![]() The steering motor itself is typically a DC, reversible motor that provides assist through a worm gear and reduction gear. One thing to be aware of is that the PSCM uses the Steering Wheel Position Sensor to "locate" the on-center position and will actually provide a small amount of electrical current to "return" to the center position (not beyond the center position though). The Signal 1 and Signal 2 voltages increase and decrease, staying within 2.5 to 2.8 volts of each other as the steering wheel is turned. The steering wheel position sensor is a five-volt, dual analog signal device, but this one operates between 0V to 5V. The PSCM interprets the change in signal voltages as "steering direction" and steering column shaft "applied torque." Simple, really. Turning to the left decreases Signal 1 Voltage and increases Signal 2 Voltage. Turning the steering wheel to the right increases Signal 1 Voltage and decreases Signal 2 Voltage. It sounds complicated, but it really isn't. This sensor is a five-volt, dual analog inverse signal device operating between 0.25V and 4.75V (as many five-volt reference sensors do – voltage outside of this range usually indicates a circuit problem and sets a DTC). Getting extremely technical, the torque signals are determined by the relative position between the upper and lower rotors of the sensor. The steering shaft torque sensor (located in a section of torsion bar in between the steering input and output shafts) is the Power Steering Control Module's (PSCM) main input for determining steering direction and the amount of assist needed. The EPS system is more efficient than hydraulic systems since it only needs to provide assist when the driver is actually steering (rather than robbing energy from the vehicle's engine to rotate the hydraulic pump constantly), and it keeps the environmentalists happy since there's no harmful fluid involved that needs to be flushed or drained. EPS simply uses an electric motor to provide the assist rather than use a hydraulic pressure system. ![]() The idea behind EPS is the same as the idea behind hydraulically assisted power steering systems: reducing the amount of effort needed to turn the steering wheel. And that means that you need to know how the system works, what goes wrong and how to fix it – quickly, safely and profitably. Because the system is such a fuel-saver and also lowers emissions, it's turned up on most of the vehicles on the road. Interestingly, it's not just expensive or luxury models that use EPS. GM vehicles have used electric power steering (EPS) systems for over a decade now, so odds are good you've already worked on a vehicle using the system. If this happens, disconnect the other hose.Editor's Note: This article has been updated from its original 2011 version. If you disconnect the wrong hose, when you turn the wheel, the unplugged hose will suck fluid instead of discharging it. Warning! Usually, these hoses do not have any marks so you will not be able to differentiate the return hose from the high pressure hose. Unplug the return hose (it is usually the thinner one or the one that is plugged sideways), and then place its end in the container. The reservoir has two hoses: The low pressure or return hose, and the high pressure hose. Then, you need to extract the rest of the fluid that sill remains there. Remove the power steering fluid reservoir and use a syringe to take most of the old fluid out.ģ. This step is not mandatory, but it makes this process easier.Ģ. Lift both front wheels with the jack, so that there are a few centimeters between them and the floor. To change this fluid, you must follow these steps:ġ.
1 Comment
12/7/2023 11:20:28 pm
Thanks for this great share. This site is a fantastic resource. Keep up the great work here at Sprint Connection! Many thanks.
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