CHRYSLER VOYAGER 2005 Service Manual

(5) Remove input speed sensor (Fig. 306).
(6) Remove three (3) solenoid/pressure switch
assembly-to-transaxle case bolts (Fig. 307).
(7) Remove solenoid/pressure switch assembly and
gasket (Fig. 308). 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
ªQuick-Learnº procedure. (Refer to 8 - ELECTRI-
CAL/ELECTRONIC CONTROL MODULES/TRANS-
MISSION CONTROL MODULE - STANDARD
PROCEDURE)
(1) Install solenoid/pressure switch assembly and
new gasket to transaxle (Fig. 308).
(2) Install and torque three (3) bolts (Fig. 307) to
13 N´m (110 in. lbs.).
(3) Install input speed sensor (Fig. 306) and torque
to 27 N´m (20 ft. lbs.).
(4) Connect input speed sensor connector (Fig.
305).
(5) Install solenoid/pressure switch 8-way connec-
tor and torque to 4 N´m (35 in. lbs.) (Fig. 305).
(6) Install air cleaner assembly.
(7) Connect battery negative cable.
(8) If solenoid/pressure switch assembly was
replaced, perform the ªQuick-Learnº procedure.
(Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)
Fig. 306 Input Speed Sensor
1 - INPUT SPEED SENSOR
Fig. 307 Solenoid/Pressure Switch Assembly-to-
Case Bolts
1 - BOLTS
2 - SOLENOID AND PRESSURE SWITCH ASSEMBLY
Fig. 308 Solenoid/Pressure Switch Assembly and
Gasket
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
2 - GASKET
21 - 270 41TE AUTOMATIC TRANSAXLERS
SOLENOID/PRESSURE SWITCH ASSY (Continued)

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.
309), sealed with an o-ring (Fig. 310), and is consid-
ered a primary input to the Powertrain/Transmission
Control Module.
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.
311), an AC voltage is generated and sent to the
PCM/TCM. The PCM/TCM interprets this informa-
tion as input shaft rpm.
The PCM/TCM compares the input speed signal
with output speed signal to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
The PCM/TCM also compares the input speed sig-
nal and the engine speed signal to determine the fol-
lowing:
²Torque converter clutch slippage
²Torque converter element speed ratio
Fig. 309 Input Speed Sensor Location
1 - INPUT SPEED SENSOR
Fig. 310 O-Ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
Fig. 311 Sensor Relation to Input Clutch Hub
1 - INPUT SPEED SENSOR
2 - TRANSAXLE CASE
3 - INPUT CLUTCH HUB
RS41TE AUTOMATIC TRANSAXLE21 - 271

REMOVAL
(1) Disconnect battery negative cable.
(2) Disconnect input speed sensor connector (Fig.
312).
(3) Unscrew and remove input speed sensor (Fig.
313).
(4) Inspect speed sensor o-ring (Fig. 314) and
replace if necessary.
INSTALLATION
(1) Verify o-ring is installed into position (Fig.
314).
(2) Install and tighten input speed sensor to 27
N´m (20 ft. lbs.) (Fig. 313).
(3) Connect speed sensor connector (Fig. 312).
(4) Connect battery negative cable.
Fig. 312 Transmission Connectors
1 - SOLENOID PACK CONNECTOR
2 - INPUT SPEED SENSOR CONNECTOR
3 - OUTPUT SPEED SENSOR CONNECTOR
4 - TRANSMISSION RANGE SENSOR CONNECTOR
Fig. 313 Input (Turbine) Speed Sensor
1 - INPUT SPEED SENSOR
Fig. 314 O-ring Location
1 - INPUT SPEED SENSOR
2 - O-RING
21 - 272 41TE AUTOMATIC TRANSAXLERS
SPEED SENSOR - INPUT (Continued)

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.
315), sealed with an o-ring (Fig. 316), and is consid-
ered a primary input to the Powetrain/Transmission
Control Module.
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. 317), an AC voltage is generated and sent to
the PCM/TCM. The PCM/TCM interprets this infor-
mation as output shaft rpm.
The PCM/TCM compares the input and output
speed signals to determine the following:
²Transmission gear ratio
²Speed ratio error detection
²CVI calculation
VEHICLE SPEED SIGNAL
The vehicle speed signal is taken from the Output
Speed Sensor. The PCM converts this signal into a
pulse per mile signal and sends the vehicle speed
message across the communication bus to the BCM.
The BCM sends this signal to the Instrument Cluster
to display vehicle speed to the driver. The vehicle
speed signal pulse is roughly 8000 pulses per mile.
Fig. 315 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
Fig. 316 O-Ring Location
1 - OUTPUT SPEED SENSOR
2 - O-RING
Fig. 317 Sensor Relation to Planet Carrier Park Pawl
1 - OUTPUT SPEED SENSOR
2 - REAR PLANET CARRIER/OUTPUT SHAFT ASSEMBLY
3 - TRANSAXLE CASE
RS41TE AUTOMATIC TRANSAXLE21 - 273

REMOVAL
(1) Disconnect battery negative cable.
(2) Raise vehicle on hoist.
(3) Disconnect output speed sensor connector (Fig.
318).
(4) Unscrew and remove output speed sensor (Fig.
319).
(5) Inspect speed sensor o-ring (Fig. 320) and
replace if necessary.
INSTALLATION
(1) Verify o-ring is installed into position (Fig.
320).
(2) Install and tighten input speed sensor to 27
N´m (20 ft. lbs.).
(3) Connect speed sensor connector (Fig. 318).
(4) Connect battery negative cable.
Fig. 318 Transmission Connectors
1 - SOLENOID PACK CONNECTOR
2 - INPUT SPEED SENSOR CONNECTOR
3 - OUTPUT SPEED SENSOR CONNECTOR
4 - TRANSMISSION RANGE SENSOR CONNECTOR
Fig. 319 Output Speed Sensor
1 - OUTPUT SPEED SENSOR
Fig. 320 O-ring Location
1 - OUTPUT SPEED SENSOR
2 - O-RING
21 - 274 41TE AUTOMATIC TRANSAXLERS
SPEED SENSOR - OUTPUT (Continued)

TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 321) 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.
Fig. 321 Torque Converter Assembly
1 - TURBINE
2 - IMPELLER
3 - HUB
4-STATOR
5 - CONVERTER CLUTCH DISC
6 - DRIVE PLATE
RS41TE AUTOMATIC TRANSAXLE21 - 275

IMPELLER
The impeller (Fig. 322) 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. 322 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 - 276 41TE AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)

TURBINE
The turbine (Fig. 323) is the output, or driven,
member of the converter. The turbine is mounted
within the housing opposite the impeller, but is not
attached to the housing. The input shaft is inserted
through the center of the impeller and splined into
the turbine. The design of the turbine is similar to
the impeller, except the blades of the turbine are
curved in the opposite direction.
Fig. 323 Turbine
1 - TURBINE VANE
2 - ENGINE ROTATION
3 - INPUT SHAFT4 - PORTION OF TORQUE CONVERTER COVER
5 - ENGINE ROTATION
6 - OIL FLOW WITHIN TURBINE SECTION
RS41TE AUTOMATIC TRANSAXLE21 - 277
TORQUE CONVERTER (Continued)

STATOR
The stator assembly (Fig. 324) is mounted on a sta-
tionary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 325).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direc-
tion. When the stator is locked against the over-run-
ning clutch, the torque multiplication feature of the
torque converter is operational.
TORQUE CONVERTER CLUTCH (TCC)
The TCC (Fig. 326) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid cou-
pling provides smooth, shock±free power transfer, it
is natural for all fluid couplings to slip. If the impel-
ler and turbine were mechanically locked together, a
zero slippage condition could be obtained. A hydraulic
piston was added to the turbine, and a friction mate-
rial was added to the inside of the front cover to pro-
vide this mechanical lock-up.
OPERATION
The converter impeller (Fig. 327) (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 theturbine 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-
Fig. 324 Stator Components
1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
Fig. 325 Stator Location
1-STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 326 Torque Converter Clutch (TCC)
1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4-STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
21 - 278 41TE AUTOMATIC TRANSAXLERS
TORQUE CONVERTER (Continued)

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. 328).
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 stator
from 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-
Fig. 327 Torque Converter Fluid Operation
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
Fig. 328 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
RS41TE AUTOMATIC TRANSAXLE21 - 279
TORQUE CONVERTER (Continued)