Adama Science and Technology University Mechanical & vehicle Engineering Department

ELECTRIC POWER STEERING

(EPS)

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Adama Science and Technology University Mechanical & vehicle Engineering Department

Introduction

Electric Power Steering (EPS) is replacing hydraulic power steering in many new
vehicles today. One of the advantages of electric power steering is that it
eliminates the power steering pump, which can use as much as 8 to 10 horsepower
under load. Its DC motor consumes energy only when power assist is
required. The EPS is powered by a 12V motor and is not dependent on the
engine for its power source so steering feel is not affected when the
engine is shut OFF.
This improves fuel economy while also eliminating the weight and bulk of the
power steering pump and hoses. Getting rid of the hydraulics also does away with
fluid leaks and the need to check the power steering fluid. Electric power steering
is also quieter than hydraulic systems because there is no pump noise and no fluid
flowing through hoses and valves. But the most noticeable difference is in
handling and steering refinement. Generally,
EPS is:-
(1) Its compact and light and
(2) It’s not parasitic (robbing power from the engine) since it only draws electric
power on demand. But it also provides precise control and is easy to vary the
amount of assistance with an electric unit. Plus it's simpler to install (especially in
a mid- or rear-engined car), there are no hydraulic lines to break, and it's quieter.

Electric power steering can be fine tuned with a precision that is hard to match
with hydraulic controls. By monitoring the driver's steering inputs, vehicle speed,
and other suspension dynamics, the system can provide just the right amount of
steering feel and effort to match rapidly changing driving conditions. EPS can
deliver extra effort when you need it, and reduce steering effort when you do not
need it. It can even provide steering assist when the engine is off.

Better yet, because the system is software driven, it is possible to tap into the
steering module and modify steering effort and feel. This can be done with a
factory scan tool on some applications, and with aftermarket "tuner" scan tools and
software.

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 TYPES OF ELECTRIC POWER STEERING

There are four primary types of electric power steering systems:

 Column-assist type. In this system the power assist unit, controller and
torque sensor are attached to the steering column.
 Pinion-assist type. In this system the power assist unit is attached to the
steering gear pinion shaft. The unit sits outside the vehicle passenger
compartment, allowing assist torque to be increased greatly without raising
interior compartment noise.
 Rack-assist type. In this system the power assist unit is attached to the
steering gear rack. It is located on the rack to allow for greater flexibility in
the layout design.
 Direct-drive type. In this system the steering gear rack and power assist unit
form a single unit. The steering system is compact and fits easily into the
engine compartment layout. The direct assistance to the rack enables low
friction and inertia, which in turn gives an ideal steering feel.

In these systems “Active control” as it is known provides constant feedback from

sensors in the vehicle to the control unit, which calculates sophisticated computer
algorithms. This allows the steering system to react to the road, the weather and
even the type of driver, and provide assistance to the front or rear road wheels
independent of direct driver input.

Active steering produces enhanced steering response, stability & handing

improvements to the vehicle without impacting the base steering feel

 Components of EPS
1, Steering sensor:-

A steering sensor is located on the input shaft where it is bolted to the gearbox
housing. The sensor performs two different functions: Firstly as a torque sensor, it
converts steering torque input and direction into voltage signals for the ECU to
monitor and convert into a binary code, and secondly as a rotation sensor, which
converts the rotation speed and direction into voltage signals for the ECU to
monitor and convert into a binary code. There are many types of torque sensors.
One of them is,

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Torque sensor;
The torque sensor detects the twist of the torsion bar and converts the
applied torque into an electrical signal. The EPS ECU uses that signal to
calculate the amount of power assist the DC motor should provide. Even if
many types of torque sensors are used widely, the most common are ’01 -
’03 Prius and ’04 & later Prius. They have same function i.e. to detect twisting of
the torsion bar, but different on basic principle of operation.

’04 & later Prius:-

The ’04 & later Prius uses an induction−type torque sensor. Detection
Ring 1 and 2 are mounted on the input shaft and Detection Ring 3 is
mounted on the output shaft. When torque is applied to the torsion bar the
detection rings move in relationship to each other. The detection coil
senses a change in inductance that is proportional to the amount of
torque applied.

2, EPS CPU:-
An interfaced ECU circuit that shares the same housing (sometimes) converts the
signals from the torque and rotation sensors into signals that the ECU can process
and provide an active output. The microprocessor control unit analyzes inputs from
the steering sensor as well as the vehicle’s speed sensor. The sensor inputs are then
compared to determine how much power assists is required according to the ‘forces
capability map data’ stored in the ECU’s memory. This map data is pre-
programmed by the manufacturer.

The ECU then emits the appropriate command to the ‘power unit or current
controller’, which supplies the electric motor with the necessary current to activate.

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The motor then pushes the rack either to the right or left. Direction of rack
movement is dependent on which way the voltage flows; reversing the current flow
reverses directional rotation of the motor. Increasing current to the motor increases
the amount of power assist.

3, Steering Gear:-
When the steering wheel is turned, torque is transmitted to the pinion
causing the input shaft to rotate. The torsion bar that links the input
shaft and the pinion twists until the torque and the reaction force
equalize. The torque sensor detects the twist of the torsion bar and
converts the torque applied to the torsion bar into an electrical signal.
4, Reduction Mechanism:-
The reduction mechanism transmits motor power assist to the pinion
shaft. The reduction mechanism consists of the ring gear that is secured
to the pinion shaft and the pinion gear that is integrated with the motor
shaft. The power assist of the motor is transmitted by the reduction
mechanism to the pinion shaft which provides power assist to the
steering effort.

5, DC Motor:-
The DC motor uses a worm gear to transmit the motor’s torque to the
column shaft.

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 EPS Parts Location

Depending on the model and types of vehicles, location of EPS components might
be different. For some models (vehicles with rack and pinion) their EPS
components will be locate as follow.

 ELECTRIC POWER
STEERING MODES
The EPS system has several modes of operation:

* Normal mode -- Left and right assist is provided in response to inputs from the
torque and rotation sensor’s and vehicle speed.

* Return mode -- Used to assist steering return after completing a turn. Feedback
from the steering position sensor prevents the EPS system from "overshooting" the
center position.

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* Damper control mode -- Used to improve road feel and dampen kickback. This
mode typically kicks in at higher vehicle speeds.

* Protection mode -- Protects electrical components from thermal damage and

excessive current flow if the steering is held all the way to one side in the lock
position too long. If the steering wheel is turned and held in the full-lock position
and steering assist reaches maximum, the control unit reduces current to the
electric motor to prevent an overload situation that might damage the motor. The
control unit is also designed to protect the motor against voltage surges from a
faulty alternator or charging problem.

Besides, turning the steering wheel all the way to one side will cause the Power
Steering Control Module (PSCM) to command the maximum amount of current to
the EPS motor. If the steering wheel is then held in this position for an extended
period of time, the system will go into protection mode so the motor doesn't
overheat. In this mode, the PSCM will limit the amount of current to the motor and
reduce the level of power assist.

If the PSCM detects a high system temperature and the overload protection mode
is enabled, a "System Thermal Error" code may be set. On some models, "Electric
Steering Motor Circuit Range/Performance" may also be set. These codes indicate
normal PSCM action (reduced steering assist) to prevent thermal damage to power
steering system components. Consequently, there is nothing that needs to be fixed.
But the driver needs to be educated about not cranking and holding the steering
against either stop for a prolonged period of time.

HOW ELECTRIC POWER STEERING WORKS

Though some of the older electric power steering systems were actually "electro-
hydraulic," and used an electric motor to drive a conventional hydraulic pump, the
latest generation of EPS is all electric/electronic. The steering gear itself is a
manual rack with an electric motor mounted on the steering column or the rack.

When the driver turns the wheel, a steering sensor detects the position and rate of
rotation of the steering wheel. This information along with input from a steering
torque sensor mounted in the steering shaft is fed to the power steering control
module. Other inputs such as vehicle speed and inputs from the traction control or
stability control systems are factored in to determine how much steering assist is
required. To do so, the sensor inputs are then compared to determine how much
power assist is required according to a preprogrammed "force map" in the control
unit's memory. The control unit then sends out the appropriate command to the

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"power unit" which then supplies the electric motor with current. The motor pushes
the rack to the right or left depending on which way the voltage flows (reversing
the current reverses the direction the motor spins). Increasing the current to the
motor increases the amount of power assist. The control module then commands
the motor to rotate a certain amount, and a sensor on the motor provides feedback
to the control module so it can monitor the motor's position.

 FAIL SAFE

The electronic steering control unit is capable of self-diagnosing faults by

monitoring the system's inputs and outputs, and the driving current of the electric
motor. If a problem occurs, the control unit turns the system off by actuating a fail-
safe relay in the power unit. This eliminates all power assist, causing the system to
revert back to manual steering. A dash EPS warning light is also illuminated to
alert the driver and the driver will notice a significant increase in steering effort
when turning the vehicle. The vehicle will still be safe to drive, but it will require
more steering effort to do so. To diagnose the problem, a technician jumps the
terminals on the service check connector and reads out the trouble codes.

 REPLACEMENT PARTS FOR ELECTRIC POWER STEERING

On the GM EPS applications, the electric motor is mounted on the steering

column. The motor and PSCM module are both part of the steering column
assembly, and are currently replaced as a unit if there is a problem with the system.
On some other applications, the electric motor can be replaced separately.

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Electric steering assist motors can either be located at the base of the steering
column, as with GM, or integral with the steering rack, as with Honda. The GM
type uses a separately serviced motor assembly, while the Honda type requires rack
replacement if the motor is defective.

After a PSCM or steering column replacement, it may be necessary to use a scan

tool needs to calibrate the center position of the steering wheel position sensor,
select the "steering tuning" for the vehicle, or calibrate the center position of the
steering shaft torque sensor.

 Calibration of Torque Sensor Zero Point

The Torque Sensor Zero Point should be calibrated whenever you
remove and replace the:
 Steering column assembly (containing the torque sensor)
 Power steering ECU assembly
 Steering wheel
 Steering gear assembly
 Or if there is a difference in steering effort between right and left

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