2002 CHRYSLER CARAVAN automatic transmission

(6) Remove three (3) solenoid/pressure switch
assembly-to-transaxle case bolts (Fig. 315).
(7) Remove solenoid/pressure switch assembly and
gasket (Fig. 316). Use care to prevent gasket mate-
rial and foreign objects from become lodged in the
transaxle case ports.
INSTALLATION
NOTE: If solenoid/pressure switch assembly is
being replaced, it is necessary to perform the TCM
Quick Learn Procedure. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE)
(1) Install solenoid/pressure switch assembly and
new gasket to transaxle (Fig. 316).
(2) Install and torque three (3) bolts (Fig. 315) to
13 N´m (110 in. lbs.).
(3) Install input speed sensor (Fig. 314) and torque
to 27 N´m (20 ft. lbs.).
(4) Connect input speed sensor connector.
(5) Install solenoid/pressure switch 8-way connec-
tor and torque to 4 N´m (35 in. lbs.).
(6) Install air cleaner assembly.
(7) Connect battery negative cable.
(8) If solenoid/pressure switch assembly was
replaced, perform TCM Quick Learn procedure.
(Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)
SPEED SENSOR - INPUT
DESCRIPTION
The Input Speed Sensor is a two-wire magnetic
pickup device that generates AC signals as rotation
occurs. It is threaded into the transaxle case (Fig. 317) ,
sealed with an o-ring (Fig. 318), and is considered a pri-
mary input to the Transmission Control Module (TCM).
Fig. 315 Solenoid/Pressure Switch Assembly-to-
Case Bolts
1 - BOLTS
2 - SOLENOID AND PRESSURE SWITCH ASSEMBLY
Fig. 316 Solenoid/Pressure Switch Assembly and
Gasket
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
2 - GASKET
Fig. 317 Input Speed Sensor Location
1 - INPUT SPEED SENSOR
RS41TE AUTOMATIC TRANSAXLE21 - 281
SOLENOID/PRESSURE SWITCH ASSY (Continued)
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OPERATION
The Input Speed Sensor provides information on
how fast the input shaft is rotating. As the teeth of
the input clutch hub pass by the sensor coil (Fig.
319), an AC voltage is generated and sent to the
TCM. The TCM interprets this information as input
shaft rpm.The TCM compares the input speed signal with
output speed signal to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
The TCM also compares the input speed signal and
the engine speed signal to determine the following:
²Torque converter clutch slippage
²Torque converter element speed ratio
REMOVAL
(1) Disconnect battery negative cable.
(2) If necessary, disconnect and cap off transmis-
sion oil cooler lines.
(3) Disconnect input speed sensor connector.
(4) Unscrew and remove input speed sensor (Fig.
320).
(5) Inspect speed sensor o-ring (Fig. 321) and
replace if necessary.
Fig. 318 O-Ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
Fig. 319 Sensor Relation to Input Clutch Hub
1 - INPUT SPEED SENSOR
2 - TRANSAXLE CASE
3 - INPUT CLUTCH HUB
Fig. 320 Input (Turbine) Speed Sensor
1 - INPUT SPEED SENSOR
21 - 282 41TE AUTOMATIC TRANSAXLERS
SPEED SENSOR - INPUT (Continued)
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INSTALLATION
(1) Verify o-ring is installed into position.
(2) Install and tighten input speed sensor to 27
N´m (20 ft. lbs.).
(3) Connect speed sensor connector.
(4) Connect battery negative cable.
SPEED SENSOR - OUTPUT
DESCRIPTION
The Output Speed Sensor is a two-wire magnetic
pickup device that generates an AC signal as rotation
occurs. It is threaded into the transaxle case (Fig.
322) , sealed with an o-ring (Fig. 323), and is consid-
ered a primary input to the Transmission Control
Module (TCM).
OPERATION
The Output Speed Sensor provides information on
how fast the output shaft is rotating. As the rear
planetary carrier park pawl lugs pass by the sensor
coil (Fig. 324), an AC voltage is generated and sent to
the TCM. The TCM interprets this information as
output shaft rpm.
The TCM compares the input and output speed
signals to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
Fig. 321 O-ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
Fig. 322 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
Fig. 323 O-Ring Location
1 - OUTPUT SPEED SENSOR
2 - O-RING
RS41TE AUTOMATIC TRANSAXLE21 - 283
SPEED SENSOR - INPUT (Continued)
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TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 327) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The con-
verter clutch engages in third gear. The torque con-
verter hub drives the transmission oil (fluid) pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the fluid cooler and lines.
Fig. 327 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - CONVERTER CLUTCH DISC
6 - DRIVE PLATE
RS41TE AUTOMATIC TRANSAXLE21 - 285
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IMPELLER
The impeller (Fig. 328) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the con-
verter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving member of the system.
Fig. 328 Impeller
1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE
SECTION5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
21 - 286 41TE AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)
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OPERATION
The converter impeller (Fig. 333) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel-
ler blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine's blades it con-
tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 334).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over±run-
ning clutch of the stator locks and holds the statorfrom rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock±up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston to the front
cover's friction material, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission.
The engagement and disengagement of the TCC
are automatic and controlled by the Powertrain Con-
trol Module (PCM). The engagement cannot be acti-
vated in the lower gears because it eliminates the
torque multiplication effect of the torque converter
necessary for acceleration. Inputs that determine
clutch engagement are: coolant temperature, vehicle
speed and throttle position. The torque converter
Fig. 333 Torque Converter Fluid Operation
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
RS41TE AUTOMATIC TRANSAXLE21 - 289
TORQUE CONVERTER (Continued)
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clutch is engaged by the clutch solenoid on the valve
body. The clutch will engage at approximately 56
km/h (35 mph) with light throttle, after the shift to
third gear.
REMOVAL
(1) Remove transmission and torque converter
from vehicle. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 41TE - REMOVAL)
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate converter hub and oil pump seal lip
with transmission fluid.(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 335). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con-
verter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 41TE - INSTALLATION)
(9) Fill the transmission with the recommended
fluid. (Refer to 21 - TRANSMISSION/TRANSAXLE/
AUTOMATIC - 41TE/FLUID - STANDARD PROCE-
DURE)
Fig. 334 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
Fig. 335 Checking Torque Converter Seating
1 - SCALE
2 - STRAIGHTEDGE
21 - 290 41TE AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)
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TRANSMISSION CONTROL
RELAY
DESCRIPTION
The transmission control relay (Fig. 336) is located
in the Intelligent Power Module (IPM), which is
located on the left side of the engine compartment
between the battery and left fender.
OPERATION
The relay is supplied fused B+ voltage, energized by
the TCM, and is used to supply power to the solenoid
pack when the transmission is in normal operating mode.
When the relay is ªoffº, no power is supplied to the sole-
noid pack and the transmission is in ªlimp-inº mode.
After a controller reset (ignition key turned to the ªrunº
position or after cranking engine), the TCM energizes the
relay. Prior to this, the TCM verifies that the contacts
are open by checking for no voltage at the switched bat-
tery terminals. After this is verified, the voltage at the
solenoid pack pressure switches is checked. After the
relay is energized, the TCM monitors the terminals to
verify that the voltage is greater than 3 volts.
TRANSMISSION RANGE
SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) is mounted
to the top of the valve body inside the transaxle andcan only be serviced by removing the valve body. The
electrical connector extends through the transaxle
case (Fig. 337) .
The Transmission Range Sensor (TRS) has four
switch contacts that monitor shift lever position and
send the information to the TCM.
The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transaxle tem-
perature to the TCM and PCM (Fig. 338) .
Fig. 336 Transmission Control Relay Location
1 - TRANSMISSION CONTROL RELAY
2 - LEFT FENDER
3 - INTELLIGENT POWER MODULE (IPM)
4 - BATTERY
Fig. 337 Transmission Range Sensor (TRS)
Location
1 - TRANSMISSION RANGE SENSOR
Fig. 338 Transmission Temperature Sensor
1 - TRANSMISSION RANGE SENSOR
2 - TEMPERATURE SENSOR
RS41TE AUTOMATIC TRANSAXLE21 - 291
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