until the

unit is full.

TCM LEARNING
If automatic transaxle is repaired or replaced, or the

PCM (TCM) is replaced, use the GDS to delete the
existing learned values.
No special driving procedure for relearn is required.

Relearn takes place automatically when the vehicle is
driven.

PROGRESS CHECK
1. Which of the following about the Optima HEV

engine is correct?
a. Increased valve spring tension
b. Larger spark plug for hotter spark
c. Higher thermostat opening temperature
d. Piston cooling jets have been removed
2. Which of the following statements best describes

the Atkinson Cycle?
a. The intake valve closing is delayed during the
compression stroke, resulting in lower
b. The intake valve closing is extended during the
compression stroke, resulting in higher
c. The intake valve timing is advanced during the
power stroke.
d. The intake valve timing is retarded during the
power stroke.
3. Which of the following components IS NOT used on

the hybrid engine?
a. Improved piston ring coating (CrN PVD)
b. Low tension valve springs
c. Higher temperature rated thermostat
d. Higher flywheel tooth count
4. Which of the following is correct about Natural

Vacuum Leak Detection (NVLD)?
a. NVLD uses an FTP sensor.
b. The CCV has been removed.
c. NVLD detects both large and small leaks with
d. NVLD solenoid valve is controlled by the ECM.
5. In an NVLD system, when the fuel tank temperature

goes down, the fuel tank pressure goes down if no
leak exists.
a. True
b. False

6. The hybrid transaxle uses engine coolant to warm

the ATF.
a. True
b. False
7. What best describes the transaxle Electric Oil

Pump?
a. Assists the mechanical oil pump
b. Is located inside the transaxle
c. Uses a 12 Vdc motor
d. Is controlled by the TCM

NOTE PAGE
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Hybrid Engine and

Transmission
Optima Hybrid
Technology (HEV)
Student Guide
Guided Practice
OHEV.09
SAFETY FIRST
NOTE
CAUTION
WARNING
of this course.
of publishing.
TT-OHEV211-IL-GP09
HYBRID ENGINE AND TRANSAXLE

Guided Practice
skills necessary to diagnose and repair Hybrid Engine
Clutch and Transaxle.
student will be able to perform the following using GDS,
a DVOM, and SSTs:
x Perform S/W Management Tests

x Perform Actuation Tests of transaxle components
x Perform water pump belt removal and installation

completed.

items:
x Hand tools
x GDS with VCI and VMI
x CAT III DVOM
x Pen or pencil
Hybrid Engine and Transaxle – GP 09 1

ENGINE S/W MANAGEMENT TESTS
TASK 1
E/C Fluid Pressure Calibration

The HCU needs to learn the kissing (contact) points at both ends of the clutch to reduce shock
while transferring engine power to the transaxle.
A. Using the GDS, select HCU, and then S/W Management.
B. Select E/C fluid Press Cal.
C. Following the on screen instructions and record the information displayed.
D. When does the Engine Clutch fluid pressure sensor require calibration?
1. ______________________________________________________________________
E. List the conditions required for calibration

1. ______________________________________________________________________
2. ______________________________________________________________________
3. ______________________________________________________________________
4. ______________________________________________________________________
F. Perform the E/C Fluid Pressure Cal.
G. Did the test complete? YES NO
Engine Test On
This function may be used to charge the high voltage battery when the SOC is between 15% &
20%.
A. Select Eng Test On.
B. Following the on screen instructions, record the information displayed.
C. When would you use the Engine Test ON function?
1. ______________________________________________________________________
2. ______________________________________________________________________
______________________________________________________________________
Continued on the next page.
2 Hybrid Engine and Transaxle – GP 09

Engine Test On (cont.)
D. List the conditions required for Engine Test ON function.

1. ______________________________________________________________________
2. ______________________________________________________________________
3. ______________________________________________________________________
4. ______________________________________________________________________
E. How would you turn the test off?

_________________________________________________________________________
F. Perform the Engine Test On. If the engine is currently running, wait until the engine stops to
perform the test.
Engine Test Off

A. Select Engine Test Off
C. When would you use the Engine Test Off function?
1. ______________________________________________________________________
2. _______________________________________________
D. What factors can inhibit the Engine Test Off function?
1. _____________________________________________________________________
E. List the conditions required for Engine Test Off function.

1. ______________________________________________________________________
2. ______________________________________________________________________
3. ______________________________________________________________________
F. How do you exit the Engine Test OFF mode?
1. _____________________________________________________________________

LDC Activation Test
A. Select LDC Activation Test.
C. When would you use the LDC Activation function?
1. _____________________________________________________________________
D. List the conditions required for LDC Activation function
1. _____________________________________________________________________
2. _____________________________________________________________________
E. Perform the LDC Test
F. Did the test complete? YES NO
G. Record voltages displayed on the LDC test screen.
1. Current LDC Voltage: _______________________________

2. Specification: _________________________________

TASK 2
Evap Test
The EVAP Test functionally tests the NVLD evaporative system and performs the .040” leak
check including cap OFF test.
A. Using the GDS, select Engine, and then S/W Management.
B. Select EVAP Leak Test
C. Following the on screen instructions, record the information displayed.
D. List the conditions required for HEV EVAP Test
1. _____________________________________________________________________
2. _____________________________________________________________________
3. _____________________________________________________________________
4. _____________________________________________________________________
5. _____________________________________________________________________
E. Click OK to perform the test.
F. List the results of the EVAP test displayed.
HEV Evap leak - Test Results Unit

1. NVLD Switch ON/OFF Time: Sec
2. Fuel Tank Level: %
3. Retest Delay Time: Sec
4. Compulsion Test State: -
5. Test State: -
6. Fuel Tank External Temperature: C/F
7. Pressure S/W ON/OFF: -

TASK 3
A/T , Current Data analysis
A. Using GDS select A/T Current Data.
B. While viewing the A/T Current Data screen, check the boxes associated with the items
listed below.
C. With ignition ON and in the READY mode, record the values for each item under each of
the vehicle conditions listed below.
Vehicle condition
Current data items Unit
* P Ready ** P WOT *** D Stall
Engine RPM RPM
APS %
Current gear -
Oil pump speed actual RPM RPM
Engine clutch status -
Engine clutch command pressure bar
Engine clutch solenoid mA
* P and READY (Eng ON): Shift lever “P” position & Engine running
** P WOT: Shift lever “P” position & wide open throttle (WOT)
*** D stall: Shift lever “D” position, parking brake on, brake pedal depressed, then acceleration to WOT for two (2)
seconds.
C. What changes did you observe between P WOT and D Stall?

_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________
_________________________________________________________________________

TASK 4
A/T, Current Data analysis and Actuation Test
A. While viewing the A/T Current Data screen, check the box associated with the data items
listed below.
B. While viewing the A/T Current Data screen, check the box associated with the items listed
below.
C. Select the Actuation Test from the bottom button bar.
D. Perform the following actuation tests and record the current data in the table below
.
1. Engine clutch solenoid
2. Electrical oil pump
Actuation test items

Current data items Unit
Eng clutch sol. EOP
Engine clutch status Open/slip/lock
Engine clutch pressure Bar
Engine clutch solenoid mA
Oil pump speed actual RPM RPM

TASK 5
Water Pump Belt Removal and Installation
The water pump belt has no adjustment. The belt is removed and installed with
two (2) SSTs. One tool for removal and another tool for installation.
A. Using the SSTs remove and install the belt.
x Insert the SST’s in the positions shown below to remove and install the
belt.
x Always rotate the crankshaft in a clockwise direction.
Remove Install

Hybrid Auxiliary
Systems
Optima Hybrid
Technology (HEV)
Student Guide
Theory Module
OHEV.10
SAFETY FIRST
NOTE
CAUTION
WARNING
of this course.
of publishing.
TT-OHEV211-IL-TH10
HYBRID AUXILIARY SYSTEMS

Theory
the Hybrid Auxiliary Systems.
MODULE OBJECTIVES Upon completion of this module, technicians will be able

to identify the following:
x A/C components and operation
x Active Air Flap components and operation
x Module communications
x Motor Driven Power Steering components and
operation

Check questions that will assess what technicians have
learned.

items:
x Pen or pencil
x Highlighter
Hybrid Auxiliary Systems – Theory 10 1

AUXILIARY SYSTEMS
Electric A/C Compressor Active Air Flap
CAN Communication Motor Driven Power Steering
INTRODUCTION The Optima Hybrid Electric Vehicle comes standard with

a Full Auto Temperature Control (FATC) system which
features an electric A/C compressor and electric water
pump.
It uses a CAN controlled Active Air Flap system to

control engine room temperature.
Communications between various vehicle modules use

multiple CAN lines.
It also incorporates a Motor Driven Power Steering

system that operates without the need for engine
operation.
OVERVIEW A key feature of the hybrid is its electric A/C compressor.
The A/C compressor and the heater water pump are not
operated by the engine. These components are
operated with power from electric motors to allow cabin
cooling and heating while the vehicle is in HEV and EV
modes.
The Optima hybrid is equipped with an electric A/C

compressor that uses high voltage and is controlled by
the HCU.
If there is a demand for heating while driving in EV

mode, the engine is started to warm up the coolant and
circulate it through the heater core.
2 Hybrid Auxiliary Systems – Theory 10

HYBRID A/C SYSTEM
Water Pump
COMMUNICATION The HCU sends the available high voltage power to the
FATC to control the compressor RPM for cooling
performance.
The FATC continuously communicates with the HCU

and ECM via CAN bus, and it cooperatively controls the
A/C to achieve optimal fuel efficiency.
When heating is required, the electric Heater Water

Pump (HWP) supplies engine coolant to the heater core
in EV mode or when the engine is stopped.
The high voltage battery system has a separate air

cooling system which uses air from inside the
passenger compartment to control the temperature of
the high voltage battery.
Accordingly, the FATC sends the cabin’s internal air

temperature information to the BMS module of the high
voltage battery system for calculating blower motor
operation.

HYBRID A/C SYSTEM cont.
SYSTEM LAYOUT Because the hybrid vehicle is often in EV mode, the

heated coolant cannot be supplied to the heater core
when the engine is not running. An electric water pump
is used to circulate coolant to the heater core when the
engine is off.
As a result, the HCU and the A/C controller

cooperatively control the heating system.
If heater operation is required while the coolant

temperature is low, the engine turns ON to raise the
coolant temperature.

ELECTRIC COMPRESSOR The HEV is equipped with an electric powered A/C

compressor.
The hybrid electric A/C compressor has the following

features:
x The electrical-type compressor is not belt-driven, so
its mounting position is not limited by the connection
to a drive belt. It can be mounted anywhere in the
vehicle.
x Provides constant cooling output in a low RPM state
x The compressor power can be freely controlled
according to the driving conditions so that the A/C
system can be optimally controlled to achieve
improved fuel efficiency.
x With an internal inverter and the use of high voltage,
high output is achieved within a smaller compressor
section.

COMPRESSOR OPERATION The electric compressor contains a microprocessor and

an inverter.
The microprocessor receives a target RPM command

for the compressor from the A/C controller and supplies
the necessary power to the motor.
In addition, it sends feedback on the motor’s actual

RPM and supplied current to the A/C controller for
closed loop control.
The inverter uses a DC to AC switching circuit to

convert the 270 Vdc current supplied to the compressor
into 3-phase AC current to operate the compressor
motor.
It receives commands from the microprocessor and

supplies necessary power to the motor.
In addition, the control part also includes a current

detection circuit and a high voltage capacitor.

SCROLL The motor drive shaft is eccentric and sends power to

the drive bushing.
The orbiting scroll interlocks with the fixed scroll.
The orbiting scroll of the compression moves in an

eccentric motion.
This motion pressurizes the refrigerant, and high-

pressure refrigerant is discharged through the outlet in
the center of the fixed scroll.
CAUTION: Do not use the same A/C recovery, recycling,

charging station that is used for conventional belt driven
compressors. Use Polyvinyl ether (PVE) oil, which has
high Volumetric Resistivity.
CAUTION: Do not mix Polyalkylene Glycol (PAG) oil with

PVE oil as it may result in compressor failure.

COOLING MODULE The HEV is equipped with a separate HPCU cooling

system radiator in the vehicle cooling module to transfer
heat from the inverter cooling system.
Also, the A/C condenser is located in the front of the

vehicle cooling module.
The cooling module 12 Vdc fan motor power has been

increased from 170 to 280 Watts (14Amps to 23Amps).

COMPRESSOR CONTROL The A/C controller controls the electric compressor

according to the target temperature computed with the
required temperature and sensor detected value.
The process is detailed as follows:

x When cooling is required by the user, the A/C
controller requests the HCU for compressor
operation approval.
x The HCU authorizes compressor operation and
sends a maximum power consumption value to the
A/C controller based on the SOC status of the high
voltage battery.
x The A/C controller sets the target RPM of the
compressor within the maximum power
consumption value and sends the command to the
compressor.
x The compressor activates the motor when it
receives the command from the A/C controller. It
sends feedback on both the compressor RPM and
power consumption to the A/C controller.

HEATER WATER PUMP The A/C controller operates the HWP when the engine
CONTROL is not running and heating is required.
HWP operating conditions:

x A/C System On
x Driver selected temperature setting, and the
temperature door is not in Max cool position
x EV Mode (Engine stop)
When the engine warm-up is complete, the engine is

turned OFF and the engine stop signal is sent using
CAN communication to the FATC module, which
activates Heater Water Pump (HWP) to circulate the
coolant.
When the engine coolant temperature decreases below

a specific point, the FATC sends the “Engine ON
Request” signal to the HCU using CAN communication
to start the engine.
If the ambient temperature is -20°C (-4°F), the engine is

started if the coolant temperature falls below 70°C
(158°F).
If the ambient temperature is 10°C (50°F), the engine is

started if the coolant temperature falls below 60°C
(140°F).

BLOWER CONTROL The FATC controller receives driver temperature

request and other input signals and then controls
optimal blower speed.
The FATC sends the PWM blower speed operating

signal to the PWM module.
The PWM module controls blower motor speed by

internal FET elements from the PWM signal supplied by
the FATC controller.
Also, the PWM module sends the actual blower motor

speed signal to the FATC controller for monitoring.
FATC controller uses this signal for closed loop control.
FATC Blower Speed Signal

CURRENT DATA Driver and passengers temperature doors are shown as

the Air Mix Door Potentiometer.
Fresh air/recirculation door is shown as the Intake

potentiometer.
The mode door is shown as the Direction

Potentiometer-Driver.
The Absolute Pressure Transducer (APT) measures the

high side A/C system pressure. The pressure is
displayed in Engine System and AAF Current Data.

HYBRID A/C SYSTEM
ACTUATION TESTS Actuation tests allow you to control components within

the HVAC unit. Follow on-screen instructions for each
test. You may not have full control of the HVAC system
while the GDS is communicating with the FATC.

ACTIVE AIR FLAP
OVERVIEW The Active Air Flap (AAF) system is located behind the
front bumper grill and in front of the heat exchangers
The AAF system is designed to allow or block incoming

outside air used for cooling.
The system flaps are either open or closed depending

upon vehicle driving conditions.
The flaps are closed while driving to reduce air

resistance. When the engine temperature increases to
the threshold, the flap is opened to reduce engine room
temperature.
ADVANTAGES The AAF improves overall fuel economy by 1.8%.

x City Mode 0.9%
x Highway Mode 2.3%
It reduces aerodynamic drag by 4.2% while improving

heating efficiency 11%.

ACTIVE AIR FLAP cont.
CONTROL SYSTEM The AAF control module is incorporated into the Smart
Actuator assembly. The low voltage battery system
provides power to the Smart Actuator. Flaps are
controlled mechanically by the actuator in either the
open or closed position. Flap position is monitored by
an internal position sensor
The Smart Actuator receives ECM inputs via can

communication including:
x Coolant Temperature
x A/C Pressure
x Vehicle Speed
x Outside Temperature
x LDC/Motor Temperature
In the event of system failure the smart actuator turns

on the Check Engine Warning Lamp via CAN
communications to the Cluster Module.

FAIL SAFE Sensor failure the AAF will default to open.
A CAN or ECU failure will display a warning message.
A motor or flap failure will attempt to operate the system

three (3) times for each two (2) degree of temperature
increase. If temperature continues to increase, the
system will display a warning message.
May set a DTC and turn on the MIL.

CURRENT DATA Active Air Flap current data is accessed through the
AAF system on the GDS.
ACTUATION TESTS The AAF can be manually opened, closed, or cycled to

diagnose the mechanical operation of the flaps.

COMMUNICATION
CAN The body electrical CAN communication network

includes the BCM (main CAN communication network
module), as well as the SMK, ECU, CLUM, and SJB.
Also included is a cluster display system that indicates

HEV information via power-train CAN line connected to
the CLUM acting as a gateway.
The BCM supports self-diagnosis, an actuation test

feature via a GDS, and KWP2000 (K-Line)
communication.
The SMK ECU communicates via a separate K-line for

smart key control and related GDS features (smart key
registration, actuator inspection, etc.)

COMMUNICATION cont.
LIN LIN communication is only used with the Rear Parking

Assist System (RPAS).
The RPAS is composed of 4 sensors, which is the

same as on conventional Optima models. These
sensors detect objects and send first, second, and third
tier warning signals, based on object distance to the
vehicle, to the BCM via LIN communication.
Depending upon system configuration, the buzzer

embedded in the BCM is removed and embedded into
the cluster module.
As a result, cluster display and buzzer activation is sent

from the BCM to the Cluster Module.
The BCM acting as the Master Module transmits

sleep/wake commands via ultrasonic sensors as well as
start and terminate commands.

COMMUNICATION cont.
IMMOBILIZER Because the HEV can start moving without the engine
running and on electric motor power only, the HCU and
MCU, which control the electric motor, functions as the
immobilizer.
When Engine ECM authentication is complete, the

Engine ECM and the HCU undergo the authentication
procedure, and when authentication is granted, the
system enters SYSTEM READY status.
After authentication, all relevant controls are executed

by the HCU.
ECU-HCU Authentication Block Diagram

COMMUNICATION cont.
BUTTON START SMK authentication information request/response is

exchanged through the serial communication line
between the SMK ECU and engine ECM.
Other engine status information (engine cranking,

ignition ON, etc.) are exchanged via CAN
communication line.
The cluster module is the gateway between the power-

train CAN and the body electrical CAN.
CLUSTER As for the changes to the cluster it has been modified to

display hybrid operation status.

MOTOR DRIVEN POWER STEERING (MDPS)
SYSTEM OVERVIEW The MDPS system used in the Optima HEV is the same
as the MOBIS system installed in the conventional
Optima.
The control side of the MDPS has been modified to

allow operation while the vehicle is driving in EV mode.
The warning lamp control system has also been

changed.

MDPS cont.
INPUTS & OUTPUTS The hybrid MDPS control function is the same as
Optima with an addition of the HEV Ready signal from
the HCU. This allows motor assist even with the engine
off.
Motor assist of the conventional MDPS vehicle is

available while the engine is running to prevent battery
discharge.
The hybrid MDPS begins to provide power assist when

the “HEV Ready” signal is received from the HCU,
regardless of whether the engine is running or not.
With the exception of the “HEV Ready” signal, other

input and outputs remain the same as on the
conventional Optima MDPS.

MDPS cont.
HARDWARE The hybrid MDPS system is made up of the same

MDPS hardware as in previous systems, including the
motor, control unit, torque sensor, angle sensor, and
steering column.
CONTROL LOGIC The hybrid MDPS control logic retains conventional

system logic, including the following:
x Motor Drive Current Control
For speed sensitive steering using VSS signal
x Overheat Protection Control
Adjusts the temperature by controlling the
electric current
x Interlock Circuit Feature
Prevents unintended sudden steering as a result
of system malfunction during mid/high speed
driving
x Compensation Control
Compensation is made in accordance with the
motor speed or acceleration speed to enhance
steering performance and achieve precision
handling

MDPS cont.
CONTROL LOGIC CONT. x Friction Control

Compensation for recovering stop friction that
occurs when operating with the vehicle stopped
x Inertia Control
Reduces the deviation in acceleration by
reducing the inertia change caused by motor
rotation speed
x Damping Control
Maintains stable steering control by reducing the
high voltage value generated during sudden
steering operation

MDPS cont.
TORQUE SENSOR The torque sensor is a non-contact (Hall IC) type.
Two motor position sensors (absolute, relative) are built

into the motor, and they send signals to the MDPS
control module.
STEERING ANGLE SENSOR As the steering wheel rotates, the main gear rotates.
Two planetary gears with a different number of gear
teeth will rotate at the same time as the magnet
attached in the planetary gear rotates.
The Hall IC detects the change of rotating angle and

outputs the voltage signals to the control module.
Finally, the control module will calculate the steering

angle by processing these signals.
NOTE: Sensor calibration is necessary after replacing

the sensor.
STEERING ANGLE SENSOR Calibration of the steering angle sensor using the GDS
CALIBRATION is required under the following conditions:
x After replacing the MDPS assembly or ECU
x After repairing the steering system (e.g. wheel
alignment, etc.)
x When the corresponding trouble code exists in the
system (e.g. C1261)

MDPS cont.
MOTOR A brushless type A/C motor is used.
The brushless type A/C motor has several advantages

including:
x High power density, torque and speed for medium
size passenger vehicles
x Low inertia (fast response)
x Better heat dissipation

MDPS cont.
WARNING LAMP x Critical Fault: Warning lamp ON + Motor stop

x Minor Fault: Warning lamp ON + Motor assist
x Minor Fault: Warning lamp OFF + Motor assist
The MDPS uses serial communication between the

MDPSCM and the warning lamp in the cluster.
When communicating with the MDPSCM through the

GDS, or when ASP calibration has not been performed,
the “EPS” warning lamp will blink.
If battery voltage is less than 10 V, the warning lamp

also will blink and the alarm will sound 4 times.
If the voltage continues dropping to less than 9 V, the

warning lamp will stay ON and the alarm will sound 4
times.
The warning lamp blinking with alarm sound is only

heard during a “System low voltage” failure.
However the warning lamp will turn off if the voltage

recovers to 10 V or higher without any alarm sound.

MDPS cont.
STEERING ANGLE SENSOR This function matches the steering angle entered in the
(ASP) CALIBRATION MDPS ECU with the actual steering angle of the
vehicle.
A zero-point calibration is required for satisfactory

performance of the MDPS and ESC.
WHEN IS CALIBRATION After replacing the MDPS system, zero-point calibration

REQUIRED must be performed with the GDS, when replacing the
gearbox and universal joint, and when performing
wheel alignment.
CONFIRMING THE Wait for 15 seconds after turning the ignition off, then
INITIALIZATION align the front wheels in a straight line and check if the
value of the steering angle in the sensor output values
is within 5 degrees, and finally, check that the
initialization of the steering angle has been completed.
When the initialization is completed successfully, it is
displayed as “CAL & IND”.
Non-calibration may cause the EPS (MDPS) warning

lamp on the dashboard to light up. After completing the
initialization, always delete the error code.
NOTE: ASP calibration must be done in both the ESC

and MDPS systems at the same time. Perform
calibration in ESC before the MDPS.

PROGRESS CHECK
1. Which of the following best describes the electric

A/C compressor operation?
a. Is directly connected to the 270 Vdc High
Voltage Battery
b. Uses a magnetic clutch to cycle the compressor
c. Uses an external control solenoid for variable
swash-plate operation
d. Is controlled by the ECM using the body CAN
line
2. The FATC sends the PWM blower speed operating

signal to the PWM module.
a. True
b. False
3. What type of compressor section is driven by the

electric motor?
a. Variable swash-plate
b. Multiple-piston
c. Scroll type
d. Fixed swash-plate
4. The AAF control module is located in the air flap

smart actuator.
a. True
b. False
5. Which module is the gateway between the Body

CAN and the Hybrid/Powertrain CAN?
a. FAM
b. CLUM
c. HPCU
d. PCM

6. Which of the systems below uses LIN

communication?
a. BMS
b. RPAS
c. SJB
d. PCM
7. Which of the following modules are used for

Immobilizer authentication?
a. HCU
b. ECU/ECM
c. Both a. and b.
d. Neither a. nor b.
8. What would cause the EPS warning lamp to blink?

a. The High Voltage Battery SOC is low
b. MDPS control module failure
c. SAS requires calibration
d. A DTC is stored in the MDPS control module

NOTE PAGE
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Hybrid Auxiliary
Systems
Optima Hybrid
Technology (HEV)
Student Guide
Guided Practice
OHEV.11
SAFETY FIRST
NOTE
CAUTION
WARNING
of this course.
of publishing.
TT-OHEV211-IL-GP11
HYBRID AUXILIARY SYSTEMS

Guided Practice
skills necessary to diagnose and repair auxiliary
systems on the Optima Hybrid.
and a DVOM:
x Observe FATC Current Data

x Perform FATC Actuation Tests
x Perform AAF Actuations Tests
x Calibrate MDPS ASP sensor
x Perform MDPS Type Recognition

completed.

items:
x Hand tools
x GDS with VCI
x CAT III DVOM
x Pen or pencil
Hybrid Auxiliary Systems – GP 11 1

AIR CONDITIONING SYSTEM
TASK 1
A. Using GDS select Air/Con system Current Data.
B. While viewing the A/C Current Data screen, check the boxes associated with the items
listed below.
C. With ignition ON and in the READY mode, record the values for each of the items listed
below.
Ignition ON READY
No Sensor Name
Value Unit
1 In-Car Temperature Sensor C/F
2 Ambient Air Temperature Sensor C/F
3 Evaporator Sensor C/F
4 Engine Coolant Temperature Sensor C/F
TASK 2
A. Select A/C Actuation Test.
B. Following the on screen instructions, perform each test and record the information
displayed.
Ignition ON READY
Actuation Test Sensor Name
Value Unit
Driver Air Mix Door Air Mix Door Potentiometer-Driver %
Drive Mode Door Direction Potentiometer-Driver %
Air Inlet Mode Selection Intake Potentiometer %
TASK 3
A. Perform the E-Comp actuation test.
Results
Actuation Test
YES NO
E-Comp Did the compressor operate?
2 Hybrid Auxiliary Systems – GP 11

ACTIVE AIR FLAP AAF
TASK 4
A. Using the GDS, select AAF Current Data.
B. While viewing the AAF Current Data screen, check the box associated with the data items
listed below.
C. Select the Actuation Test from the bottom button bar.
D. Perform the following actuation tests and record the current data in the table below
1. Manually Active Air Flap Open

2. Manually Active Air Flap Closed
3. Active Air Flap Test
Actuation test items

Current data items
Air Flap Open Air Flap Closed Air Flap Test
Active Air Flap Status
AAF Current Potentiometer status %
E. What other current data items do you think may be useful for AAF diagnosis?
___________________________________________________________________________
___________________________________________________________________________
___________________________________________________________________________

MDPS ABSOLUTE STEERING POSITION SENSOR CALIBRATION
TASK 5
This task allows you to set the steering wheel position incorrectly similar to an incorrect wheel
alignment setting and observe the results, then correct the condition and calibrate the steering
position sensor.
A. Turn the steering wheel 90° to the right from the center position.
B. Using the GDS, select EPS, then Current Data.
C. Record the steering wheel position __________________________________________
D. Select S/W Management, then ASP calibration.
E. When does the ASP sensor require calibration?
1. _______________________________________________________________________

1. _______________________________________________________________________
2. _______________________________________________________________________
3. _______________________________________________________________________
4. _______________________________________________________________________
F. Perform the ASP Calibration.
F. Did the test complete? YES NO
G. Center the steering wheel with the tires in their straight-ahead position.
H. Select EPS Current data and record the ASP sensor value.____________ Degrees.
I. Perform the ASP Calibration again.
J. Did the ASP value return to Zero (0) degrees? YES NO

EPS TYPE RECOGNITION
TASK 6
The steering wheel effort while driving has three (3) different settings that can be
changed depending on the drivers preference.
The EPS steering feel may be set to one of the following levels:
1. GLS Limited (Sport)
2. High Effort
3. Low Effort
A. Using the GDS, select EPS, and then S/W Management.
B. Select EPS Type Recognition.
C. What is the current setting? ______________________________________________
D. Select a setting from the drop down menu that is different from the current setting.
E. What setting did you select? _____________________________________________
F. Reselect EPS Type Recognition.
G. Did the current setting change to the new setting? YES NO

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Active Hydraulic Booster

AHB
Optima Hybrid
Technology (HEV)
Student Guide
Theory Module
OHEV.12
SAFETY FIRST
NOTE
CAUTION
WARNING
of this course.
of publishing.
TT-OHEV211-IL-TH12

Theory
the Active Hydraulic Booster (AHB) Brake System.
MODULE OBJECTIVES After completion of this module the student will be able
to identify the following:
x System configuration
x System components and operation
x Hydraulic system bleeding
x Regenerative braking

Check questions that will assess what you have
learned.


items:
x Pen or pencil
x Highlighter
Active Hydraulic Booster – Theory 12 1

ACTIVE HYDRAULIC BOOSTER (AHB)
INTRODUCTION In a conventional vehicle, a vacuum power brake unit is

used for brake assist.
In a hybrid vehicle, the engine does not run all the time
and it can move even with the engine turned off.
Therefore, it is difficult to generate vacuum while the

engine is not running for conventional vacuum power
boosters.
As a result, the hybrid vehicle requires a different type

of booster system.
It uses power from the electric motor instead of the

engine.
Also used is regenerative braking and where kinetic

energy generated during braking is converted and used
as electrical energy.
2 Active Hydraulic Booster – Theory 12

AHB cont.
COMPONENTS
Actuation Unit

AHB cont.
COMPONENTS cont. The AHB system is composed of the:
x The Hydraulic Power Unit (HPU) which generates

the hydraulic pressure for the power assist during
braking.
Similar to the effect when the driver steps on the

brake pedal in a system equipped with a vacuum
booster, the hydraulic pressure stored in the cylinder
is supplied to provide pressure to the master
cylinder piston.
x The Brake Actuation Unit (BAU) which along with

the master cylinder delivers hydraulic pressure to
each wheel caliper through the electric stability
control.
It is connected to the brake pedal to detect the

brake force that is required by the driver, and to
generate brake pedal feel.
x Electric Stability Control (ESC) which carries out

the ABS, TCS, and ESC functions.

AHB cont.
COMPONENTS cont. As shown in the table above, the HEV brake

components are composed of the HPU, which is the
brake booster device, the BAU, which feeds the
generated pressure to the master cylinder and the
calipers in each wheel through the ESC. The ESC
controls the functions of the ABS, TCS, and ESC.
In addition, the system also includes the following:

x Wheel speed sensors
x Yaw rate and lateral acceleration sensor
x Pressure sensor
x Steering angle sensor
x Brake pedal travel sensor

BRAKE ASSIST UNIT (BAU)
Master Brake
Cylinder Pedal
There are no exterior changes to the master cylinder.
The reservoir tank’s capacity is increased to

accommodate the use of hydraulic fluid for the hydraulic
power unit.
There is an isolation gap between the boosting

chamber and the simulator chamber.
This gap prevents feeling brake pedal pulsations during

HPU operation and regenerative braking.
In case of BAU failure, the isolation gap is overcome by

the simulator piston to manually apply pressure to the
master cylinder to apply the brakes.

HYDRAULIC POWER UNIT (HPU)
HPU A 3-piston pump is used to reduce pressure pulsation

and vibration and to improve pressurization
performance.
A high-pressure metal bellows accumulator is used to

supply stable pressure to the boosting chamber. The
unit contains a solenoid which is specially designed to
allow precise pressure control.
Solenoid valve operation is electronically controlled. It

also has improved low pressure control output.
The motor pump is also electronically controlled.
The HPU is controlled according to the output value of

the pressure sensor.
The HPU assembly includes the ECU.
Its internal components consist of five solenoid valves,

three pressure sensors and three pump pistons.
Its external components consists of an accumulator,

motor and ECU.
CAUTION: The HPU will start anytime the brake pedal

is depressed. This includes when the vehicle is in the
OFF mode.

HPU cont.
HIGH PRESSURE The accumulator is internally charged with nitrogen gas

ACCUMULATOR 100 bar (1500 psi).
When the motor pump is activated, it stores the

hydraulic pressure discharged from the pump to
maintain stable pressure in the HPU circuit.
The operating pressure while driving is 140-180 bar

(2000-2600 psi) and the discharge volume is 17.4 cc
(0.5 oz.).
The maximum discharge by the accumulator is 46.3 cc

(1.5 oz.).

HPU cont.
HPU ECU Communication is done on the Hi Speed CAN
The HPU ECU changes to Wake Up status when the

ignition is turned on or when the brake lamp switch
activation signal is received.
The brake warning lamp flashes for 3 seconds when

the ignition is turned from the OFF to ON, indicating the
AHB system is operating normally.
The Brake Pedal Travel Sensor uses a dual sensor

configuration input to the HPU and ESC.

ELECTRONIC STABILITY CONTROL (ESC)
ESC recognizes critical driving conditions, such as

panic reactions in dangerous situations, and stabilizes
the vehicle by individual- wheel braking and engine
control intervention.
The stability control feature works under all driving and

operating conditions. Under certain driving conditions,
the ABS/TCS function can be activated simultaneously
with the ESC function.
Communication is done on the High Speed CAN
Wakes Up at ignition ON (Communication Enable)
System inputs that require calibration:

x Yaw rate
x 2G-sensor
x SAS
x PTS

CALIBRATIONS
Several brake system component require calibration for

proper operation. This includes the following:
x Steering Angle Sensor (SAS)
x Yaw Rate and 2g sensor
x Pedal Travel Sensor (PTS)
x Pressure Sensor
Follow the GDS on screen procedures for proper

calibration or adjustments.
SAS OFFSET CALIBRATION When to Conduct Zeroing Adjustment

x After changing SAS
x After changing or repairing the steering column
x When the following error codes are generated:
C1260 (steering wheel angle sensor signal error)
and C1261 (steering wheel angle sensor not
zeroed)
YAW RATE AND 2G SENSOR When to Conduct Zeroing Adjustment

OFFSET ADJUSTMENT x After changing yaw rate and 2G sensor
x After changing ESC ECU
x When the error code C1285 (offset adjustment not
set) is detected
BRAKE PEDAL TRAVEL When to Conduct Zeroing Adjustment

SENSOR ADJUSTMENT x After changing the pedal assembly ()
x When error codes C1380 (calibration) or C1379
(signal error) are detected.
PRESSURE SENSOR When to Conduct Zeroing Adjustment

ADJUSTMENT x After changing HPU (must be replaces as part of the
complete assembly)
x Among the three internal HPU pressure sensors,
two sensors (excluding the sensor near the pump
outlet) require offsetting simultaneously.

HPU AND BAU BLEEDING
Bleeder port “A” Bleeder port “B”
SYSTEM BLEEDING Air bleeding must be performed when changing the

Hydraulic Power Unit (HPU), or the Brake Actuation
Unit (BAU)
CAUTION: The shop air that is applied to the SST must

be clean and dry.
BATTERY DISCONNECTED Remove the negative (–) terminal on the auxiliary

battery installed in the trunk.
x Connect the SST to the reservoir tank
x Bleed at location “A” and “B” until no air is detected
x Bleed each caliper until no air is detected
BATTERY CONNECTED Connect the negative (–) terminal on the auxiliary

battery
x Press the ENGINE START/STOP button two times
without pressing on the brake pedal to the ON
position (READY indicator OFF)
x Press on the brake pedal and bleed again at
location “A” and “B” until no air is detected
x Press the ENGINE START/STOP one time without
pressing on the brake pedal to the OFF position
REPEAT PROCEDURE x Press the ENGINE START/STOP button two times

position
x Press on the brake pedal and bleed again at
location “A” and “B” until no air is detected

HPU VS. BAU BLEEDING cont.
PARTIAL PEDAL STROKE x With the bleed screw “A” left open, push down on
the pedal to mid-stroke level (20-40 mm) and hold
for 10 seconds. Repeat this process 2-3 times (until
no more air comes out). Close bleed screw “A”
x While holding down the pedal, open bleed screw
“B”. Close the bleed screw and release the pedal.
Repeat this air bleeding process 3-5 times (until no
more air comes out)
x While holding down the pedal, open bleed screw
“A”. Close the bleed screw and release the pedal.
Repeat this air bleeding process for 3-5 times (until
no more air comes out)
REMOVE FILLING DEVICE x Remove the SST from the reservoir. With the
reservoir cap open, fill the brake fluid level to the
maximum and step on the pedal 5-10 times allowing
intervals between strokes.
x If the accumulator is not filled and the motor is
continuously running, connect the filling device and
repeat complete bleeding procedure.
x Close the reservoir cap and end the process if no air
bubble is visible on the return
x Press the ENGINE START/STOP one time without
pressing on the brake pedal to the OFF position
NOTE: Too much brake fluid in the reservoir may cause

the return fluid to overflow.

ESC/ABS BLEEDING
SYSTEM BLEEDING Air bleeding must be performed when changing the

ESC Unit, Master Cylinder, calipers or lines.
BATTERY DISCONNECTED Remove the negative (–) terminal on the auxiliary

battery installed in the trunk.
x Connect the pressurizing device to the reservoir
tank
x Bleed at each caliper location until no air is detected
BATTERY CONNECTED Connect the negative (–) terminal on the auxiliary

battery
x Press the ENGINE START/STOP button two times
position
x Press on the brake pedal and bleed again at each
caliper location until no air is detected
CONNECT GDS Connect the GDS and select HCU Air Bleeding from the
GDS ABS/ESC S/W Management Tab.
x Follow the conditions and select OK to start
bleeding the system
x When finished press the ENGINE START/STOP
one time without pressing on the brake pedal to the
OFF position

REGENERATIVE BRAKING
PRINCIPLE OF x During deceleration or braking of a HEV, the drive

REGENERATIVE BRAKING motor acts as a generator and charges the high
voltage battery by converting the vehicle’s kinetic
energy generated during braking into electrical
energy.
x Regenerative braking is determined by vehicle
speed and the high voltage battery SOC
x Regenerative braking achieves a significant
improvement in fuel efficiency in city driving with
repeated acceleration and deceleration.
COMBINATION OF Driver-requested brake force = hydraulic braking force

REGENERATIVE BRAKING plus (+) the regenerative braking force.
AND HYDRAULIC BRAKING
Total brake demand by a driver is distributed between
both the regenerative and hydraulic braking.

REGENERATIVE BRAKING cont.
RED LINE indicates

driver brake
pedal demand
The diagram above details regenerative braking

cooperative control.
The red line in the diagram indicates the driver applying

the brakes.
x “I”: Braking is conducted by the regenerative braking

(Initial stage of braking).
x “II”: Braking is conducted by the hydraulic brake.
x “III”: Regenerative braking range extends as

hydraulic brake decreases.
x “IV”: A rapid increase of hydraulic pressure occurs

to meet the required brake amount because the
regenerative braking is dropping due to very low
kinetic energy when the vehicle is almost at a stop.

PROGRESS CHECK
C
B
A
1. What is the name of “A” in the above image?

a. ESC
b. HPU
c. BAU
d. EOP
2. Which of the following statements below is correct

regarding the Brake Pedal Travel Sensor (PTS)?
a. Is part of the pedal assembly
b. Must use GDS to calibrate
c. A DTC is detected for calibration or signal error
d. All the above
3. Which statement below is required for hydraulic air

bleeding?
a. Remove the High Voltage Safety Plug
b. Use the GDS to bleed the BAU
c. Place ignition in the ACC mode
d. Use SST pressurizing device

4. What best describes the BAU

a. Uses a simulator assembly for brake pedal feel
b. The isolation gap prevents brake pedal
pulsations during HPU operation
c. The isolation gap is located between the
simulator and boosting chambers
d. All the above
5. Which of the following best describes Regenerative

and Hydraulic braking?
a. Total brake demand = Regenerative braking plus
(+) Hydraulic braking
b. Total brake demand = Hydraulic braking minus
(–) Regenerative braking
c. The HSG is used for Regenerative braking
d. The engine is used for Regenerative braking

Note Page
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Note Page
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_________________________________________________________________

Active Hydraulic Booster

AHB
Optima Hybrid
Technology (HEV)
Student Guide
Guided Practice
OHEV.13
SAFETY FIRST
NOTE
CAUTION
WARNING
of this course.
of publishing.
TT-OHEV211-IL-GP13

Guided Practice
skills necessary to diagnose and repair the AHB and
HPU system.
and a SST:
x Observe AHB and HPU component operation using

Current Data
x Calibrate AHB and HPU components
x Hydraulically Bleed the AHB and HPU components

completed.

items:
x Hand tools
x SST Brake Bleeder and air supply
x GDS with VCI
x DOT 3 or 4 brake fluid
x Pen or pencil
Active Hydraulic Booster – GP 13 1

AHB CURRENT DATA
TASK 1
This task is to observe the operation of the HPU while the ignition is off.
A. Using GDS select AHB Current Data.
B. While viewing the AHB Current Data screen, check the box associated with the data items
listed below.
C. Step on the brake pedal five (5) times within five (5) seconds.
D. Click Stop on the GDS Current Data Screen, then click Graph.
E. Using the graph information record the values for each items listed below.
Vehicle Condition
Current data Ignition OFF Ignition OFF Unit
Brake OFF Brake ON
Motor (HPU) On/Off
PDT Value (for MPU) mm
PDF Value (for ESC) Mm
Boost Chamber Pressure bar
Pedal Simulator Pressure bar
High Pressure Accumulator bar
Brake Switch
F. Why did the HPU motor run when the ignition is off and the brakes are applied?
__________________________________________________________________
2 Active Hydraulic Booster – GP 13

PRESSURE SENSOR CALIBRATION
TASK 2
A. Using the GDS, select AHB, and then S/W Management.
B. Select Pressure Sensor Calibration
D. When does the Pressure Sensor require calibration?
1. _______________________________________________________________________

1. _______________________________________________________________________
2. _______________________________________________________________________
3. _______________________________________________________________________
4. _______________________________________________________________________
5. _______________________________________________________________________
F. Perform the Pressure Sensor Calibration

PEDAL TRAVEL SENSOR CALIBRATION
TASK 3
A. Using the GDS, select AHB, and then S/W Management.
B. Select PTS Calibration
D. When does the PTS require calibration?
1. _______________________________________________________________________

1. _______________________________________________________________________
2. _______________________________________________________________________
3. _______________________________________________________________________
4. _______________________________________________________________________
5. _______________________________________________________________________
F. Perform the PTS Calibration.

HPU AND BAU LINE FILLING
TASK 4
This procedure is required to fill and bleed the HPU and BAU lines and assembly after
replacement or repair.
Be sure to follow the procedures in the order listed below:
A. Disconnect the auxiliary battery negative (-) terminal.
B. Remove the air cleaner assembly.
C. Adjust the supply pressure to approximately 45 to 60 psi to the reservoir.
D. Install SST pressure bleeder assembly
Reservoir Adapter
Pressure Bleeder

TASK 4 cont.
E. Install bleeding tube to location 䡾 bleed screw, loosen the screw to remove air from the
system, repeat 3~5 times.
F. Install bleeding tube to location 䡿 bleed screw and loosen the screw to remove air from the
system, repeat 3~5 times.

HPU AND BAU LINE FILLING (CONT.)
TASK 5
A. Re-connect the auxiliary battery negative (-) terminal
B. Continue applying pressure of approximately 45 to 60 psi to the reservoir.
C. Place ignition in the “READY” mode
CAUTION: The engine may start at any time when the vehicle is in the READY mode.
D. Install bleeding tube to location 䡾 bleed screw, loosen the screw while pressing on the
brake pedal to remove air from the system, repeat 3~5 times
CAUTION: Do not open the bleeder screw while the HPU motor is running.

TASK 5 cont.
F. Install bleeding tube to location 䡿 bleed screw and loosen the screw while pressing on the
brake pedal to remove air from the system, repeat 3~5 times
CAUTION: Do not open the bleeder screw while the HPU motor is running.
H. Remove the air supply and SST pressure bleeder assembly.
I. Press brake pedal 5~10 times, pausing between each stroke.
J. If the motor runs continuously, the accumulator is not filled, repeat HPU and BAU bleeding
procedure.
K. When no air is observed, fill the reservoir tank and reinstall the cap.
L. Check and clear any DTCs.
M. Place the vehicle in the OFF mode and reinstall the air cleaner.

OHEV SG PA 14 Cover:AED_08F.qxd 3/25/2011 2:16 PM Page 1
Performance
Wiring Harness
Assessment
Diagnosis & Repair
Optima Hybrid
Technology (HEV)
Student Guide
Performance
Assessment AED.08
OHEV.14
SAFETY FIRST
In order to maximize safety, the student/technician will be required to remove all
metallic objects on your person, including but not limited to watches, body piercings,
pins, buttons, bracelets, etc, in order to reduce the risk of electrical arcing and potential
electrocution. In addition, those students/technicians who use metallic medical devices,
such as pacemakers, insulin pumps, etc., should be aware of the potential risks of
working closely with a high voltage battery.
Caution or Warning, be certain you understand the message before you attempt to
perform any part of a service procedure.Below are the definitions of these terms.
NOTE
CAUTION
WARNING
property loss, damage, personal injury or death caused to any persons arising out of or in connection with the
use of this course.
While KMA makes all reasonable efforts to ensure that all course materials are correct, accuracy cannot be
guaranteed and KMA does not assume any responsibility for the accuracy, completeness, or authenticity of any
information contained in these course materials. Nothing in this course is intended as a guarantee of success.
for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or
damage whatsoever arising from loss of data or profits arising out of, or in connection with the use of this course.
While KMA makes all reasonable efforts to ensure that all course materials are correct, accuracy cannot be
guaranteed and KMA does not assume any responsibility for the accuracy, completeness, or authenticity of any
information contained in these course materials. All information contained herein was accurate and correct at the
time of publishing.
shown may include optional equipment. KMA, by the publication and dissemination of this material, does not
create any warranties, either expressed or implied to any Kia products.
TT-OHEV211-IL-PA14
OPTIMA HYBRID TECHNOLOGY

Performance Assessment Module
MODULE GOAL The goal of this module is to evaluate what you have
learned and practiced throughout this Optima Hybrid
Technology Course.
MODULE OBJECTIVES Given all fourteen modules, the technician will be able
to answer the Performance Assessment questions with
80% or greater accuracy.
MODULE INSTRUCTIONS Carefully read each question and record your best
answer on the answer sheet.
When you have finished:

x Fill out the evaluation sheet at the end of the
module
x Turn in your Performance Assessment module
x Turn in the answer sheet to your instructor
Your instructor will grade them and record the results

on your scorecard.
REQUIRED MATERIALS In order to complete this Performance Assessment, you

will need the following items:
x Theory Modules from this course.
x Guided Practice Modules.
x Writing instrument.
TIME TO COMPLETE 2 hours.
OHEV Performance Assessment 14 1

PERFORMANCE ASSESSMENT
SELECT THE BEST ANSWER 1. Select which gasoline engine used in the Optima
AND RECORD IT ON THE Hybrid.
ANSWER SHEET. a. 2.4L Gasoline Direct Injection (GDI)
b. 2.4L Theta II MPI
c. 2.7L MPI V6
d. 1.6L Theta II MPI
2. Which of the following is the correct rating for the

Optima Hybrid TMED?
a. 270 Kilowatt electric motor
b. 8.5 Kilowatt electric motor
c. 30 Kilowatt electric motor
d. 27 Kilowatt electric motor
3. Select the normal State of Charge (SOC) range?

a. 20% ~ 80%
b. 55% ~ 65%
c. 45% ~ 55%
d. 40% ~ 60%
4. Select the precaution(s) that must be taken before

servicing or repairing the high voltage system.
a. Remove all jewelry, metallic objects from the
body including watches, rings, metallic pens, etc.
b. Check insulated gloves and safety glasses
c. Place the “DANGER!” High Voltage Topper on
the vehicle roof
d. All of the above
5. The electric motor functions in which of the following

modes?
d. All the above
6. All of the following systems are controlled by the

HPCU EXCEPT?
a. Engine
b. Electric Motor
c. Air Conditioning
d. Motor Driven Power Steering
2 OHEV Performance Assessment 14

Control
A B C D E F
Mode
SELECT THE BEST ANSWER 7. What mode of operation will typically be used for
AND RECORD IT ON THE control mode “A” above?
ANSWER SHEET. a. HEV
b. EV
c. Regeneration
d. Engine
8. Which of the following about the Optima HEV

engine is correct?
a. Increased valve spring tension
b. Larger spark plug for hotter spark
c. Higher thermostat opening temperature
d. Piston cooling jets have been removed
9. Which of the following statements best describes

the Atkinson Cycle?
a. The intake valve closing is delayed during the
compression stroke, resulting in lower
b. The intake valve closing is extended during the
compression stroke, resulting in higher
c. The intake valve timing is advanced during the
power stroke.
d. The intake valve timing is retarded during the
power stroke.
10. Select the High Voltage Battery System optimal

average operating temperature.
a. Average of 20°C (68qF)
b. Average of 30°C (86qF)
c. Average of 40°C (104qF)
d. Average of 50°C (122qF)

SELECT THE BEST ANSWER 11. Select the component which is inside the Power
AND RECORD IT ON THE Relay Assembly (PRA).
ANSWER SHEET. a. Current sensor
b. Temperature sensor
c. Triple diode
d. Main fuse
12. Select the type of high voltage battery used in the

Optima HEV.
a. Nickel-cadmium
b. Ni-MH
c. Lithium-ion Polymer
d. Lithium metal
13. Select when the engine clutch requires relearning.

a. When the MCU and/or PCM are programmed
b. When the High Voltage Battery is replaced
c. When the auxiliary battery is replaced
14. All of the following components makeup the inverter

EXCEPT.
a. Power Relay Assembly
b. Heat Sink
c. Capacitor
d. Current Sensor

SELECT THE BEST ANSWER 15. Select the best function of “A” and “B” from above.
AND RECORD IT ON THE a. “A” = Converter, “B” = Inverter
ANSWER SHEET. b. “A” = Inverter, “B” = Inverter
c. “A” = Inverter, “B” = Converter
d. “A” = Converter, “B” = Converter
16. The MCU controls the HPCU cooling system water

pump?
a. True
b. False
17. The GDS must be used to bleed the HPCU cooling

system?
a. True
b. False
18. Select the best statement which best describes the

function of the Low voltage DC converter (LDC.)
a. The LDC does not operate during engine (Auto
Stop)
b. Assists the engine alternator for body electrical
load
c. Outputs a constant 12 Vdc regardless of driving
conditions
d. The LDC charges the 12 Vdc auxiliary battery

SELECT THE BEST ANSWER 19. Which of the following components IS NOT used on
AND RECORD IT ON THE the hybrid engine?
ANSWER SHEET. a. Improved piston ring coating (CrN PVD)
b. Low tension valve springs
c. Higher temperature rated thermostat
d. Higher flywheel tooth count
20. Which of the following is correct about Natural

Vacuum Leak Detection (NVLD)?
a. NVLD uses an FTP sensor.
b. The CCV has been removed.
c. NVLD detects both large and small leaks with
d. NVLD solenoid valve is controlled by the ECM.
21. In an NVLD system, when the fuel tank temperature

goes down, the fuel tank pressure goes down if no
leak exists.
a. True
b. False
22. Which of the following best describes the electric

A/C compressor operation?
a. Is directly connected to the 270 Vdc High
Voltage Battery
b. Uses a magnetic clutch to cycle the compressor
c. Uses an external control solenoid for variable
swash-plate operation
d. Is controlled by the ECM using the body CAN
line
23. The FATC unit sends the PWM blower speed

controlling signal to the PWM module.
a. True
b. False
24. What type of compressor section is driven by the

electric motor?
a. Variable swash-plate
b. Multiple-piston
c. Scroll type
d. Fixed swash-plate

B A
SELECT THE BEST ANSWER 25. What is the name of “A” in the above image?
AND RECORD IT ON THE a. ESC
ANSWER SHEET. b. HPU
c. BAU
d. EOP
26. Which of the following statements below is correct

regarding the Brake Pedal Travel Sensor (PTS)?
a. Is part of the pedal assembly
b. Must use GDS to calibrate
c. A DTC is detected for calibration or signal error
d. All the above
27. Which statement below is required for hydraulic air

bleeding?
a. Remove the High Voltage Safety Plug
b. Use the GDS to bleed the BAU
c. Place ignition in the ACC mode
d. Use SST pressurizing device

SELECT THE BEST ANSWER 28. Select the best statement(s) which describes the
AND RECORD IT ON THE Brake Assist Unit (BAU).
ANSWER SHEET. a. Uses a simulator assembly for brake pedal feel
b. The isolation gap prevents brake pedal
pulsations during HPU operation
c. The isolation gap is located between the
simulator and boosting chambers
d. All the above
29. Select the statement which best describes

Regenerative and Hydraulic braking?
a. Total brake demand = Regenerative braking plus
(+) Hydraulic braking
b. Total brake demand = Hydraulic braking minus
(–) Regenerative braking
c. The HSG is used for Regenerative braking
d. The engine is used for Regenerative braking
30. Select the mode(s) which best describes the electric

motor functions.
d. All the above
31. All of the following components are part of the high

voltage battery assembly EXCEPT:
a. Power Relay Assembly (PRA)
b. Battery Management System Module (BMS)
c. Hybrid Power Control Unit (HPCU)
d. Air Cooling Blower Motor
32. Select the statement which best describes High

Voltage cables and wiring.
a. They have a label attached indicating high
voltage
b. They glow using ultraviolet light
c. They are wrapped in caution tape
d. They are covered in Orange conduit and tape

SELECT THE BEST ANSWER 33. Select what is used to cool the electric drive motor.
AND RECORD IT ON THE a. ATF
ANSWER SHEET. b. Coolant
c. Air
d. All of the above
34. The HSG uses a separate cooling system that is

shared with the HPCU.
a. True
b. False
35. Select when the Resolver Calibration is required to

be performed for the electric drive motor.
a. Each time the electric motor or MCU is replaced
b. After the Safety Plug has been reinstalled
c. After High Voltage Battery replacement
d. After PCM replacement
36. Select when it’s required to inspect the Rubber

Insulating Gloves.
a. Once every six (6) months
b. Once every year from date of manufacture
c. Once every week
d. Before every use
37. Select when the Safety Plug is required to be

removed.
a. When performing regular scheduled service
b. Before attempting any repairs of the high voltage
system
c. Replacing the auxiliary battery
d. When performing PDI
38. Select the minimum amount of time required to wait

after removing the Safety Plug before measuring the
PRA output voltage.
a. One (1) minute
b. Three (3) minutes
c. Five (5) minutes
d. Ten (10) minutes

SELECT THE BEST ANSWER 39. Select best cause for the EPS warning lamp to
AND RECORD IT ON THE blink?
ANSWER SHEET. a. The High Voltage Battery SOC is low
b. MDPS control module failure
c. A DTC is stored in the MDPS control module
d. ASP requires calibration
40. Select when the engine clutch requires relearning.

a. When the MCU and/or PCM are programmed
b. When the High Voltage Battery is replaced
c. When the auxiliary batteryis replaced
Evaluation: When you have finished, turn-in your

answer sheet to have your instructor evaluate your
answers and sign off on your scorecard.

OHEV


Acronyms
AAF Active Air Flaps HWP Heater Water Pump

ABS Anti-lock Brake System IGBT Insulated Gate Bipolar Transistor
AHB Active Hydraulic Booster LDC Low DC-DC Converter
ASP Absolute Steering Position LiPB Lithium-ion Polymer Battery
BAU Brake Actuation Unit MCU Motor Control Unit
BCM Body Control Module MDPS Motor Driven Power Steering
BMS Battery Management System NVH Noise Vibration Harshness
CAN Controller Area Network NVLD Natural Vacuum Leak Detection
CLUM Cluster Module OPU Oil Pump Unit (module)
CPS Clutch Pressure Sensor PAG Polyalkylene Glycol
ECM Engine Control Module PCM Powertrain Control Module
E-COMP Electric A/C Compresssor PRA Power Relay Assembly
ECU Electronic Control Unit PTS Pedal Travel Sensor
EOP Electric Oil Pump PVE Polyvinyl ether
EPS Electric Power Steering PWM Pulse Width Modulated
ESC Electronic Stability Control SAS Steering Angle Sensor
EWP Electric Water Pump SJB Smart Junction Box
EV Electric Vehicle SMK Smart Key Module
FATC Fully Automatic Temperature SOC State of Charge
Control
SSB Start/Stop Button
HCU Hybrid Control Unit
SST Special Service Tool
HEV Hybrid Electric Vehicle
TCM Transmission Control Module
HPCU Hybrid Power Control Unit
TCS Traction Control System
HPU Hydraulic Power Unit
TMED Transmission Mounted Electric
HSG Hybrid Starter Generator Device
HV High Voltage
Acronyms 1
WALK-AROUND WORKSHEET
INSTRUCTIONS Using the provided parts located on the workbenches or

engine stands, locate the following components and
identify each one by their acronym / name and
attached tag number.
Name ___________ Tag #______
Acronym___________ Tag #______
Acronym___________ Tag #______
Name ___________ Tag #______
Acronym___________ Tag #______
Name ___________ Tag #______
Acronym___________ Tag #______
Acronym___________ Tag #______
Acronym___________ Tag #______
2 Component Worksheet

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OHEV SG CG 01 Cover:Layout 1 3/25/2011 1:43 PM Page 1

OPTIMA HYBRID TECHNOLOGY

COURSE OVERVIEW This instructor-led course develops skills Kia Service

COURSE GOALS The goal of this course is to increase a technician’s

Critical service topics include:

COURSE OBJECTIVES Upon completion of this course, the Kia Service

EXPECTATIONS In this course, you will be expected to use personal

OHEV Course Guide 01 1

PREREQUISITES The following prerequisites must be completed prior to

TECHNICAL TRAINING Kia University has adopted a training delivery system

THEORY A Theory Module presents information to increase

GUIDED PRACTICE The Guided Practice Module allows you the

PERFORMANCE The Performance Assessment Module provides you

COURSE ACHIEVEMENT A final score of 80% or higher is required to pass this

PERFORMANCE SCORECARD The Performance Scorecard is used to track your

ANSWER SHEET An answer sheet is provided to record your

2 OHEV Course Guide 01

OHEV Course Guide 01 3

ASK QUESTIONS If you do not understand something in this course, ask

TEAMWORK During the hands-on activities, you will often be

LEARN AT EVERY This course is an opportunity for you to learn in a

The Reference Icon indicates you must refer to

The Activities Icon indicates an activity that supports

The Feedback Icon indicates a progress check meant

The STOP Icon indicates you must STOP the activity.

4 OHEV Course Guide 01

INTRODUCTION TO HEV AND SAFETY

MODULE GOAL Upon completion of this module, technicians will be

MODULE OBJECTIVES Upon completion of this module, technicians should be

Pay attention, ask questions, and participate to get the

REQUIRED MATERIALS To complete this module, the following items will be

TIME TO COMPLETE Approximately 90 minutes

Introduction to HEV and Safety – Theory 02 1

AAF Active Air Flaps HWP Heater Water Pump

2 Introduction to HEV and Safety – Theory 02

WHAT IS AN HEV? A Hybrid Electric Vehicle (HEV) is defined as a vehicle

The Kia HEV is driven by 2 power sources:

PARALLEL TYPE The Kia HEV is considered a parallel-type system.

The Kia parallel-type system utilizes a Transmission

The engine and drive line are mechanically connected,

The motor in this TMED type is directly connected to

There is a clutch between the engine and the motor.

This separation allows for an electric-only drive mode.

It is also known as a full- or hard-type hybrid system,

Introduction to HEV and Safety – Theory 02 3

The main components of the Optima hybrid system are:

x Theta-II 2.4 MPI Atkinson Cycle Engine

x 6 Speed Automatic Transaxle

x Electric Motor & Hybrid Starter Generator (HSG)

x High Voltage Battery Assembly

x Hybrid Power Control Unit (HPCU)

x Active Hydraulic Booster (AHB)

x Electric A/C Compressor

x Transaxle Electric Oil Pump (EOP)

x Active Air Flap (AAF)

x Hybrid Cluster (CLUM)

4 Introduction to HEV and Safety – Theory 02

The hybrid engine is a Theta II 2.4L MPI Atkinson Cycle

It is modified to maximize engine efficiency and fuel

The Atkinson Cycle engine includes the following to

x An increased compression ratio

x Pistons are changed to reduce combustion chamber

x Thermostat opening temperature is increased to

x Lighter valve springs