wheel CHRYSLER CARAVAN 2002 Workshop Manual

HALF SHAFT - REAR
TABLE OF CONTENTS
page page
HALF SHAFT - REAR
DESCRIPTION.........................14
DIAGNOSIS AND TESTING - HALF SHAFT....14
REMOVAL.............................15
INSTALLATION.........................15SPECIFICATIONS - HALF SHAFT - FRONT . . . 16
CV BOOT - INNER/OUTER
REMOVAL.............................17
INSTALLATION.........................18
HALF SHAFT - REAR
DESCRIPTION
The inner and outer joints of both half shaft
assemblies are tripod joints. The tripod joints are
true constant velocity (CV) joint assemblies, which
allow for the changes in half shaft length through
the jounce and rebound travel of the rear suspension.
On vehicles equipped with ABS brakes, the outer
CV joint is equipped with a tone wheel used to deter-
mine vehicle speed for ABS brake operation.
The inner tripod joint of both half shafts is bolted
rear differential assembly's output flanges. The outer
CV joint has a stub shaft that is splined into the
wheel hub and retained by a steel hub nut.
DIAGNOSIS AND TESTING - HALF SHAFT
VEHICLE INSPECTION
(1) Check for grease in the vicinity of the inboard
tripod joint and outboard CV joint; this is a sign of
inner or outer joint seal boot or seal boot clamp dam-
age.
NOISE AND/OR VIBRATION IN TURNS
A clicking noise and/or a vibration in turns could
be caused by one of the following conditions:
²Damaged outer CV or inner tripod joint seal
boot or seal boot clamps. This will result in the loss
and/or contamination of the joint grease, resulting in
inadequate lubrication of the joint.²Noise may also be caused by another component
of the vehicle coming in contact with the half shafts.
CLUNKING NOISE DURING ACCELERATION
This noise may be a result of one of the following
conditions:
²A torn seal boot on the inner or outer joint of the
half shaft assembly.
²A loose or missing clamp on the inner or outer
joint of the half shaft assembly.
²A damaged or worn half shaft CV joint.
SHUDDER OR VIBRATION DURING ACCELERATION
This problem could be a result of:
²A worn or damaged half shaft inner tripod joint.
²A sticking tripod joint spider assembly (inner tri-
pod joint only).
²Improper wheel alignment. (Refer to 2 - SUS-
PENSION/WHEEL ALIGNMENT - STANDARD
PROCEDURE)
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of:
²Foreign material (mud, etc.) packed on the back-
side of the wheel(s).
²Out of balance tires or wheels. (Refer to 22 -
TIRES/WHEELS - STANDARD PROCEDURE)
²Improper tire and/or wheel runout. (Refer to 22 -
TIRES/WHEELS - DIAGNOSIS AND TESTING)
3 - 14 HALF SHAFT - REARRS
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REMOVAL
(1) Lift vehicle on hoist so that the wheels hang
freely.
(2) Remove rear wheel.
(3) Remove cotter pin, nut lock, and wave washer
(Fig. 1).
(4) Remove hub nut and washer.
CAUTION: The half shaft outer CV joint, when
installed, acts as a bolt and secures the hub/bear-
ing assembly. If the vehicle is to be supported or
moved on its wheels, install and torque a bolt
through the hub. This will ensure that the hub/bear-
ing assembly cannot loosen.
(5) Remove inner half shaft retaining bolts (Fig. 2).(6) The half shaft is spring loaded. Compress inner
half shaft joint slightly and pull downward to clear
rear differential output flange. Then pull half shaft
assembly outward to remove (Fig. 3).
INSTALLATION
(1) Install the outer CV joint stub shaft through
the hub bearing (Fig. 4).
(2) The half shaft is spring loaded. Compress inner
half shaft joint slightly and push upward until the
inner CV joint flange engages the rear differential
output flange.
(3) Install the inner half shaft retaining bolts (Fig.
5). Torque the bolts to 61 N´m (45 ft.lbs.).
Fig. 1 Cotter Pin, Nut Lock, And Wave Washer
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - SPRING WASHER
Fig. 2 Inner Half Shaft Bolts
1 - SHAFT
2 - FLANGE
Fig. 3 Half Shaft Removal
1 - BRAKE BACKING PLATE
2 - HALF SHAFT
Fig. 4 Half Shaft Installation
1 - BRAKE BACKING PLATE
2 - HALF SHAFT
RSHALF SHAFT - REAR3-15
HALF SHAFT - REAR (Continued)
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(4) Install the half shaft washer and hub nut.
Torque the hub nut to 244 N´m (180 ft.lbs.).
(5) Install the wave washer, nut lock, and a new
cotter pin (Fig. 6). Be sure to wrap the cotter pin
prongs tightly around the hub nut lock.(6) Install rear wheel. Torque the lug nuts to 135
N´m (100 ft.lbs.).
SPECIFICATIONS - HALF SHAFT - FRONT
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Nut, Hub 244 180 -
Nuts, Rear Wheel Lug 135 100 -
Bolt, Half Shaft to Output Flange 61 45 -
Fig. 5 Inner Half Shaft Bolts
1 - SHAFT
2 - FLANGE
Fig. 6 Cotter Pin, Nut Lock, And Wave Washer
1 - HUB NUT
2 - NUT LOCK
3 - COTTER PIN
4 - SPRING WASHER
3 - 16 HALF SHAFT - REARRS
HALF SHAFT - REAR (Continued)
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REAR DRIVELINE MODULE
TABLE OF CONTENTS
page page
REAR DRIVELINE MODULE
DESCRIPTION.........................24
OPERATION...........................24
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - REAR
DRIVELINE MODULE NOISE.............25
DIAGNOSIS AND TESTING - REAR
DRIVELINE MODULE OPERATION........27
REMOVAL.............................27
DISASSEMBLY.........................28
ASSEMBLY............................30
INSTALLATION.........................34
SPECIFICATIONS - REAR DRIVELINE
MODULE............................35
SPECIAL TOOLS.......................35
BI-DIRECTIONAL OVERRUNNING CLUTCH
DESCRIPTION.........................36
OPERATION...........................38
DIFFERENTIAL ASSEMBLY
DESCRIPTION.........................41OPERATION...........................41
FLUID - DIFFERENTIAL ASSEMBLY
STANDARD PROCEDURE - DIFFERENTIAL
ASSEMBLY FLUID DRAIN AND FILL.......42
FLUID
STANDARD PROCEDURE - OVERRUNNING
CLUTCH HOUSING FLUID CHANGE.......43
VISCOUS COUPLER
DESCRIPTION.........................44
OPERATION...........................44
TORQUE ARM
REMOVAL.............................46
INSTALLATION.........................46
INPUT FLANGE SEAL
REMOVAL.............................46
INSTALLATION.........................47
OUTPUT FLANGE SEAL
REMOVAL.............................48
INSTALLATION.........................49
REAR DRIVELINE MODULE
DESCRIPTION
The rear driveline module assembly (Fig. 1) con-
sists of four main components:
²Bi-Directional Overrunning Clutch (BOC)
²Viscous Coupling
²Differential Assembly
²Torque Arm
The viscous coupling and bi-directional overrun-
ning clutch are contained within an overrunning
clutch housing, which fastens to the differential
assembly. The overrunning clutch housing and differ-
ential assembly have unique fluid sumps, each
requiring their own type and capacity of fluid. The
overrunning clutch housing requires MopartATF+4
(Automatic Transmission FluidÐType 9602) or equiv-
alent. The differential assembly requires
Driveline module service is limited to the following
components:
²Differential Assembly (serviced only as assem-
bly)
²Viscous Coupling
²Bi-Directional Overrunning Clutch (BOC)
²Overrunning Clutch Housing
²Seals (Input Flange, Output Flange, Overrun-
ning Clutch Housing O-rings)²Input Flange/Shield
²Torque Arm
²Vents
²Fasteners
OPERATION
The primary benefits of All Wheel Drive are:
²Superior straight line acceleration, and corner-
ing on all surfaces
²Better traction and handling under adverse con-
ditions, resulting in improved hill climbing ability
and safer driving.
The heart of the system is an inter-axle viscous
coupling. The vehicle retains predominantly front-
wheel drive characteristics, but the All Wheel Drive
capability takes effect when the front wheels start to
slip. Under normal level road, straight line driving,
100% of the torque is allocated to the front wheels.
The viscous coupling controls and distributes torque/
power to the rear wheels. The viscous coupling trans-
mits torque to the rear wheels in proportion of the
amount of the slippage at the front wheels. Thais
variable torque distribution is automatic with no
driver inputs required. The coupling is similar to a
multi-plate clutch. It consists of a series of closely
spaced discs, which are alternately connected to the
front and rear drive units. The unit is totally sealed
and partially filled with silicone fluid. There is no
3 - 24 REAR DRIVELINE MODULERS
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adjustment, maintenance or fluid checks required
during the life of the unit.
The overrunning clutch allows the rear wheels to
overrun the front wheels during a rapid front wheel
lock braking maneuver. The overrunning action pre-
vents any feed-back of front wheel braking torque to
the rear wheels. It also allows the braking system to
control the braking behavior as a two wheel drive
(2WD) vehicle.
The overrunning clutch housing has a separate oil
sump and is filled independently from the differen-
tial. The fill plug is located on the side of the over-
running clutch case. When filling the overrunning
clutch with lubricant use MopartATF+4 (Automatic
Transmission FluidÐType 9602) or equivalent.
The differential assembly contains a conventional
open differential with hypoid ring gear and pinion
gear set. The hypoid gears are lubricated by SAE
80W-90 gear lubricant.DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - REAR DRIVELINE
MODULE NOISE
Different sources can be the cause of noise that the
rear driveline module assembly is suspected of mak-
ing. Refer to the following causes for noise diagnosis.
DRIVELINE MODULE ASSEMBLY NOISE
The most important part of driveline module ser-
vice is properly identifying the cause of failures and
noise complaints. The cause of most driveline module
failures is relatively easy to identify. The cause of
driveline module noise is more difficult to identify.
If vehicle noise becomes intolerable, an effort
should be made to isolate the noise. Many noises that
are reported as coming from the driveline module
may actually originate at other sources. For example:
²Tires
²Road surfaces
Fig. 1 AWD Driveline Module Assembly
1 - TORQUE ARM 8 - WASHER 15 - PLUG-OVERRUNNING CLUTCH HOUSING DRAIN
2 - INPUT FLANGE 9 - BI-DIRECTIONAL OVERRUNNING CLUTCH (BOC) 16 - SNAP RING
3 - FLANGE NUT 10 - VISCOUS COUPLER 17 - BEARING
4 - WASHER 11 - SHIM (SELECT) 18 - OVERRUNING CLUTCH HOUSING
5 - SHIELD 12 - O-RING 19 - SEAL-INPUT FLANGE
6 - VENT 13 - DIFFERENTIAL ASSEMBLY
7 - O-RING 14 - PLUG-DIFFERENTIAL FILL
RSREAR DRIVELINE MODULE3-25
REAR DRIVELINE MODULE (Continued)
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²Wheel bearings
²Engine
²Transmission
²Exhaust
²Propeller shaft (vibration)
²Vehicle body (drumming)
Driveline module noises are normally divided into
two categories: gear noise or bearing noise. A thor-
ough and careful inspection should be completed to
determine the actual source of the noise before
replacing the driveline module.
The rubber mounting bushings help to dampen-out
driveline module noise when properly installed.
Inspect to confirm that no metal contact exists
between the driveline module case and the body. The
complete isolation of noise to one area requires
expertise and experience. Identifying certain types of
vehicle noise baffles even the most capable techni-
cians. Often such practices as:
²Increase tire inflation pressure to eliminate tire
noise.
²Listen for noise at varying speeds with different
driveline load conditions
²Swerving the vehicle from left to right to detect
wheel bearing noise.
All driveline module assemblies produce noise to a
certain extent. Slight carrier noise that is noticeable
only at certain speeds or isolated situations should be
considered normal. Carrier noise tends to peak at a
variety of vehicle speeds. Noise isNOT ALWAYSan
indication of a problem within the carrier.
TIRE NOISE
Tire noise is often mistaken for driveline module
noise. Tires that are unbalanced, worn unevenly or
are worn in a saw-tooth manner are usually noisy.
They often produce a noise that appears to originate
in the driveline module.
Tire noise changes with different road surfaces, but
driveline module noise does not. Inflate all four tires
with approximately 20 psi (138 kPa) more than the
recommended inflation pressure (for test purposes
only). This will alter noise caused by tires, but will
not affect noise caused by the differential. Rear axle
noise usually ceases when coasting at speeds less
than 30 mph (48 km/h); however, tire noise contin-
ues, but at a lower frequency, as the speed is
reduced.
After test has been completed lower tire pressure
back to recommended pressure.
GEAR NOISE (DRIVE PINION AND RING GEAR)
Abnormal gear noise is rare and is usually caused
by scoring on the ring gear and drive pinion. Scoring
is the result of insufficient or incorrect lubricant in
the carrier housing.Abnormal gear noise can be easily recognized. It
produces a cycling tone that will be very pronounced
within a given speed range. The noise can occur dur-
ing one or more of the following drive conditions:
²Drive
²Road load
²Float
²Coast
Abnormal gear noise usually tends to peak within
a narrow vehicle speed range or ranges. It is usually
more pronounced between 30 to 40 mph (48 to 64
km/h) and 50 to 60 mph (80 to 96 km/h). When objec-
tionable gear noise occurs, note the driving condi-
tions and the speed range.
BEARING NOISE (DRIVE PINION AND
DIFFERENTIAL)
Defective bearings produce a rough growl that is
constant in pitch and varies with the speed of vehi-
cle. Being aware of this will enable a technician to
separate bearing noise from gear noise.
Drive pinion bearing noise that results from defec-
tive or damaged bearings can usually be identified by
its constant, rough sound. Drive pinion front bearing
is usually more pronounced during a coast condition.
Drive pinion rear bearing noise is more pronounced
during a drive condition. The drive pinion bearings
are rotating at a higher rate of speed than either the
differential side bearings or the axle shaft bearing.
Differential side bearing noise will usually produce
a constant, rough sound. The sound is much lower in
frequency than the noise caused by drive pinion bear-
ings.
Bearing noise can best be detected by road testing
the vehicle on a smooth road (black top). However, it
is easy to mistake tire noise for bearing noise. If a
doubt exists, the tire treads should be examined for
irregularities that often causes a noise that resem-
bles bearing noise.
ENGINE AND TRANSMISSION NOISE
Sometimes noise that appears to be in the driv-
eline module assembly is actually caused by the
engine or the transmission. To identify the true
source of the noise, note the approximate vehicle
speed and/or RPM when the noise is most noticeable.
Stop the vehicle next to a flat brick or cement wall
(this will help reflect the sound). Place the transaxle
inNEUTRAL. Accelerate the engine slowly up
through the engine speed that matches the vehicle
speed noted when the noise occurred. If the same
noise is produced, it usually indicates that the noise
is being caused by the engine or transaxle.
3 - 26 REAR DRIVELINE MODULERS
REAR DRIVELINE MODULE (Continued)
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DIAGNOSIS AND TESTING - REAR DRIVELINE
MODULE OPERATION
Driveline module operation requires relatively
straight-forward diagnosis. Refer to the following
chart:
DRIVELINE MODULE DIAGNOSIS CHART
CONDITION POSSIBLE CAUSES CORRECTION
Rear wheels not
overrunning1) Bi-directional overrunning clutch
failure1) Replace overrunning clutch
components as required
No AWD in forward or
reverse directions, propeller
shaft turning1) Bi-directional overrunning clutch
failure1) Replace overrunning clutch
components as required
2) Viscous coupling failure 2) Replace viscous coupling
3) Rear differential failure 3) Replace the rear differential
assembly
No AWD in forward or
reverse directions, propeller
shaft not turning1) Power transfer unit failure. 1) Replace power transfer unit
components as necessary
Vibration at all speeds,
continuous torque transfer1) Mis-matched tires, worn tires on
front axle.1) Replace worn or incorrect
(mis-matched) tires with same
make and size
REMOVAL
(1) Raise vehicle on hoist.
(2) Drain fluid from overrunning clutch housing
and/or differential assembly if necessary.
(3) Remove propeller shaft. (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/PROPELLER SHAFT -
REMOVAL)
(4) Disconnect left and right rear halfshafts from
output flanges (Fig. 2).(5) Remove torque arm mount to body bolts.
(6) Position transmission jack to driveline module
assembly and secure assembly to jack.
(7) Remove two driveline module-to-body bolts
(Fig. 3).
(8) Lower driveline module from vehicle and
remove from jack.
Fig. 2 Half Shaft Mounting Bolts
1 - SHAFT
2 - FLANGE
Fig. 3 Rear Drive Line Module Assembly Mounting
Bolts
1 - DRIVELINE MODULE RETAINING BOLT (2)
2 - RUBBER ISOLATOR
3 - WASHER
RSREAR DRIVELINE MODULE3-27
REAR DRIVELINE MODULE (Continued)
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BI-DIRECTIONAL
OVERRUNNING CLUTCH
DESCRIPTION
The bi-directional overrunning clutch (BOC) (Fig.
28) works as a mechanical disconnect between the
front and rear axles, preventing torque from being
transferred from the rear axle to the front. The BOC
is a simply an overrunning clutch which works in
both clockwise and counter-clockwise rotations. This
means that when the output (the rear axle) is rotat-
ing faster in one direction than the input (front axle),
there is no torque transmission. But when the input
speed is equal to the output speed, the unit becomes
locked. The BOC provides significant benefits regard-
ing braking stability, handling, and driveline durabil-
ity. Disconnecting the front and the rear driveline
during braking helps to maintain the braking stabil-
ity of an AWD vehicle. In an ABS/braking event, the
locking of the rear wheels must be avoided for stabil-
ity reasons. Therefore brake systems are designed to
lock the front wheels first. Any torque transfer from
the rear axle to the front axle disturbs the ABS/brak-
ing system and causes potential instabilities on aslippery surface. The BOC de-couples the rear driv-
eline as soon the rear wheels begin to spin faster
than the front wheels (front wheels locked) in order
to provide increased braking stability. Furthermore
the BOC also reduces the likelihood of throttle off
over-steer during cornering. In a throttle off maneu-
ver, the BOC once again de-couples the rear driveline
forcing all the engine brake torque to the front
wheels. This eliminates the chance of lateral slip on
the rear axle and increases it on the front. The vehi-
cle will therefore tend to understeer, a situation
which is considered easier to manage in most circum-
stances. During this maneuver, and during the ABS
braking event, the BOC does not transmit torque
through to the rear wheels. The rear driveline mod-
ule, with the BOC, will perform the same as a front
wheel drive vehicle during these events. The gear
ratio offset between the front and rear differentials
force the BOC into the overrunning mode most of the
time. This allows BOC to significantly reduce the
rolling resistance of the vehicle, which improves fuel
consumption, allows the downsizing of the driveline
components, and prevents the PTU and propshaft
joints from overheating.
3 - 36 REAR DRIVELINE MODULERS
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OPERATION
In order to achieve all-wheel drive operation in
reverse, the overrunning clutch locking functional direc-
tion must be reversible. The bi-directional overrunning
clutch (BOC) changes the operational mode direction
depending on the propeller shaft direction. The propel-
ler shaft rotates in the clockwise (when viewed from the
front) direction when the vehicle is moving forward,
which indexes the BOC to the forward overrunning
position. When the vehicle is in reverse, the propeller
shaft will rotate counter-clockwise and index the BOC
to the reverse overrunning position.
The BOC acts as a mechanical stator. It is active
(transmitting torque), or it is not active and in over-
running mode (not transmitting torque). This ªall or
nothingº approach to torque transfer would cause a
sudden application of all available power to the rear
wheels, which is not desirable. Therefore it is run in
series with a viscous coupler to smooth, dampen, and
limit the transmission of torque to the rear axle and
to prevent a step style torque input to the rear axle.
STEADY STATE, LOW TO MODERATE SPEED, NO
FRONT WHEEL SLIP, FORWARD DIRECTION
During normal driving conditions, (no wheel slip), the
inner shaft (front axle) and outer race (viscous coupler)
are running at different speeds due to the different gear
ratios between the front and rear differentials. In this
condition, the outer race is always spinning faster (over-
driving between 5-32 rpm) than the inner shaft. When
the BOC (Fig. 29) is running under these conditions, at
low vehicle speeds the drag shoes and the cage keep the
rollers up on the left side (forward side) of the inner
shaft flats. This is what is known as ªoverrunning
mode.º Notice that when the clutch is in overrunning
mode, the rollers are spinning clockwise and with the
outer race, thus no torque is being transferred.
NOTE: Low speed, forward and reverse operation is
identical, just in opposite directions. (Fig. 29) shows
forward direction in reverse the rollers are on the other
side of the flats due to a reversal of the cage force.
TRANSIENT CONDITION (BOC LOCKED), FRONT
WHEEL SLIP, FORWARD DIRECTION
When the front wheels lose traction and begin to
slip, the propeller shaft and rear axle pinion speed
difference decreases to zero. At this point the input
shaft (cam) becomes the driving member of the BOC
(Fig. 30), compressing the rollers against the outer
race. This locks the input shaft with the outer race
and transmits torque to the housing of the viscous
coupler, that in turn transmits torque to the rear
axle pinion. It should also be noted that when the
device is locked, the inner shaft and the outer raceare rotating at the same speed. The rollers are
pinched at this point and will stay locked until a
torque reversal (no front wheel slip) occurs. When
locked, the viscous coupler slips during the torque
transfer and the amount of torque transferred is
dependent on the coupling characteristic and the
amount of front wheel slip.
Fig. 29 BOC Operation at Low Speeds With No
Front Wheel Slip
1 - CAGE
2 - ROLLER
3 - INPUT SHAFT
Fig. 30 BOC Operation with Front Wheel Slip
3 - 38 REAR DRIVELINE MODULERS
BI-DIRECTIONAL OVERRUNNING CLUTCH (Continued)
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STEADY STATE, HIGH SPEED, NO WHEEL SLIP
The roller cage positions the rollers on the input shaft
flats during low and high speed overrunning and during
initial BOC lockup. The roller cage is rotating at input
shaft (propeller shaft) speed at all times. At low speeds,
the friction shoes (Fig. 31) are pressed against the fric-
tion ground via the garter spring (Fig. 32), creating a
drag force on the roller cage. The drag force positions
the cage, which in turn positions the rollers to one side
of the flat. The direction of this drag force (position of
the roller) is dependent on the input (propeller shaft)
rotational direction. Since the rollers are always in con-
tact with the outer race, due to centrifugal forces, the
rollers want to follow the outer race due to drag. During
overrunning operation, the outer race is rotating faster
than the input; causing the rollers to want to traverse
the flat from one side to the other. During low speeds,
the brake shoes counteract this effect. To avoid exces-
sive wear, the ground shoes are designed to lift off from
the friction ground due to centrifugal forces at higher
rotational speeds.
To keep the rollers in the overrunning position and
avoid undesired9high speed lockup9, a high speed
latch (Fig. 33) positions the cage before the ground
shoes lift off. A further explanation of the high speed
effects follows as well. Utilizing only the friction
shoes approach means that at high speed the
required ground shoe drag torque would cause exces-
sive brake shoe wear or the roller will begin tomigrate to the opposite side of the flat due to the
drag force of the outer race. This would result in sys-
tem lock-up. (Fig. 34) shows the BOC as it crosses
the speed where the brake shoe force is overcome by
the roller drag on the outer race. Notice that the
roller is locking up on the opposite side of the flat
and the cage supplies no force on the rollers.
Fig. 31 Front View of BOC
1 - GARTER SPRING
2 - FRICTION BRAKE SHOES
3 - FRICTION GROUND CONNECTED TO GROUND TAB
4 - INPUT SHAFT
Fig. 32 Location of the Grounding Element
1 - DIFFERENTIAL HOUSING
2 - GROUND TAB
3 - GARTER SPRING
Fig. 33 BOC High Speed Latch (Not Engaged)
1 - TOOTH (TWO PLACES)
2 - GARTER SPRING
3 - TABS AT BOTH ENDS FIT INTO SLOTS IN CAGE
4 - TWO PART DESIGN
RSREAR DRIVELINE MODULE3-39
BI-DIRECTIONAL OVERRUNNING CLUTCH (Continued)
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