Article and photos by Jason Emery
First released by Toyota in the 2007 model year, the Hybrid Camry is now entering its fourth year on the market. Although not nearly as popular as the Prius model, Toyota’s goal is to make the hybrid version account for 15 percent of its Camry sales.
Vehicle Identification
As with most other hybrids, the Camry design is essentially the same as the non-hybrid model (figure 1). You can identify it from the exterior by the “hybrid” badge on the front fenders (figure 2) as well the “hybrid synergy logo” on the truck lid (figure 3). The rear “deck” area behind the rear seat has a distinctive vent (figure 4), which is used to keep air flowing around the high-voltage battery. This vent is between the rear speakers and can be found only on the hybrid model. Additionally, if the first six alphanumeric characters are JTNBB4 or 4T1BB4, then the vehicle is a hybrid.
Internal indicators on the dash area include a “ready” light that indicates when the vehicle is ready to move under power, even when the vehicle’s gasoline engine is shut down. Another modification from the standard Camry is that the tachometer has been replaced by a fuel meter that shows the miles per gallon the vehicle is achieving. Other indicators that the vehicle is a hybrid can be found in the engine compartment. They include orange wiring, the hybrid synergy drive logo on the plastic engine cowling, and high-voltage warning labels (figure 5). The orange wiring in this model, although visible, stands out less in the engine compartment than in some other models.
Hybrid Systems and Operation
The Camry is designed to be a full hybrid, as are all Toyota models. It has the ability to run only on its electric motor at lower speeds; this motor is used to assist the gasoline engine in accelerations to improve the overall fuel economy. The supply of electrical power to this motor is achieved through the use of a 245v battery located behind the rear seat.. The battery is comprised of 34 low-voltage (7.2v) modules connected in series. As is standard with hybrid vehicle batteries, these are “dry cell” batteries and do not pose a leak hazard. The battery is recharged through regenerative braking and through power created by the gasoline engine. The hybrid Camry’s electrical system is designed around both DC and AC power. The 245v DC current from the battery is stepped up to 650v AC using a boost converter located in the engine compartment, which supplies the nearby electric motor. The air-conditioning compressor is run off the high-voltage system, and the Electric Power Steering (EPS) is run off a stepped-down 32v AC system.
Response Considerations
Controlling Hazards
A conscious effort to stay out of the vehicle’s potential travel path is important. Responders should approach all vehicles involved in an accident in a manner that does not place themselves immediately in the front or rear of the vehicle. Sudden forward or reverse movement could cause the responder to be struck. This is especially important when working around hybrids, where it may appear the vehicle is disabled because the engine is not running. In a hybrid, this could simply mean the vehicle is in its “ready” mode and can move silently on battery power. If the driver were to accidentally hit the accelerator or take his foot off the brake while the vehicle is in gear, it will move. The best way to secure the vehicle is to engage the parking brake, put it in park, and turn off the ignition.. You can also use wheel chocks if damage to the vehicle prevents immediate access to the interior.
The hybrid components and occupant protection systems can be disengaged by turning the ignition off using the button on the dash to the right of the steering column (figure 6) and then disconnecting the negative cable from the 12v battery in the trunk (figure 7). If the ignition button is not accessible, disconnect the 12v battery, and remove the IGCT #2 fuse (10A colored red) from the fuse box on the driver’s side of the engine compartment (figure 8). Either of these methods shuts down the relays that control the flow of high-voltage electricity in the system. The estimated bleed time for this hybrid electrical system is approximately 10 minutes. The bleed-downtime for the capacitor controlling the occupant protection systems is roughly 90 seconds.
The hybrid Camry comes standard with a “smart key” system. The vehicle has the ability to detect the key fob when it is in close proximity and allows the driver to unlock the door or start the vehicle without actually taking a key out and inserting it into a receptacle slot. You must gain control of this key fob and move it at least four feet from the vehicle to ensure control over the ignition system. Be sure to ask all occupants if they have a key, since someone other than the driver may be carrying one. Within the key fob is a hidden metal cut key that slides out and can be used to access the doors and the trunk if necessary.
Extrication Operations
There are no specific techniques for extrications involving the Camry hybrid. As with all hybrids, care must be taken not to cut through high- or medium-voltage cables. The high-voltage cables in the Camry hybrid run from the rear of the vehicle to the engine compartment under the passenger-side floor pan in an area not typically considered a cut point.
This vehicle is equipped with driver and passenger dual stage air bags, driver’s side knee air bag, and side curtain air bags. The inflator for the curtain air bags is in the roof rail just behind the “B” post area. This vehicle also comes equipped with seat belt pretensioners for the driver and front passenger. Always make sure to disable these safety devices using the techniques described previously.
Summary
The response procedures for the Camry hybrid are very similar those for the other Toyota hybrids. When approaching an accident involving a Camry, be sure to look in the identified areas for hybrid badging. Follow the above mentioned procedures to disable both the hybrid electrical system and the Occupant Protection Systems.
If you have been involved with an incident involving hybrid or alternative fuel vehicles please contact Jason@etsrescue.com. Case studies involving specific incidents will help further educate firefighters on the proper methodology for dealing with hybrids and other alternative fueled vehicles.
Jason Emery has been with the Waterbury (CT) Fire Department for 15 years and is a lieutenant with its Rescue/Hazmat Company. He is a 19-year veteran of the fire service, a certified fire instructor, and holds a bachelor’s degree in fire science from the University of New Haven. He has taught extensively on the subject of hybrid vehicles and is a FDIC lecturer. He is the founder of Emergency Training Solutions, LLC and is the lead PowerPoint designer for the soon to be released Fire Engineering Handbook for Firefighter I & II. He can be reached at jason@etsrescue.com.
Subjects: Hybrid vehicle hazards and extrication
