EPS AND MDPS Steering System
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ScribdTranslationsEPS AND MDPS Steering System
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ScribdTranslationsPower Steering
System
Rev:0 01.01.2007 2 STST-2ET6K
Index
Topics Page
EPS
Electronically Assisted Steering System 3
Entries and exits 4
Flow control type 5
Reaction type 7
Service and diagnosis 8
MDPS
Motor Driven Power Steering System 9
Entries and exits 10
Logic control 12
torque sensor 13
Service and diagnosis 14
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Electronically Assisted Steering System
The Electronic Power Steering System (EPS) includes the same components as a conventional
power steering system. Additionally, this has a Pressure Control Solenoid Valve, Electronically
Powered Steering Control Module (EPSCM) and an EPS Warning Light. The EPSCM controls the
solenoid which in turn controls oil flow, thus providing optimal steering characteristics under all
vehicle speed conditions.
EPS provides the following features and benefits: low steering effort when the vehicle is parking or
traveling at low speeds, steering effort is controlled according to vehicle speed, steering effort
increases linearly with respect to to the steering angle at medium and high speeds, thus offering a
stable driving sensation. The system has a fail-safe function so that the characteristics of a vehicle
with normal power steering are completely maintained. Faults in the system are indicated to the
driver by a warning light. There are two types of Electronically Powered Steering used by KIA,
referred to as the Flow or Reaction type.
Entrances and Exits
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The main input to the Electronically Powered Steering Control Module (ESPCM) is the signal from
the vehicle speed sensor. The vehicle speed signal is supplied by the speed sensor usually
located in the transmission. On some models the TPS signal is used as a backup in case of
damage to the vehicle speed sensor wiring. Based on the vehicle speed, the Electronically
Powered Steering Control Module (EPSCM) supplies a Pulse Amplitude Modulated (PWM) signal
to the Pressure Control Solenoid Valve, thereby controlling the position of the armature.
Note that EPS Diagnostic Trouble Codes (DTCs) can be checked using the scan tool (Hi Scan Pro
or GDS).
Pressure Control Solenoid Valve: The Pressure Control Solenoid Valve is installed in the body of
the Hydraulic Control Valves. It is formed by the solenoid with a spring-loaded stem, which acts
against an armature located inside the valve block.
Flow Control Type
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This type of Electronic Power Steering System (EPS) controls the flow of pressurized power
steering fluid from the oil pump to the respective working chamber in the rack. At low vehicle
speed, current is sent to the solenoid. The stem pushes the armature against the spring force and
closes the return port to the reserve tank. The hydraulic pressure generated by the oil pump is
transferred to the respective working chamber, reducing steering effort. At higher vehicle speeds,
the current supplied to the solenoid is reduced. The spring force pushes the armature back and
opens the return port to the reserve tank. The hydraulic pressure transferred to the respective
working chamber is reduced, thus increasing the effort to turn the steering wheel.
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Flow Control Type
The main difference (comparing the type of flow control previously described and conventional
power steering systems) is that there is another slot incorporated into the Hydraulic Control Valve
jacket. This slot allows (in conjunction with the Pressure Control Valve) to apply back pressure on
the servo cylinder while driving at high speeds, this in turn produces some resistance on the input
shaft and therefore greater effort is needed. to turn the steering wheel.
Low speed, left turn:
At low vehicle speeds, a duty ratio signal is applied to the solenoid valve, causing the stem to act
against the spring-loaded armature. Under this condition, the control hole is closed and
pressurized oil from the pump flows through a control hole inside the armature back to the reserve
tank.
High speed, left turn:
At high vehicle speeds, the duty ratio signal is reduced, this causes the stem inside the solenoid
valve to retract. The spring pushes the armature back and opens the control hole. Pressurized oil
is not allowed to enter the control line. In the example given, pressurized oil is supplied to the right
side of the servo cylinder, thus increasing the steering effort.
Reaction Type
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This type of Electronically Powered Steering System (EPS) controls steering effort using reaction
stems located in the main shaft section of the Hydraulic Control Valve. When the vehicle is parking
or traveling at low speed, current is supplied to the solenoid. The armature inside the solenoid
valve acts against the spring force and closes the control holes of the stems. The stems remain in
their free position, the steering effort is low. As vehicle speed increases, the current supply to the
solenoid is reduced. The armature inside the solenoid valve is pushed back by the spring force
and opens the control hole to the stems. Hydraulic pressure now pushes the rods against the main
shaft and steering effort increases.
Service and Diagnostics
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Disconnect the pressure hose from the pump. Connect the special tool between the pump and the
pressure hose. Bleed the air, start the engine and turn the steering wheel several times to bring
the fluid temperature to operating temperature, approximately 50-60C° (122-132°F). Increase
engine speed to 1,000 ± 100 rpm. Close the shut-off valve of the special tool and measure the
fluid pressure to confirm that it is within the standard value range given in the Service Manual. The
shut-off valve on the pressure gauge should not remain closed for more than ten seconds.
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Motor Driven Power Steering System
Motor Powered Power Steering (MDPS) uses an electric motor to assist power steering. This is an
independent motor steering system. The MDPS, also referred to as Electric Power Steering (EPS)
operates the engine according to the steering condition, thus offering optimal steering
characteristics. The system is environmentally friendly because it does not use steering oil. Due
to its low weight and fewer components, fuel consumption is reduced. Recently, EPS-equipped
vehicles have increased and EPS is expected to replace hydraulic assist steering systems. The
EPS is divided into three types according to the location of the motor, Column type, Pinion type,
Rack type. In general, MDPS systems are composed of the following components: Control
Module, Torque Sensor, Reduction Gear, Motor, EPS Warning Light. Additionally, the Steering
Angle Sensor (SAS) signal can be used on certain models, for example cee'd (ED). For detailed
information about the principle of operation and construction of the SAS, refer to the training
material of the Electronic Stability Program (ESP).
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Entrances and Exits
The main inputs to the Motor Powered Power Steering Control Module (MDPSCM) are:
Battery Voltage: This input is used to monitor system voltage and alternator load in order to
increase engine idle rpm.
Vehicle Speed: The Control Module calculates the current for the motor based on the input from
the vehicle speed sensor.
Torque Sensor: Measures the torque of the torsion bar.
Engine Control Module: On some models the ECM transfers data to the MDPSCM, such as engine
speed, battery voltage and vehicle speed.
Engine speed: This signal is received by the Engine Control Module (high idle function). To
operate, the MDPSCM needs to detect an engine speed greater than 500 rpm. In certain models
the status, stop, start or operation can be observed in the current data. Additionally, this signal is
used as a backup by the MDPSCM in case of failure of the vehicle speed sensor.
Absolute Steering Position Sensor (also referred to as steering angle sensor): Due to the motor
inductance, inertia and friction resistance, the self-return of the tires to the straight-line position is
aggravated. A Steering Angle Sensor can be installed to assist in returning the steering wheel to
the straight-ahead position (restoration control). The sensor provides information about the speed
of rotation and the neutral position of the steering wheel. The amount of restoration current is
calculated by the MDPSCM based on the Steering Angle and the vehicle speed sensor signal.
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On some models the “Angle Sensor Status Index” is displayed in the current scan tool data.
Whenever the ignition is switched OFF or ON, this parameter will display “detect” or “not detect”
depending on the position of the steering wheel. The main outputs of the Motor Powered Power
Steering (MDPS) Control Module are:
Motor: The torque output of the motor is controlled by varying the current. Low current=low torque,
high current=high torque.
Warning Light: The Warning Light is on for approximately 5 seconds when the ignition is turned
ON. It is continuously on when a fault is detected or during communication with the scan tool.
Logic Control
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Low vehicle speed:
At low vehicle speed (measured by the vehicle speed sensor) the torque of the torsion bar
(measured by the torque sensor) is high. The MDPSCM supplies a high current to the motor in
order to reduce steering effort for the driver.
High vehicle speed:
At high vehicle speed the bar torque is low. The MDPSCM supplies a low current to the motor in
order to increase steering effort for the driver, thus offering greater steering stability.
Protection against overheating:
The MDPSCM calculates the engine temperature. This is done by monitoring the current flow
(amount) over a period of time. In case the calculated motor temperature is very high, the current
is gradually reduced. This is referred to as “Percent Correction” and can be observed on some
models using the scan tool.
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Torque Sensor
The torque sensor is installed in the middle of the steering column and is composed of a main
sensor and a sub sensor. When the steering wheel is turned, the torsion bar twists in proportion to
the steering resistance. The configuration of the input in relation to the output of the shaft
produces a change in the magnetic field, thus causing a change in current. With the change in the
current input signal, the Motor Driven Power Steering Control Module (MDPSCM) also detects the
direction of rotation of the steering wheel.
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Service and Diagnostics
Along with the normal diagnostic features, such as reading diagnostic codes, special functions are
available, these are:
Variant Coding:
In case of replacement of the Motor Powered Power Steering (MDPS) Control Module, variant
coding needs to be developed. This is necessary to load specific parameters such as engine type
data into the MDPSCM ROM.
Absolute Position Sensor Calibration:
This function must be performed after replacement of the Motor Powered Steering Control Module
(MDPSCM) or Absolute Position Sensor (APS). Successful calibration is displayed in the current
scan tool data as “Calibration Status”.