Eps MDPS

POWER RACK AND
PINION STEERING
POWER RACK AND PINION STEERING
A typical power rack-and-pinion steering assembly is used on many

cars. This rack-and-pinion assembly is a hydraulic-mechanical unit with an
integral piston and rack assembly. An internal rotary valve direct power
steering fluid flow and controls pressure to reduce steering effort.
When the steering wheel is turned, resistance created by the weight of the
car and tires-to-road friction causes a torsion bar in the rotary valve to
deflect. This changes the position of the valve spool and sleeve, thereby
directing fluid under pressure to the proper end of the power cylinder.
The difference in pressure on either side of the piston (attached to rack)
helps move the rack to reduce turning effort. The fluid in the opposite end
of the power cylinder is forced to the control valve and back to the pump
reservoir. When the steering efforts stops, the control valve is centered by
the twisting force of the torsion bar, pressure is equalized on both sides of
the piston, and the front wheels return to the straight ahead position.
System construction
Steering Column
Power Steering Pump
Power Steering Gear

System construction
System construction
The rack-and-pinion power steering system consists of:

- Rack and pinion steering gear box
- Power steering oil pump
- Oil reservoir
- Tubes
The power steering system uses a hydraulic pressure which is generated
by the power steering pump to reduce the effort required to turn the
steering wheel. The power steering pump is mounted on the front of the
engine. The pump has a vane-type design, and is driven by the
crankshaft through a drive belt.
The power steering fluid is drawn into the pump from the reservoir when
the engine is running. The fluid is pressurized by a power steering switch
and a control valve located in the power steering pump.
Rack-and-pinion steering linkage
Rack-and-pinion linkage connects the gear to the steering knuckles. The

construction of the Rack-and-pinion linkage is tie rod ends, Lock nut,
Boot, Inner ball joint, Rack, Pinion shaft assembly, Steering gear
housing, Oil pipe, Bearings, Seals, Bushings, O-rings.
One end of the inner tie rod is inside the steering gear and is connected
with the inner ball joint. The inner tie rod is protected from the elements
by a rubber boots. The outer part of the inner tie rod is a threaded shaft
and the outer tie rod is threaded onto this shaft and held in place by a
locknut. Toe adjustment is made by loosening the locknut and turning the
inner rod to shorten or lengthen the tie rod assembly.
Rack-and-pinion steering assembly
1. Tie rod end 14. Snap ring

2. Lock nut 15. Seal
3. Boot clip 16. Bearing
4. Boot 17. Pinion shaft assembly
5. Boot wire 18. Bolt
6. Inner ball joint 19. Valve housing
7. Rack bushing 20. O-ring
8. O-ring 21. Steering gear housing
9. Seal 22. Mounting rubber
10. Lock nut 23. Mounting bracket
11. Yoke plug 24. Oil pipe
12. Spring 25. Rack
13. Support yoke 26. Inner guide
Cutaway of a Rack-and-Pinion steering gear
In
Right Turn Left Turn
Oil Flow Out
Oil Flow
Left Turn
Right Turn
Cutaway of a Rack-and-Pinion
Torsion bar
steering gear
Rotary valve Bearing
From oil pump

Input shaft
To oil reservoir
B
Yoke spring
Pinion gear
Bearing
[Section A-A] Rack

To oil reservoir
To cylinder tube right chamber
From oil pump
To cylinder tube left chamber
Torsion bar
Input shaft
[Section B-B]
Rotary valve
Operation of the pinion and valve assembly (at the center position)
Chamber “A”
Port b
Port a
To the left
cylinder tube
Port c
Port d From the oil pump
To the right cylinder tube

Oil pump Oil reservoir
Oil passage-way L Oil passage-way R

L’ R’
Torsion bar Chamber “A”

Input shaft Housing
Oil reservoir
Sleeve a
Oil pump
Cylinder tube
Port a Port d
left chamber
Cylinder tube right chamber
Operation of the pinion and valve assembly (turning left)
Port d
Port b
Port a Chamber “A”
Port c
To the left
cylinder tube
From the oil pump
From the right cylinder tube

Oil pump
Oil reservoir
Oil passage-way L Oil passage-way R

L’ R’
Port b Chamber “A”
Sleeve b
Oil reservoir
Oil pump
Sleeve a Sleeve b
Sleeve c
Port d
Port a
Port c
Operation of the pinion and valve assembly (turning right)
Port b Chamber “A”
Port a Input shaft
Port c
Torsion bar
Port d
To the right cylinder tube

Rotary valve
From the oil pump
From the left cylinder tube
Oil reservoir
Oil pump
Oil passage-way L L’ R’ Oil passage-way R
Cylinder tube Cylinder tube

left chamber right chamber
Torsion bar Port b
Chamber “A”
Input shaft Sleeve b
Rotary valve
Sleeve b Oil reservoir
Cylinder tube Oil pump

left chamber
Sleeve a Sleeve c
Port a Port d
Port c
Cylinder tube right chamber

POWER STEERING PUMP
Oil pump construction
1. Pulley
2. Shaft
3. Pressure switch
4. P/S pump body
5. Flow control valve ass’y
(built in relief valve)
6. Cam ring
7. Rotor
8. Vane
9. Cover
POWER STEERING PUMP
Oil pump construction
POWER STEERING PUMP
Operation of the oil pump
Discharge
Intake side Suction
Vane
Rotating
direction Suction
Discharge
Cam ring
Rotor
POWER STEERING PUMP
Flow control valve
As the discharge rate of the power steering pump increases in

proportioning to the pump revolution speed, a flow control valve is added
to control it so that the optimum amount of fluid for steering operation is
supplied according to the engine speed (driving condition).
Described below is its operation at different engine speeds.

POWER STEERING PUMP
Flow control valve (when idling)
1. To gear case
2. From pump
3. To pump
4. Rod
5. Orifice A1
The fluid discharged from the pump is supplied through the clearance
around the rod in orifice A1 to the gear box.
POWER STEERING PUMP
Flow control valve (when running at Low Speed)
1. Flow control valve

2. Flow control spring
(Increase in engine speed)
As the engine speed rises, the pump discharge rate increases and causes
a pressure difference to occur between both ends of the orifice (P1 – P2).
Thus the pressure exceeding the flow control spring force pushes the flow
valve to the right in figure, making the opening in the orifice narrower
through which only a necessary amount of fluid is fed to the gear box and
the excess fluid is returned to the pump.
POWER STEERING PUMP
Flow control valve (when running at High Speed)
As the engine speed rises higher, opening in the orifice is made narrower
and fluid flow to the gear box reduces. As a result, hydraulic pressure
application is slow at the start of the steering wheel turn. This provides
straight-ahead stability to suit the driving condition with the steering wheel
operated near its neutral position.
POWER STEERING PUMP
Relief Valve
1. Orifice A2
2. Relief valve spring
3. Steel ball
4. Chamber A
5. Chamber B
The relief valve located in the flow control valve controls the maximum
hydraulic pressure.
The steel ball in the relief valve is under the hydraulic pressure in the
circuit coming through orifice A2. When the steering wheel is turned and
the hydraulic pressure increases higher than 75-82kg/cm 2 (1060-1160 psi),
it compresses the relief spring to push the steel ball which then allows the
fluid to flow to the power steering pump.
POWER STEERING PUMP
Relief Valve
Such relief valve operation causes a pressure difference to occur between

chamber A and B.
Then the flow valve moves to the right to make opening in orifice A 1,
maintaining the hydraulic pressure constant.
ELECTRONIC POWER
STEERING (EPS)
EPS GENERAL
System Layout
EPSCM
STEERING
G/BOX
EPS COMPONENTS
Oil Pressure hose

reservoir
Suction hose
Oil pump
EPS
Gear box
Return hose
EPS FEATURES
The EPS not only performs the ordinary power steering functions but also
controls the hydraulic pressure acting on the counter-force plunger
provided in the input shaft section of the gear box, thereby varying the
steering effort vs. hydraulic pressure characteristics according to the
vehicle speed to provide optimum steering characteristics suitable for a
vehicle speed and steering condition.
(1) Provides a light steering effort when the vehicle is stationary or

running at low speeds.
(2) Controls the steering effort according to the vehicle speeds.
(3) During intermediate and high speed operation, the steering effort
linearly increases with respect to the steering angle, offering stable
steering feeling.
EPS FEATURES
(4) During intermediate and high speed operation, when the steering
wheel is at or near the neutral position, the function of the reactionary
plunger increases the steering effort to give you a stable feeling.
(5) When the vehicle is running on a rough road at intermediate and high
speeds, even if there is a large force from the road surface, it does not
affect directional control, as the output hydraulic pressure for the steering
effort becomes high as in the conventional power steering.
(6) The system has a fail-safe function so that even if the electrical
system, including the control unit and sensors fails, the steering
characteristics of a vehicle with normal power steering will be retained.
EPS FEATURES
Relation between steering effort and output hydraulic pressure
EPS FEATURES
Vehicle speed vs. steering effort characteristics
• At low vehicle speed or when steered at standstill, the hydraulic

pressure to the reaction plunger is kept at such low level that the EPS is
steered with minimum steering effort.
• As vehicle speed increases, the hydraulic pressure to the counter-force

plunger is raised by closing the solenoid valve, then the reaction force
increases accordingly and the steering force becomes large. In other
words, the steering characteristics are desirable in that the steering effort
increases in proportion to the increment of torsional rigidity of the
steering input shaft.
EPS FEATURES
Vehicle speed vs. steering effort characteristics
EPS FEATURES
Steering angle vs. steering effort characteristics
• In this system, the assist pressure

generated during steering is also
applied to the reaction plunger through
the hydraulic pressure control valve
under the condition that the vehicle
speed is high and the solenoid valve is
closed. In this manner, the reaction
from the road surface also contributes
to the variation in torsional rigidity of
the system, and the “direct” steering
feeling is thus obtained, which is
realized by proportional steering effort
characteristics to the steering angle.
EPS CONSTRUCTION
EPS CONSTRUCTION
PCV OPERATING PRINCIPLE
1. Parking, At low vehicle speed
PCV SPOOL SPRING
Solenoid rod pushes

a PCV spool to its
maximum
REACTION FROM OIL PUMP

CHAMPER (CLOSED)
1) EPSCM supplies the maximum current (around 1A) to the PCV solenoid.
2) PCV solenoid is energized and solenoid rod pushes PCV spool to the right.
3) Pump oil pressure cannot flow to the reaction chamber because PCV spool
blocks the orifice from the oil pump on the PCV spool guide.
4) Reaction plunger does not move allowing a light steering effort.
EPS CONSTRUCTION
PCV OPERATING PRINCIPLE
2. Medium, High vehicle speed
PCV SPOOL SPRING
Pushing force reduces

and a PCV spool
moves small amount
REACTION FROM OIL PUMP

CHAMPER (OPEN)
1) Output current from EPSCM to the PCV Solenoid reduces. Pushing force by a
solenoid rod also decreases. And return spring force pushes a PCV spool back.
2) Pump pressure via the orifice on the PCV spool guide is delivered to the
reaction plunger pressing the steering input shaft.
3) This time, reaction force by a reaction plunger is delivered to the input shaft.
This resists a steering allowing its heavy steering effort.
EPS CONSTRUCTION
ROTARY VALVE
The rotary valve is of
double construction with the
valve body rotating inside
the valve case.
This makes it unnecessary
to seal the rotating portion
(valve body) of the valve, so
less steering friction assures
smoother steering.
The rotary valve operates to
direct the oil to the power
cylinder of steering gear box
as in the conventional power
steering.
EPS CONSTRUCTION
COUNTER-FORCE PLUNGER
The counter-force plunger consists of four plungers. The force pressing
the input shaft varies according to the hydraulic pressure (which varies
with the vehicles speed) acting on the chambers behind the plungers.
The higher the hydraulic pressure on the chambers, the more tightly the
input shaft is pressed. So the steering effort increases according to the
vehicle speed as shown in the vehicle speed vs. steering effort
characteristics, diagram.
EPS CONSTRUCTION
EPS OPERATING PRINCIPLE
Vehicle speed sensor
EPSCM Solenoid (PCV)
Sol. pushing force

Sol. Current
Km/h Sol. Current
Valve characteristics Reaction mechanism + PCV

EPS CONSTRUCTION
Pump
TPS (XG)
EPSCM INPUT & OUTPUT
INPUT EPSCM OUTPUT
VEHICLE
VEHICLE
SPEED SENSOR SPEED TARGET
CALCULATION SOLENOID
CURENT
VALVE
CALCULATION
TPS (XG)
DIAGNOSIS
EPSCM LOCATION & PIN LAYOUT
1 2 3
4 5 6 7 8
PIN NO. DESCRIPTION

1 TPS (XG)
2 Solenoid(+)
3 -Solenoid(-)
4 Ground
5 IG2
6 Sensor signal from vehicle speed sensor
7 Data Link Connector
8 -
EPS SOLENOID VALVE
EPS solenoid valve
Current (A) Vehicle speed (km/h)
Solenoid performance characteristic

EPS SOLENOID VALVE
EPS solenoid valve
1. Disconnect EPS solenoid valve connector and install the ampere-meter.

Notice: Do not ground solenoid terminal.
2. Current value at the speed of 0 km/h should be in 0.9 ~ 1.1 A.
3. Read the output current while increasing the vehicle speed slowly.
4. When increasing the vehicle speed, the ampere should be decreased.
SOLENOID VALVE
1) Vehicle stop or at a low speed
VEHICLE SPEED CURRENT
0 km/h 1A
When a vehicle stops or at a low speed, EPSCM controls the current

of a pressure control solenoid valve as 1 ampere. This time, a reaction
plunger of the solenoid valve moves to the top inhibiting the oil flow.
The reaction plunger does not have a force to push the input shaft,
therefore, a driver can steer easily.
SOLENOID VALVE
2) At a mid-high speed
40 km/h 0.76A
80 km/h 0.6A
While driving at a mid-high speed, as much oil pressure as reduced

current is applied to a reaction plunger. When the steering wheel is
turned, output pressure from the oil pump increases according to the
maneuvered steering angle and output oil pressure in proportion to a
steering effort is gain.
This output pressure helps a driver to get a proper steering feeling at
a mid-high speed.
SOLENOID VALVE
3) At a high speed
120 km/h 0.4A
240 km/h 0.2A
When the current of a pressure control solenoid valve reduces, a

plunger of the solenoid valve moves down allowing a high pressure
applied to the back of the plunger. Input shaft is hold by the plunger,
a torsion spring and a pinion gear are moves together resulting in a
heavy steering effort like a non power steering vehicle.
TROUBLESHOOTING
Trouble symptom Trouble area Inspection item
Steering gear and Solenoid valve continuity

linkages By-pass valve
Steering wheel movement is Blown fuse

heavy (when igintion key is
Harness of fuse Remove the control unit connector and check the
turned ON, no current flows
continuity in the solenoid harness (between terminal
through the solenoid)
No.1 and No.2)
Check for continutiy in each harness and for

Control module
abnormalities in the control module power circuit
Use a tester to check the stationary steering effort

Control module Check the solenoid current in relation to changes in
While driving at medium or
high speed, steering vehicle speed
remains light
Steering gear and
Solenoid by-pass valve operation
linkages
EPSCM HI-SCAN PRO DATA
Output voltage of Pin No.6 (Vehicle Speed Sensor) at 30Km/h
Waveform of Pin No.5 (Diagnosis): Normal status
Waveform of Pin No.5 (Diagnosis): Pin No.1 or 2(Solenoid) open
Waveform of Pin No.5 (Diagnosis): Pin No.6 open
▶ the same as normal status
Waveform of Pin No.5 (Diagnosis): Pin No.8(Ground) open
Waveform of Pin No.1 (Solenoid -): at 0 Km/h
Waveform of Pin No.2 (Solenoid +): at 0 Km/h
Pin No. 2(Solenoid+) control current at 0 Km/h
Pin No. 2(Solenoid+) control current at 140 Km/h or more
Pin No.2(Solenoid+) waveform when Pin No.8(Ground) open: IG on, 0km/h
However, the output current is 0A.
Pin No.2(Solenoid+) waveform when Pin No.5(Diagnosis) or Pin No.
6(vehicle sensor) open: IG on, 0km/h, The output current is 1A.
Pin No.2(Solenoid+) waveform when Pin No.6 open: 1~ 250km/h
The output current is always 1A.(Failsafe- light steering effort)
OIL REPLACEMENT
Service Procedure
1) Place the vehicle on a level surface.

2) Open the hood and jack up the front wheels and support with rigid racks.
3) Place the paper towel under the power steering oil reservoir.
OIL REPLACEMENT
Service Procedure
4) Remove the power steering oil return hose clamp and then disconnect
the return hose from the oil reservoir. Install the plug on the power
steering oil return port of the reservoir before connecting the vinyl hose.
OIL REPLACEMENT
Service Procedure
5) Connect the vinyl hose to the power steering oil return port to drain
the oil into the container after removing the plug.
6) Open the power steering oil reservoir cap and then drain out the
contaminated oil with filling the new oil into the reservoir after starting the
engine.
OIL REPLACEMENT
Service Procedure
- Power steering fluid: PSF-3

- Total quantity: Approx. 1.0 liter
NOTE
- Be sure to secure the vinyl hose not to move when turning the steering
wheel.
- Turn the steering wheel slightly to the right and to the left direction
several times in order to drain the contaminated oil completely.
- Drain oil about 2 liters while filling new oil into the reservoir.
OIL REPLACEMENT
Service Procedure
7) Stop the engine.

8) Remove the vinyl hose inserted into the return hose and connect the
return hose to the reservoir. And then tighten it with a hose clamp
securely.
9) Restart the engine and check that abnormal noise is heard from the
power steering pump. And then check the reservoir area for air bubbles in
the oil reservoir. If there is any noise or bubble, perform the air bleeding by
turning the steering wheel to the left and to the right until no noise from the
power steering and bubbles in the oil reservoir.
NOTE
Do not hold the steering wheel turned all the way to either side for longer
than 10 seconds.
OIL REPLACEMENT
Service Procedure
10) Fill the reservoir with specified oil until Max.

: ±3mm.
11) Confirm that the oil is not milky, and that the level is up to the specified
position on the level gauge.
12) Confirm that there is little change in the surface of the oil when the
steering wheel is turned to the left and to the right.
NOTE
If the surface of the oil changes considerably, air bleeding should be done
again.
If the fluid level rises suddenly when the engine is stopped, it indicates that
there is still air in the system.
OIL REPLACEMENT
Service Procedure
13) Wipe out any oil around reservoir cleanly and recap the reservoir cap.
14) Remove the front wheels supporting racks and lower the front wheels.
15) Close the hood.
AIR BLEEDING
If there is air in the system, a jingling noise may be heard from the pump
and the control valve may also produce unusual noises. Air in the
system will shorten the life time of the pump and other parts.
Symptom with air in the system

- While turning the steering wheel, it intermittently stops and suddenly
moves making “tuk” noise.
- “kororok” sound at the gear box.
The layout of the power steering pipes is getting complicated these

days. This make air bleeding more difficult. Therefore, it is very
important to air-bleed the steering system without engine running or
cranking until circulating the oil with IG “off” to effectively fill the steering
pipes up.
AIR BLEEDING
Air bleeding procedure
• Jack up the front wheels and support with rigid racks.
• IG switch is off.
• Fully turn the steering wheel to the left and then to the right 3 or 4
times filling the reservoir with steering oil.
• Disconnect the high tension cable and operate the starting motor 2 or
3 times (one time for 10~15 seconds). At this time turn the steering
wheel all the way to the left to right.
• Connect the high tension cable, and then start the engine (idling).
• Turn the steering wheel to the left and then to the right until there are
no bubbles in the oil reservoir.
AIR BLEEDING
CAUTION
- Do not hold the steering wheel turned all the way to either side for
longer than ten seconds.
- If the fluid level rises suddenly when the engine stopped, it indicates
that there is still air in the system.
OIL PUMP PULLEY AND BELT REPLACEMENT
1. Parts And Tool Required
2. Service Procedure
1) Open the hood

2) Loosen the oil pump
mounting bolt to remove the
power steering oil pump
belt.
3) Loosen the power steering

oil pump belt tension
adjusting bolt.
4) Remove the belt from power

steering oil pump pulley.
5) After fixing the oil pump pulley,
remove the pulley mounting nut
and washer.
6) Remove the pulley from the oil

pump.
7) Install the supplied new pulley
to the oil pump.
8) Install the pulley mounting

washer and nut.
9) Support the pulley with the

supplied pulley fixing special tool
and then tighten the nut to the
specified torque as shown.
: Tightening torque specification

55-69Nm(550-690kgcm, 41-51Ibft)
10) Remove the generator belt to

replace the power steering oil
pump belt.
11) Replace the supplied new
power steering oil pump belt.
12) Install the generator belt and

then adjust the generator belt
tension.
NOTE
Depress the belt applying a
pressure of 98N(10kg, 22Ib) at the
specified point, and measure the
deflection to confirm that it is
within the standard value.
Standard value
V-belt deflection: 7.5-9mm(0.3-
0.35in)
13) Install the power steering oil

pump belt to the oil pump pulley.
14) Adjust the power steering oil

pump belt tension.
NOTE
Depress the belt applying a
pressure of 98N(10kg, 22Ib) at the
specified point, and measure the
deflection to confirm that it is
within the standard value.
Standard value
V-belt deflection: 7.0-10.0mm(0.28-
0.40in)
15) Tighten the oil pump

mounting bolt.
16) Start the engine and check

the oil pump for proper operation.
Motor
Motor Driven
Driven Power
Power
Steering
Steering
GENERAL
Electrical power steering is developed to assist a steering force by using

an electric motor without the help of engine power. It controls motor
torque according to the steering conditions resulting in optimal steering
characteristics and less fuel consumption. Besides, it is an environment
friendly technology not to use steering oil and is able to reduce system
weight as well as better service access owing to the removal of oil lines.
Recently, EPS equipped cars are increasing and EPS is expected to
replace hydraulic power steering system as shown in the figure next
slide. Electrical Power Steering is divided into three types according to
the motor location, Column type, Pinion type, Rack type.
GENERAL
Comparison with a Hydraulic Power Steering
- Hydraulic power steering : engine speed controlling
OIL RSVR OIL PUMP

Oil
Oil
Oil
Oil pump
pump
pressure
pressure
STRG
GEAR
Steering
Steering Steering
Steering
force gear OIL LINE
force gear
GENERAL
- Electrical power steering : vehicle speed controlling
STRG COLUMN
Steering
Steering Electric
Electric
torque
torque Motor
Motor
MOTOR
ECU
Steering
Steering Steering
Steering
force
force column
column
GENERAL
Advantages
▶ Better fuel consumption: 2~3 %
▶ Environment friendly: Power steering oil & oil leak free
▶ Enhanced steering performance: Exact manipulation
▶ Weight reduction: by 2.4 Kg
▶ Easy assembly:
- Reduced assembly point by 21 (38 → 17)
- Reduced assembly parts by 28 (47 → 19)

GENERAL
Environmental Friendly Characteristics
MDPS Reinforced
Environmental regulation
Better
Better fuel
fuel consumption
consumption
OIL
OIL free
free
CO2
CO2 Regulation
Regulation
Weight
Weight reduction
reduction
Better 0-EMISSION
0-EMISSION Regulation
Regulation
Better performance
performance
Easy
Easy installation
installation
Less
Less Parts
Parts
TREND OF STEERING TECHNOLOGY
[Trend of Steering technology]

TREND OF STEERING MARKET
▶ Rapid diffusion of EPS on small passenger car
· Equipped rate grows 11 percent in 2001(will be 30 % in 2006)
· For small car and Liter car
▶ If 36V power supply is available in 2008, it is estimated to spead out

all passenger & SUV.
EPS
EPS equipped
equipped rate
rate
Tota
Tota
ll
Japan
Europe
N/America
TREND OF STEERING MARKET
JAPAN
JAPAN EUROPE
EUROPE N/AMERICA
N/AMERICA
Incorporated for mini car Incorporated for liter car

early 90’s, under being Under being developed
mid 90’s
developed for liter car
Motor Driven Power Steering
Pinion Assist Type EPS
SINGLE PINION
MOTOR
Reducing gear
Torque sensor
ECU
located in
the cabin
DUAL PINION
Rack Assist Type EPS
(High cost, for mid or big-sized passenger cars)
EPSCM
MOTOR
Torque sensor
Reducing gear
R-MDPS(Rack Type Motor Driven Power Steering)
R-MDPS(Rack Type Motor Driven Power Steering)
Column Assist Type EPS (Layout)
Column Type MDPS
Torque sensor which detects steering

torque has two types. The one is a
contact type and the other is a non-
contact type. The contact type has a
possibility of contact noise compared with
a non-contact type, but it has simple
structure and the cost is low. Rotating
displacement of torsion bar is transferred
to voltage difference.
Reduction gear is a simple structure of
Output voltage
worm gear. Reduction ratio is set
according to the motor power to generate
target torque, if over 20, it affects vehicle
steerability and steering angle. A clutch
and torque limiter are installed to protect
the system. Torque
(kgf.cm)
Column Type MDPS
ECU BLOCK DIAGRAM
Voltage B+
Voltage
Connector
Regulation
Regulation
GI GB
B
Torque
TorqueSignal
Signal M+
Processing
Processing Motor
Motor M-
Driver
Connector
GT Driver
Vehicle
VehicleSpeed
Speed Micro
Micro
Interface
A
Interface Processor
Processor
Engine Current
EngineSpeed
Speed Current
Interface Feedback
Feedback
Interface
Control
Control
Warning
WarningLamp
Lamp
&&Comm. GI: Ignition Ground
Comm.
Regulation GT: Torque Sensor Ground
Regulation GB: Battery Ground
Column Type MDPS
When steering force is released after a turn, steering wheel should be returned
to straight ahead direction. This self-returning is very related to vehicle stability
while steering. However, if steering force is reduced under a normal control
state, motor inductance, motor inertia and frictional resistance through reduction
gear interrupt self-returning of driving wheels.
To improve this, a restoration control is necessary. The amount of restoration

depends on the vehicle speed and steering angle. There are two way to detect
steering angle. One is to use a steering angle sensor and the other is to employ
a rotary detector being attached to motor. However, a steering angle sensor
generally . For restoration control, the amount of restoration current is decided
and that is evaluated by multiplication of a function from steering angle and a
function from vehicle speed. Target restoration current is decided from vehicle
tuning process composing of a current map according to vehicle speed.
Column Type MDPS
Figure 1 shows that the amount of restoration increases at low speed range
(under 40KPH) that is relatively short of restoration.
Current
Speed
[Figure 1]
Column Type MDPS
Column Assist Type EPS (Construction)
WORM & MTR ECU

WORM GEAR
SPEED
TORQUE
SENSOR CLUTCH
SPEED METER
Construction of Column Type EPS (Maker : Koyo-Seiko, Japan)
Torque sensor
(Potentiometer)
motor Vehicle speed

motor Steering Torque
Engine speed
Control
Module
Torque sensor
Output current of torque sensor
Right Right Right

Main
Sub
Left Left Left
Right
(Max.)
Left
(Max.)
Output current (A)
6.25
Main,sub
5
3.75
- 4.9 4.9 Torque (Nm)

5V
4.7k ohm
47k ohm
No.12
EPS_ECU
Construction of column type EPS
- Adopted on Corsa [Opel] / Punto [Fiat] / Yaris [Toyota]
Motor
Torque sensor
· Brushed DC motor
· Non contact type
· Size : Φ77×ℓ121
· Torque : 2.8 N·m
· Operating speed : 900 rpm
▶ Max. Output : 43.3 N·m

▶ Rack force : 530 Kg
Speed reduction device

· Worm & Worm gear
· Reduction rate - 1:13.67
Control Module
Warning lamp
Control & Compensation
1. Inertia compensation
2. Damping compensation
3. Friction compensation
4. Interlock prevention circuit
5. Basic control depends on the VSS and Torque
6. Overheat protection
50.00
45.00 (1) (2)

(3)
40.00 (4)
(5)
35.00 (6)
Motor current (A)
30.00 (7)
(8)
25.00
(9)
(10)
20.00 (11)
(12)
15.00 (13)
(14)
(15)
10.00 (16)
5.00
0.00
0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00
Steering torque (Nm)
5.00 5.26 5.51 5.77 6.02 6.28 6.53 6.79 7.04 7.29
Torque sensor current (mA)

Column type EPS
ECM BLOCK DIAGRAM
Voltage B+
Voltage
Connector
Regulation
Regulation
GI GB
B
Torque
TorqueSignal
Signal M+
Processing
Processing Motor
Motor M-
GT Driver
Driver
Connector
Vehicle
VehicleSpeed
Speed Micro
Micro
Interface
A
Interface Processor
Processor
Engine Current
EngineSpeed
Speed Current
Interface Feedback
Feedback
Interface
Control
Control
Warning
WarningLamp
Lamp
&&Comm. GI: Ignition Ground
Comm.
Regulation GT: Torque Sensor Ground
Regulation GB: Battery Ground

Eps MDPS

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Eps MDPS

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POWER RACK AND

A typical power rack-and-pinion steering assembly is used on many

Power Steering Pump

Power Steering Gear

The rack-and-pinion power steering system consists of:

Rack-and-pinion linkage connects the gear to the steering knuckles. The

1. Tie rod end 14. Snap ring

From oil pump

[Section A-A] Rack

Port d From the oil pump

To the right cylinder tube

Oil pump Oil reservoir

Oil passage-way L Oil passage-way R

Torsion bar Chamber “A”

Port a Chamber “A”

From the oil pump

From the right cylinder tube

Oil passage-way L Oil passage-way R

Port b Chamber “A”

Port a Input shaft

To the right cylinder tube

Oil passage-way L L’ R’ Oil passage-way R

Cylinder tube Cylinder tube

Input shaft Sleeve b

Cylinder tube Oil pump

Cylinder tube right chamber

Intake side Suction

As the discharge rate of the power steering pump increases in

Described below is its operation at different engine speeds.

1. Flow control valve

(Increase in engine speed)

Such relief valve operation causes a pressure difference to occur between

Oil Pressure hose

(1) Provides a light steering effort when the vehicle is stationary or

(2) Controls the steering effort according to the vehicle speeds.

• At low vehicle speed or when steered at standstill, the hydraulic

• As vehicle speed increases, the hydraulic pressure to the counter-force

• In this system, the assist pressure

1. Parking, At low vehicle speed

PCV SPOOL SPRING

Solenoid rod pushes

REACTION FROM OIL PUMP

Pushing force reduces

REACTION FROM OIL PUMP

Vehicle speed sensor

EPSCM Solenoid (PCV)

Sol. pushing force

Km/h Sol. Current

Valve characteristics Reaction mechanism + PCV

INPUT EPSCM OUTPUT

PIN NO. DESCRIPTION

Current (A) Vehicle speed (km/h)

Solenoid performance characteristic

1. Disconnect EPS solenoid valve connector and install the ampere-meter.

1) Vehicle stop or at a low speed

VEHICLE SPEED CURRENT

When a vehicle stops or at a low speed, EPSCM controls the current

VEHICLE SPEED CURRENT

While driving at a mid-high speed, as much oil pressure as reduced

VEHICLE SPEED CURRENT

120 km/h 0.4A

240 km/h 0.2A

When the current of a pressure control solenoid valve reduces, a