Well, HVIL faults are relatively easy to track down. The
High
Voltage
Interlock
Loop is a series of (60ohms * n) resistors. If any connector that carries HV is not fully mated, the BMS sees the wrong loop resistance and refuses to close the contactors. That's actually one of the easier things to track down, with just an ohmmeter.
Do you have 60 ohms between (from memory!) pins 7 & 8 on the LDU data connector (the black 12-way connector on the LDU)? If yes, check resistance from either of those LDU's pins to ground: should be
∞.
If those tests pass, then you have to look at other HV connectors you've touched. Typically, the main HV disconnect/fuse under the passenger seat isn't fully seated, for example. Or some other HV connector that you've had off, would be the first places to inspect.
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These are from the early Model S and so are not 100% identical to the RAV4 EV . . . but it's representative:
View attachment 445
View attachment 446
Source:
SB-10052449-4313 HVIL Diagnostic Guide
HVIL faults get hairy to track down when corrosion gets to the various harness mating connectors; in the Model S, there are intermediate connectors (such as X939 and X950 in the diagram above) and those can become intermittent: the bane of electronic diagnostics everywhere.
