one problem down another one pops up, P0886, C1310, C1252, C1256, C1345 - pretty sure is hybrid batt

You don't think it's more likely something related to the ABS job? There's a lot of connectors that get disturbed in that job. Wouldn't be the first time something got missed during the reconnection phase.

Aren't those codes mostly abs codes? pump problem, accumulator problem? linear valve not learning? Those are all abs. Are you certain the P0886 isn't a P0AA6?

 

The P0AA6 means you have a loss of insulation between the HV system and the car chassis. There should be a subcode to help determine which section of the car has the problem. Was the P0AA6 present prior to the accumulator job?

If you have Techstream, you can look at this "insulation" value by going to the hybrid tab. It's called shortwave highest value and should be 4.99 volts. Anything less means you have an insulation problem somewhere. I think around 3.2 volts is where it triggers the code.

 

ok, so the 526 subcode is the general warning, for lack of a better term. At some point, the car will recognize a more specific area. There's a lot of threads on the forum about this code. Unfortunately.....

 

The 613 code means the problem is located in the inverter or transaxle (MG1/MG2)

 

Probably easiest for us to follow along if you go right in the order of the troubleshooting steps for P0AA6-613, tell us which step, where you put the megger probes, what was each reading.

Did somebody link those steps already:

https://attachments.priuschat.com/attachment-files/2018/04/145252_2006_Prius_RM_-_P0AA6.pdf

Step 18 calls for a megohmmeter; do you have one?

 

I wonder if you're seeing different steps than I am. Notice that from step 2, because you have a 613 INF code, you go directly to step 18, and in step 18 you megger from body ground to all six MG phase leads of the transaxle, after disconnecting them from the inverter. You are not testing the inverter here.

(You might also notice that step 17 is the same as step 18, you just get there on a different path, from different INF codes.)

In step 18, if you do not find the leak in the transaxle, then you're directed (with no further test) to replace the inverter. If you look back at the diagram for what's in the 613 area, you see why that makes sense. The 613 area includes the transaxle and a tiny bit of the inverter assembly (just what's downstream of the MG1 and MG2 IPM sections), and nothing else.

If you haven't got a megohmmeter or used one before, here is a post I recommend reviewing. It has a link to an older thread discussing some of those instruments, and also a link to a document. "A stitch in time", that will tell you much more about the proper use and safety of the tool than you're likely to get from what comes with the tool (especially if you end up getting one of the cheap offshore ones, where it's lucky if you get a page that says how the batteries go in).

If you have a P0AA6-613, I don't think it's a 12 volt battery or a traction battery. On whether it's the inverter, I'll reserve judgment until the megger tests of the transaxle.

I see how you got there, but you've concluded more than that story warrants. Any time you're looking at a trouble code from an ECU, you have to ask yourself "what is possible for the ECU to know?". Obviously, no trouble code can be telling you more than that. A trouble code "for" an RF or LR wheel speed sensor can only mean the ECU noticed something off about the signal from that sensor. The signal comes from the sensor, over wires, into the input circuits of the ECU. The problem can be anywhere on that path. The ECU can't possibly know that the sensor is where the problem is, therefore that can't possibly be what the code means. The code is only saying that a human needs to figure out where the signal problem is occurring, along that path.

That's why it's hasty to just blindly replace a sensor because it's mentioned in the fortune cookie of some code you have. Somebody should first find out what the code really means and start checking to rule out all of the things that could cause it. Eventually there'll be one thing left not ruled out, and if that's the sensor, then it's time to replace the sensor.

What happened to you establishes that there wasn't a problem with the LF sensor. But it doesn't establish that there were "random codes".

 

I am confused. It's tough trying to follow your posts and my telepathy is really weak.

You had ABS wheel speed sensor codes so you replaced something? Ecu or actuator? But you also had P0AA6?

Now you still have P0AA6 and also have ABS codes pointing to possible actuator problems AFTER your brake repairs?

Ok- just found the other thread, which explains SOME of what's going on.
https://priuschat.com/index.php?posts/3312985

Posted via the PriusChat mobile app.

 

That is weird about the illustrations. The second one has its arrows pointing the other way. But the corresponding text in both steps is the same (as it should be).

Also, step 17 has NG to the right and OK down, while step 18 has OK to the right and NG down. But the NG and OK mean the same things in both cases.

Being an editor for car repair manuals must be a dreary job.

 

You have not said yea or nay, but while you're waiting for your megohmmeter to arrive I highly recommend reading, if you haven't already, the information ChapmanF pointed you to in his post: