Automotive Electrical and Electronics

Level-III
Based on October 2023, Curriculum Version II

Module Title: Electronically Controlled Steering system

Module Code: EIS AEE3 M06 1023

Nominal Duration: 40 Hours

Prepared by: Ministry of Labor and Skill

October 2023
Addis Ababa, Ethiopia
 Table of Contents

Acknowledgment......................................................................................................................4
Acronym....................................................................................................................................5
Introduction to module............................................................................................................6
Unit one: Introduction to electronically controlled steering System...................................7
1.1. Purposes and Type of Electronically Controlled Steering System.............................8
1.1.1. Purposes of Electronic Power Steering.......................................................................8
1.1.2. Types of electric power steering systems....................................................................9
1.1.3. Electronic Rack and Pinion System.............................................................................14
1.2. Operation principle EPS System Components..............................................................16
1.2.1. Steering Wheel Position Sensor...................................................................................17
1.2.2. Steering Angle and Torque Sensor..............................................................................18
1.2.3. Lateral Acceleration Sensor.........................................................................................19
1.2.4. Yaw Rate Sensor.........................................................................................................20
1.2.5. ESC Module................................................................................................................22
1.2.6. Wheel Speed Sensor....................................................................................................24
1.3. Tools and equipment required...................................................................................25
1.4. OHS required.............................................................................................................28
Self-check 1.1..........................................................................................................................29
Unit two: Inspecting and testing electronic control steering system components...........31
Operation Sheet 2.1................................................................................................................32
Operation Sheet 2.2................................................................................................................34
Operation Sheet 2.3................................................................................................................36
Operation Sheet 2.4................................................................................................................39
Operation Sheet 2.5................................................................................................................40
Operation Sheet 2.6................................................................................................................42
Operation Sheet 2.7................................................................................................................44
Operation Sheet 2.8................................................................................................................46
LAP Test : 2............................................................................................................................48

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 Unit three: Servicing/repairing electronically controlled steering systems......................49
3.1 Maintaining Electronically Controlled Steering Systems.........................................50
3.1.1 Adjusting Electronically Controlled Steering Systems.......................................................50
3.2 On road test...............................................................................................................56
3.2.1 Implications of electric power steering warning light..................................................56
3.2.2 Electric power steering (EPS) On-Board diagnosis.....................................................60
3.3. Cleaning / inspecting equipment and work area......................................................61
LAP Test :3.............................................................................................................................64
Reference.................................................................................................................................65

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Acknowledgment

The Ministry of Labor and skill wishes to thank and appreciation to MoLS leaders and
experts, Regional Labor and skill/training Bureaus leader, experts, TVT College Deans,
Instructors and industry experts who contribute their time and professional experience to the
development of this Training Module.
 Acronym

AC Alternating current
DAS Direct Adaptive Steering
DMM Digital multi meter
DTC Diagnostic trouble codes
EPS Electric controlled power steering
OBD On-Board Diagnostic
PCV Pressure control valve
PSCM Power Steering Control Module
SAS Steering angle sensors
VES Variable effort steering
DTCS Diagnostic trouble codes system
EBCM Electronic brake control module
ECS Electronic control steering
ECU Electronic control module
ESC Electronic steering control
MoLS Ministry of labor and skill
PCM pump cell control module
PID Scan tool data
TVET Technical and vocational education training
VS Vehicle steering
WDS Warehouse distributors

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Introduction to module
In automotive electrical electronics field, the electronically controlled steering system is to
make steering easier at low speeds, especially while parking. It helps to know basic automotive
electronically controlled steering concepts, methods of inspecting and testing electronic
control steering system components and including servicing/repairing electronically controlled
steering systems. Due to the electrical nature of most vehicles today, the car electronically
controlled steering not only helps the car to be functional but also keeps safe when on the road.
This module designed to meet the industry requirement under the Automotive Electrical and
Electronics occupational standard, particularly for the unit of competency: Electronically
Controlled Steering Systems.
This module covers the units:

 Introduction to electronically controlled steering System

 Inspecting and testing electronic control steering system components

 Maintaining electronically controlled steering systems

Learning Objective of the Module

 Understand electronically controlled steering system

 Inspect and test electronic control steering system components

 Maintain electronically controlled steering systems

Module Instruction

For effective use this modules trainee expected to follow the following module instruction:
1. Read the information written in each unit
2. Accomplish the self-checks at the end of each unit
3. Perform operation sheets which were provided at the end of units
4. Do the “LAP test” giver at the end of each unit and
5. Read the identified reference book for Examples and exercise
 Unit one: Introduction to Electronically controlled steering System

This unit is developed to provide you the necessary information regarding the following content
coverage and topics:

 Introduction to electronically controlled steering System

 Inspecting and testing electronic control steering system components
 Maintaining electronically controlled steering systems

This unit will also assist you to attain the learning outcomes stated in the cover page. Specifically,
upon completion of this learning guide, you will be able to:

 Understand the introduction to electronically controlled steering System

 Inspect and test electronic control steering system components
 Maintain electronically controlled steering systems

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 1.1. Purposes and Type of Electronically Controlled Steering System
1.1.1. Purposes of Electronic Power Steering
The electronic controlled power steering (EPS) system had several important purposes in a
vehicle:
The primary purpose of the EPS system is to provide steering assistance to the driver. By
utilizing electric motors and sensors, the system helps reduce the effort required to turn the
steering wheel, especially at low speeds or during parking manoeuvres. This enhances the
overall driving experience and makes steering more comfortable and effortless for the driver.
The EPS system contributes to improved fuel efficiency compared to traditional hydraulic
power steering systems. Unlike hydraulic systems that rely on engine power to operate a
hydraulic pump, EPS systems use electric motors that consume power only when assistance
needed. This reduces the load on the engine, resulting in improved fuel economy.
Electronic controlled power steering systems can provide variable levels of steering assistance
based on driving conditions and vehicle speed. The system can adjust the amount of assistance
provided, offering lighter steering at low speeds for easier manoeuvrability, and gradually
increasing the assistance as the speed increases for stability and control. This variable
assistance enhances driver control and responsiveness in different driving situations.
Electronic power steering systems can integrate with other vehicle systems, such as stability
control and advanced driver assistance systems. Generally, the Electronic controlled power
steering system aims to enhance driver comfort, improve fuel efficiency, provide variable
steering assistance, integrate with other vehicle systems, and offer improved steering feel and
feedback. These purposes collectively contribute to a safer, more efficient, and enjoyable
driving experience.
The electronic controlled power steering powered by a 12V motor and is not dependent
on the engine for its power source so steering feel not affected when the engine is
shut OFF. Electric power steering is also quieter than hydraulic systems because there is no
pump noise and no fluid flowing through hoses and valves. However, the most noticeable
difference is in handling and steering refinement. Generally, electronic controlled power
steering is:

 Compact and light in size and

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  Not parasitic (robbing power from the engine) since it only draws electric power on
demand.
Moreover, it is simpler to install, there are no hydraulic lines to break, and it is quieter. Electric
power steering 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 (see Fig.1). 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.

Figure 1.1 Eelectronically controlled power steering

1.1.2. Types of electric power steering systems
There are three different types of electric power steering (EPS) systems commonly used in
vehicles:
Column electric power steering (C-EPS): In this type of EPS system, the electric motor
integrated into the steering column, which connects the steering wheel to the steering rack or
gearbox. C-EPS systems use torque sensors to measure the driver's steering input and assist the
steering effort by applying torque directly to the steering column. This design provides a
compact and lightweight solution and often-used in smaller or compact vehicles as shown in
Fig.2.

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 Figure 1.2. Column mounted power assist
Rack electric power steering (R-EPS): R-EPS systems place the electric motor directly on
the steering rack, which is the component responsible for translating the rotational motion of
the steering wheel into linear motion to turn the vehicle's wheels as it is shown in Fig.3 and 4.
The electric motor assists the steering effort by applying torque directly to the steering rack. R-
EPS systems offer more precise and responsive steering control and commonly used in a wide
range of vehicle sizes. In this system, the power assist unit attached to the steering gear rack. It
is located on the rack to allow for greater flexibility in the layout design.

Figure 1.3. The electric power steering in uses a brushless DC motor around the rack of the
unit and operates on 42 volts.

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 Figure 1.4. The design features a DC motor concentric armature with a follow shaft
Pinion electric power steering (P-EPS): P-EPS systems employ an electric motor mounted
on the steering gear's pinion shaft, which connected to the steering column. The electric motor
assists the steering effort by applying torque to the pinion shaft, helping turn the wheels. P-
EPS systems provide good steering feedback and often used in mid-size and larger vehicles.
Each type of EPS system has its advantages and chosen based on factors such as vehicle size,
weight, cost, and desired steering performance. Additionally, EPS systems can vary in terms of
the level of integration with other vehicle systems, the type of sensors used for measuring
steering input, and the control algorithms employed to determine the appropriate level of
steering assistance as shown Fig. 1.5.

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 Figure 1.5. The pinion assist type electric power steering systems
Direct-drive: 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. There are different types of electronically controlled steering systems.
A rotary valve electronic power-steering system consists of the power-steering gearbox, power
steering oil pump, pressure hose, and the return hose. A solenoid valve that identified as its
PCV (pressure control valve) controls the amount of hydraulic fluid flow pressure used to
boost steering. Outline of electronic power-steering components. The EPS PCV exposed to
spring tension and plunger force as shown in Fig 6.

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 Figure 1.6. Layout of electronic power-steering system components.
The electronic power-steering system’s PCV exposed to spring tension on the top and
plunger force on the bottom. The plunger slips inside an electromagnet. By varying the
electrical current to the electromagnet, the upward force exerted by the plunger can be varied
as it works against the opposing spring. Current flow to the electromagnet is variable with
vehicle road speed and, therefore, provides steering to match the vehicle’s road speed. The
variable effort steering (VES) system relies on an input signal from the vehicle speed sensor
to the VES controller to control the amount of power assist. The controller, in turn, supplies a
pulse width modulated voltage to the actuator solenoid in the power-steering pump. The
controller also provides a ground connection for the solenoid.
Magna Steer: these systems use a special rack and pinion gearbox that contains an
electromagnet inside the spool valve. By varying current flow through the magnet’s coil,
assist increased or decreased. No current flow through the coil maintains a default amount of
hydraulic assist.
Active Steering: improves vehicle stability by turning the wheels more or less sharply than
commanded by the turn of the steering wheel during some situations. Through inputs and
computer programming, this system can adjust the steering to respond quickly to the threat of
skidding. The system also allows for a variable steering ratio dependent on vehicle speed.
Current active steering systems are not true steer-by-wire systems. There is still a mechanical
connection between the steering wheel and vehicle’s wheels. The systems have an overriding

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 drive built into the steering column. This drive controlled by an electric motor, which is
controlled by the system’s computer(see Fig 1.7).

Figure 1.7. Ccircuits of an active steering system

1.1.3. Electronic Rack and Pinion System
The electric/electronic rack and pinion unit replaces the hydraulic pump, hoses, and fluid
associated with conventional power-steering systems with electronic controls and an electric
motor. The basis of system operation is its ability to change the rotational direction of the
electric motor while being able to deliver the necessary amount of current to meet torque
requirements at the same time.

Figure 1.8 Belt-drive rack gear system

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 Steer-by-wire systems: steer-by-wire systems are a specific type of electronic power steering
(EPS) system that eliminates the mechanical connection between the steering wheel and the
wheels as it is shown in Fig.1.9. Instead of using a traditional steering column and mechanical
linkages, steer-by-wire systems rely on electronic signals to control the steering. There are two
main types of steer-by-wire systems in electronic power steering:
 Active Steer-by-Wire: Active steer-by-wire systems use electric actuators to directly
control the steering angle of the wheels. These actuators receive commands from the
electronic control unit (ECU) based on the driver's input and other sensor inputs. The ECU
processes the steering commands and sends signals to the actuators to adjust the wheel
angles accordingly. Active steer-by-wire systems provide precise control over steering and
allow for advanced features such as lane-keeping assist, autonomous parking, and adaptive
steering.
 Passive Steer-by-Wire: Passive steer-by-wire systems employ electrically assisted
mechanical linkages that transmit the steering input from the driver to the wheels. While
the mechanical linkage is still present, the steering effort augmented by electric power
using EPS technology. In this type of system, the driver's steering input detected by
sensors and processed by the ECU, which then sends signals to the electric power steering
motor to assist the steering effort. This combination of mechanical and electronic
assistance provides enhanced steering control and feedback. Both active and passive steer-
by-wire systems offer benefits such as flexibility in steering tuning, improved fuel
efficiency, and the potential for advanced driver assistance features. However, active steer-
by-wire systems provide more flexibility in steering control and enable additional
functionalities due to the absence of a mechanical connection. It is important to note that
steer-by-wire systems relatively new and not yet widely adopted in production vehicles.
The technology is still evolving, and further advancements in safety, redundancy, and
reliability developed to ensure robust and fail-safe operation.

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 Figure 1.9. An illustration of a steer-by-wire system.
1.2. Operation principle EPS System Components
The basis of system operation is its ability to change the rotational
direction of the electric motor
while being able to deliver the necessary amount of current to meet torque
requirements at the same
time. The system can deliver up to 75 amperes to the motor. The higher
the current, the greater the force exerted on the rack. The direction of the
turn controlled by changing the polarity of the signal to the motor. After
receiving directional and load information from the sensor, an electronic
controller activates the motor to provide power assistance. The EPS system
in general has three operating modes:
 Normal control mode: provides left or right power assist in response to input
from the torque and rotation sensor’s inputs.
 Return control mode: assists steering return after completing a turn.
 Damper control mode: adjusts the amount of assist according to the vehicle
speed to improve road feel and dampen kickback.
Operating principles of each electronically controlled steering system components are as shown
below:

A steering sensor is located on the input shaft, where it is bolted to the gearbox housing. The
steering sensor performs two functions:

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  First, as a torque sensor, it converts steering torque input into voltage signals. The PCM
monitors these signals.
 Second, as a rotation sensor, it converts the rotation speed and direction into voltage
signals.
An interfaced ECU converts the voltage signals from both sensors into signals that the PCM
can process. Once processed, the PCM ultimately provides the proper output signal to the EPS
motor.
The PCM also analyzes inputs from the vehicle’s speed and wheel speed sensors. The sensor
inputs then compared to the forces capability map data stored in the PCM’s memory.
The manufacturer preprograms these map data. The PCM sends the appropriate command to
the power unit. It supplies the electric motor with the necessary current to operate as
commanded. The electric motor then pushes the rack to either the right or the left. The
direction of rack movement depends on which way the current flows. Reversing the current
flow reverses directional rotation of the electric motor.

1.2.1. Steering Wheel Position Sensor

The steering wheel position sensor (SWPS) is a crucial component in the electronic power
steering (EPS) system. It is responsible for detecting and measuring the position of the steering
wheel, allowing the EPS system accurately interpret the driver's steering inputs. The SWPS
provides information about the angular position of the steering wheel. This data used by the
EPS system to determine the driver has intended direction and steering input.
The steering wheel position sensor implemented using various sensor technologies, including
Hall-effect sensors, optical sensors, or rotary potentiometers. These sensors detect the
rotational movement of the steering wheel and convert it into an electrical signal that
processed by the EPS control module. It is typically located on or near the steering column, in
close proximity to the steering wheel. It may integrated into the steering column assembly or
installed as a separate component.
The steering wheel position sensor sends signals to the EPS control module or ECU, providing
real-time data on the steering wheel's position. The module processes this information along
with other sensor inputs to determine the appropriate level of steering assistance required.
Calibration ensures that the sensor accurately reflects the steering wheel's position and range
of motion, allowing the EPS system to function correctly. The steering wheel position sensor

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 plays a crucial role in the EPS system by accurately detecting and relaying the driver's steering
inputs. Its precise measurement of the steering wheel's position enables the EPS system to
provide the appropriate level of steering assistance, enhancing vehicle control and
manoeuvrability as it is shown in Fig 1.10.

Figure 1.10. The hand-wheel position sensor and the its schematic.

1.2.2. Steering Angle and Torque Sensor

 Steering angle sensor: is a sensor that measures the amount of turning a
driver desires. This information used by the ESC system to know the driver’s
directional intent.
 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 as shown in Fig 1.11.
’04 & later Prius: The ’04 & later Prius uses an induction type torque sensor.
Detection ring 1 and 2 mounted on the input shaft and detection ring 3 mounted on the
output shaft. When torque 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.

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 Figure 1.11. The ’01 - ’03 Prius and ’04 Prius torque sensor.

1.2.3. Lateral Acceleration Sensor

The lateral acceleration sensor is a key component of an electronic power steering (EPS)
system. It is responsible for measuring the lateral acceleration or sideways movement of the
vehicle. The information provided by the lateral acceleration sensor used by the EPS system to
assist in steering control. The lateral acceleration sensor is typically located within the
vehicle's chassis or body structure, close to the vehicle's center of gravity. This placement
allows it accurately measure lateral acceleration during cornering or other manoeuvres. The
sensor uses various technologies, such as microelectromechanical systems (MEMS) or
piezoelectric elements, to detect changes in vehicle acceleration. These technologies convert
mechanical motion into an electrical signal that interpreted by the EPS system. The lateral
acceleration sensor sends the measured acceleration data as an electrical signal to the EPS
control module or ECU (Electronic Control Unit). The signal then processed by the control
module to determine the appropriate steering assistance required as shown in Fig 0.12.
In modern vehicles, the lateral acceleration sensor often integrated with other safety systems,
such as the electronic stability control (ESC) system. This integration allows the system to
work in conjunction with the stability control system to enhance vehicle stability and improve
overall handling during dynamic driving conditions. The lateral acceleration sensor is crucial
for the EPS system to provide accurate and responsive steering assistance. By continuously
monitoring the vehicle's lateral acceleration, the EPS system can adapt and assist the driver in
maintaining control and stability, especially in challenging driving situations.
The function of the lateral acceleration sensor is to provide the suspension control module with
feedback regarding vehicle-cornering forces. This type of sensor also called a G-sensor, with
the letter “G” representing the force of gravity. For example, when a vehicle enters a turn, the

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 sensor provides information as to how hard the vehicle is cornering. The suspension control
module to provide appropriate damping on the inboard and outboard dampers during cornering
events processes this information. This sensor either stand-alone unit or combined with the
yaw rate sensor. Typically, the sensor is mounted in the passenger compartment:
 Under a front seat
 In the center console
 On the package shelf

Figure 1.13. A schematic of the lateral acceleration sensor and EBCM.

1.2.4. Yaw Rate Sensor

A yaw rate sensor is a gyroscopic sensor that measures the side-to-side twist of the vehicle.
Two types of yaw rate sensors are used:
 Micromechanical and
 Piezoelectric
 A micromechanical sensor relies on an oscillating element. The movement of this
element changed in response to yaw and speed. During a turn, the vehicle tends to yaw
and the output from the sensor changes. The control unit uses those signals to determine
how much yaw is occurring.
 A piezoelectric sensor has a vibration-type gyroscope shaped like a tuning fork (Fig.14).
The yaw rate sensor provides information to the suspension control
module and the EBCM. This information used to determine how far the
vehicle has deviated from the driver’s intended direction.

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 Figure 1.14. Yaw rate sensor showing the typical locations and schematic.
The device divided into two sections: upper and lower. Both sections have piezoelectric
elements attached to them. As current flows through the piezoelectric materials, the sections
oscillate from one side to the other. When the vehicle is making a turn, the movement of the
vehicle causes the upper elements to move away to the difference between the two. This
difference represents the amount of understeer or oversteer that is occurring. To correct the
yaw, the system applies the brake at the appropriate wheel. Typically, the yaw rate sensor and
lateral accelerometer share the same housing. They are mounted in the center of the vehicle.
The lateral accelerometer monitors acceleration, deceleration, and cornering forces. These
sensors are commonly Hall-effect or piezoelectric units. Semiconductor materials are placed
on a plate and are set 45 degrees away from the centerline of the vehicle. Four beams (Fig
1.15) support the plate. The beams are designed to be able to flex in response to the movement
of the vehicle. The amount of flex determines the output signal from the sensor. The signal can
range from 0.25 to 4.75 volts depending on the G-forces the vehicle is experiencing.

Figure 1.15. An acceleration/deceleration sensor and semiconductor material rests on a plate

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 1.2.5. ESC Module
The electronic control power steering (ECPS) module, also known as the electronic control
unit (ECU) or electronic control module (ECM), is a vital component of the electronic power
steering (EPS) system. It acts as the control center for the EPS system, receiving input signals,
processing data, and providing commands to various system components to facilitate power-
assisted steering as it is shown in Fig 1.16.

Figure 1.16 Schematic showing the electric power steering and the torque/position sensor.
Here are some key points about the electronic control power steering module:
Function: The ECPS module is responsible for managing and controlling the operation of the
EPS system. It receives inputs from various sensors, such as the steering wheel position
sensor, vehicle speed sensor, and torque sensors, to determine the appropriate level of steering
assistance required based on the driver's inputs and driving conditions.
Signal processing: The ECPS module processes the data received from the sensors and
calculates the desired amount of steering assistance. It uses algorithms and control strategies to
optimize the steering feel, response, and stability of the vehicle. The module continuously
monitors and adjusts the level of assistance provided, ensuring a smooth and controlled
steering experience.
Actuator Control: The ECPS module sends control signals to the electric power steering
motor or actuator, instructing it to provide the necessary steering assistance. The module
adjusts the motor's torque output based on the driver's steering input, vehicle speed, and other

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 factors. This enables the EPS system to deliver the appropriate amount of assistive torque to
the steering system, enhancing manoeuvrability and ease of steering.
Diagnostic and fault management: The ECPS module incorporates diagnostic capabilities to
monitor the EPS system's performance and detect any faults or malfunctions. It can identify
sensor failures, actuator issues, or communication errors within the system. When a fault
detected, the module may trigger warning indicators on the dashboard, enter a fail-safe mode,
or store diagnostic trouble codes for use by technicians during system diagnostics and repairs.
Communication: The ECPS module may also communicate with other vehicle systems, such
as the vehicle stability control system, to share information and coordinate functions. This
integration allows for enhanced vehicle stability and safety, as the EPS system can work in
conjunction with other active safety features. The electronic control power steering module is a
critical component that enables the proper functioning and control of the EPS system. Its
ability to receive, process, and act upon sensor inputs ensures accurate and responsive power-
assisted steering, enhancing the driving experience and overall vehicle performance.
This type of motor can draw more than 50 amps and can become quite hot in operation.
Because of this high current demand, motor current draw monitored by the PSCM. In the event
the current flow overheats the motor or draw becomes excessive, the PSCM has an overload
protection mode, which limits current to the motor and decreases the amount of power steering
assist. Other EPS units use permanent magnet alternating current (AC) motors. These motors
are more efficient and
consume less power than DC motors. The power steering control module (PSCM) attached to
the motor and example data from the EPS module are shown in Fig 1.17.

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 Figure 1.17. The power steering control module (PSCM) attached to the motor and example
data from the EPS module.

1.2.6. Wheel Speed Sensor

Wheel speed sensors are inductance sensors and work in conjunction with
a toothed wheel. They consist of a permanent magnet and a soft iron rod
around which is wound a coil of wire. As the toothed wheel rotates the
changes in inductance of the magnetic circuit generates a signal. The
frequency and voltage of the signal are proportional to wheel speed. The
frequency is the signal used by the ECU. Some systems now use Hall Effect
sensors, which are more accurate at lower speed. The main parts of the
sensor are a magnet and an integrated circuit containing the sensing
element. Types of wheel speed sensors:
1. Passive wheel speed sensors are two-wire permanent magnet sensors. They produce an
AC voltage signal, which generated when a toothed tone ring or reluctor passes by the
sensor. This reluctor may be part of the CV axle or wheel bearing assembly.
2. Active wheel speed sensors detect rotation speed all the way down to zero and the
newest sensors can detect the direction of rotation, too. Four different sensor designs
are in use today. The original design is a variable reluctance magnetic pickup, which is
nothing more than a coil of wire wrapped around a magnet (see Fig 1.18)

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 Figure 1.18. Respective passive and active wheel speed sensors

1.3. Tools and equipment required

There are two categories of tools used in diagnosing and repairing steering system components
problems. Tools for electrical diagnosis include the scan tool and the digital multimeter
(DMM). Most manufacturers recommend a factory scan tool. It can perform tests and identify
faults in the electrical part of steering systems. The scan tool can read almost every system on
a vehicle. It provides valuable data to assist the technician in identifying problems. It is useful
in assessing electronic steering systems for wiring and sensor malfunctions. Typically,
electronic steering system faults set a diagnostic trouble code that the scan tool can retrieve.
ADMM used along with the service information to diagnose electrical faults. The DMM used
to measure voltage and to check the continuity of electronic circuits. When this occurs, the
system opens or shorts out. The DMM can be used to locate any opens or shorts. When
working with electronic power steering (EPS) systems, several tools and equipment’s
commonly used are listed below:
Diagnostic Scan Tool: a diagnostic scan tool is essential for diagnosing and troubleshooting
EPS-related issues. It allows technicians to read fault codes, monitor sensor data, and perform
system calibrations.
Multimeter: a multimeter used to measure voltage, current, and resistance in the EPS system.
It helps technicians identify electrical faults, test sensors, and ensure proper electrical
connections.
Torque wrench: a torque wrench is necessary for tightening bolts and fasteners to the
manufacturers specified torque values. This ensures proper assembly and prevents damage to

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 components.
Socket and wrench set: a set of sockets and wrenches in various sizes is required for
removing and installing components such as steering column bolts, control modules, and
electrical connectors.
Steering wheel puller: In some cases, a steering wheel puller needed to remove the steering
wheel from the steering column for access to EPS components.
Power steering pump pulley puller: If the EPS system includes a traditional power steering
pump, a pulley puller may be required to remove and install the pump pulley.
Wire crimpers and strippers: These tools used for making proper electrical connections,
crimping terminals, and stripping wire insulation when working with wiring harnesses.
Circuit tester: a circuit tester or test light can be used to check for power and ground signals
in the EPS system, helping diagnose electrical issues.
Electric power steering tester: This specialized tool designed specifically for testing and
calibrating EPS systems. It allows technicians to simulate steering inputs and monitor system
responses.
Safety equipment: personal protective equipment (PPE) such as safety glasses, gloves, and
protective clothing should be worn to ensure the technician's safety while working with EPS
systems.
It is important to note that the specific tools and equipment required may vary depending on
the make and model of the vehicle and the design of the EPS system. Manufacturers may also
provide specialized tools or equipment for their specific EPS systems. Therefore, consulting
the vehicle manufacturer's service manuals and guidelines recommended ensuring the
appropriate tools are used for working on a particular EPS system. Steering system special
tools are shown in Fig 1.19 below.

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 Figure 1.19. Steering system specialty tools. H. Inner tie-rod end tool I.
Power steering system analyzer J.

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 1.4. OHS required
Safety must be a prime consideration when anyone is working around and electric steering
systems. Occupational health and safety considerations for electronic controlled steering
systems in the automotive industry primarily focus on ensuring the safety of workers involved
in the manufacturing, installation, maintenance, and repair of such systems. Here are some
OHS aspects specific to electronic controlled steering systems. Workers involved in handling
electronic controlled steering systems should receive appropriate on their installation,
maintenance, and repair. This includes understanding the electrical components, wiring, and
safety procedures specific to these systems.
Electrical Safety: workers electrical safety practices to prevent electric shocks, short circuits,
and other electrical hazards associated with electronic components. They should follow proper
lockout/tagout procedures and use personal protective equipment (PPE) such as insulated
gloves and safety glasses when working with electrical systems.
Ergonomics: Ergonomic considerations are important when working with electronic
controlled steering systems. Workers should have access to proper tools, workstations, and
ergonomic aids to minimize the risk of musculoskeletal disorders and injuries during
installation, repair, or testing activities.
Risk assessment: conducting a thorough risk assessment of electronic controlled steering
system operations is essential to identify potential hazards and implement appropriate control
measures.
Documentation and procedures: clear and comprehensive documentation and standard
operating procedures should be in place for workers to follow during the installation,
maintenance, and repair of electronic controlled steering systems.
Testing and quality control: OHS considerations extend to testing and quality control
procedures for electronic controlled steering systems.
Continuous improvement: regular monitoring, review, and improvement of OHS practices
related to electronic controlled steering systems carried out. This can include incident
investigation, feedback from workers, and updates to procedures based on technological
advancements or regulatory changes. It is important promote a safety culture, provide adequate
resources, and comply with relevant OHS regulations and standards to protect workers' health
and safety when working with electronic controlled steering systems.

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 Self-check 1.1
Directions: Answer all the questions listed below.
Part I: Fill in the blank space

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1. ______________Uses input from sensor to determine direction of travel, rate of turning,
and how much assist needed.
2. ______________Sensor that measures the amount of turning a driver desires.
3. ______________Detects the twist of the torsion bar and converts the applied
torque into an electrical signal.
4. _______________May also be called a hand-wheel position sensor.
5. _______________Steer-by-wire systems are not yet used on any production vehicles
today. A. True B. False

Part-II: Choose the correct answer from the given alternatives

1. In an electric power steering (EPS) system, what indicates steering wheel position and
force to the ECU?
A. The steering sensor
B. The electric motor
C. The steering actuator
D. The EPS relay
2. In a passive four-wheel steering system, what allows the rear wheels to change angle
around turns?
A. The rear rack and pinion
B. The compliant bushings
C. The steering control module
D. The rear steering actuator
3. _________ are two-wire permanent magnet sensors.
A. Passive wheel speed sensors
B. Active wheel speed sensors
C. Either of the two
D. All

4. Of the following, which one is the primary types of electric power steering systems?
A. Pinion-assist
 B. Direct-drive
C. Rack-assist
D. All of the above
5. _______ is a gyroscopic sensor that measures the side-to-side twist of the vehicle.
A. Steering wheel position sensor
B. Lateral acceleration sensor
C. Yaw rate sensor
D. Speed sensor

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Unit two: Inspecting and Testing electronic control steering system
components

This unit is developed to provide you the necessary information regarding the following content
coverage and topics:

 Inspecting and testing electronically controlled steering system

 Testing sensors and actuators
 Testing and diagnosing ESC module

This unit will also assist you to attain the learning outcomes stated in the cover page. Specifically,
upon completion of this learning guide, you will be able to:

 Inspect and tests of electronically controlled steering system

 Test sensors and actuators
 Perform testing and diagnosing ESC module
Operation Sheet 2.1
Operation Title: Inspecting and testing procedures
Purpose: To check general procedure of EPS
Conditions for the operations:
 Safe working area
 Properly operated tools and equipment
 Appropriate working cloths fit with the body
Equipment Tools and Materials:
 Open circuit tester
 Advanced digital Multi-meter
 Scan tools
 Vehicles with the EPS
Quality Criteria: Assured performing of all the activities according to the procedures
Precautions:
 Wearing proper protective clothes, eye glass, glove
 Make working area hazard free and safe
 Read and interpret manual which guide you how to use tools and equipment
Steps in doing the task
1. The first step is to verify the concern. Start the vehicle and operate the steering
wheel while observing the EPS warning lamp.
2. If the lamp goes out as it should and the power steering feels normal, you may
need to perform a test drive. This will allow you to check the operation of the
steering system under driving conditions.
3. The test drive should confirm the customer’s concern. It will also give you
valuable information regarding the fault. If the EPS lamp is off, you will want to
perform a visual inspection of the mechanical components. This includes tire
pressure, tires, tie-rod ends, rack bushings, and steering column for excessive
play or damage.
4. If the EPS lamp indicates a fault, a scan tool will have to be hooked up to the
vehicle’s data link connector. The scanner accesses and retrieves data from the
vehicle’s onboard computer. This allows it to retrieve any stored diagnostic
trouble codes (DTCs).
5. The DTCs are used along with the manufacturer’s flowchart to identify the exact
problem. Consult the service information for the exact steps for diagnosis, repair,
or replacement. To inspect and test the electric power-assist steering, follow the
steps:

Figure 2.20: Step-1 Verify the concern by operating the steering wheel and observing
the EPS warning lamp.

Figure 2.21 Step-2. If the EPS lamp is off, inspect the steering system, including the
tires.

Figure 2.22: Step-3. If the EPS lamp is on, connect a scan tool and read any EPS-related
codes.
Operation Sheet 2.2
Operation Title: Testing Sensors and Actuators
Purpose: Front wheel sensor inspection and testing
Conditions for the operations:
 Safe working area
 Properly operated tools and equipment
 Appropriate working cloths fit with the body
Equipment Tools and Materials:
 Open circuit tester
 Advanced digital Multi-meter
 Scan tools
 Vehicles with the EPS
Quality Criteria: Assured performing of all the activities according to the procedures
Precautions:
 Wearing proper protective clothes, eye glass, glove
 Make working area hazard free and safe
 Read and interpret manual which guide you how to use tools and equipment
Steps in doing the task
1. With the ignition switch on, turn the steering wheel slowly to the left and slowly to the
right until the 4WS indicator light comes on.
2. Repeat this step several times to find the exact steering wheel position where the 4WS
indicator light illuminated for more than two seconds.
3. The 4WS indicator light should be illuminated when the steering wheel is 9 mm (0.4 in)
to the left and right of the center mark on the steering wheel.
4. If the 4WS indicator light comes on at a point outside of this specified range, the 4WS
system requires adjustment.
 Figure 2.4. Front wheels straight ahead and wire pointer positioned over the center mark
on the steering wheel.
Steps in doing the task to check the front sub steering angle sensor:
1. Slowly turn the steering wheel to the left and right of the center position until the 4WS
indicator light blinks at intervals of 0.2 seconds.
2. Repeat this procedure several times to locate the exact steering wheel position where the
indicator light begins blinking. The light should begin blinking within 2.2 in (55 mm) to
the left or right of the center mark on the steering wheel.
3. If the 4WS indicator light does not begin flashing within this specified range, a 4WS
system adjustment is necessary.
4. After adjusting the front sub steering sensor, the 4WS indicator light should begin
flashing when the steering wheel is turned 0.7 in (18 mm) to the left or right of the
center mark on the steering wheel.
Operation Sheet 2.3
Operation Title: Testing Sensors and Actuators
Purpose: Rear Sensor Inspection and testing
Conditions for the operations:
 Safe working area
 Properly operated tools and equipment
 Appropriate working cloths fit with the body
Equipment Tools and Materials:
 Proper wrenches
 Torque wrench
 Scan tools
 Vehicles with the EPS
Quality Criteria: Assured performing of all the activities according to the procedures
Precautions:
 Wearing proper protective clothes, eye glass, glove
 Make working area hazard free and safe
 Read and interpret manual which guide you how to use tools and equipment
Steps in doing the task
1. Release the parking brake and be sure the parking brake warning light is off. This
causes the 4WS control unit to enter the rear steering sensor inspection mode
2. Remove the rear cap bolt and sealing washer from the rear steering actuator and install
the rear steering center lock pin until it bottoms in the actuator (Fig.20).
3. Position the front wheels in the straight-ahead position to prevent the rear wheels from
steering if the engine started by mistake.
4. Turn the ignition switch on and push the left rear wheel fully to the right by hand; then
push this wheel fully to the left by hand while a coworker observes the 4WS
indicator light (Fig.20). The 4WS indicator light should begin to flash
at 0.2-second intervals when the left rear wheel pushed to the left a
small amount. If the 4WS indicator light does not flash, adjust the
rear sub steering angle sensor.
 Figure 2.5. Removing the rear cap bolt and sealing washer, and installing the
rear steering center lock pin.
5. With the ignition switch on, push the left rear wheel fully to the
left by hand; then slowly push it to the right. The 4WS indicator
light illuminated for more than two seconds when the left rear
wheel pushed to the right (Fig.20). If the 4WS indicator light is not
illuminated, remove the rear main steering angle sensor and
check it for damage.
6. Turn off the ignition switch.
7. Remove the rear steering center lock pin and install the cap bolt
and washer. Tighten
the cap bolt to the specified torque.
8. Remove the jumper wire from the service check connector.
9. Install the rear steering actuator cover.
 Figure 2.6. The 4WS indicator light should flash when the left rear wheel
pushed to the
left, if the rear sub steering angle sensor is properly adjusted.

Figure 2.7. Pushing the left rear wheel to the right and observing the 4WS indicator light
checks the rear main steering angle sensors
Operation Sheet 2.4
Operation Title: Testing Sensors and Actuators
Purpose: To inspect and test rear steering actuator
Conditions for the operations:
 Safe working area
 Properly operated tools and equipment
 Appropriate working cloths fit with the body
Equipment Tools and Materials:
 Proper wrenches
 Torque wrench
 Scan tools
 Vehicles with the EPS
Quality Criteria: Assured performing of all the activities according to the procedures
Precautions:
 Wearing proper protective clothes, eye glass, glove
 Make working area hazard free and safe
 Read and interpret manual which guide you how to use tools and equipment
Steps in doing the task
1. Electronic neutral check the preliminary checks
2. If the power to the 4WS control unit has been shut down for any of the following
operations, start the engine, turn the steering wheel fully right, and left.
 Battery cables have disconnected.
 The control unit connector has disconnected.
 The number 43 clock-radio fuse has disconnected.
CAUTION: This action may damage the lock pin and rear steering actuator.
3. Do not start the engine with the rear steering actuator lock pin in.
4. Prior to the electronic neutral check, be sure the steering wheel spoke is at the designated
angle while driving straight ahead.
5. Be sure the rear wheels are in the straight-ahead driving position before the electronic
neutral check.
Operation Sheet 2.5
Operation Title: Testing Sensors and Actuators
2.1.1 Purpose: To inspect and test front main steering angle sensor
Conditions for the operations:
 Safe working area
 Properly operated tools and equipment
 Appropriate working cloths fit with the body
Equipment Tools and Materials:
 Proper wrenches
 Torque wrench
 Scan tools
 Vehicles with the EPS
Quality Criteria: Assured performing of all the activities according to the procedures
Precautions:
 Wearing proper protective clothes, eye glass, glove
 Make working area hazard free and safe
 Read and interpret manual which guide you how to use tools and equipment
Steps in doing the task
1. Place the car on an alignment rack with each wheel on a turning radius gauge turntable.
Turn the steering wheel fully to the right and then fully to the left; count the number of
turns from fully right to fully left.
2. Turn the steering wheel back from full left exactly one-half the number of turns from
fully right to fully left. This action centers the front steering rack. The steering wheel
spoke should be within the vehicle manufacturer’s specified number of degrees from
the horizontal position. If the steering wheel is not within this specified position,
proceed with the front main steering angle sensor adjustment and spoke angle
adjustment.
3. Set the steering wheel so the front wheels are straight ahead, and remove the steering
wheel retaining nut. Use a steering wheel puller to remove the steering wheel (Fig.23).
4. Check to see if the yellow paint mark on the front main steering angle sensor is facing
straight down (Fig.23). When this paint mark is facing down, the front main steering
angle sensor is in the electronically neutral position.
5. If the yellow paint mark on the front main steering angle sensor is not facing
downward, temporarily install the steering wheel with the spokes in the horizontal
position. Turn the steering wheel until this yellow paint mark is facing downward.
6. Return the steering wheel to the horizontal position and remove the steering wheel.
7. Install the steering wheel, aligning it with the serration that makes the spoke angle
closest to horizontal. Be sure the steering wheel openings fit over the pins on the cable
reel for the air bag system (Fig.23). Do not push down hard on the steering wheel until
the serrations and cable reel pins are properly aligned. When the serrations and cable
reel pins are properly aligned, push the steering wheel down into place and install the
retaining nut.
8. Hold the steering wheel and tighten the retaining nut to the specified torque.
Operation Sheet 2.6
Operation Title: Testing Sensors and Actuators
Purpose: To inspect and test front sub steering angle sensor
Conditions for the operations:
 Safe working area
 Properly operated tools and equipment
 Appropriate working cloths fit with the body
Equipment Tools and Materials:
 Floor jack
 Safety stands
 Jumper wire and scan tools
 Vehicles with the EPS
Quality Criteria: Assured performing of all the activities according to the procedures
Precautions:
 Wearing proper protective clothes, eye glass, glove
 Make working area hazard free and safe
 Read and interpret manual which guide you how to use tools and equipment
Steps in doing the task
1. Raise the front and rear suspension with a floor jack and place safety stands under the
proper chassis locations specified by the car manufacturer. All four wheels must be
off the floor.
2. Set the steering wheel in the straight-ahead driving position.
3. Connect a jumper wire across the 4WS system service check connector terminals.
4. Pull the parking brake on fully and turn on the ignition switch. Be sure the parking
brake warning light is illuminated.
5. Turn the ignition switch off.
6. Cut the tie strap off the front sub steering angle sensor cover and remove this cover
7. Remove the wiring harness from the clamp and disconnect the wiring harness
connector.
8. Loosen the front sub steering angle sensor locknut; then tighten the locknut fully by
hand. Back this locknut off three-quarters of a turn and connect the connector.
9. Be sure the front wheels are in the straight-ahead driving position and turn the
steering wheel until the 4WS indicator light is illuminated. Keep the steering wheel in
this position.
10. Slowly turn the front sub steering angle sensor clockwise until the 4WS indicator
light
goes off, and then mark the sensor position in relation to the housing.
11. Slowly rotate the front sub steering angle sensor counterclockwise until the 4WS
indicator light begins to blink, and then mark the sensor in relation to the housing. Set
the front sub steering angle sensor in the center of the range from where the light
went off to where the light began to blink. Hold the sensor in this position and tighten
the locknut to the specified torque.
12. Turn off the ignition switch. If the front sub steering angle sensor harness is twisted,
disconnect the connector and straighten the harness. Install the harness in the clamp
and install the sensor cover. Secure the cover with a new tie strap.
13. Perform the electronic neutral check described earlier.
Operation Sheet 2.7
Operation Title: Testing Sensors and Actuators

Purpose: To inspect and test rear sub steering angle sensor

Conditions for the operations:
 Safe working area
 Properly operated tools and equipment
 Appropriate working cloths fit with the body
Equipment Tools and Materials:
 Floor jack
 Safety stands
 Jumper wire and scan tools
 Vehicles with the EPS
Quality Criteria: Assured performing of all the activities according to the procedures
Precautions:
 Wearing proper protective clothes, eye glass, glove
 Make working area hazard free and safe
 Read and interpret manual which guide you how to use tools and equipment
Steps in doing the task
1. Raise the front and rear suspension with a floor jack, and place safety stands under
the proper chassis locations specified by the car manufacturer. All four wheels must
be off the floor.
2. Connect a jumper wire across the terminals in the 4WS system service check
connector, and be sure any trouble codes have been displayed.
3. Release the parking brake and turn the ignition switch on. Be sure the parking brake
warning light goes off.
4. Turn off the ignition switch.
5. Remove the cap bolt and washer and install the rear steering center lock pin.
6. Remove the rear sub steering angle sensor wire from the clamp and disconnect the
wiring harness connector.
7. Loosen the rear sub steering angle sensor locknut. Tighten this locknut fully by hand;
then back it off approximately one-half turn..
8. Connect the rear sub steering angle sensor connector and set the front wheels in the
straight-ahead driving position.
9. Turn on the ignition switch.
10. Push the left rear wheel fully to the left by hand, and then push this wheel slowly to the
right until the 4WS indicator light comes on. This action places the main rear steering
angle sensor in the electronically neutral position.
11. Slowly turn the rear sub steering angle sensor counterclockwise until the 4WS
indicator light goes off, and mark the sensor in relation to the housing.
12. Slowly rotate this sensor clockwise until the 4WS indicator light starts to blink and
mark the sensor in relation to the housing. Turn the sensor to the center position
between where the indicator light went off and the light started to blink (Figure 13-36).
Hold the sensor in this position and tighten the locknut to the specified torque.
13. Turn off the ignition switch.
14. If the rear sub steering angle sensor wiring is twisted, disconnect the connector,
straighten the harness, and reconnect the connector.
15. Disconnect the jumper wire from the service check connectors
16. Remove the rear steering center lock pin and install the cap bolt and washer. Tighten
the cap bolt to the specified torque.
17. Install the rear steering actuator cover and perform the electronic neutral check
described earlier in this chapter
Operation Sheet 2.8
Operation Title: Testing Sensors and Actuators
Purpose: To inspect and Testing ESC Module
Conditions for the operations:
 Safe working area
 Properly operated tools and equipment
 Appropriate working cloths fit with the body
Equipment Tools and Materials:
 Floor jack
 Safety stands
 Jumper wire and scan tools
 Vehicles with the EPS
Quality Criteria: Assured performing of all the activities according to the procedures
Precautions:
 Wearing proper protective clothes
 Make working area hazard free and safe
 Read and interpret manual which guide you how to use tools and equipment
Steps in doing the task
EPS control module inspection:
1. Remove the engine cover, battery cover, and PCM cover.
2. Remove the PCM and the EPS control module.
3. Connect the PCM and EPS control module connectors.
4. Attach the tester lead to the underside of the control module connector and
5. Inspect the voltage and continuity according to the Terminal Voltage.
Replace the EPS control module if it subjected to an impact.
1. Remove the engine cover, battery cover, and PCM cover.
2. Remove the engine cover, battery cover, and PCM cover.
3. Remove the PCM.
4. Remove in the order indicated as a manual.
5. Install in the reverse order of removal.
6. After installation, set the EPS system to the neutral position.
Part-I: Choose the correct answer from the given alternatives
1. Is steering difficulties of the vehicles equipped with EPS driver complains?
A. Stiff steering
B. Intermittent steering
C. Lack of return to center concerns.
D. All
2. All of these statements about rear steering actuators and actuator service are true
EXCEPT
A. Axial impact on the shaft screw may damage the actuator.
B. Rotational force on the shaft screw may damage the actuator.
C. The engine may be started with the rear steering lock pin in place.
D. The shaft screw must be held with a special tool while loosening the tie rods.
3. In the EPS control module inspection, which one should be the first work?
A. Remove the PCM and the EPS control module.
B. Remove the engine cover, battery cover, and PCM cover.
C. Connect the PCM and EPS control module connectors
D. Attach the tester led to the underside of the control module connector
4. If the EPS control module is replaced and not set the EPS to the neutral position.
A. The system may not operate correctly
B. The system operates correctly
C. Both are answer
D. None of the above
5. At the electronic neutral check, which one should be the preliminary checks if the
power to the 4WS control unit has been shut down
A. Battery cables have disconnected.
B. The control unit connector has disconnected.
C. The number 43 clock-radio fuse has disconnected.
D. All of the above
LAP Test: 2
Instruction: Perform the following tasks
Task 1. Inspect rear and front wheel sensors
Task 2. Inspect rear steering actuator
Task 3. Inspect main steering angle sensor
Task 4. Test front and rear sub steering angle sensor
Task 5. Test and Diagnosis ESC Module
Unit Three: Servicing/repairing Electronically controlled steering systems

This unit is developed to provide you the necessary information regarding the following content
coverage and topics:
 Adjusting electronically controlled steering systems
 Checking functionality on road test
 Cleaning/ inspecting Equipment and work area

This unit will also assist you to attain the learning outcomes stated in the cover page. Specifically,
upon completion of this learning guide, you will be able to:

 Perform maintaining electronically controlled steering systems

 Adjust electronically controlled steering systems
 Check the functionality on road test
 Perform cleaning/ inspecting Equipment and work area
3.1 Maintaining Electronically Controlled Steering Systems
Maintaining electronically controlled steering systems may include servicing and
adjusting on EPS systems with adjustable sensors must be performed
precisely as explained in the vehicle manufacturer’s service manual.
Inaccurate EPS system adjustments may cause improper wheel steering
operation, and this may result in reduced steering control. So that the
system maintenance must appropriately performed.

Figure 3.1 Chassis configuration with actuators.

3.1.1 Adjusting Electronically Controlled Steering Systems

Rear Steering Actuator Adjustment

Electronic neutral check: preliminary checks, if the power to the control unit has been shut
down for any of the following operations, start the engine, turn the steering wheel fully right,
and left.
o Battery cables have disconnected.
o The 4WS control unit connector has disconnected.
o The number 43 clock-radio fuse has disconnected.
CAUTION: place. This action may damage the lock pin and rear steering actuator. Do not
start the engine with the rear steering actuator lock pin in. Prior to the electronic neutral
check, be sure the steering wheel spoke is at the designated angle while driving straight
ahead. Be sure the rear wheels are in the straight-ahead driving position before the electronic
neutral check.
Front Main Steering Angle Sensor Adjustment

Front main steering angle sensor adjustment plays an important role in good performances of
steering. Therefore, that proceed front main steering angle sensor adjustment as follow:
Place the car on an alignment rack with each wheel on a turning radius gauge turntable. Turn
the steering wheel fully to the right and then fully to the left; count the number of turns from
fully right to fully left. Turn the steering wheel back from full left exactly one-half the
number of turns from fully right to fully left. This action centers the front steering rack. The
steering wheel spoke should be within the vehicle manufacturer’s specified number of
degrees from the horizontal position. If the steering wheel is not within this specified
position, proceed with the front main steering angle sensor adjustment and spoke angle
adjustment.
Set the steering wheel so the front wheels are straight ahead, and remove the steering
wheel retaining nut. Use a steering wheel puller to remove the steering wheel (Fig.3.2).
Check to see if the yellow paint mark on the front main steering angle sensor is facing
straight down (Fig.3.2). When this paint mark is facing down, the front main steering angle
sensor is in the electronically neutral position.

Figure 3.2 Removing the steering wheel and yellow paint mark on the front main steering
angle sensor indicating the electronically neutral sensor position respectively.

E. Check to see if the yellow paint mark on the front main steering angle sensor is facing
straight down (Fig.3.2). When this paint mark is facing down, the front main steering
angle sensor is in the electronically neutral position.
F. If the yellow paint mark on the front main steering angle sensor is not facing downward,
temporarily install the steering wheel with the spokes in the horizontal position. Turn the
steering wheel until this yellow paint mark is facing downward.
G. Return the steering wheel to the horizontal position and remove the steering wheel.
H. Install the steering wheel, aligning it with the serration that makes the spoke angle
closest to horizontal. Be sure the steering wheel openings fit over the pins on the cable
reel for the air bag system (Fig.3.2). Do not push down hard on the steering wheel until
the serrations and cable reel pins properly aligned. When the serrations and cable reel
pins properly aligned, push the steering wheel down into place and install the retaining
nut.
I. Hold the steering wheel and tighten the retaining nut to the specified torque.
Front Sub Steering Angle Sensor Adjustment
The procedures for the front sub steering angle sensor adjustment are as follow

1. Raise the front and rear suspension with a floor jack and place safety stands under the
proper chassis specified by the car manufacturer. All four wheels must be off the floor.
2. Set the steering wheel in the straight-ahead driving position.
3. Connect a jumper wire across the 4WS service check connector terminals.
4. Pull the parking brake on fully and turn on the ignition switch. Be sure the parking
brake warning light is illuminated.

Figure 3.3 Proper alignment of the steering wheel openings and cable reel pins.
 Figure 3.4 Cutting the tie strap and removing the front sub steering angle sensor cover.
5. Turn the ignition switch off.
6. Cut the tie strap off the front sub steering angle sensor cover and remove this cover
7. Remove the wiring harness from the clamp and disconnect the wiring harness
connector.
8. Loosen the front sub steering angle sensor locknut; then tighten the locknut fully by
hand. Back this locknut off three-quarters of a turn and connect the connector.
9. Be sure the front wheels are in the straight-ahead driving position and turn the steering
wheel until the 4WS indicator light is illuminated.
10. Slowly turn the front sub steering angle sensor clockwise until the 4WS indicator light
goes off, and then mark the sensor position in relation to the housing.
11. Slowly rotate the front sub steering angle sensor counterclockwise until the 4WS
indicator light begins to blink, and then mark the sensor in relation to the housing
(Fig.3.4). Set the front sub steering angle sensor in the center of the range from where
the light went off to where the light began to blink. Hold the sensor in this position and
tighten the locknut to the specified torque.
12. Perform the electronic neutral check described earlier.
Rear Sub Steering Angle Sensor Adjustment

The rear main steering angle sensor is not adjustable. Proceed with these steps to adjust
the rear sub steering angle sensor.
1. Raise the front and rear suspension with a floor jack, and place safety stands under
the proper chassis locations specified by the car manufacturer. All four wheels must
be off the floor.
2. Connect a jumper wire across the terminals in the 4WS system service check
connector, and be sure any trouble codes have been displayed.

Figure 3.5 Adjusting the front sub steering angle sensor and adjusting the rear sub
steering angle sensor respectively.
3. Release the parking brake and turn the ignition switch on. Be sure the parking brake
warning light goes off.
4. Turn off the ignition switch.
5. Remove the cap bolt and washer and install the rear steering center lock pin.
6. Remove the rear sub steering angle sensor wire from the clamp and disconnect the
wiring harness connector.
7. Loosen the rear sub steering angle sensor locknut. Tighten this locknut fully by hand;
then back it off approximately one-half turn.
8. Connect the rear sub steering angle sensor connector and set the front wheels in the
straight-ahead driving position.
9. Turn on the ignition switch.
10. Push the left rear wheel fully to the left by hand, and then push this wheel slowly to
the right until the 4WS indicator light comes on. This action places the main rear
steering angle sensor in the electronically neutral position.
11. Slowly turn the rear sub steering angle sensor counterclockwise until the 4WS
indicator light goes off, and mark the sensor in relation to the housing.
12. Slowly rotate this sensor clockwise until the 4WS indicator light starts to blink and
mark the sensor in relation to the housing. Turn the sensor to the center position
between where the indicator light went off and the light started to blink (Figure 13-
36). Hold the sensor in this position and tighten the locknut to the specified torque.
13. Turn off the ignition switch.
14. If the rear sub steering angle sensor wiring is twisted, disconnect the connector,
straighten the harness, and reconnect the connector.
15. Disconnect the jumper wire from the service check connectors
16. Remove the rear steering center lock pin and install the cap bolt and washer. Tighten
the cap bolt to the specified torque.
17. Install the rear steering actuator cover and perform the electronic neutral check
described earlier in this chapter.
3.2 On road test

3.2.1 Implications of electric power steering warning light

Electrical power steering system malfunction of wiring harness, connector

condition, torque sensor, EPS motor, fuse, and EPS control module
malfunction; Checking for functionality on road test shown as follow:
Symptom troubleshooting: verify the symptom, and perform
troubleshooting according to the appropriate parameters when:
 EPS warning light does not illuminate with ignition switch at ON.
 EPS warning light does not go out even though engine has
started.
 Power assist differs between right and left turns.
Electric power steering warning light does not illuminate with
ignition switch at on
Troubleshooting hints
 EPS warning light circuit malfunction in the instrument cluster
 An error originates from the EPS control module, and the "off" signal
generated.
 EPS control module malfunction
Diagnostic procedure
Ste Actio
Inspection
p n
Inspect PID/data in EPS EPS warning light circuit
control module malfunction in the
 Select the following items instrument cluster. Inspect
Yes
using the WDS or the instrument cluster. (see
equivalent Data logger instrument cluster
1 function. input/output check mode .)
 EPS LAMP (EPS warning EPS control module
light) malfunction. Replace the
 Is the EPS LAMP ON while No EPS control module. (see
the ignition switch turned EPS control module
to the ON position? removal/installation)
 Electric power steering warning light does not go out even
though engine has started
Troubleshooting hints
 EPS system malfunction
 Wiring harness malfunction
 Connector condition malfunction
 Torque sensor malfunction
 EPS motor malfunction
 Fuse malfunction
 EPS control module malfunction
 EPS control module detects an EPS system malfunction even though the EPS
system is normal.
 Communication line malfunction
 Vehicle speed signal malfunction
 Engine speed signal malfunction
 wiring harness malfunction
 EPS warning light circuit malfunction in the instrument cluster
 Wiring harness malfunction
 Malfunction in wiring harness between EPS control module and
instrument cluster
Diagnostic procedure
Ste Action
Inspection
p
Inspect EPS control module and DLC-2 If a communication error message is
for continuity or short Ye displayed even after inspecting
 Perform the Diagnostic Trouble s according to the procedures displayed on
Codes (DTC) inspection. the WDS or equivalent, go to step 5.
1
 Is an error message regarding the
communication between the EPS
No Go to the next step.
control module and the WDS or
equivalent displayed?
Inspect for DTCS in EPS control module Ye Perform inspection using the appropriate
2  Have DTCS been recorded in the s DTC.
memory? No Go to the next step.
3 Inspect PID/data in EPS control module Ye Repeat the DTC inspection. If no DTCS
 Select the following items using the s recorded in the memory, replace the EPS
 WDS or equivalent data logger function. module. (see eps control module
EPS lamp (EPS warning light) removal/installation)
 Is the EPS lamp on after the engine is The EPS system is normal. Go to the
No
already running? next steps
Inspect wiring harness for continuity Inspect the instrument cluster. (EPS
between EPS control module and warn
instrument cluster Ye circuit malfunction in the instrument
 Disconnect the EPS control module s clust
connector and the instrument cluster (see instrument cluster input/or check
connector. mode .)
4
 Inspect for continuity between the EPS
control module and the instrument
Repair the wiring harness between the
cluster at the following terminals.
No EPS module and the instrument cluster,
 Terminal 2m (13-pin) and terminal 1j
and then malfunction symptoms.
(12-pin). Terminal 2k (13-pin) and
terminal 1l (12-pin).Is there continuity?
Inspect wiring harness for continuity Ye
5 Go to the next step.
between EPS control module and DLC-2 s
 Disconnect the EPS control module Repair the wiring harness between the
connector. EPS module and the dlc-2, and then
 Inspect for continuity between the EPS repeat from malfunction.
control module and the DLC-2 at the No
following terminals.
Terminal 2m (13-pin) and can_h
terminal (16-pin) terminal 2k (13-pin)
and can_l terminal (16-pin). is there
continuity?
Inspect the eps control module
Inspect voltage at EPS control module
connectors, and then repeat from step 1
 Measure the voltage at EPS control
if the malfunction recurs. If the same
module connector terminal 2p (13-pin, Ye
symptoms recur, replace the eps control
IG1 signal). s
module.
 Is the voltage within the following
(see eps control module
6 range?
removal/installation .)
IG on: 10/16 v
Inspect the battery. If the battery
condition is normal,
No inspect and repair the EPS control
module wiring harness (IG1 signal). Re
inspect the malfunction symptoms.

Power assist differs between right and left turns

The Electric power steering simply uses an electric motor to direct the steering commands
made by the driver easily. The electric power steering is more efficient and works to assist
the steering at each right and left direction.
Troubleshooting hints
 Steering gear and linkage malfunction
 EPS motor malfunction
 Torque sensor malfunction
 EPS control module malfunction
 EPS system neutral position setting not performed.

Diagnostic procedure
St Acti
Inspection
ep on
Perform inspection using
Inspect for DTC in EPS control
Yes the appropriate DTC, then
1 module. Have DTCs recorded
go to Step 3.
in the memory?
No Go to the next step.
Inspect steering wheel power Inspect the steering gear
assist and linkage. If it is
 Disconnect the EPS motor Yes abnormal, replace it(see
connectors steering gear and linkage
2  Inspect steering wheel removal/installation .)
power assist.
Is there a difference in the
No Go to the next step.
steering wheel power assist
between right and left turns?
Inspect torque sensor wiring
Inspect torque sensor and harness and the EPS motor
EPS motor wiring harness. If they are
Inspect the following items: Yes normal, replace EPS control
Measure the resistance of the module.(see EPS control
3 torque sensor. module
Resistance: 1215 ohms removal/installation.)
Inspect the operating Replace steering gear and
condition of the EPS motor. linkage.(see steering gear &
No
 Are they normal? linkage
removal/installation .)
 Photo Sequence below showed a typical procedure for diagnosing an electronically
controlled steering system.

Figure 3.6 Typical procedure for diagnosing an electronically controlled

four-wheel steering system

3.2.2 Electric power steering (EPS) On-Board diagnosis

The On-Board Diagnostics II (OBD-II) system is used in most modern vehicles to monitor and
diagnose the performance of the engine and other essential systems. It helps to identify issues
and potential problems with the vehicle. Here is a general procedure for using OBD-II:
On-Board Diagnostic (OBD) test description:
 The OBD test inspects the integrity and function of the EPS and
outputs the results when requested by the specific tests.
 On-board diagnostic test also: provides a quick inspection of the EPS
usually performed at the start of each diagnostic procedure.
 Provides verification after repairs to ensure that no other faults
occurred during service
The OBD test is divided into 3 tests:
1. Read/clear diagnostic results: this function allows reading or
clearing of DTCs in the EPS control module memory
2. PID/Data monitor and record: This function allows access of
certain data values, input signals, calculated values, and system
status information.
3. Active command modes: this function allows control of devices
through the WDs.
 Reading DTCs procedure:
1. Connect the WDS or equivalent to the vehicle DLC-2 connector.
2. Retrieve DTCs using the WDS or equivalent.

Figure 3.7 Connect the WDS or equivalent to the vehicle DLC-2 connector.

Clearing DTCs procedure:

1. After repairs have been made, perform the reading DTCs procedure
2. Clear DTCs using the WDS or equivalent.
3. Verify that the customer's concern has been resolved.
PID/Data monitor and record procedure
1. Connect the WDS or equivalent to the vehicle DLC-2 connector.
2. Access and monitor PIDs using the WDS or equivalent.
 Active command modes procedure
1. Connect the WDS or equivalent to the vehicle DLC-2 connector.
2. Activate active command modes using the WDS or equivalent.

3.3. Cleaning / inspecting equipment and work area

Cleaning and inspecting equipment and the work area are important tasks
in the maintenance of electronic power steering systems.
Remove debris: Use a brush or compressed air to remove any loose
debris, such as dust or dirt, from the equipment and work area. Be careful
not to blow the debris into sensitive electronic components.
Power down the system: before starting the cleaning process, make
sure to power down and disconnect the electronic power steering system
from any power source.
Clean the equipment: Dampen a lint-free cloth or wipe with an
appropriate cleaning solvent or solution.
Clean connectors and contacts: use a specialized electronic contact
cleaner to clean connectors and contacts. Apply the cleaner to a lint-free
cloth and carefully clean the contact surfaces. Ensure that the contacts are
completely dry before reconnecting them.
After cleaning, allow the equipment to air dry thoroughly. You can also use
compressed air to remove any remaining moisture, especially from hard-to-
reach areas. Clean and organize the work area to promote a safe and
efficient working environment. Dispose of any used cleaning materials and
properly store the cleaning supplies for future use.
Part II: Choose the appropriate answer from the given alternatives
1. Cleaning or inspecting equipment and work area of electronic power steering may
include all except

A. Remove debris
B. Clean the equipment
C. Clean connectors and contacts
D. None of the above
2. Different amount power assist between right and left turns in
electric control steering system cannot be caused by
A. Steering gear and linkage malfunction
B. EPS motor proper functioning
C. Torque sensor malfunction
D. EPS control module malfunction

3. If the electric power steering warning, light does not go out even though engine has
started operation. Which one may be the reason?
A. Wiring harness proper function
B. Connector condition proper function
C. Torque sensor malfunction
D. EPS motor proper function

4. The OBD test can be

A. Read/clear diagnostic results
B. PID/Data monitor and record
C. Active command modes
D. All
LAP Test :3

Instruction: Perform the following tasks

Task 1: Perform rear steering actuator adjustment

Task 2: Implement the main steering angle sensor adjustment

Task 3: Apply front and rear sub steering angle sensor adjustment
Task 4: Perform on On-Board diagnosis of electric power steering
Task 5: Apply cleaning and inspecting of the work area and equipment.
Reference
James D. Haldeman, Automotive Technology Principles, Diagnosis and service 4 th Edition
(2011, Prentice Hall)

Kirk VanGelder, Fundamentals of Automotive Maintenance and Light Repair 2nd Edition
James D. Halderman, Diagnosis and Troubleshooting of Automotive Electrical, Electronics
and computer system (2011, Prentice Hall)
Tom Denton, Automotive Electrical and Electronics system, (2004 BUTTERWORTH.), 3 rd
Edition
 Participants of this Module (training material) preparation

Organization/ Mobile
No Name Qualification Field of Study E-mail
Institution number
1) Fadli Aman BSc. Automotive General Wingate 0927283100 Fadli.ziyad@gmail.com
Technology PTC

2) Habtamu PHD Automotive ASTU 0945853269 habtamu.deresso@astu.edu.et

Deresso Candidate Technology

3) Israel Taye MSc Automotive General Wingate 0913424100 isra.taye@gmail.com

Technology PTC

4) Natnael Genene MSc Automotive Athlete kenenisa 0920397105 natnealgenene143@gmail.co

Technology PTC m

5) Robsan Tesfaye MSc Automotive Burayu PTC 0920117175 robsantesfaye4@gmail.com

Technology

6) Sisay Tufa MSc Automotive M/G/M/Buli PTC 0912065407 knbntf@gmail.com

Technology

7) Tagay Tesfaye MSc Automotive Bishoftu PTC 0975971391 tagotagotago37@gmail.com

Technology