Your description of the mechanical path is correct, but most manufacturers who care still allow the driver to sense some of the torque being applied to the steering axis of the tire. That is to say, if I plot unassisted SW (steering wheel) torque vs latacc, compared with assisted torque vs latacc, the EPAS removes a large, but not all, the torque, even when parking which is where the most assistance is used.
Various companies do intentionally or unintentionally get rid of all the Mz (torque on the tire about the vertical axis) feedback to the driver.
Of the other forces/torques on the tire it is reasonable to say that most manufacturers tend to try and eliminate steering wheel torque as a response. For instance, torque steer, single wheel bumps, braking on unequal mu surfaces, should all ideally be isolated from the SW, although I must admit in the latter case I don't mind a bit of feedback via the SW.