Technician Handbook

453 Suspension, Steering and Handling

Technician Objectives 1. Name the steering gear designs used on Toyota vehicles.
2. Describe the steering linkage components used on Toyota vehicles.
3. List the fundamental components of a power assist steering system.
4. Explain the basic operation of Toyota Engine RPM Sensing Power
Steering System.
5. Explain the basic operation of Toyota Vehicle Speed Sensitive Power
Steering System.

Technical Training 121

 Technician Handbook
453 Suspension, Steering and Handling

Steering Systems The driver controls the direction of the vehicle through the steering
Designs system. The steering system should provide:
• Excellent maneuverability
• Proper steering effort
• Smooth recovery from a turn
• Minimal transmission of road shock

Most Toyota vehicles achieve this with the rack and pinion steering
system. Note that recirculating-ball parallelogram type steering
systems can be found on older model trucks and SUV’s.

122 Technical Training

 Technician Handbook
453 Suspension, Steering and Handling

Steering Gears The rotary motion of the steering wheel is transferred into lateral
motion by the steering gear. The steering gear also provides a gear
reduction, which reduces the effort required to turn the wheels.

Rack and Pinion This design is compact, lightweight, and more responsive than other
steering gear designs. A pinion gear is splined to the steering
column shaft. The pinion gear is meshed to the rack gear. The pinion
gear and rack gear are forced tightly together by a rack guide.
Turning the steering wheel rotates the steering shaft and the pinion
gear, causing the rack gear to move left or right. This movement
transfers directly through the steering linkage to the wheels. The
spacing of the teeth on the rack gear is wider toward the center and
closer together near the ends of the rack gear. This varies the effort
needed to turn the wheels. The result is less steering effort at the
extremes of rack travel.

SERVICE TIP Steering linkage alignment is achieved by centering the linkage and
verifying that the steering geometry maintains correct toe.

The maintenance of correct toe is essential to a safe vehicle. Tie rod

length tolerance (side to side) is 1.5 mm for rack-and-pinion type, and
3 mm for parallelogram type.

Technical Training 123

 Technician Handbook
453 Suspension, Steering and Handling

Steering Linkage The lateral motion created by the steering gear is transferred to the
wheels by the steering linkage.

The rack and pinion steering linkage uses very few components. This
results in a more responsive feel with less parts that can wear out. It
consists of inner tie rods and outer tie rod ends. The inner tie rods
are a ball and socket type joint. They are threaded onto the steering
gear at one end and to an outer tie rod end at the other. The inner tie
rods are located under the rack bellows. The outer tie rod end is
threaded on one end and has a ball and socket joint, similar to a ball
joint, on the other. This provides an adjustable connection to the
steering knuckle.

124 Technical Training

 Technician Handbook
453 Suspension, Steering and Handling

Power Assist Toyota vehicles are equipped with an integral power assist steering
Steering Systems system that uses pressurized fluid to provide acceptable steering
effort at low speed. The assist system consists of a:
• Pump that delivers up to 1200 PSI of fluid pressure
• Steering gear with an integral power cylinder
• Control valve assembly
• Reinforced hoses

Technical Training 125

 Technician Handbook
453 Suspension, Steering and Handling

Fundamental Hydraulics Force is the capacity to do work or cause change. Hydraulic force is
measured in pounds per square inch (PSI). 100 PSI applied to a
one square inch piston results in 100 pounds of output force.
Changing the piston size in a simple hydraulic system will multiply the
force. If 100 PSI is applied to a two square inch piston, the outcome
is 200 pounds of force.

Fluid, unlike a gas, cannot be compressed and will remain constant,

even under pressure. For a hydraulic system to contain pressure it
must be closed. Without confinement no pressure can exist. Pascal’s
law states the pressure in a closed system is applied equally to all
points within that system, no matter the volume of fluid. In a closed
hydraulic system, a piston will move if a difference of pressure exists
on its external surface. If equal pressure exists on all surfaces of the
piston, it will not move.

Power assist steering systems are based on controlling the pressure,

flow volume, and location of pressure differential.

126 Technical Training

 Technician Handbook
453 Suspension, Steering and Handling

Generic Power The main components of a basic power steering system are:
Steering System • Fluid pump
• Control valve
• Power cylinder
• Piston

Straight Ahead Pressurized fluid is directed to one side of a piston in the power
cylinder to assist the movement of the steering rack gear. During
straight-ahead driving no assist is needed, so the control valve routes
pressurized fluid back to the fluid reservoir, maintaining equal
pressure on both sides of the piston.

Technical Training 127

 Technician Handbook
453 Suspension, Steering and Handling

Turning As the steering wheel is turned, the control valve routes pressurized
fluid to the appropriate side of the piston. This creates a pressure
difference on the surface of the piston, resulting in steering assist.

Different driving conditions require different amounts of steering

assist. When the vehicle is stationary or operating at slow speed,
more assist is required. Toyota vehicles use two types of power
steering systems that vary assist based on either engine speed or
vehicle speed.

128 Technical Training

 Technician Handbook
453 Suspension, Steering and Handling

Engine RPM Sensing The Engine RPM Sensing Power Steering design uses a positive
Power Steering displacement vane pump that is driven by the engine. A positive
power steering displacement pump moves the same volume of fluid
with each rotation. It is necessary to regulate the output pressure of
this type of pump to keep steering assist from increasing as engine
speed increases.

Technical Training 129

 Technician Handbook
453 Suspension, Steering and Handling

Flow Control To regulate pressure, a flow control valve is located in the high
Valve Operation pressure outlet of the pump. The flow control valve uses tension
springs and valves to reduce pressure when fluid flow increases with
engine speed.

Pump output volume is reduced when the flow control valve opens a
passage to the pump’s suction side. The flow control valve is moved
to the left when fluid pressure (P1) overcomes the tension of spring A
and pilot pressure (P2). The control spool moves to the right and
reduces P2 pressure as pump speed and fluid volume increases; this
allows P1 pressure to easily move the flow control valve to the left.
P2 pressure will unseat the relief valve and reduce overall system
pressure when system pressures become excessive.

130 Technical Training


453 Suspension, Steering and Handling
Progressive Power Steering
(speed sensitive)
PPS Solenoid
Technical Training
Technician Handbook
The Progressive Power Steering System varies the steering assist
according to vehicle speed. In this system a computer processes
vehicle speed inputs and adjusts power steering assist by controlling
a power steering solenoid. This solenoid regulates the amount of
pressurized fluid in the hydraulic reaction chamber. When the
pressure in the hydraulic reaction chamber is high, more effort is
required to offset the control valve and shaft. The control valve
meters the fluid flow to the power cylinder on the steering rack. This
results in reduced assist.
The progressive power steering solenoid (or PPS solenoid) is a
normally closed solenoid that regulates fluid pressure in the hydraulic
reaction chamber. Steering assist increases as the computer
increases current to the PPS solenoid. If the solenoid is unplugged,
the driver will still be able to turn the wheels, although it will require
additional steering effort.
131
 Technician Handbook
453 Suspension, Steering and Handling

Hydraulic Reaction Chamber The hydraulic reaction chamber is located in the steering rack below
the rotary valve. Based on fluid pressure inside the chamber, four
plungers vary the amount of resistance required to move the control
valve shaft.

132 Technical Training

 Technician Handbook
453 Suspension, Steering and Handling

Variable Gear For the purpose of weight reduction, Some models use an aluminum
Ratio Steering housing for the rack in which the bracket and cylinder are integrated.
Additionally this rack has a variable gear ratio that makes gear ratio
changes gradually by gear teeth shape. The gear ratio is set larger
around the steering center and smaller around the end position.
Thus, rack stroke around the end position is larger to reduce the
steering operation while ensuring a moderate response on center.

Technical Training 133

 Technician Handbook
453 Suspension, Steering and Handling

Electric Power Electric Power Steering (EPS) provides power assist even when the
Steering (EPS) engine is stopped. It also improves fuel economy because it is
lightweight and the DC motor consumes energy only when power
assist is required. Because EPS does not depend on the engine for
its power, steering feel is not affected when the hybrid vehicle is
driven with the engine off.

EPS torque sensors measure driver input (steering wheel rotation).

The EPS ECU uses torque sensor signals (and information from the
Skid Control ECU, if equipped) to determine the direction and force of
the power assist required. It then sends power to the DC motor.

Depending on model, the EPS motor may be mounted:

• On the rack and pinion assembly, assisting the pinion shaft
• On the rack and pinion assembly, assisting the rack shaft
• On the steering column, assisting the column.

134 Technical Training

 Technician Handbook
453 Suspension, Steering and Handling

EPS – Torque Sensor The EPS ECU uses torque sensor output along with information from
the Skid Control ECU about vehicle speed and torque assist demand
to determine the direction and force of the power assist. It then
actuates the DC motor accordingly.

’01 to ’03 Prius These models use a reduction mechanism to transmit power assist
from the motor to the pinion shaft. The reduction mechanism consists
of a pinion gear integrated with the motor shaft and a ring gear that is
secured to the pinion shaft.

’04 to ’09 Prius In later models, detection ring 1 and 2 are mounted on the input shaft
and detection ring 3 is mounted on the output shaft. When torque is
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.

Technical Training 135

 Technician Handbook
453 Suspension, Steering and Handling

Steering Rack Motor The brushless motor is mounted on a common axis with the rack
shaft and consists of a rotation angle sensor, stator and rotor. The
ball screw reduction gear consists of a reduction mechanism and is
installed on the rotor. The ball screw reduction gear transmits the
rotational torque of the motor to the rack shaft through a series of
precision balls that circulate endlessly within four ball directors
causing it to move axially.

Torque Sensor The torque sensor consists of two resolver sensors , a torsion bar,
main shaft and pinion shaft. The resolver sensor 1 rotor is mounted to
the main shaft while resolver sensor 2 rotor is mounted to the pinion
shaft. The torsion bar is attached to the main shaft at one end and to
the pinion shaft at the other end.

136 Technical Training

 Technician Handbook
453 Suspension, Steering and Handling

Steering Column Motor The steering column motor is mounted perpendicular to the steering
shaft and drives a worm gear that transfers torque to the wheel gear
that is attached to the column shaft. A rotation angle sensor detects
the rotation direction of the motor and provides input to the power
steering ECU. The motor is not serviceable separately from the
steering column.

Steering Column The power steering torque sensor is built into the steering column
Torque Sensor assembly. It consists of a multipole magnet, a yoke, two Hall ICs, a
torsion bar, input shaft and output shaft.

The input shaft and output shaft are connected by the torsion bar.
The multipole magnet is mounted to the input shaft and the yoke is
mounted to the output shaft. Any flexing of the torsion bar causes the
magnet and yoke to change the position of the yoke relative to the
magnet. The Hall ICs face opposite to one other. As the magnetic
field changes, one Hall IC voltage goes high while the other goes low.
The Power Steering ECU can determine the direction and the amount
of flex in the torsion bar to determine the steering assist required.

Technical Training 137

 Technician Handbook
453 Suspension, Steering and Handling

EPS Components The DC/DC converter supplies 42 volts to the P/S ECU. The P/S ECU
then varies the voltage from the ECU to the P/S rack from 2 to 51 volts on
phases U, V and W depending on demand. These are the values you see
on the Techstream.

Note that the DC/DC converter for EPS is referred in the Repair Manual
as the Power Steering Converter.

• EPS DC-DC Converter – Converts voltage for EPS motor (up to 42V)
• EPS ECU – Calculates power steering assist, inverts voltage for EPS
motor, protects EPS system and provides diagnosis
– Fail-safe is unassisted steering
• Skid Control ECU - coordinates cooperative control with VDIM
• Steering Gear - Incorporates DC motor, reduction mechanism and
torque sensor

The EPS must be initialized if:

• The power steering ECU is replaced
• The steering column assembly is replaced
• Steering effort differs from left to right

Initialize Steps are:

• Confirm that IG voltage is 10 – 14 V
• Put vehicle in READY mode
• Follow instructions per the EMPS menu – TRQ SENSOR ADJ screen
to initialize the rotation angle sensor and calibrate the torque sensor
zero point

138 Technical Training

 Technician Handbook
453 Suspension, Steering and Handling

EPS Steering System 1. THS ECU: sends READY signal

2. Skid Control ECU: sends vehicle speed signal
• When VSC is actuated, the Skid Control ECU provides an assist
torque demand signal.
3. EPS ECU: Based on signals from various sensors, the EPS ECU
judges immediate vehicle condition, and determines assist
current to be applied to motor.
• The EPS ECU operates on 12V from auxiliary battery, however,
source voltage for the motor is the HV battery. First the DC-DC
converter converts voltage of the HV battery from 288V to 42V
which is provided to the EPS ECU. The EPS ECU then converts
42V DC to 42V AC to power the steering rack motor.
• The EPS ECU also houses a temperature sensor to restrict
power to protect the system if overheated.
– Failsafe is manual steering
• Three ECUs (EPS, Skid Control and THS) communicate via CAN
to provide high speed processing for the vehicle stability systems
(VSC and VDIM).
• Communication through the Gateway ECU to the Meter ECU is
made via the Body Electronics Area Network (BEAN).
– The Meter ECU controls the power steering (P/S) warning
light, which illuminates if a system malfunction is detected by
the EPS ECU.

Technical Training 139

 Technician Handbook
453 Suspension, Steering and Handling

Spiral Cable The spiral cable with steering angle sensor is a complete assembly and
should not be separated.

CAUTION • Do not remove the steering angle sensor from the spiral cable
• Do not replace or rotate the spiral cable with the battery connected and
engine switch ON

SERVICE TIP • Ensure that the steering wheel is installed and aligned straight when
inspecting or replacing the steering sensor.
• Visually check the spiral cable assembly after removing it from the
vehicle. If any of the following are found, replace the spiral cable with a
new one:
– Steering angle sensor has been separated from the spiral cable
– Scratches, small cracks, dents or chips on the spiral cable
– Cracks or other damage to the connector

140 Technical Training