[DiagnosticSolutions EPS

By Gary E. Goms, Import Specialist Contributor

f you’re an import specialist, it’s important to know

I that, although electric power steering (EPS) has

been introduced on many 2004-and-later domestic
applications, EPS recently began appearing on popular
import nameplates like the much-anticipated 2015 Honda
S2000 and 2014 and 2015 models of Toyota RAV4, Camry
and Highlander. Not to be confused with electro-
hydraulic steering, in which a hydraulic power steering
pump is driven by an electric motor, electric steering
is a non-hydraulic system assisted by an electric
Photo 1A: Most modern EPS
motor operated by a software-driven power steering
configurations place the assist
module. EPS should also not be motor under the instrument panel
between the steering wheel and
confused with a “drive-by-wire” steering gear.
system in which steering motors
directly replace mechanical
steering linkages. In contrast, EPS
merely provides an assist function to
conventional steering gears and linkages.

18 December 2015 | Import-Car.com


Photo 1: The electric assist motor
is built into the steering rack on
this version of Toyota EPS.
EPS has several
configurations,
including an electric assist
motor integrated with the rack-
and-pinion steering gear (see
Photo 1).
In another configuration,
the EPS assembly is inserted
between the steering wheel
and the steering rack (see
Photo 1A). No matter what
the configuration, the power
steering control module receives
inputs from a steering position
sensor and a steering torque
sensor that is mounted on the
steering rack input shaft.
The EPS control module also
receives a vehicle speed input
that, in combination with the
steering position and torque
sensors, combine to produce
steering feedback to the driver.
The position and torque
sensors might also provide an
electric input to safety-related
systems like the vehicle’s
vehicle stability control system
(VSC), if so equipped.
EPS DiagnosticSolutions]
STEERING
GEAR BASICS
For the driver to feel
comfortable driving a modern
automobile, the steering gear
must transmit steering feedback
to the driver through the
steering wheel. No matter how
precise the alignment, if the
steering gear doesn’t transmit
a “center point” or “steering”
feedback through the steering
wheel (see below chart), the
driver
might
complain
of steering wander
or a steering system that “just
doesn’t feel right.” In many
cases, the loss of “steering
feedback” might be attributed
to the alignment or to wear in
the steering gear and linkage
system. For electronic steering
applications, several import
manufacturers have issued
recalls for reprogramming the
software that creates a better
steering feedback for the
driver. (See chart on page 21).
To better understand how
a steering gear might affect
steering feedback, let’s examine
This scan tool screen displays vehicle
speed, battery voltage, calculated
system temperature, torque signal 1 and
2, and steering position 1 inputs.
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 EPS DiagnosticSolutions]
how a manual steering gear
achieves that goal in many early
imports. The concept is relatively
simple: Torque created at the
steering wheel is transmitted to
the steering gear via the steering
shaft. The steering shaft is
connected to a worm gear that
bears against a sector gear in the
steering box. The sector gear not
only converts the rotary motion of
the steering wheel into a side-to-
side motion that steers the vehicle,
it also multiplies the torque
created by the steering wheel.
The rack-and-pinion steering
gear is a more current steering
system that was popularly
introduced during the late 1960s.
The rack-and-pinion steering
gear, or steering rack as it’s more
popularly known, replaced the
more complex “parallelogram”
steering system of steering gear,
pitman arm, idler arm and drag
link. The steering rack concept
results in a more precise steering
system that doesn’t contain as
many moving parts.
STEERING FEEDBACK
The conventional steering gear
provides “steering feedback” by
machining the worm and sector
shaft gears to provide a slight
preload halfway between full
right-hand and full left-hand
steering positions. This preload
creates feedback to the driver as
This scan tool screen displays the
steering position 2 voltage, the
steering wheel position in degrees
of rotation, and the EPS motor
command amperage.
to when the steering gear
is at center point. As the
steering gear rotates from
right or left, the clearance
between the worm and
sector gears increases, which
transmits a sense of steering
wheel position to the driver.
As the steering gear wears, the
worm and sector-shaft gears
begins to lose their center-point
preload. The result is a loss of
steering feedback that eventually
develops into a case of steering
wander.
Manual rack-and-pinion
systems provide steering feedback
by machining their pinion and
rack gears in the same manner.
To steer correctly, all four wheels
must be aligned in relationship
to the thrust centerline of the
vehicle. The steering gear is then
aligned to the thrust centerline by
adjusting individual toe angles on
the front wheels.
ELECTRIC STEERING
SYSTEMS
Since many electric steering
systems aren’t field serviceable,
they are usually replaced as a
unit. In other configurations,
the EPS module, steering torque
and steering position sensors
can be individually replaced.
Although configurations might
vary, the basic electric steering
system consists of the power
steering control module, assist
motor, torque sensor and steering
position sensor. As mentioned
above, the torque and steering
position sensors might also
Import-Car.com 21
[DiagnosticSolutions
provide inputs
to other systems,
including the
vehicle stability
control system.
The beauty of
electric steering
is that all of the
steering feedback
functions are
incorporated into
the power steering The torque sensor signal inputs are displayed as positive and
module, which negative voltages, as are the steering position sensor input
allows the system voltages.
to be fine-tuned by
reprogramming
the module’s software.
EPS DIAGNOSTICS
As mentioned at the outset,
the primary EPS data inputs
include voltage signals from
the torque sensor and steering
position sensor and a vehicle
speed input — generally from
the ECM — to the power
steering module. The vehicle
speed input modulates steering
sensitivity in relation to vehicle
speed. The electromechanical
assist is usually a directionally
controlled, pulse-modulated
electric motor that is geared into
the steering shaft.
Diagnostics on any EPS system notices and technical service
should begin by scanning the
EPS module for diagnostic
trouble codes. For example,
a “C-series” code indicates
problems within the feedback
and electromechanical assist
portions of the system. A
“U-series” code indicates a data-
sharing problem between the
EPS, ECM, ABS and other system to be cleared. Nevertheless,
modules. To illustrate, a 2014
Toyota Camry would set a C1511
code if the steering position
sensor doesn’t produce a rational of steering system diagnostics. IC
22 December 2015 | Import-Car.com
EPS
input voltage. A C1521 code
would set if a motor malfunction
(loss of steering assist) occurs.
(See (voltage graph above.) The
voltages produced by the torque
and steering position sensors are
positive and negative values that
mirror each other and are similar
in function to those produced
by an electronic throttle. When
graphed with each other, they
intersect at specific intervals,
which allows the EPS module to
rationalize voltage inputs and set
various trouble codes. Since some
manufacturers are experiencing
some no-code steering feedback
and intermittent assist-failure
problems, it always pays to
review manufacturer recall
bulletins for replacement or
software reprogramming issues.
Electronic steering diagnosis
isn’t complicated, but can
require vehicle-specific
module programming and
reprogramming capabilities. For
many, module reprogramming
remains another technical hurdle
module programming is
now becoming an everyday
occurrence in the modern world