Understanding Toyota Electronic Power Steering (EPS) October 2020

TOYOTAtech
An AutomotiveTechInfo.com publication

Understanding Toyota Electronic

Power Steering (EPS)
Electronic power steering offers many benefits compared with
engine-driven mechanical power steering. But diagnostic and repair
procedures are very different. Here’s what you need to know.
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Understanding Toyota Electronic Power Steering (EPS)

EPS offers several advantages over hydraulic power steering every time the driver accelerates or decelerates, eventually
(HPS). One of the primary drawbacks of HPS is that the leading to a leak. On the other hand, EPS failures are almost
hydraulic pump is typically tied to the internal combustion non-existent on most models.
engine (ICE). When ICE rpm is low, the pump rpm is low.
When the pump rpm is low, it produces less pressure and Finally, EPS has the advantage of dovetailing nicely with
consequently cannot provide as much assist. The problem modern Advanced Driver Assistance Systems (ADAS) as well
with this is that some of the driving conditions that require as future self-driving systems. ADAS features such as Lane
the most steering assistance are also conditions where the Keeping Assist (LKA) and Advanced Parking Guidance System
engine rpm is low, such as when parking the vehicle. (APGS) require EPS so that the EPS ECU can steer on its own.

Another problem with steering assist being tied to engine

rpm is that a large percentage of Toyotas are hybrid vehicles.
Torque Sensors
Toyota hybrid vehicles drive with the internal combustion In order for EPS to help the driver turn the front wheels in
engine rpm at zero in many conditions, so an HPS system the desired direction, the EPS ECU must first know which
wouldn’t work at all. direction the driver wants to turn. This is where the torque
sensor comes in. A torque sensor is built into the steering
Fuel efficiency is another area where EPS shines. The power column or pinion shaft to measure the driver’s input. When
steering pump must always generate pressure so that assist the driver turns the wheel to the left, the torque sensor
is available when the driver needs it. Building pressure provides input to the EPS ECU so it knows how far the driver
requires power, which comes from burning gasoline. is turning the wheel to the left. Obviously, the torque sensor
Therefore, HPS inherently decreases fuel economy because also registers how far the driver turns to the right.
it generates pressure to provide assist, even when assist is
completely unneeded. So, how does a torque sensor work? There are three types
found in Toyota vehicles, and they all work differently.
EPS has the edge when it comes to reliability as well. As However, they all have one thing in common, so let’s cover
mentioned previously, the hydraulic pump never gets a break that first. All three torque sensors use a torsion bar. For our
and is working whenever the engine is running. Its seals, purposes, a torsion bar is a thin round rod that twists when
bearings, and pump elements are all wearing parts. Likewise torque is applied. The more torque that’s applied, the more
the seals and bushings on the rack wear, eventually causing it twists. Like a spring, a torsion bar will return to its original
fluid leaks. Also, the high pressure hydraulic hose flexes state once you stop loading it.

You may have already guessed how the torsion bar is used
1 in the steering column or pinion shaft. The upper portion of
the column (steering wheel side) is connected to one side of
the torsion bar. The lower portion of the column (rack side) is

1. Resistor
2. Basic Position
3. Contact
Note: Colored for reference only.
3
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Understanding Toyota Electronic Power Steering (EPS)

connected to the other side of the torsion bar.

When the driver turns the steering wheel, the
torsion bar twists. The torsion bar will twist
proportionally to the amount the steering wheel
is turned, so the farther the driver turns the
wheel, the more the bar will twist and the more
the upper half of the shaft will rotate in relation
to the lower half of the shaft.

Let’s imagine taking a ruler and drawing a line

along the top of the upper and lower halves of
the column shaft. The upper line would move
to the left of the lower line when we turned
the wheel to the left, and vice versa when we
turned to the right. Obviously the EPS ECU This style of torque sensor uses Hall IC chips to detect changes in the
doesn’t look at a line drawn on the top of the magnetic field emitted by a multi-pole permanent magnet.
upper and lower column shafts, but it does
monitor the relationship between them. Toyota
uses three different types of sensors to do this.

The earliest type was a resistive strip sensor.

This type of sensor works by applying a
regulated voltage to both ends of a resistive
strip, positive on one end and negative on
the other. A wiper that moves along the strip
generates the sensor’s output. Since the
strip’s resistance is linear, the voltage at the
point where the wiper contacts the strip will
vary proportionally to its position on the strip.
The strip is fixed to one side of the torsion
bar and the wiper is fixed to the other. When
the driver turns the wheel and the torsion bar Luckily for us, steering torque sensor output is the same in the data list for all
twists, the wiper moves along the strip and three types of torque sensors.
the output voltage varies proportionally to the
amount of twist. don’t agree, power assist is halted; it’s much better to have no
Since steering is so important, we need to make sure the assist than “assist” in the wrong direction. This type of sensor
did occasionally have problems and is no longer used. Two
output is accurate. Imagine a driver wanting to turn left, but
varieties of more robust sensors are still in use.
due to a sensor malfunction, the EPS ECU applies “assist”
to the right. That wouldn’t be good, right? So, to insure Modern torque sensors have no moving parts and rarely
the accuracy of the sensor output, this type of sensor is if ever fail. Both modern types of torque sensors sense
redundant. Instead of one strip and one wiper, there are two changes in the position of ferrous elements attached to the
strips and two wipers. torsion bar. There is never any contact between any part of
the sensing device so there is no wear with use or sensitivity
Toyota labels these outputs as VT1 and VT2. At rest (not turning
to shock or vibration.
the wheel) VT1 and VT2 will be nearly identical, typically
around 2.5 V. When torque is applied, VT1 and VT2 voltage One style of non-contact sensor is the Hall IC style. A Hall
will change in roughly proportional, but opposite, directions. Effect IC is a chip that generates a varying voltage depending
Even though the VT1 and VT2 voltages aren’t the same when on its proximity to a magnetic field. Two Hall IC chips are
torque is applied, they do “agree” because the voltage for used to detect the changes in magnetic flux caused by the
both VT1 and VT2 have moved proportionally in opposite movement of a multi-pole magnet in relation to a ferrous
directions from their resting voltage. If the sensor outputs ever yoke. The multi-pole magnet is attached to the output shaft.
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Understanding Toyota Electronic Power Steering (EPS)

The yoke is attached to the input shaft. When

the torsion bar twists, the yoke disrupts the
magnetic field of the multi-pole magnet and the
Hall IC chips sense the change.

It’s a complex sensor, but diagnosis is easy,

since we only need worry about four wires:
power (TRQV), ground (TRQG), and the
outputs: TRQ1 and TRQ2. Power is a regulated
5 V reference provided by the EPS ECU. The
sensor ground is also provided by the EPS
ECU. The two outputs look just like the old
resistive strip style sensors – both are 2.5 V
at rest, and then vary in opposite directions
proportionally to the amount the steering
wheel is turned by the driver. This style of resolver torque sensor can be found on early Camry hybrids.
The third type of torque sensor is the resolver
type. A resolver is an extremely robust absolute
position sensor that is also used to determine
rotor position in some EPS motors. Unlike the
resistive strip and Hall IC sensors, the input and
outputs aren’t easily checked with a DVOM.

Sensor input is a sine wave generated by the

EPS ECU. This input is applied to a stationary
coil of wire, which creates a magnetic field
that oscillates with the AC sine wave. The
output is also a sine wave that is generated by
another stationary coil of wire. The first coil
creates an oscillating magnetic field which
induces a voltage in the second coil, creating Colored for reference only.

an output sine wave.

This style of resolver torque sensor can be found on several Toyota vehicles.
At this point in the description we have a 1:1
transformer, but what are we missing? The iron
core, right? Instead of sharing a common core,
ferrous elements connected to the steering
column shafts transmit the magnetic field and
cause the input and output sine waves to lead
or lag one another. The difference in the point
at which the AC wave passes 0 V indicates
the position of the ferrous element and can be
used to determine position. By comparing the
position of the sensor on the input shaft to that Toyota provides a sample resolver waveform in the New Car Features (NCF)
of the sensor on the output shaft, the flex of the section of TIS. However, the output isn’t easily deciphered, so it’s best to
torsion bar can be determined. stick with the diagnostic procedures in the Repair Manual (RM) section.
So how do we test this type of sensor? As
always, the Techstream is always the best place to start. testing of the sensor impossible and irrelevant. Human
Manual measurements as a first line of attack were a dying readable data is calculated by the EPS ECU based on the raw
paradigm at the turn of the century. In addition, many vehicles sensor output. If you check the data list you’ll find the familiar
have an integrated ECU and torque sensor, making direct TRQ1 and TRQ2 sitting at 2.5 V when you aren’t turning the
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Understanding Toyota Electronic Power Steering (EPS)

wheel. However, if we have a specific code such as

C1511 on an older Camry hybrid, using the harness
and resistance checks in the manual is probably the
fastest way to an accurate diagnosis.

Calibration
Regardless of which type of torque sensor a vehicle
has, it must be calibrated when either the sensor
or the EPS ECU is replaced. Due to manufacturing
variances, each torque sensor is a little different.
In a brushed DC motor, permanent magnets are mounted in the housing
A calibration is performed at the factory so the
and the rotor is a spinning sequentially energized electro-magnet
EPS ECU knows what to expect from the sensor. If
powered through carbon brushes and a segmented commutator ring.
the sensor is replaced, the old calibration must be
cleared using the reset memory utility in the EPS
ECU using Techstream and then the calibration must
and torque output of the motor vary with current flow,
be performed. Failure to do this could lead to unequal assist
which is determined by voltage level. Voltage level can
or pulling to one side. If the EPS ECU is replaced, a reset isn’t
be modulated by applying pulsed DC to the motor using
required, but you’ll still need to perform the calibration or a
transistors in the EPS ECU. For instance, if 14 V is available
C1515 code will set and there will be no power assist.
and we want to apply 7 V to the EPS motor, the EPS ECU
provides a 50 percent duty cycle square wave to the motor.
Motors and Drivers
Toyota uses several types of motors and drive systems. The
Brushless DC
motors fall into three basic categories: brushed DC, brushless
Brushless DC motors are really AC motors, since they are
DC with a rotor position sensor, and brushless DC without
driven by 3 phase alternating current generated by the
a rotor position sensor. All three motor types can be driven
EPS ECU. A brushed DC motor will have two wires: one for
by low or medium voltage. Medium voltage may be either
positive, one for negative. A brushless motor will have 3
stepped up from 12 V or (in the case of some hybrid models)
wires, one for each phase. Toyota typically calls the three
stepped down from high voltage. EPS motors are mounted on
phases A, B, and C for the EPS system, rather than the U, V,
either the rack gear or the steering column.
and W used for the motor/generators in the hybrids.

Brushed DC A brushless DC motor is driven by an inverter comprised

A brushed DC motor is a universally familiar design, since of six transistors built into the EPS ECU. By cycling sets of
nearly every car in existence has at least one. Starter transistors together, the EPS ECU energizes two phases at
motors, window motors, blower motors, and wiper motors a time. Unlike the brushed DC motor, the electro-magnet
are usually brushed DC. In a brushed DC motor, the rotor is a is in the housing, not the rotor. The windings that create
series of electro-magnets energized in sequence to attract the magnetic field are known as the stator, since they are
the energized segment to a permanent magnet of opposite stationary, and are arranged in segments that are in order,
polarity mounted in the motor housing. The energizing much like the commutator in the brushed motor – A, B, C,
sequence is controlled by a segmented commutator ring A, B, C, and so on. The EPS ECU creates a rotating magnetic
where each end of every winding terminates 180 degrees field that travels around the stator. The rotor is a segmented
apart. Carbon brushes transmit the voltage from the motor’s permanent magnet with alternating north and south poles.
input terminals to the commutator ring. When the rotating magnetic field is created, the rotor poles
follow the poles created by the stator and the motor spins.
Once energized, the rotor spins, and the next set of commutator
segments is energized, and the cycle continues until power Some brushless DC motors have a position sensor and some
is cut. A DC motor has two terminals. If positive is applied to don’t. A position sensor is necessary if the rotor absolutely
one and negative to the other, the motor will spin. If polarity is must not turn in the “wrong” direction. When the first set
reversed, the motor will spin in the opposite direction. of phases is energized, the rotor will turn to line up its north
poles with the stators’ south poles and vice versa and then
In DC motors, the direction of assist is controlled by the follow the moving magnetic field. The direction it jumps on
polarity of the voltage applied to the EPS motor. The speed start-up depends on the closest set of opposite poles.
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Understanding Toyota Electronic Power Steering (EPS)

If the stronger attraction is clockwise the rotor will jump vehicles decrease voltage for the EPS motor. Step-down
clockwise. If the intent was for the motor to spin counter- transformers are used in some hybrid vehicles since there is a
clockwise, this may or may not be a problem. It depends on ready supply of high voltage. For instance, the Gen 1 Highlander
the size of the segments which will determine how many hybrid dropped the 288 V pack voltage to 42 V for the EPS motor
degrees the rotor spins with each step, and the amount of using a DC/DC converter under the center console. Step-up
gear reduction which is going to have an effect on what the transformers are used in both hybrid and conventional cars to
driver would feel in the steering wheel if the rotor took one increase battery voltage for more efficient motor operation and
step back before going forward. For the motors that use a better torque. DC/DC converters that step up voltage are typically
position sensor, a resolver is used. located in the EPS ECU. An example of this is the Gen 3 Prius with
the brushless motor. The EPS ECU roughly doubles the auxiliary
Regardless of motor type, overheating protection is often
battery voltage for the EPS motor, bringing it up to about 30 V.
added to the system to prevent damage to the motor or EPS
ECU. Motor temperature is usually estimated using amperage
and time. In theory overheating protection might cause Network Communication
a customer complaint of temporary loss of assist with no The EPS ECU reads the torque sensor input directly, but it
trouble codes. In practice the driver will likely overheat long needs at minimum one other bit of data from the network to
before the EPS motor does if he puts the system to the test. work properly; vehicle speed is the other important input.
When the car is being parked, the driver needs a lot of help
DC/DC Converters to turn the steering wheel, but when the car is driving down
DC/DC converters are transformers, two coils of wire the freeway, the same level of assist would make the car feel
wrapped around a common ferrous core. When a pulsed twitchy and unstable. Vehicle speed is an important input on
voltage is applied to the primary coil, the resultant expanding all cars with EPS systems.
and collapsing magnetic field induces a voltage in the
The EPS ECU is sending and receiving more data on newer
secondary winding. The level of voltage in the secondary
cars. For instance, the Vehicle Stability Control (VSC) system
winding depends on: 1) the voltage applied to the primary
can send a torque modification request to the EPS ECU in
winding, and 2) the ratio of coils between the primary winding
conditions when the driver has gotten in over his head and
and the secondary winding. Secondary voltage will be
VSC is trying to sort it out before the car is out of control. Lane
higher than primary if the secondary winding has more coils.
Keeping Assist (LKA) will ask the EPS ECU to nudge the car
Secondary voltage will be lower if the secondary winding has
back into the lane if the driver attempts a lane change without
fewer coils. Transformers that increase voltage are known as
step-up transformers. Transformers that decrease voltage are signaling. The Advanced Parking Guidance System (APGS)
known as step-down transformers. will work with the EPS ECU to turn the steering wheel when
parallel parking. We will likely be seeing more and more
Toyota uses DC/DC converters in several of their EPS systems. systems tied to the EPS via CAN BUS as cars continue with
Some vehicles increase voltage for the EPS motor and other their baby steps towards full automation. n

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October 2020

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