Diagnosis Technicain - Suspension and Steering Steering System

Steering System Description

Rack-and-pinion type with power steering 1. Outline

The purpose of the steering system allows the driver
to control the direction of the vehicle by turning the
front wheels.
Steering wheel
The steering system consists of the following compo-
nent parts.
Steering column
Steering linkage
(1) Component parts
<1> Steering wheel
Handles the steering operation.
<2> Steering column
Steering gear
Joins the steering wheel and the steering gears.
<3> Steering gears
Convert the steering torque and rotational deflection
Recirculating-ball type from the steering wheel, transmit them to the wheel
through the steering linkage, and make the vehicle
Steering gear
turn.
<4> Steering linkage
A steering linkage is a combination of the rods and
arms that transmit the movement of the steering
gear to the left and right front wheels.
Steering linkage Also, there are two types of steering.
• Rack-and-pinion type
• Recirculating-ball type
2. Requirements of steering system
The steering system has the following requirements.
(1) Requirements
<1> Excellent maneuverability
When the vehicle is cornering on a narrow, twisting
road, the steering system must be able to turn the
front wheels sharply yet easily and smoothly.
<2> Proper steering effort
If nothing is done to prevent it, steering effort will be
greater when the vehicle is stopped and will
decrease as the speed of the vehicle increase.
Therefore, in order to obtain easier steering and bet-
ter feel of the road, the steering should be made
lighter at low speeds and heavier at high speeds.
<3> Smooth recovery
While the vehicle is turning, the driver must hold the
steering wheel firmly. After the turn is completed,
however, recovery - that is, the return of the wheels
to the straight-ahead position - should occur
smoothly as the driver relaxes the force with which
he is turning the steering wheel.
<4> Minimum transmission of shock from road surface
Loss of steering wheel control and transmission of
kickback due to road surface roughness must not
occur.
(1/1)

©2003 TOYOTA MOTOR CORPORATION. All right reserved.

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Diagnosis Technicain - Suspension and Steering Steering System

Opposite direction at low speed Same direction at high speed
1’
1
2 2’
REFERENCE:
4WS (4 Wheel Steering)
4WS is an abbreviation for 4 Wheel
Steering, which is a device with which
the direction is changed not only for the
front tires but for the rear tires as well.
When changing the direction of the vehi-
cle, a normal vehicle turns only the front
tires, but a 4WS vehicle also turns the
rear tires according to such factors as
the angle the steering wheel is turned to
and the vehicle speed.
At medium and high speeds, when
changing lanes, negotiating an S curve,
or cornering, the rear tires move slightly
in the same direction as the front tires for
smooth, stable driving. On the other
hand, when the vehicle does not have
much speed, the rear tires are steered
the opposite direction from the front tires
for sharp turning.
(1/1)

Steering Column Description

The steering column consists of the
Steering main shaft
(upper) steering main shaft which transmits the
Breakaway bracket steering wheel rotation to the steering
Lower bracket
gear, and the column tube which fixes
the steering main shaft to the body.
The top end of the steering main shaft is
tapered and serrated, and the steering
wheel is fitted to it by a nut.
The steering column incorporates an
impact-absorbing mechanism that
Column tube absorbs the thrust force that would oth-
Steering main shaft
erwise be applied to the driver at the
(lower) time of a collision. The steering column
is fitted to the body via a breakaway type
bracket so that the steering column can
easily collapse in a crash.
Top view The bottom end of the steering main
shaft is connected to the steering gear,
generally by way of a flexible joint or uni-
versal joint to minimize the transmission
of road shock from the steering gear to
the steering wheel.
In addition to the impact-absorbing
mechanism, the steering main shaft on
some vehicles may also contain a num-
ber of steering control systems: For
example, steering lock mechanism, Tilt
steering mechanism, Telescopic steer-
ing mechanism.
(1/1)

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Diagnosis Technicain - Suspension and Steering Steering System

Impact-absorbing Mechanism
1. Description
Body
Pin When a vehicle involved in a collision, this mechanism
helps prevent the steering main shaft from injuring the
driver in two ways: by the breaking at the time of the
Lower bracket
Breakaway collision (primary shock); and by reducing the second-
Impact-absorbing bracket ary shock imposed upon the driver's body when it hits
plate
the steering wheel due to inertia.
Impact-absorbing steering columns are classified into
the following types.
• Bending bracket type
Breakaway • Ball type
bracket
• Sealed-in pulverized silicon-rubber type
• Mesh type
• Bellows type
Here, the bending bracket type is explained.

Intermediate shaft

2. Bending bracket type operation

Impact-absorbing Body
plate Pin (1) Construction
The impact-absorbing mechanism consists of a lower
bracket, breakaway bracket, intermediate shaft and
Breakaway
bracket impact-absorbing plate. The steering column is
mounted onto the instrument panel reinforcement via
a lower bracket and breakaway bracket. The steering
column and the steering gear box are connected with
an intermediate shaft.
(2) Operation
When the steering gear box moves during a collision
(primary collision), the intermediate shaft contracts,
thus reduces the chance that the steering column and
the steering wheel protrude into the cabin.
Impact-absorbing
plate When an impact is transmitted to the steering wheel in
a collision (secondary collision), the impact-absorbing
mechanism and the driver airbag help absorb the
impact.
In addition, the breakaway bracket and the lower
bracket separate, causing the entire steering column
to move forward.
At this time, the impact-absorbing plate becomes
deformed to help absorbing the impact of the second-
ary collision.

NOTICE:
• Since the impact absorbing steering column is con-
structed so that it will absorb shock in the axial direc-
tion, never attempt to hammer the steering main shaft
when removing the steering wheel as the force may
break the pins in the impact-absorbing mechanism.
Always use the SST designed for removing the steer-
ing wheel safely.
• Since the steering column is no longer usable after
collapsing, it must be replaced with a new one.
(1/1)

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Diagnosis Technicain - Suspension and Steering Steering System

Steering Lock Mechanism

Push type cylinder Push-button type cylinder 1. Outline
1 In the ACC position, push the ignition key in. 1 In the ACC position, push the push button. This is a theft deterrent feature that
2 Turn the key to the LOCK position while
keeping it pushed in.
2 Turn the key to the LOCK position while
holding the button down. disables the steering wheel by lock-
2 2
ing the steering main shaft to the col-
1
umn tube when the ignition key is
pulled out.
Push button There are two types of steering lock
mechanism.
1
• Push type ignition key cylinder
• Push-button type ignition key cylin-
Steering
main shaft Lock bar release lever
der
Lock bar
Camshaft
Push button Lock stopper
HINT:
Ignition switch
Key cylinder
In some automatic transaxle vehicles
with the shift lock mechanism, the
steering lock mechanism is not pro-
vided.
Ignition switch Steering column
2. Construction
Stopper plate upper bracket
Push plate Camshaft
The construction of the steering lock
Lock bar
Key cylinder
Steering main shaft
mechanism is as in the illustration on
Push type cylinder Push-button type cylinder
the left.
(1/2)

3. Operation
Steering main shaft
Here, the push type ignition key cylinder is explained.
Lock bar
Camshaft

Ignition switch
Stopper plate
Push plate
Key cylinder

Push type cylinder

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Diagnosis Technicain - Suspension and Steering Steering System

(1) When the ignition key is in the ACC or ON position

Steering main shaft
When the ignition key is in the ACC or ON position,
Lock bar
Lock release lever the lock stopper and lock bar are pushed to the right
by the cam of the camshaft.
Lock stopper The lock release lever therefore falls into the groove in
the lock stopper, preventing the lock stopper and lock
bar from moving to the left, and thus preventing the
steering wheel from being locked while the vehicle is
being driven.

Cam Lock spring

Ignition key Camshaft

Lock body

Steering main shaft

Lock release lever
ACC position Groove Lock stopper
Cover
Lock bar
Lock spring

Disengages ACC position

ON position

Steering wheel unlocked

(ACC or ON position)

(2) When the ignition key is turned from ON to ACC posi-

tion
When the ignition key is turned from ON to ACC posi-
tion (shutting off the engine), the lock release lever
strikes against the left edge of the groove in the lock
stopper, preventing the lock stopper and lock bar from
moving to the left (and thus preventing the steering
Lock release lever
wheel from being locked).
Groove
ACC position ON position
Lock bar
Lock spring

ACC position

ON position
"ON" to "ACC"

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Diagnosis Technicain - Suspension and Steering Steering System

(3) When the ignition key is in the ACC position

As long as the ignition key is not pushed in while the
Spring
Cylinder rotor return spring
lock is in the ACC position, the push plate is pushed
out by the cylinder rotor return spring. For the reason,
Push plate
the stopper plate protrudes out and strikes against the
edge of the lock body, preventing the rotor and ignition
Camshaft
key from being turned to the LOCK position.

Stopper plate

Stopper plate
(pushed down by spring)
Push plate

Cylinder rotor
Rotor case return spring

Camshaft
Rotor

Lock body

at "ACC" position
(Top view)

(4) When the ignition key is turned from ACC to LOCK

position
Stopper plate When the key is pushed in while in the ACC position,
Push plate Diagonal wall
the rotor and push plate are pushed in also. The upper
Cylinder rotor part of the stopper plate therefore rides up the diago-
return spring
Rotor case nal wall of the groove in the push plate, and the lower
Push part of the push plate goes into the camshaft. The igni-
Camshaft
Rotor tion key, push plate, and camshaft are therefore free
to turn as on unit from the ACC position to the LOCK
Ignition key pushed in
position.
However, since the end of the lock release lever is still
being hold down by the key, it prevents the lock stop-
per and lock bar from moving to the left.

Lock bar
Lock release lever

Lock stopper

Lock spring

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Diagnosis Technicain - Suspension and Steering Steering System

(5) When the ignition key is removed

Steering main shaft groove When the key is pulled out from the rotor, the lock
Lock bar
release lever disengages (moves up) from the lock
Lock release lever stopper, and the lock bar goes into the steering main
Lock stopper shaft groove, locking the steering main shaft.

Rotor

Steering main shaft

Lock release lever
Lock stopper

Lock bar Lock spring

"ACC" to "LOCK"

(2/2)

Driving Position Adjustment Tilt Steering Mechanism

1. Description
The tilt steering mechanism allows
selection of the steering wheel posi-
Fulcrum tion (in the vertical direction) to
match the driver's driving posture.
The tilt steering mechanisms are
classified into the upper fulcrum type
and the lower fulcrum type.
Upper fulcrum type
Here, the lower fulcrum type is
explained.

Fulcrum

Lower fulcrum type

(1/2)

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Diagnosis Technicain - Suspension and Steering Steering System

2. Construction
Breakaway bracket The tilt steering mechanism consists
of a pair of tilt steering stoppers, tilt
Tilt lock bolt
lock bolt, breakaway bracket, tilt
Tilt attachment lever, etc.
Column tube
3. Operation
Steering main shaft
Tilt lever
The tilt steering stoppers turn
together with the operation of the tilt
lever.
When the tilt lever is in the lock posi-
tion, the peaks of the tilt steering
A’
Tilt steering stopper
stoppers are lifted up and the stop-
A pers push against the breakaway
bracket and tilt attachment, locking
"Lock"
the break away bracket and tilt
Breakaway bracket
attachment.
Tilt lock bolt
Cam mechanism
Tilt attachment
"Free" On the other hand, when the tilt lever
is moved to the free position, the
Cam
movement
"Lock" height difference on the tilt steering
Rotation
stoppers is eliminated, and the steer-
"Free" ing column can be adjusted in the
Tilt lever A-A’ cross section
vertical direction.
(2/2)

Telescopic Mechanism
1. Description
The telescopic steering mechanism
allows forward or backward adjust-
ment of the steering wheel position to
suit the driver's posture.

(1/2)

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Diagnosis Technicain - Suspension and Steering Steering System

2. Construction
"Lock"
Column Sliding The telescopic mechanism consists
upper bracket shaft tube
of the sliding shaft tube, two wedge
locks, stopper bolt, telescopic lever,
etc.
3. Operation
The wedge locks move together with
operation of the telescopic lever.
"Free"
Telescopic lever When the telescopic lever is in the
lock position, the telescopic lever
presses the wedge locks against the
sliding shaft tube, locking the sliding
Wedge locks shaft tube.
On the other hand, when the tele-
Wedge locks scopic lever is moved to the free
Lock bolt position, a gap is created between
the wedge locks and the sliding shaft
tube and the steering column can be
adjusted in the forward or backward
direction.
(2/2)

Power Tilt and Power Telescopic

Steering Column
1. Description
This type of steering column adjusts
the tilt mechanism and telescopic
mechanism electrically.
A motor is used for each mechanism,
and operations with a switch.
2. Construction
The power tilt mechanism section
consists of the tilt motor, tilt worm
shaft, tilt worm gear, and slider.
TILT AWAY The power telescopic mechanism
AUTO section consists of the telescopic
Tilt and telescopic switch Tilt away auto switch motor, sliding tube, and telescopic
screw.
The switches for operating these
motors are on the steering column
cover.
HINT:
If the tilt away auto switch is ON,
when the ignition key is removed, the
tilt position of the steering column
automatically moves to the highest
position and the telescopic position
moves to the shortest position for the
driver to get on and off comfortably.
Also, since the ECU stores the col-
umn position read by sensor into
memory, when the ignition key is
inserted again, the steering column
returns to its original position.
(1/2)

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Diagnosis Technicain - Suspension and Steering Steering System

3. Operation
Power tilt mechanism

Tilt up (1) Power tilt operation

Tilt worm shaft
Operating the switch up or down
operates the tilt motor. The tilt worm
Tilt down
gear and tilt worm shaft start to rotate
Tilt up
and the slider slides. The steering
column linked with the linkage tilts up
Tilt worm
or down.
Slider
(2) Power telescopic operation
Worm wheel
Tilt motor Tilt down Operating the switch left or right
operates the telescopic motor. The
Power telescopic mechanism
telescopic worm gear starts to rotate
and the sliding tube slides forward or
Sliding tube Extension
backward.
Contraction
Extension

Telescopic screw
Contraction
Telescopic motor

(2/2)

Manual Steering Description

The gears in the steering gear assembly
Rack-and-pinion type
not only steer the front wheels but, at the
same time, they act as reduction gears,
reducing steering wheel turning effort by
increasing the output torque.
The reduction ratio is called the steering
gear ratio and is normally between 18
Recirculating-ball type and 20 : 1. A larger ratio reduces the
Steel balls
Steering
pinion
steering effort but makes it necessary to
Ball nut Steering turn the steering wheel more when going
rack
around a curve.
There are two types of steering gear
systems.
Worm shaft
Rack end
• Rack-and-pinion type
• Recirculating-ball type
Sector shaft
Currently, the rack-and-pinion type is
used in almost all models.
Pitman arm
HINT:
Steering gear ratio
• Rack-and-pinion type

Amount of steering wheel rotation (in degrees)

Front wheel steering angle (in degrees)

• Recirculating-ball type
Amount of steering wheel rotation (in degrees)
Pitman arm movement (in degrees)

(1/1)

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Diagnosis Technicain - Suspension and Steering Steering System

Rack-and-pinion Type
1. Construction
Compression spring
The steering pinion at the lower end
Adjusting screw
of the steering main shaft meshes
Upper bearing
with the steering rack. As the steer-
Steering pinion ing wheel is turned, the steering pin-
Adjusting screw ion rotates to move the steering rack
Lower bearing to the right or left.
Rack guide
Steering rack
The movement of the steering rack is
transmitted to the knuckle arms via
Steering rack housing
the steering rack ends and tie rod
Rack guide Bushing Steering rack end ends.
Tie rod
2. Features
to • Construction is compact, simple, and
Knuckle arm
lightweight. Since the gear box is
Steering rack Steering pinion Band Rack boot
small, and the rack itself acts as the
steering linkage.
• Gear meshing is direct, so steering
response is very sharp.
• There is little sliding and rotational
resistance and torque transmission is
better, so steering is very light.
• The steering gear assembly is com-
pletely sealed so it is maintenance
free.
(1/1)

Recirculating-ball Type

Angular contact Angular contact 1. Construction

ball bearing bearing
Worm shaft Ball nut Spiral grooves are cut into the worm shaft and ball nut
and many steel balls recirculate rolling in the worm
shaft and ball nut spiral grooves. The side of the ball
nut has rack teeth that mesh with the gears on the
sector shaft.
2. Features
• Since the rotation of the steering main shaft is trans-
Adjusting
Ball
screw mitted by the rolling contact surface of the balls, the
force of friction for the nut sliding is extremely small.
Gear housing Sector shaft • This construction can withstand large loads.
• Little sliding resistance because the friction between
the worm shaft and the sector shaft is very small due
to the balls.
• The operating angle is large.
Backlash

Turning angle of
5 5 sector shaft

Straight ahead position

(1/1)

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Diagnosis Technicain - Suspension and Steering Steering System

Steering Linkage Description

Rack-and-pinion type
1. Description
A steering linkage is a combination of
(2) Tie rod end the rods and arms that transmit the
movement of the steering gear to the
left and right front wheels.
(1) Tie rod
Gear housing The steering linkage must accurately
transmit the movement of the steer-
ing wheel to the front wheels as they
move up and down while the vehicle
Power cylinder
(3) Knuckle arm is running.
There are various linkage arrange-
ments and joint constructions
Recirculating-ball type
designed to do this.
(3) Knuckle arm Steering gear Steering gear
(3) Knuckle arm 2. Construction
(4) Pitman arm
(1) Tie rod The steering linkage consists of the
(1) Tie rod
(7) Idler arm
following parts.
(2) Tie rod end

(8) Drag link (1) Tie rod

(1) Tie rod Relay rod
(4) Pitman arm
(adjusting tube) (2) Tie rod end
(1) Tie rod (2) Tie rod end
(3) Steering knuckle (3) Knuckle arm
(Independent type) (Rigid-axle type) (4) Pitman arm (R/B type)
(5) Relay rod (R/B type)
(6) Steering knuckle (R/B type)
(7) Idler arm (R/B type)
(8) Drag link (R/B type)
(1/1)

Power Steering Description

1. Description
EPS ECU
To improve driving comfort, most
modern automobiles have wide, low-
pressure tires which increase the
Reservoir tank tire-to-road surface contact area. As
a result of this, more steering effort is
DC motor required.
Steering effort can be decreased by
increasing the gear ratio of the steer-
Control valve
Torque sensor ing gear. However, this will cause a
larger rotary motion of the steering
Gear housing
wheel when the vehicle is turning,
Vane pump
making sharp turns impossible.
Therefore, to keep the steering agile
Power cylinder and, at the same time the steering
effort small, some sort of a steering
Hydraulic type power steering Electric type power steering
assist device became necessary. In
other words, power steering, which
had been chiefly used on larger vehi-
cles, is now also used on compact
passenger cars.
2. Type of power steering
There are hydraulic type and electric
type power steering.
Currently, hydraulic power steering is
used on almost all models. The three
main components of hydraulic power
steering are the vane pump, control
valve, and power cylinder.
(1/2)

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Diagnosis Technicain - Suspension and Steering Steering System

3. Operation of hydraulic power

Steering wheel steering
Engine
The power steering system uses the
power of the engine to drive the vane
Reservoir tank
pump that generates the hydraulic
Control valve
pressure. When the steering wheel is
turned, an oil circuit is switched at the
control valve. As oil pressure is
applied to the power piston in the
Vane pump power cylinder, the power needed to
operate the steering wheel is
reduced. It is necessary to inspect for
leakage of power steering fluid peri-
odically.
Power Power
piston cylinder

Left turn Right turn

(2/2)

Steering wheel

Engine

Reservoir tank
Control valve

Vane pump

Power Power
piston cylinder

Left turn Right turn

Vane Pump
1. Description
Reservoir tank Power steering is a type of hydraulic device requiring
a very high pressure. It uses the power of the engine
to drive the vane pump uses that generates this
hydraulic pressure. Vanes are used in this pump, so
this name is used for this type of power steering.

Flow control valve

Pump body

Idle-up device

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Diagnosis Technicain - Suspension and Steering Steering System

REFERENCE:
EHPS (Electric Hydraulic Power
Steering)
Generally, a power steering system uses
the power of the engine to drive the vane
Reservoir tank pump that generates hydraulic pressure.
Power steering
ECU
EHPS is a power steering system that
uses a motor to generate the hydraulic
pressure and reduces the power
required to operate the steering wheel.
Since this system reduces the load on
the engine, it improves fuel economy.
The motor rotation rate (pump discharge
volume) is controlled by the ECU
according to such data as the vehicle
Vane pump with motor
speed and steering wheel turning angle.

(1/1)

2. Construction
(1) Pump body
The pump is driven by the engine crank pulley and
drive belt, and sends fluid, under pressure, to the gear
housing. The discharge volume of the pump is in pro-
portion to the engine speed, but the amount of fluid
sent to the gear housing is regulated by a flow control
valve, with excess fluid being returned to the suction
side.
(2) Reservoir tank
The reservoir tank supplies the power steering fluid.
It is installed either directly to the pump body or sepa-
rately. If not installed to the pump body, it is connected
to it by two hoses.
Normally, the reservoir tank cap has a level gauge for
checking the fluid level. If the fluid in the reservoir falls
below the standard level, the pump will suck in air,
causing faulty operation.
(3) Flow control valve
The flow control valve controls the flow volume of the
fluid from the pump to the gear housing, maintaining a
constant flow regardless of the pump speed (rpm).
(1/5)

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Diagnosis Technicain - Suspension and Steering Steering System

(4) Idle-up device

The pump produces maximum fluid pressure when
the steering wheel is turned fully to the right or left. At
this time, there is maximum load on the pump, which
causes a decrease in engine idle speed.
To solve this problem, almost all vehicles are
equipped with an idle-up device which acts to raise
Intake manifold
the engine idle speed whenever there is a heavy load
on the pump. The idle-up device functions to raise
engine idle speed when pump fluid pressure acts on
Air cleaner the air control valve (installed on the pump body) to
control the flow of air.
On EFl engines, when the piston of the air control
valve is pushed by fluid pressure, the air control valve
Air control valve opens and the volume of air bypassing the throttle
valve is increased to regulate engine speed.

Gear housing
Vane pump

(2/5)

3. Operation
Suction
Rotor shaft (1) Vane pump
A rotor rotates within a cam ring secured to the pump
Vane plate
housing. There are grooves in the rotor and a vane
Discharge plate built into the grooves. The outer circumference
Discharge of the rotor is circular but the inner surface of the cam
ring is oval so there exists a clearance between the
rotor and cam ring. The vane plate partitions off this
Rotor Cam ring clearance to form a fluid chamber.
Suction The vane plate is held against the inner surface of the
from Reservoir cam ring by both centrifugal force and fluid pressure
Rear plate
Rotor against the back of the vane plate, forming a seal so
that when the pump produces fluid pressure, pressure
leakage from between the vane plate and cam ring is
prevented.
Flow control valve The capacity of this fluid chamber is increased or
Vane plate Cam ring decreased as the rotor rotates to operate the pump.
Vane plate
In other words, the capacity of the fluid chamber
Rotor increases at the suction port so that reservoir fluid is
drawn into the fluid chamber from the suction port.
The volume of the fluid chamber is decreased on the
discharge side, and when it reaches zero, the fluid
previously drawn into the chamber is forced out
Cam ring
through the discharge port. There are two suction and
Rear plate Orifice
to Gear housing two discharge ports. Therefore, fluid is drawn in and
discharged twice with each revolution of the rotor.
(3/5)

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Diagnosis Technicain - Suspension and Steering Steering System

(2) Flow control valve & control spool

Flow The discharge volume of the vane pump increases
control valve to Pump from Pump
suction side discharge side
Spring "B" proportionately as engine speed rises. The amount of
steering assist provided by the power piston of the
power cylinder is determined by the volume of fluid
to Gear
housing from the pump. As the pump speed increases, the
flow volume becomes greater, providing more steering
assist and, consequently, less steering effort is
required. In other words, the steering effort varies in
accordance with the change in speed, which is a dis-
advantage from the standpoint of steering stability.
Spring "A" Relief valve Control spool
Therefore, it is necessary to maintain a constant fluid
Speed-sensing type flow control valve flow volume from the pump regardless of the speed,
and this is the function of the flow control valve.
Normally, When the vehicle is running at high speed,
Constant flow volume type
/min there is less tire resistance and, consequently, less
6
steering effort required. Therefore, with some power
steering systems, there is less assist provided during
Flow volume

4 high speeds so that an appropriate steering effort can

2
Speed-sensing type
be obtained.
In short, the flow volume from the pump to the gear
0 1 2 3 4 5x103 housing is reduced during high-speed driving and
Engine speed there is less power steering assist.
Discharge volume of the pump increases with a rise in
(This graph shows the no-load flow volume.)
pump speed, but the flow volume of the fluid to the
gear housing is reduced. This is referred to as the
speed-sensing power steering and consists of a flow
control valve with a built-in control spool.
(4/5)

<1> At low speeds (Pump speed: 650-1,250rpm)

Flow Pump discharge pressure P1, is applied to the right
control valve to Pump from Pump
suction side discharge side
side of the flow control valve and P2 is applied to the
left side after passing through the orifices.
The pressure difference between P1, and P2
to Gear
housing becomes larger as the engine speed increases.
P2 P1 When the pressure difference between P1, and P2
overcomes the flow control valve spring tension (A),
the flow control valve moves to the left. This opens
the passage to the pump suction side so the fluid
returns to the pump suction side. Fluid volume to the
Tension spring "A" Control spool
housing is kept at constant in this manner.

Control spool Orifice

P1

P2

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Diagnosis Technicain - Suspension and Steering Steering System

<2> At medium speeds (Pump speed: 1,250-2,500rpm)

Pump discharge pressure P1 is applied to the left
to Pump from Pump
suction side discharge side
side of the control spool. When the pump speed is
above 1,250 rpm, pressure P1 overcomes the
P1 spring tension (B) and forces the control spool to the
to Gear
housing right, so the fluid volume passing through the ori-
P2 fices is decreased, causing a lowering of pressure
P2. Consequently, the pressure difference between
P1 and P2 increases. In this manner, the flow con-
trol valve moves toward the left so that the fluid
returns to the pump suction side, reducing the fluid
Control spool Tension spring "B"
volume to the gear housing. In other words, when
the control spool moves to the right, the fluid volume
Control spool Orifice
passing through the orifices decreases.

P1

P2

Tension spring "B"

Spool movement

<3> At high speeds (Pump speed: over 2,500rpm)

When pump speed exceeds 2,500 rpm, the control
to Pump from Pump
suction side discharge side
spool is forced all the way to the right, half closing
the orifices. At this time, pressure P2 is determined
P1 by only the amount of fluid passing through the ori-
to Gear
housing fices. Fluid volume to the gear housing is kept at
P2 constant (small value) in this manner.

Relief valve Control spool

Control spool Orifice

P2

Spool movement

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Diagnosis Technicain - Suspension and Steering Steering System

<4> Relief valve

Flow The relief valve is located in the flow control valve.
control valve to Pump from Pump
suction side discharge side
When pressure P2 exceeds specified level (when
turning the steering wheel fully), the relief valve
opens to lower pressure.
to Gear
housing When pressure P2 drops, the flow control valve is
P2 forced to the left and controls the maximum pres-
sure.

Relief valve

(5/5)

Gear Housing
1. Description
Control valve shaft The piston in the power cylinder is positioned on the
rack, and the rack moves due to fluid pressurized by
to Reservoir
the vane pump acting on the piston in either direction.
Fluid pressure leakage is prevented by a seal ring on
the piston. Also, there is an oil seal on both sides of
from Vane pump
the cylinder to prevent external leakage of the fluid.
The control valve shaft is connected to the steering
wheel. When the steering wheel is in the neutral
(straight-ahead) position, the control valve is also in
Seal ring the neutral position, so the fluid from the vane pump
Seal ring
Seal ring does not act on either chamber but flows back to the
reservoir tank. However, when the steering wheel is
turned in either direction, the control valve changes
the passage so the fluid flows into one of the cham-
Rack Piston bers. The fluid in the opposite chamber is forced out
and flows back to the reservoir tank by way of the con-
trol valve.
Currently, there are three different types of control
Cylinder left chamber Cylinder right chamber valves which perform this changeover action of the
passage; spool valves, rotary valves and flapper
valves. All types have a torsion bar between the con-
trol valve shaft and pinion, and the control valve func-
tions in accordance with the amount of twist applied to
the torsion bar.
(1/5)

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Diagnosis Technicain - Suspension and Steering Steering System

2. Type of control valve

A control valve is located in the gear
Torsion bar housing.
Sleeve valve
Warm shaft The gear housing houses a rack-
Flapper No.1 Rotary valve and-pinion type power steering
Flapper No.2
Spool valve
mechanism or a recirculating- bail
type power steering mechanism. The
control valve is one of three types: a
Pinion rotary valve type, a spool valve type,
Rack
Torsion bar
or a flapper valve type.
Cylinder from to Currently, rotary valve types are used
Piston
Pump Reservoir
in many models.
Sector shaft

Flapper valve type Rotary valve type Spool valve type

(2/5)

3. Construction
A-A’
Here, the rotary valve type is
Torsion bar Torsion bar explained.
The control valve in the gear housing
Control valve shaft Control valve housing Control
valve shaft
determines to which chamber the
Rotary valve fluid from the vane pump goes. The
Return port Sleeve "B"
control valve shaft (to which steering
Rotary valve
Sleeve "A"
wheel torque is applied) and the pin-
to Pump
reservoir ion gear are connected by means of
from Vane
to Cylinder right
chamber B-B’
Torsion bar
a torsion bar.
pump
A A The rotary valve and pinion gear are
Inlet port
to Cylinder left
chamber secured by a pin and rotate integrally.
B B Rotary valve If no vane pump pressure is applied,
Fixed pin
Sleeve "C"
the torsion bar is fully twisted and the
Pinion
Stopper (pinion) Control valve shaft control valve shaft and pinion gear
make contact at the stopper so the
Rotary valve type
control valve shaft torque is applied
directly to the pinion gear.
(3/5)

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Diagnosis Technicain - Suspension and Steering Steering System

4. Operation
Rotary valve
A restriction in the hydraulic circuit is formed by rotary
Control valve shaft
movement of the control valve shaft in relation to the
rotary valve. When the steering wheel is turned to the
right, pressure is restricted at orifices X and Y. When it
is turned to the left, a restriction is formed at X' and Y'.
When the steering wheel is turned, the control valve
Orifice X
shaft rotates, turning the pinion gear via the torsion
bar. In contrast to the pinion gear, as the torsion bar
Orifice X’
twists in proportion to road surface force at this time,
Orifice Y’ the control valve shaft rotates only to the extent of the
Orifice Y amount of twist, and moves to the right or left in rela-
from Pump to cylinder chamber tion to the rotary valve. Thus orifices X and Y (or X'
from cylinder chamber to reservoir
and Y') are formed and a difference in hydraulic pres-
sure between the right and left cylinder chambers is
Vane pump
created.
In this manner, rotation of the control valve shaft
Orifice Y Orifice X’
(closed) (opened) directly performs changeover of the passages and
regulates the fluid pressure.
The fluid from the vane pump enters from the outer
circumference of the rotary valve, and the fluid return-
ing to the reservoir tank passes between the torsion
Orifice Y’ Orifice X bar and the control valve shaft.
(opened) (closed)

Reservoir

(4/5)

(1) Neutral position

to Pump reservoir from Vane pump As the control valve shaft does not
revolve, it is in a neutral position in
relation to the rotary valve. Fluid sup-
Sleeve "A"
plied by the pump returns to the res-
ervoir tank through port "D" and
Chamber "D"
Port "A" chamber "D". The right and left
Sleeve "C" chambers of the cylinder are slightly
Port "C" pressurized but as there is no pres-
sure difference between the two, no
Sleeve "B"
power steering assist occurs.
Port "B"

Chamber "D"
Port "A"

Port "D"

Chamber "D"
Port "B"
Sleeve "B"
Port "A"
to Cylinder right
Port "D" chamber
to Cylinder left
Port "C" chamber
Sleeve "A"
Sleeve "C"

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Diagnosis Technicain - Suspension and Steering Steering System

(2) Turning right

to Pump reservoir from Vane pump When the vehicle makes a right turn,
the torsion bar is twisted and the con-
trol valve shaft revolves to the right
accordingly. Fluid from the pump is
Port "A" constricted by orifices X and Y of the
Chamber "D" Port "B"
control edge in order to stop flow to
Port "B" Sleeve "B"
ports "C" and "D". As a result, fluid
Port "D" flows from port "B" to sleeve "B" and
Port "C" then to the right cylinder chamber,
Sleeve "C" causing the rack to move to the left
and resulting in power steering
Chamber "C"
assist. At the same time, the fluid in
Sleeve "B"
X the left cylinder chamber flows back
Port "C"
Orifices X’ to the reservoir tank via sleeve "C" ->
Orifices Y’
Port "D"
Y port "C" -> port "D" -> chamber "D".
Port "A"
Sleeve "C"

(3) Turning left

to Pump reservoir from Vane pump In the same manner as for a right
turn, when the vehicle makes a left
turn, the torsion bar is twisted and
Port "C" the control shaft rotates to the left
Port "A" accordingly.
Chamber "D"
Port "B" The fluid sent from the pump is con-
Port "B"
Sleeve "B"
stricted by orifices X' and Y' of the
control edge in order to stop flow to
Port "D" ports "B" and "D". As a result, fluid
Sleeve "C" flows from port "C" to sleeve "C" and
then to the left cylinder chamber,
Chamber "D"
causing the rack to move to the right
Sleeve "B"
X and resulting in power steering
Port "A"
Orifices X’ assist. At the same time, the fluid in
Orifices Y’
Port "C"
Y the right cylinder chamber flows back
Port "D" to the reservoir tank via sleeve "B" ->
Sleeve "C" port "B" -> port "D" -> chamber "D".

(5/5)

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Diagnosis Technicain - Suspension and Steering Steering System

New PPS New PPS

1. Description
Light Heavy
Speed The new PPS(Progressive Power
sensor
Steering) varies, the steering opera-
Pump
tion effort in accordance with the
ECU ECU
Control vehicle speed.
valve
Solenoid valve shaft The steering effort is lighter at low
speed and heavier at high speed.

Reservoir
Hydraulic reaction chamber Plunger
2. Operation
At low speeds At high speeds The hydraulic reaction type progres-
sive power steering uses a thinner
Cross section A-A’
torsion bar than in ordinary power
Reservoir
steering to reduce the steering effort
required during stationary steering or
A A’ when traveling at a low speed. How-
Orifice ever, this causes the steering
required effort to become too small
B B’
Vane pump (that is, the steering wheel feels too
Flow dividing "light'') when the vehicle speed
valve
ECU
Plungers increases.
Solenoid Rack
Speed valve
Hydraulic
To prevent this, the required steering
Cross section B-B’
sensor Pinion reaction effort is increased as when there is a
chamber
System diagram
thicker torsion bar, by the provision of
a hydraulic reaction chamber for sup-
pressing the rotation of the control
valve shaft (in the control valve hous-
ing) by means of four hydraulically
operated plungers. The hydraulic
pressure applied to the hydraulic
reaction chamber is low at low vehi-
cle speeds and high at high vehicle
speeds.
It also increases as the hydraulic
pressure in the power cylinder rises
as a result of steering operation. In
the hydraulic reaction type progres-
sive power steering, the required
steering effort varies according to the
vehicle speed and steering opera-
tion.
(1/1)

EPS EPS
1. Description
(7) Combination meter
(Warning light) EPS (Electric Power Steering) gener-
ates the assist torque by the motor
(1) EPS ECU for steering operation and reduces
the steering effort.
(3) DC Motor
Hydraulic power steering uses the
(2) Torque sensor
(4) Reduction power of the engine to generate the
mechanism
hydraulic pressure and obtain the
assist torque. Since EPS uses a
(8) Relay motor, it does not require the power
of the engine and improves fuel
economy.
2. Construction & Operation
(1) EPS ECU
(5) ABS Actuator
and ABS ECU
(6) Engine ECU
The EPS ECU receives signals from
various sensors, judges the current
vehicle condition, and determines the
assist current to be applied to the DC
motor accordingly.

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Diagnosis Technicain - Suspension and Steering Steering System

(2) Torque sensor

Steering main shaft from Steering shaft When the driver operates the steer-
Torque sensor
ing wheel, the steering torque is
Input axis
Detection ring 1
applied to the torque sensor input
shaft via the steering main shaft.
Steering wheel
Compensation coil
Detection rings 1 and 2 are posi-
Detection ring 2 tioned on the input shaft (steering
Deceleration mechanism wheel side) and detection ring 3 is
Detection coil
positioned on the output shaft (steer-
Detection ring 3
ing gear side). The input shaft and
[V] VT2 VT1 Output axis output shaft are connected via a tor-
Voltage sion bar. Also, the detection rings
to Steering gear
have non-contact detection coils on
Neutral position their outer circumferences in order to
during straightline
driving form an excitation circuit. When the
Torque
[Nm]
steering torque is generated, the tor-
Left turn
- 0
Assist torque and
+
Right turn
sion bar is twisted, generating a
rotation direction phase difference between detection
rings 2 and 3. Based on this phase
difference, a signal proportional to
the input torque is output to the ECU.
Based on this signal, the ECU calcu-
lates the motor assist torque for the
vehicle speed and drives the motor.

(3) DC motor & Reduction mechanism

The DC motor consists of the rotor,
Column stator, and motor shaft.
housing
The reduction mechanism consists of
Worm gear
Joint
a worm gear and a wheel gear.
The torque that is generated by the
rotor is transmitted to the reduction
mechanism. Then, this torque is
Bearings
transmitted to the steering shaft.
The worm gear is supported by the
bearings in order to reduce noise.
Rotor
Even if the DC motor breaks down,
Stator the rotation of the steering main shaft
Wheel gear
Motor shaft
and the reduction mechanism is not
Steering main shaft
fixed therefore the steering wheel
can be steered.

(4) ABS ECU

Vehicle speed signal is outputted to
EPS ECU.
(5) Engine ECU
Engine speed signal is outputted to
EPS ECU.
(6) Combination meter
In case of a malfunction in the sys-
tem, turns on the warning light.
(7) Relay
Supplies power to DC motor and
EPS ECU.
(1/1)

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Diagnosis Technicain - Suspension and Steering Steering System

Exercise

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Exercise, you can use the reference button to check the pages related to the current question. When you get
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- 24 -
Diagnosis Technicain - Suspension and Steering Steering System
Question- 1
Mark each of the statements True or False.

No. Question True or False Correct Answers

There are rack-and-pinion type and recirculating-ball type in the

1 True False
steering system.

The impact-absorbing mechanism is surely linked with the airbag to

2 True False
operate.

The power steering system is always required that the handle can
3 True False
be steered with light operating force.

The vane pump of the hydraulic pressure type power steering which
4 True False
is driven in the engine generates the hydraulic pressure at all times.

Question- 2
The following illustration shows the steering linkage.
From the following word group, select the words that correspond to 1 to 5.

Rack-and-pinion type
1

Recirculating-ball type (R/B type)

4
5
(Independent type) (Rigid-axle type)

a) Pitman arm b) Tie rod end c) Drag link d) Knuckle arm e) Relay rod

Answer: 1. 2. 3. 4. 5.

Question- 3
The following statements pertain to the purpose of the steering lock mechanism. Select the statement that is True.

1. To prevent the steering from miss-operate.

2. To start the engine.

3. To prevent the theft.

4. To adjust the driving position.

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Diagnosis Technicain - Suspension and Steering Steering System
Question- 4
The following illustration shows the hydraulic type power steering. From the following word group, select the words
that correspond to 1 to 5.

a) Gear housing (Power cylinder) b) Control valve c) Vane pump d) Steering column e) Reservoir tank

Answer: 1. 2. 3. 4. 5.

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