2005 CHRYSLER CARAVAN sensor

The power grounds are used to control the ground
side relays, solenoids, ignition coil or injectors. The
signal ground is used for any input that uses sensor
return for ground, and the ground side of any inter-
nal processing component.
The PCM case is shielded to prevent RFI and EMI.
The PCM case is grounded and must be firmly
attached to a good, clean body ground.
Internally all grounds are connected together, how-
ever there is noise suppression on the sensor ground.
For EMI and RFI protection the housing and cover
are also grounded separately from the ground pins.
OPERATION - 5 VOLT SUPPLY - PCM OUTPUT
The PCM supplies 5 volts to the following sensors:
²A/C pressure transducer
²Ambient Temperature sensor
²Battery temperature
²Camshaft Position Sensor (NGC)
²Crankshaft Position Sensor (NGC)
²Engine coolant temperature sensor
²Inlet Air Temperature Sensor
²Knock sensor
²Linear EGR solenoid (if equipped)
²Manifold absolute pressure sensor
²Oil Pressure Switch
²Throttle position sensor
STANDARD PROCEDURE
STANDARD PROCEDURE - OBTAINING
DIAGNOSTIC TROUBLE CODES
BULB CHECK
Key on: Bulb illuminated until vehicle starts, as
long as all once per trip (readiness) monitors com-
pleted. If monitors havenotbeen completed, then:
Key on: bulb check for about 5 to 8 seconds, lamp
then flashes if once per trip (readiness) monitors
havenotbeen completed until vehicle is started,
then MIL is extinguished.
OBTAINING DTC'S USING DRB SCAN TOOL
(1) Connect the DRB scan tool to the data link
(diagnostic) connector. This connector is located in
the passenger compartment; at the lower edge of
instrument panel; near the steering column.
(2) Turn the ignition switch on and access the
ªRead Faultº screen.
(3) Record all the DTC's and ªfreeze frameº infor-
mation shown on the DRB scan tool.
(4) To erase DTC's, use the ªErase Trouble Codeº
data screen on the DRB scan tool.Do not erase any
DTC's until problems have been investigated
and repairs have been performed.
STANDARD PROCEDURE - PINION FACTOR
SETTING
NOTE: This procedure must be performed if the
PCM has been replaced with a NEW or replacement
unit. Failure to perform this procedure will result in
an inoperative or improperly calibrated speedome-
ter.
The vehicle speed readings for the speedometer are
taken from the output speed sensor. The PCM must
be calibrated to the different combinations of equip-
ment (final drive and tires) available. Pinion Factor
allows the technician to set the Powertrain Control
Module initial setting so that the speedometer read-
ings will be correct. To properly read and/or reset the
Pinion Factor, it is necessary to use a DRBIIItscan
tool.
(1) Plug the DRBIIItscan tool into the diagnostic
connector located under the instrument panel.
(2) Select the Transmission menu.
(3) Select the Miscellaneous menu.
(4) Select Pinion Factor. Then follow the instruc-
tions on the DRBIIItscan tool screen.
STANDARD PROCEDURE - QUICK LEARN
PROCEDURE
The quick learn procedure requires the use of the
DRBIIItscan tool. This program allows the PCM to
recalibrate itself. This will provide the best possible
transaxle operation.
NOTE: The quick learn procedure should be per-
formed if any of the following procedures are per-
formed:
²Transaxle Assembly Replacement
²Powertrain Control Module Replacement
²Solenoid/Pressure Switch Assembly Replacement
²Clutch Plate and/or Seal Replacement
²Valve Body Replacement or Recondition
To perform the Quick Learn Procedure, the follow-
ing conditions must be met:
²The brakes must be applied
²The engine speed must be above 500 rpm
²The throttle angle (TPS) must be less than 3
degrees
²The shift lever position must stay until
prompted to shift to overdrive
²The shift lever position must stay in overdrive
after the Shift to Overdrive prompt until the
DRBIIItindicates the procedure is complete
²The calculated oil temperature must be above
60É and below 200É
RSELECTRONIC CONTROL MODULES8E-15
POWERTRAIN CONTROL MODULE (Continued)

CHARGING
TABLE OF CONTENTS
page page
CHARGING
DESCRIPTION - CHARGING SYSTEM.......21
OPERATION - CHARGING SYSTEM.........21
DIAGNOSIS AND TESTING
ON-BOARD DIAGNOSTIC SYSTEM........22
SPECIFICATIONS
GENERATOR........................23
TORQUE............................23
SPECIFICATIONS - BATTERY
TEMPERATURE SENSOR...............23
SPECIAL TOOLS.......................24
BATTERY TEMPERATURE SENSOR
DESCRIPTION.........................24
OPERATION...........................24
REMOVAL.............................24
GENERATOR
DESCRIPTION.........................24
OPERATION...........................24REMOVAL
REMOVAL - 2.4L......................24
REMOVAL - 2.5L......................25
REMOVAL - 3.3/3.8L...................27
INSTALLATION
INSTALLATION - 2.4L..................27
INSTALLATION - 2.5L..................27
INSTALLATION - 3.3/3.8L................27
GENERATOR DECOUPLER PULLEY
DESCRIPTION.........................28
OPERATION...........................28
DIAGNOSIS AND TESTING - GENERATOR
DECOUPLER PULLEY..................28
REMOVAL.............................29
INSTALLATION.........................29
VOLTAGE REGULATOR
DESCRIPTION.........................30
OPERATION...........................30
CHARGING
DESCRIPTION - CHARGING SYSTEM
The charging system consists of:
²Generator
²Decoupler Pulley (If equipped)
²Electronic Voltage Regulator (EVR) circuitry
within the Powertrain Control Module (PCM)
²Ignition switch (refer to the Ignition System sec-
tion for information)
²Battery (refer to the Battery section for informa-
tion)
²Ambient Air Temperature (If equipped)
²Inlet Air Temperature (calculated battery tem-
perature)(If equipped)
²Voltmeter (refer to the Instrument Cluster sec-
tion for information if equipped)
²Wiring harness and connections (refer to the
Wiring section for information)
²Accessory drive belt (refer to the Cooling section
for more information)
²Battery Temperature sensor (if equipped)
OPERATION - CHARGING SYSTEM
The charging system is turned on and off with the
ignition switch. The system is on when the engine is
running and the ASD relay is energized. The ASD
relay is energized when the PCM grounds the ASD
control circuit. This voltage is connected through thePCM or IPM (intelligent power module) (if equipped)
and supplied to one of the generator field terminals
(Gen. Source +) at the back of the generator.
The generator is driven by the engine through a
serpentine belt and pulley or decoupler pulley
arrangement.
The amount of DC current produced by the gener-
ator is controlled by the EVR (field control) circuitry
contained within the PCM. This circuitry is con-
nected in series with the second rotor field terminal
and ground.
An Ambient air temperature sensor is used to cal-
culate the temperature near the battery. This tem-
perature data, along with data from monitored line
voltage (battery voltage sense circuit), is used by the
PCM to vary the battery charging rate. This is done
by cycling the ground path to control the strength of
the rotor magnetic field. The PCM then compensates
and regulates generator current output accordingly
to maintain system voltage at the targeted system
voltage based on battery temperature.
All vehicles are equipped with On-Board Diagnos-
tics (OBD). All OBD-sensed systems, including EVR
(field control) circuitry, are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trou-
ble Code (DTC). The PCM will store a DTC in elec-
tronic memory for certain failures it detects and
illuminate the (MIL) lamp. Refer to On-Board Diag-
nostics in the Electronic Control Modules(Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
RSCHARGING8F-21

ULES/POWERTRAIN CONTROL MODULE -
DESCRIPTION) section for more DTC information.
The Charging system ªBatteryº light indicates
problems with the charging system (voltage too high/
low, generator failure, etc.). If an extreme condition is
indicated, the lamp will be illuminated. The signal to
activate the lamp is sent via the PCI bus circuits.
The lamp is located on the instrument panel. Refer
to the Instrument Cluster section for additional infor-
mation.
The PCM uses the ambient air temperature sensor
to control the charge system voltage. This tempera-
ture, along with data from monitored line voltage, is
used by the PCM to vary the battery charging rate.
The system voltage is higher at cold temperatures
and is gradually reduced as the calculated battery
temperature increases.
The ambient temperature sensor is used to control
the battery voltage based upon ambient temperature
(approximation of battery temperature). The PCM
maintains the optimal output of the generator by
monitoring battery voltage and controlling it to a
range of 13.5 - 14.7 volts based on battery tempera-
ture.
DIAGNOSIS AND TESTING
ON-BOARD DIAGNOSTIC SYSTEM
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the OBD system. Some
circuits are checked continuously and some are
checked only under certain conditions.
If the OBD system senses that a monitored circuit
is bad, it will put a DTC into electronic memory. The
DTC will stay in electronic memory as long as the
circuit continues to be bad. The PCM is programmed
to clear the memory after 40 good trip if the problem
does not occur again.
DIAGNOSTIC TROUBLE CODES
A DTC description can be read using the DRBIIIt
scan tool. Refer to the appropriate Powertrain Diag-
nostic Procedures manual for information.
A DTC does not identify which component in a cir-
cuit is bad. Thus, a DTC should be treated as a
symptom, not as the cause for the problem. In some
cases, because of the design of the diagnostic test
procedure, a DTC can be the reason for another DTC
to be set. Therefore, it is important that the test pro-
cedures be followed in sequence, to understand what
caused a DTC to be set.ERASING DIAGNOSTIC TROUBLE CODES
The DRBIIItScan Tool must be used to erase a
DTC.
The following procedures may be used to diagnose
the charging system if:
²the check gauges lamp or battery lamp is illumi-
nated with the engine running
²the voltmeter (if equipped) does not register
properly
²an undercharged or overcharged battery condi-
tion occurs.
Remember that an undercharged battery is often
caused by:
²accessories being left on with the engine not
running
²a faulty or improperly adjusted switch that
allows a lamp to stay on. Refer to Ignition-Off Draw
Test (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/
BATTERY - STANDARD PROCEDURE)
²loose generator belt.
INSPECTION
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the On-Board Diagnostic
(OBD) system. Some charging system circuits are
checked continuously, and some are checked only
under certain conditions.
Refer to Diagnostic Trouble Codes in; Powertrain
Diagnostic manual for more DTC information. This
will include a complete list of DTC's including DTC's
for the charging system.
To perform a complete test of the charging system,
refer to the appropriate Powertrain Diagnostic Proce-
dures service manual and the DRBIIItscan tool.
Perform the following inspections before attaching
the scan tool.
(1) Inspect the battery condition. Refer to the Bat-
tery section (Refer to 8 - ELECTRICAL/BATTERY
SYSTEM - DIAGNOSIS AND TESTING) for proce-
dures.
(2) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter
solenoid and relay. They should be clean and tight.
Repair as required.
(3) Inspect all fuses in both the fuseblock and
Power Distribution Center (PDC) or IPM (if
equipped) for tightness in receptacles. They should be
properly installed and tight. Repair or replace as
required.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts if required. Refer to the Gen-
erator Removal/Installation section of this group for
8F - 22 CHARGINGRS
CHARGING (Continued)

torque specifications (Refer to 8 - ELECTRICAL/
CHARGING - SPECIFICATIONS).
(5) Inspect generator drive belt condition and ten-
sion. Tighten or replace belt as required. Refer to
Belt Tension Specifications(Refer to 7 - COOLING/
ACCESSORY DRIVE - SPECIFICATIONS).
(6) Inspect decoupler pulley (if equipped). Ensure
decoupler pulley is driving the alternator rotor.(7) Inspect automatic belt tensioner (if equipped).
Refer to the Cooling System for more information.
(8) Inspect generator electrical connections at gen-
erator field, battery output, and ground terminal (if
equipped). Also check generator ground wire connec-
tion at engine (if equipped). They should all be clean
and tight. Repair as required.
SPECIFICATIONS
GENERATOR
Type Engine Minimun Test
Amperage
Denso 2.4 L 80 Amp (HOT)
Denso 3.3/3.8L 100 Amp or 115
Amp (HOT)
Test Specification:
Type Engine Minimun Test
Amperage
1. Engine RPM : 2500 RPM  20 RPM (HOT)
2. Voltage Output : 14.0 V   0.5 V
3. Field Current : 5 amps   0.1 amps
Part number is located on the side of the generator.
TORQUE
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Battery Hold Down Clamp
Bolt20 14.7 180
Generator B+ Nut 12.4 9.2 110
Battery Terminal Nut 4 35
Generator Mounting Bolt
2.4L28.2 20.8 250
Generator Mounting Bolts
3.3/3.8L54.2 40
Starter Solenoid Battery
Nut 3.3/3.8L11.3 8.3 100
Generator Decoupler 109.8 81
SPECIFICATIONS - BATTERY TEMPERATURE SENSOR
ÉC ÉF K-Ohms Min. K-Ohms Max.
(40) (40) 291.4 381.7
(20) (4) 85.8 108.4
20 68 11.4 13.6
25 77 9.1 10.9
120 248 0.37 0.41
130 266 0.28 0.32
RSCHARGING8F-23
CHARGING (Continued)

SPECIAL TOOLS
BATTERY TEMPERATURE
SENSOR
DESCRIPTION
(NGC Vehicles) The PCM incorporates a Battery
Temperature Sensor (BTS) on its circuit board.
OPERATION
The PCM uses the temperature of the battery area
to control the charge system voltage. This tempera-
ture, along with data from monitored line voltage, is
used by the PCM to vary the battery charging rate.
The system voltage is higher at cold temperatures
and is gradually reduced as temperature around the
battery increases.
For vehicles with 1.6L engine, there is no physical
battery temp sensor in place to detect battery temp.
Rather, an algorithm buit in PCM is employed to pre-
dict battery temp using inlet air temp, vehicle speed,
and coolant temp, among other signals. The PCM
maintains the optimal output of the generator by
monitoring battery voltage and controlling it to a
range of 13.5 - 14.7 volts based on battery tempera-
ture. The system target voltage is 13.5 ± 14.7 volts.
However the actual voltage go below this during
heavy electrical loads and generator speeds. Also the
actual voltage can be lower than the target voltage
between the battery and the battery voltage sense
circuit, approximately 0.2 Ð 0.3 volts.
The battery temperature sensor is also used for
OBD II diagnostics. Certain faults and OBD II mon-
itors are either enabled or disabled depending upon
the battery temperature sensor input (example: dis-
able purge and EGR, enable LDP). Most OBD II
monitors are disabled below 20ÉF.
REMOVAL
The battery temperature sensor is not serviced sep-
arately. If replacement is necessary, the PCM must
be replaced.
GENERATOR
DESCRIPTION
The generator is belt-driven by the engine. The
generator produces DC voltage at the B+ terminal. If
the generator is failed, the generator assembly sub-
components (generator and decoupler pulley) must be
inspected for individual failure and replaced accord-
ingly.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The Y type stator winding connections deliver the
induced AC current to 3 positive and 3 negative
diodes for rectification. From the diodes, rectified DC
current is delivered to the vehicles electrical system
through the generator, battery, and ground terminals.
Excessive or abnormal noise emitting from the gen-
erator may be caused by:
²Worn, loose or defective bearings
²Loose or defective drive pulley (2.4L) or decou-
pler (3.3/3.8L)
²Incorrect, worn, damaged or misadjusted drive
belt
²Loose mounting bolts
²Misaligned drive pulley
²Defective stator or diode
²Damaged internal fins
REMOVAL
REMOVAL - 2.4L
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable.
(3) Disconnect the Inlet Air Temperature sensor.
(4) Remove the Air Box, refer to the Engine/Air
Cleaner for more information.
(5) Remove the EVAP Purge solenoid from its
bracket and reposition.
(6) Disconnect the push-in field wire connector
from back of generator.
(7) Remove nut holding B+ wire terminal to back
of generator.
(8) Separate B+ terminal from generator.
GENERATOR DECOUPLER 8433
8F - 24 CHARGINGRS
CHARGING (Continued)

REMOVAL - 3.3/3.8L
(1) Release hood latch and open hood.
(2) Disconnect battery negative cable.
(3) Disconnect the push-in field wire connector
from back of generator.
(4) Remove nut holding B+ wire terminal to back
of generator.
(5) Separate B+ terminal from generator.
(6) Raise vehicle and support.
(7) Remove the right front lower splash shield.
(8) Remove accessory drive belt, refer to the Cool-
ing System section for proper procedures.
(9)
Remove the lower oil dip stick tube bolt (Fig. 9).
(10) Remove wiring harness from the oil dip stick
tube
(11) Remove the 3 mounting bolts.
(12) Lower vehicle.
(13) Remove oil dip stick tube from vehicle.
(14) Roll and remove the generator from vehicle
(Fig. 10).
INSTALLATION
INSTALLATION - 2.4L
(1) Install the generator.
(2) Install the accessory drive belt, refer to the
Cooling System section for proper procedures.
(3) Connect B+ terminal to generator.
(4) Install nut holding B+ wire terminal to back of
generator.
(5) Connect the push-in field wire connector to
back of generator.
(6) Install the EVAP Purge solenoid to its bracket.(7) Install the Air Box, refer to the Engine/Air
Cleaner for more information.
(8) Connect the Inlet Air Temperature sensor.
(9) Connect battery negative cable.
INSTALLATION - 2.5L
(1) Install generator.
(2) Install the 2 lower mounting Bolts (Fig. 8).
(3) Install the Air Cleaner Box (Fig. 7).
(4) Install the upper support bracket (Fig. 6).
(5) Install the wiring harness on upper generator
bracket (Fig. 6).
(6) Connect the field connection (Fig. 5).
(7) Connect the generator battery connection (Fig.
5).
(8) Raise vehicle and support.
(9) Install the generator drive belt (Fig. 4).
(10) Install the right front splash shield (Fig. 3).
(11) Lower vehicle.
(12) Install the engine cover (Fig. 2).
(13) Connect the negative battery cable (Fig. 1).
INSTALLATION - 3.3/3.8L
(1) Roll and place generator in position on vehicle
(Fig. 10).
(2) Install upper bolts to hold generator in place.
(3) Lubricate the o-ring. Install oil dip stick tube.
(4) Install the upper oil dip stick tube bolt.
(5) Place B+ terminal in position on generator.
(6) Install nut to hold B+ wire terminal to back of
generator.
(7) Connect the push-in field wire connector into
back of generator.
Fig. 9 DIP STICK LOWER BOLT
Fig. 10 GENERATOR 3.3/3.8L
RSCHARGING8F-27
GENERATOR (Continued)

(7) Install the right front lower splash shield.
(8) Lower vehicle.
(9) Connect battery negative cable.
VOLTAGE REGULATOR
DESCRIPTION
The Electronic Voltage Regulator (EVR) is not a
separate component. It is actually a voltage regulat-ing circuit located within the Powertrain Control
Module (PCM). The EVR is not serviced separately. If
replacement is necessary, the PCM must be replaced.
OPERATION
The amount of DC current produced by the gener-
ator is controlled by EVR circuitry contained within
the PCM. This circuitry is connected in series with
the generators second rotor field terminal and its
ground.
Voltage is regulated within the PCM on the NGC
vehicles, to control the strength of the rotor magnetic
field. The EVR circuitry monitors system line voltage
at the PDC and calculated battery temperature or
inlet air temperature sensor (refer to Inlet Air Tem-
perature Sensor, if equipped, for more information ).
It then determines a target charging voltage. If
sensed battery voltage is lower than the target volt-
age, the PCM feeds the field winding until sensed
battery voltage is at the target voltage. A circuit in
the PCM cycles the feed side of the generator field at
250 times per second (250Hz), but has the capability
to feed the field control wire 100% of the time (full
field) to achieve the target voltage. If the charging
rate cannot be monitored (limp-in), a duty cycle of
20% is used by the PCM in order to have some gen-
erator output. Also refer to Charging System Opera-
tion for additional information.
Fig. 15 DECOUPLER INSTALLATION (Litens)
8F - 30 CHARGINGRS
GENERATOR DECOUPLER PULLEY (Continued)

the battery, if required. Refer to the Battery section
for more information.
²Ignition Switch- Visually inspect the ignition
switch for indications of physical damage and loose
or corroded wire harness connections.
²Transmission Range Sensor or Park/Neu-
tral Switch- Visually inspect the transmission
range sensor for indications of physical damage and
loose or corroded wire harness connections.
²Starter Relay- Visually inspect the starter
relay for indications of physical damage and loose or
corroded wire harness connections.
²Starter Motor- Visually inspect the starter
motor for indications of physical damage and loose or
corroded wire harness connections.²Starter Solenoid- Visually inspect the starter
solenoid for indications of physical damage and loose
or corroded wire harness connections.
²Wiring- Visually inspect the wire harness for
damage. Repair or replace any faulty wiring, as
required. Check for loose or corroded wire harness
connections at main engine ground and remote jump
post.
²Power Distribution Center (PDC)- Visually
inspect the B+ connections at the PDC for physical
damage and loose or corroded harness connections.
STARTING SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSE CORRECTION
STARTER FAILS
TO ENGAGE.1. BATTERY
DISCHARGED OR
FAULTY.1. REFER TO THE BATTERY SECTION FOR MORE
INFORMATION. CHARGE OR REPLACE BATTERY, IF
REQUIRED.
2. STARTING CIRCUIT
WIRING FAULTY.2. REFER TO FEED CIRCUIT RESISTANCE TEST AND FEED
CIRCUIT TEST IN THIS SECTION.
3. STARTER RELAY
FAULTY.3. REFER TO RELAY TEST, IN THIS SECTION. REPLACE
RELAY, IF NECESSARY.
4. IGNITION SWITCH
FAULTY.4. REFER TO IGNITION SWITCH TEST, IN THE STEERING
SECTION OR 8 WIRING DIAGRAMS. REPLACE SWITCH, IF
NECESSARY.
5. PARK/NEUTRAL
POSITION SWITCH
(AUTO TRANS) FAULTY
OR MIS-ADJUSTED.5. REFER PARK/NEUTRAL POSITION SWITCH TEST, IN THE
TRANSAXLE. SECTION FOR MORE INFORMATION. REPLACE
SWITCH, IF NECESSARY.
6. CLUTCH INTERLOCK
SWITCH (MAN TRANS)
FAULTY.6. REFER TO CLUTCH PEDAL POSITION SWITCH TEST, IN
THE CLUTCH. SECTION. REPLACE SWITCH, IF NECESSARY.
7. STARTER SOLENOID
FAULTY.7. REFER TO SOLENOID TEST, IN THIS SECTION. REPLACE
STARTER ASSEMBLY, IF NECESSARY.
8. STARTER ASSEMBLY
FAULTY.8. IF ALL OTHER STARTING SYSTEM COMPONENTS AND
CIRCUITS CHECK OK, REPLACE STARTER ASSEMBLY.
9. FAULTY TEETH ON
RING GEAR.9. ROTATE FLYWHEEL 360É, AND INSPECT TEETH AND RING
GEAR REPLACED IF DAMAGED.
10. PCM DOUBLE
START OVERRIDE
OUTPUT FAILURE.10. REFER TO PCM DIAGNOSTIC. CHECK FOR CONTINUITY
BETWEEN PCM AND TERMINAL 85. REPAIR OPEN CIRCUIT
AS REQUIRED. IF OK, PCM MAY BE DEFECTIVE.
STARTER
ENGAGES,
FAILS TO TURN
ENGINE.1. BATTERY
DISCHARGED OR
FAULTY.1. REFER TO THE BATTERY SECTION FOR MORE
INFORMATION. CHARGE OR REPLACE BATTERY AS
NECESSARY.
8F - 32 STARTINGRS
STARTING (Continued)