The sensors’ signal 1 and signal 2 voltage values will increase and decrease within 2.5 to 2.8 volts of each other as the steering wheel is turned. The GM unit is a 5-volt dual analog triangle signal device with a valid signal voltage range of 0 to 5 volts. This is used to keep return assist from going over center once a turn is completed. The steering wheel position sensor determines the “on center” position. A warning light will illuminate to alert the driver, and the driver will notice a significant increase in steering effort when turning the vehicle. If a sensor or other component in the EPS system fails, the self-diagnostics should detect the fault, set a code and disable power-assist. The control module then commands the motor to rotate a certain amount, and a sensor on the motor provides feedback to the control module so it can monitor the motor’s position. Other inputs, such as vehicle speed and inputs from the traction control or stability control systems, are factored in to determine how much steering assist is required. This information, along with input from a steering torque sensor mounted in the steering shaft, is fed to the power steering control module. When the driver turns the wheel, a steering sensor detects the position and rate of rotation of the steering wheel. Knowing the basics of this system can save you problems before the vehicle is pulled into the alignment bay. The greatest difference in the 2005 Chevy Cobalt can’t be seen from under the car.
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