41TE & 62TE Automatic Transmission Workshop Service Manual

2009 AUTOMATIC TRANSMISSION 62TE - Service Information - Grand Caravan, Town & Country DESCRIPTION DESCRIPTION Fig. 1: 62TE Transmission Courtesy of CHRYSLER LLC The planetary gear train for the 62TE transaxle provides six forward gear ratios, including two fourth gear ratios. One reverse gear ratio is also provided. Underdrive (UD) Compounder Assembly  Low Clutch (LC)  Direct Clutch (DC) 1 - Underdrive Clutch (UD) 6 - Overrunning Clutch (ORC) 2 - Overdrive Clutch (OD) 7 - Low Clutch (LC) 3 - Reverse Clutch (R) 8 - Direct Clutch (DC) 4 - 2/4 Clutch 9 - Planetary Gear Set 5 - L/R Clutch 10 - Remote Pinion Gear

 Overrunning Clutch (ORC)  Planetary gear set Fore-Mounted Valve Body/Solenoid/Pressure Switch Assembly  DC solenoid  LC solenoid  DC pressure switch  LC pressure switch  Torque Converter Clutch (TC) and pressure control Solenoids  Line Pressure Sensor (LPS)  An additional (third) speed sensor  A "squashed," or flatter, torque converter  A flatter oil pump  A new cover for valve body access  23-way connector for the Solenoid/Pressure Switch Assembly  Redesigned transfer gears with an oil scavenger  A remote pinion gear  A 2-piece, closed differential case with structural clamshell housing. The addition of the underdrive compounder assembly components improves low-end torque multiplication, enhancing low-end power capability. TRANSAXLE IDENTIFICATION

Fig. 2: Case Stamp & Bar Code Label Location Courtesy of CHRYSLER LLC The 62TE transaxle is identified by a barcode label (1) that is fixed to the transaxle or the "PK" number (2). Fig. 3: Identification Label Breakdown Courtesy of CHRYSLER LLC The label contains a series of digits that can be translated into useful information such as transaxle part number, date of manufacture, manufacturing origin, plant shift number, build sequence number, etc. Refer to for identification label breakdown. If the tag is not legible or missing, the "PK" number, which is stamped into the transaxle case behind the transfer gear cover, can be referred to for identification. This number differs slightly in that it contains the entire 1 - T=TRACEABILITY 2 - SUPPLIER CODE (PK=KOKOMO) 3 - COMPONENT CODE (TK=KOKOMO TRANSMISSION) 4 - BUILD DAY (344=DEC. 9) 5 - BUILD YEAR (9=1999) 6 - LINE/SHIFT CODE (3=3RD SHIFT) 7 - BUILD SEQUENCE NUMBER 8 - LAST THREE OF P/N 9 - ALPHA 10 - TRANSAXLE PART NUMBER 11 - P=PART NUMBER

transaxle part number, rather than the last three digits. OPERATION OPERATION ELEMENTS IN USE AT EACH POSITION OF SELECTOR LEVER  A = Applied  H = Holding  * = Limp-in Mode  ^ = Applied in coast only In total, the 62TE provides seven forward ratios and one reverse. The underdrive compounder assembly has two modes of operation: direct and reduction. Notice in the "What's On When" chart, the 2-3, 3-2, and 4-2 shifts require a "double swap" shift. This occurs when two elements are turned off while two different elements are engaged. This clutch-to-clutch synchronization takes place within 40 - 70 milliseconds, producing a smooth shift. If the underdrive compounder assembly shifts too early (in relation to the shifts taking place in the main centerline), a shudder or harsh shift results. If the underdrive assembly shifts too late, the driver experiences a "double bump" sensation. To avoid a double swap shift in a 6-4 downshift, the transaxle shifts into 4th prime, which requires the deactivation of the OD clutch and the simultaneous application of the UD clutch. REVERSE GEAR 62TE ELEMENTS APPLIED GEAR RATIO UD OD R 2-4 L-R LC DC ORC 1 4.127 A - - - A A ^ - H 2 2.842 A - - - A - A - 3* 2.284 A - - A - A ^ - H 4 1.573 A - - A - - A - 4 1.452 A A - - - A ^ - H 5 1.000 A A - - - - A - 6 0.689 - A - A - - A - R 3.215 - - A - A A - -

Fig. 4: Reverse Gear Power Flow Courtesy of CHRYSLER LLC In Reverse, the Reverse Clutch (R) (1) is applied to provide input torque. The reverse clutch drives the front sun gear. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly. The rear carrier/front annulus assembly rotates as an output member in reverse with a reduction gear ratio of 2.21:1. Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears and the underdrive shaft. The Low Clutch (LC) (3) is applied to hold the underdrive compounder sun gear. With the sun gear held, the annulus drives the underdrive compounder carrier, and a reduction gear ratio of 1.45:1 is achieved The main centerline ratio of 2.21:1 is multiplied by the underdrive compounder centerline ratio of 1.45:1. As a result, the ratio through the entire gear train to the final drive in Reverse is 3.215:1. FIRST GEAR

Fig. 5: 1st Gear Power Flow Courtesy of CHRYSLER LLC In First gear, the UD clutch (1) is applied to provide input torque. The UD hub is splined to the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly. By doing so, the rear planet gears are forced to rotate around the inside of the stationary rear annulus. The rear carrier/front annulus assembly rotates as an output member with a reduction gear ratio of 2.84:1. Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears and the underdrive shaft. The Overrunning Clutch (ORC) holds the underdrive sun gear. The LC (3) is also applied during coast in first gear. With the sun gear held, the annulus drives the underdrive compounder carrier, and a reduction gear ratio of 1.45:1 is achieved by the underdrive compounder gear set. The main centerline ratio of 2.84:1 is multiplied by the underdrive compounder centerline ratio of 1.45:1. As a result, the ratio through the entire gear train to the final drive in First gear is 4.127:1. SECOND GEAR

Fig. 6: 2nd Gear Power Flow Courtesy of CHRYSLER LLC In Second gear, the UD clutch (1) is applied to provide input torque. The UD hub is splined to the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The L/R clutch (2) is applied to hold the front carrier/rear annulus assembly. By doing so, the rear planet gears are forced to rotate around the inside of the stationary rear annulus. The rear carrier/front annulus assembly rotates as an output member with a reduction gear ratio of 2.84:1. Power from the main centerline transfers to the underdrive compounder gear set annulus by way of the transfer gears and the underdrive shaft. The direct clutch (3) is applied to drive the underdrive compounder sun gear at the same speed as the underdrive annulus. With two members driven, the underdrive compounder gear set operates in direct, or 1:1. The main centerline ratio of 2.84:1 is multiplied by the underdrive compounder centerline ratio of 1:1. As a result, the ratio through the entire gear train to the final drive in Second gear is 2.84:1. THIRD GEAR

Fig. 7: 3rd Gear Power Flow Courtesy of CHRYSLER LLC In Third gear, the UD clutch (1) is applied to drive the rear sun gear. The UD hub is splined to the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The 2/4 clutch (2) is applied to hold the front sun gear. The rear carrier/front annulus rotates as an output member with a reduction gear ratio of 1.573:1. Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears and the underdrive shaft. The Overrunning Clutch (ORC) holds (4) the underdrive sun gear. The LC (3) is also applied during coast in first gear. With the sun gear held, the annulus drives the underdrive compounder carrier, and a reduction gear ratio of 1.45:1 is achieved by the underdrive compounder gear set. The main centerline ratio of 1.57:1 is multiplied by the underdrive compounder centerline ratio of 1.45:1. As a result, the ratio through the entire gear train to the final drive in Third gear is 2.28:1. Third gear is also the default (limp-in) gear position. FOURTH GEAR PRIME

Fig. 8: 4th Gear Prime Power Flow Courtesy of CHRYSLER LLC In Fourth Prime, the UD clutch (1) is applied to drive the rear sun gear. The UD hub is splined to the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The 2/4 clutch (2) is applied to hold the front sun gear. The rear carrier/front annulus rotates as an output member with a reduction gear ratio of 1.57:1. Power from the main centerline transfers to the underdrive compounder gear set annulus by way of the transfer gears and the underdrive shaft. The direct clutch (3) is applied to drive the underdrive compounder sun gear at the same speed as the underdrive annulus. With two members driven, the underdrive compounder gear set operates in direct, or 1:1. The main centerline ratio of 1.57:1 is multiplied by the underdrive compounder centerline ratio of 1:1. As a result, the ratio through the entire gear train to the final drive in Fourth Prime is 1.573:1. FOURTH GEAR

Fig. 9: 4th Gear Power Flow Courtesy of CHRYSLER LLC In Fourth gear, the UD (1) and OD clutches (2) are applied to provide input torque. The UD hub is splined to the rear sun gear. When the UD clutch is applied, the UD hub and rear sun gear are driven. The OD hub assembly is splined to the front carrier/rear annulus assembly. When the OD clutch is applied, the OD hub and front carrier/rear annulus assembly are also driven. With the rear sun gear and the rear annulus driven at the same speed and in the same direction, the entire front/rear planetary gear train is locked and rotating as one unit. The rear carrier/front annulus rotates as an output member in direct, or 1:1. Power from the main centerline transfers to the underdrive compounder annulus by way of the transfer gears and the underdrive shaft. The Overrunning Clutch (ORC) (4) holds the underdrive sun gear. The LC (3) is also applied during coast in first gear. With the sun gear held, the annulus drives the underdrive compounder carrier, and a reduction gear ratio of 1.45:1 is achieved by the underdrive compounder gear set. The main centerline ratio of 1:1 is multiplied by the underdrive compounder centerline ratio of 1:45. As a result, the ratio through the entire gear train to the final drive in Fourth gear is 1.45:1. FIFTH GEAR

41TE & 62TE Automatic Transmission Workshop Service Manual

You're Reading a Preview

Recently Viewed