Chrysler 48RE Bedienungsanleitung

AUTOMATIC TRANSMISSION - 48RE

TABLE OF CONTENTS

page page

AUTOMATIC TRANSMISSION - 48RE

DESCRIPTION ........................132

OPERATION ..........................134

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - AUTOMATIC

TRANSMISSION .....................140

DIAGNOSIS AND TESTING - PRELIMINARY . 140

DIAGNOSIS AND TESTING - ROAD

TESTING ...........................140

DIAGNOSIS AND TESTING - HYDRAULIC

PRESSURE TEST ....................141

DIAGNOSIS AND TESTING - AIR TESTING

TRANSMISSION CLUTCH AND BAND

OPERATION ........................144

DIAGNOSIS AND TESTING - CONVERTER

HOUSING FLUID LEAK ................144

DIAGNOSIS AND TESTING - DIAGNOSIS

CHARTS ...........................145

STANDARD PROCEDURE - ALUMINUM

THREAD REPAIR .....................158

REMOVAL ............................158

DISASSEMBLY ........................160

CLEANING ...........................166

INSPECTION .........................166

ASSEMBLY ...........................166

INSTALLATION ........................174

SCHEMATICS AND DIAGRAMS

HYDRAULIC SCHEMATICS .............176

SPECIFICATIONS

TRANSMISSION .....................189

SPECIAL TOOLS

RE TRANSMISSION ..................191

ACCUMULATOR

DESCRIPTION ........................193

OPERATION ..........................193

INSPECTION .........................194

BANDS

DESCRIPTION ........................194

OPERATION ..........................194

ADJUSTMENTS

ADJUSTMENT - BANDS ...............195

BRAKE TRANSMISSION SHIFT INTERLOCK

SYSTEM

DESCRIPTION ........................196

OPERATION ..........................196

DIAGNOSIS AND TESTING - BRAKE

TRANSMISSION SHIFT INTERLOCK ......196

ADJUSTMENTS - BRAKE TRANSMISSION

SHIFT INTERLOCK ...................196

ELECTRONIC GOVERNOR

DESCRIPTION ........................197

OPERATION ..........................198

REMOVAL ............................199

INSTALLATION ........................200

EXTENSION HOUSING SEAL

REMOVAL ............................201

INSTALLATION ........................201

FLUID AND FILTER

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - EFFECTS OF

INCORRECT FLUID LEVEL .............201

DIAGNOSIS AND TESTING - CAUSES OF

BURNT FLUID .......................201

DIAGNOSIS AND TESTING - FLUID

CONTAMINATION ....................202

STANDARD PROCEDURE

STANDARD PROCEDURE - FLUID LEVEL

CHECK ............................202

STANDARD PROCEDURE - FLUID AND

FILTER REPLACEMENT ...............203

STANDARD PROCEDURE - TRANSMISSION

FILL ...............................204

FRONT CLUTCH

DESCRIPTION ........................205

OPERATION ..........................205

DISASSEMBLY ........................205

INSPECTION .........................206

ASSEMBLY ...........................207

FRONT SERVO

DESCRIPTION ........................208

OPERATION ..........................208

DISASSEMBLY ........................209

CLEANING ...........................209

INSPECTION .........................209

ASSEMBLY ...........................209

GEARSHIFT CABLE

DIAGNOSIS AND TESTING - GEARSHIFT

CABLE .............................210

REMOVAL ............................210

INSTALLATION ........................211

ADJUSTMENTS

GEARSHIFT CABLE ..................212

OIL PUMP

DESCRIPTION ........................213

OPERATION ..........................213

DISASSEMBLY ........................214

CLEANING ...........................214

INSPECTION .........................214

ASSEMBLY ...........................214

21 - 130 AUTOMATIC TRANSMISSION - 48RE DR

OUTPUT SHAFT FRONT BEARING

REMOVAL ............................216

INSTALLATION ........................216

OUTPUT SHAFT REAR BEARING

REMOVAL ............................216

INSTALLATION ........................217

OVERDRIVE CLUTCH

DESCRIPTION ........................217

OPERATION ..........................217

OVERDRIVE UNIT

REMOVAL ............................218

DISASSEMBLY ........................218

CLEANING ...........................225

INSPECTION .........................225

ASSEMBLY ...........................226

INSTALLATION ........................235

OVERRUNNING CLUTCH CAM/OVERDRIVE

PISTON RETAINER

DESCRIPTION ........................236

OPERATION ..........................236

DISASSEMBLY ........................236

CLEANING ...........................236

INSPECTION .........................237

ASSEMBLY ...........................237

PISTONS

DESCRIPTION ........................239

OPERATION ..........................239

PLANETARY GEARTRAIN/OUTPUT SHAFT

DESCRIPTION ........................241

OPERATION ..........................241

DISASSEMBLY ........................242

INSPECTION .........................243

ASSEMBLY ...........................244

REAR CLUTCH

DESCRIPTION ........................247

OPERATION ..........................248

DISASSEMBLY ........................248

CLEANING ...........................248

INSPECTION .........................248

ASSEMBLY ...........................249

REAR SERVO

DESCRIPTION ........................251

OPERATION ..........................251

DISASSEMBLY ........................251

CLEANING ...........................251

ASSEMBLY ...........................251

SHIFT MECHANISM

DESCRIPTION ........................252

OPERATION ..........................252

SOLENOID

DESCRIPTION ........................252

OPERATION ..........................252

SPEED SENSOR

DESCRIPTION ........................253

OPERATION ..........................253

THROTTLE VALVE CABLE

DESCRIPTION ........................253

ADJUSTMENTS - THROTTLE VALVE CABLE . 254

TORQUE CONVERTER

DESCRIPTION ........................255

OPERATION ..........................259

REMOVAL ............................260

INSTALLATION ........................260

TORQUE CONVERTER DRAINBACK VALVE

DESCRIPTION ........................261

OPERATION ..........................261

STANDARD PROCEDURE - TORQUE

CONVERTER DRAINBACK VALVE ........261

TOW/HAUL OVERDRIVE SWITCH

DESCRIPTION ........................261

OPERATION ..........................262

DIAGNOSIS AND TESTING - OVERDRIVE

ELECTRICAL CONTROLS ..............262

REMOVAL ............................262

INSTALLATION ........................262

TRANSMISSION RANGE SENSOR

DESCRIPTION ........................263

OPERATION ..........................263

DIAGNOSIS AND TESTING - TRANSMISSION

RANGE SENSOR (TRS) ................264

REMOVAL ............................265

INSTALLATION ........................266

TRANSMISSION TEMPERATURE SENSOR

DESCRIPTION ........................267

OPERATION ..........................267

VALVE BODY

DESCRIPTION ........................267

OPERATION ..........................272

REMOVAL ............................286

DISASSEMBLY ........................287

CLEANING ...........................298

INSPECTION .........................298

ASSEMBLY ...........................299

INSTALLATION ........................309

ADJUSTMENTS - VALVE BODY ...........310

DR AUTOMATIC TRANSMISSION - 48RE 21 - 131

AUTOMATIC TRANSMISSION -

48RE

DESCRIPTION

The 48RE (Fig. 1) is a four speed fully automatic

transmissions with an electronic governor. The 48RE

is equipped with a lock-up clutch in the torque con-

verter. First through third gear ranges are provided

by the clutches, bands, overrunning clutch, and plan-

etary gear sets in the transmission. Fourth gear

range is provided by the overdrive unit that contains

an overdrive clutch, direct clutch, planetary gear set,

and overrunning clutch.

The transmission contains a front, rear, and direct

clutch which function as the input driving compo-

nents. It also contains the kickdown (front) and the

low/reverse (rear) bands which, along with the over-

running clutch and overdrive clutch, serve as the

holding components. The driving and holding compo-

nents combine to select the necessary planetary gear

components, in the front, rear, or overdrive planetary

gear set, transfer the engine power from the input

shaft through to the output shaft.

The valve body is mounted to the lower side of the

transmission and contains the valves to control pres-

sure regulation, fluid flow control, and clutch/band

application. The oil pump is mounted at the front of

the transmission and is driven by the torque con-

verter hub. The pump supplies the oil pressure nec-

essary for clutch/band actuation and transmission

lubrication.

21 - 132 AUTOMATIC TRANSMISSION - 48RE DR

Fig. 1 48RE Transmission

DR AUTOMATIC TRANSMISSION - 48RE 21 - 133

AUTOMATIC TRANSMISSION - 48RE (Continued)

IDENTIFICATION

Transmission identification numbers are stamped

on the left side of the case just above the oil pan gas-

ket surface (Fig. 2). Refer to this information when

ordering replacement parts.

GEAR RATIOS

The 48RE gear ratios are:

1st .................................2.45:1

2nd ................................1.45:1

3rd ................................1.00:1

4th .................................0.69:1

Rev. ................................2.20:1

OPERATION

The application of each driving or holding compo-

nent is controlled by the valve body based upon the

manual lever position, throttle pressure, and gover-

nor pressure. The governor pressure is a variable

pressure input to the valve body and is one of the

signals that a shift is necessary. First through fourth

gear are obtained by selectively applying and releas-

ing the different clutches and bands. Engine power is

thereby routed to the various planetary gear assem-

blies which combine with the overrunning clutch

assemblies to generate the different gear ratios. The

torque converter clutch is hydraulically applied and

is released when fluid is vented from the hydraulic

circuit by the torque converter control (TCC) solenoid

on the valve body. The torque converter clutch is con-

trolled by the Powertrain Control Module (PCM). The

torque converter clutch engages in fourth gear, and

in third gear under various conditions, such as when

the O/D switch is OFF, when the vehicle is cruising

on a level surface after the vehicle has warmed up.

The torque converter clutch can also be engaged in

the MANUAL SECOND gear position if high trans-

mission temperatures are sensed by the PCM. The

torque converter clutch will disengage momentarily

when an increase in engine load is sensed by the

PCM, such as when the vehicle begins to go uphill or

the throttle pressure is increased. The torque con-

verter clutch feature increases fuel economy and

reduces the transmission fluid temperature.

Since the overdrive clutch is applied in fourth gear

only and the direct clutch is applied in all ranges

except fourth gear, the transmission operation for

park, neutral, and first through third gear will be

described first. Once these powerflows are described,

the third to fourth shift sequence will be described.

1 - TORQUE CONVERTER 10 - OVERDRIVE CLUTCH

2 - INPUT SHAFT 11 - DIRECT CLUTCH

3 - OIL PUMP 12 - PLANETARY GEAR

4 - FRONT BAND 13 - INTERMEDIATE SHAFT

5 - FRONT CLUTCH 14 - OVERDRIVE OVERRUNNING CLUTCH

6 - REAR CLUTCH 15 - DIRECT CLUTCH SPRING

7 - PLANETARIES 16 - OVERDRIVE PISTON RETAINER

8 - REAR BAND 17 - OIL PAN

9 - OVERRUNNING CLUTCH 18 - VALVE BODY

Fig. 2 Transmission Part Number And Serial

Number Location

1 - PART NUMBER

2 - BUILD DATE

3 - SERIAL NUMBER

21 - 134 AUTOMATIC TRANSMISSION - 48RE DR

AUTOMATIC TRANSMISSION - 48RE (Continued)

PARK POWERFLOW

As the engine is running and the crankshaft is

rotating, the flexplate and torque converter, which

are also bolted to it, are all rotating in a clockwise

direction as viewed from the front of the engine. The

notched hub of the torque converter is connected to

the oil pump’s internal gear, supplying the transmis-

sion with oil pressure. As the converter turns, it

turns the input shaft in a clockwise direction. As the

input shaft is rotating, the front clutch hub-rear

clutch retainer and all their associated parts are also

rotating, all being directly connected to the input

shaft. The power flow from the engine through the

front clutch hub and rear clutch retainer stops at the

rear clutch retainer. Therefore, no power flow to the

output shaft occurs because no clutches are applied.

The only mechanism in use at this time is the park-

ing sprag (Fig. 3), which locks the parking gear on

the output shaft to the transmission case.

NEUTRAL POWERFLOW

With the gear selector in the NEUTRAL position

(Fig. 4), the power flow of the transmission is essen-

tially the same as in the park position. The only

operational difference is that the parking sprag has

been disengaged, unlocking the output shaft from the

transmission case and allowing it to move freely.

Fig. 3 Park Powerflow

1 - PAWL ENGAGED FOR PARK

2 - PARK SPRAG

3 - OUTPUT SHAFT

Fig. 4 Neutral Powerflow

1 - PAWL DISENGAGED FOR NEUTRAL

2 - PARK SPRAG

3 - OUTPUT SHAFT

4 - CAM

5-PAWL

DR AUTOMATIC TRANSMISSION - 48RE 21 - 135

AUTOMATIC TRANSMISSION - 48RE (Continued)

REVERSE POWERFLOW

When the gear selector is moved into the

REVERSE position (Fig. 5), the front clutch and the

rear band are applied. With the application of the

front clutch, engine torque is applied to the sun gear,

turning it in a clockwise direction. The clockwise

rotation of the sun gear causes the rear planet pin-

ions to rotate against engine rotation in a counter-

clockwise direction. The rear band is holding the low

reverse drum, which is splined to the rear carrier.

Since the rear carrier is being held, the torque from

the planet pinions is transferred to the rear annulus

gear, which is splined to the output shaft. The output

shaft in turn rotates with the annulus gear in a

counterclockwise direction giving a reverse gear out-

put. The entire transmission of torque is applied to

the rear planetary gearset only. Although there is

torque input to the front gearset through the sun

gear, no other member of the gearset is being held.

During the entire reverse stage of operation, the

front planetary gears are in an idling condition.

Fig. 5 Reverse Powerflow

1 - FRONT CLUTCH ENGAGED 5 - OUTPUT SHAFT

2 - OUTPUT SHAFT 6 - INPUT SHAFT

3 - LOW/REVERSE BAND APPLIED 7 - FRONT CLUTCH ENGAGED

4 - INPUT SHAFT 8 - LOW/REVERSE BAND APPLIED

21 - 136 AUTOMATIC TRANSMISSION - 48RE DR

AUTOMATIC TRANSMISSION - 48RE (Continued)

FIRST GEAR POWERFLOW

When the gearshift lever is moved into the DRIVE

position the transmission goes into first gear (Fig. 6).

As soon as the transmission is shifted from PARK or

NEUTRAL to DRIVE, the rear clutch applies, apply-

ing the rear clutch pack to the front annulus gear.

Engine torque is now applied to the front annulus

gear turning it in a clockwise direction. With the

front annulus gear turning in a clockwise direction, it

causes the front planets to turn in a clockwise direc-

tion. The rotation of the front planets cause the sun

to revolve in a counterclockwise direction. The sun

gear now transfers its counterclockwise rotation to

the rear planets which rotate back in a clockwise

direction. With the rear annulus gear stationary, the

rear planet rotation on the annulus gear causes the

rear planet carrier to revolve in a counterclockwise

direction. The rear planet carrier is splined into the

low-reverse drum, and the low reverse drum is

splined to the inner race of the over-running clutch.

With the over-running clutch locked, the planet car-

rier is held, and the resulting torque provided by the

planet pinions is transferred to the rear annulus

gear. The rear annulus gear is splined to the output

shaft and rotated along with it (clockwise) in an

underdrive gear reduction mode.

Fig. 6 First Gear Powerflow

1 - OUTPUT SHAFT 5 - OVER-RUNNING CLUTCH HOLDING

2 - OVER-RUNNING CLUTCH HOLDING 6 - INPUT SHAFT

3 - REAR CLUTCH APPLIED 7 - REAR CLUTCH APPLIED

4 - OUTPUT SHAFT 8 - INPUT SHAFT

DR AUTOMATIC TRANSMISSION - 48RE 21 - 137

AUTOMATIC TRANSMISSION - 48RE (Continued)

SECOND GEAR POWERFLOW

In DRIVE-SECOND (Fig. 7), the same elements

are applied as in MANUAL-SECOND. Therefore, the

power flow will be the same, and both gears will be

discussed as one in the same. In DRIVE-SECOND,

the transmission has proceeded from first gear to its

shift point, and is shifting from first gear to second.

The second gear shift is obtained by keeping the rear

clutch applied and applying the front (kickdown)

band. The front band holds the front clutch retainer

that is locked to the sun gear driving shell. With the

rear clutch still applied, the input is still on the front

annulus gear turning it clockwise at engine speed.

Now that the front band is holding the sun gear sta-

tionary, the annulus rotation causes the front planets

to rotate in a clockwise direction. The front carrier is

then also made to rotate in a clockwise direction but

at a reduced speed. This will transmit the torque to

the output shaft, which is directly connected to the

front planet carrier. The rear planetary annulus gear

will also be turning because it is directly splined to

the output shaft. All power flow has occurred in the

front planetary gear set during the drive-second

stage of operation, and now the over-running clutch,

in the rear of the transmission, is disengaged and

freewheeling on its hub.

Fig. 7 Second Gear Powerflow

1 - KICKDOWN BAND APPLIED 6 - INPUT SHAFT

2 - OUTPUT SHAFT 7 - REAR CLUTCH APPLIED

3 - REAR CLUTCH ENGAGED 8 - KICKDOWN BAND APPLIED

4 - OUTPUT SHAFT 9 - INPUT SHAFT

5 - OVER-RUNNING CLUTCH FREE-WHEELING

21 - 138 AUTOMATIC TRANSMISSION - 48RE DR

AUTOMATIC TRANSMISSION - 48RE (Continued)

DIRECT DRIVE POWERFLOW

The vehicle has accelerated and reached the shift

point for the 2-3 upshift into direct drive (Fig. 8).

When the shift takes place, the front band is

released, and the front clutch is applied. The rear

clutch stays applied as it has been in all the forward

gears. With the front clutch now applied, engine

torque is now on the front clutch retainer, which is

locked to the sun gear driving shell. This means that

the sun gear is now turning in engine rotation (clock-

wise) and at engine speed. The rear clutch is still

applied so engine torque is also still on the front

annulus gear. If two members of the same planetary

set are driven, direct drive results. Therefore, when

two members are rotating at the same speed and in

the same direction, it is the same as being locked up.

The rear planetary set is also locked up, given the

sun gear is still the input, and the rear annulus gear

must turn with the output shaft. Both gears are

turning in the same direction and at the same speed.

The front and rear planet pinions do not turn at all

in direct drive. The only rotation is the input from

the engine to the connected parts, which are acting

as one common unit, to the output shaft.

FOURTH GEAR POWERFLOW

Fourth gear overdrive range is electronically con-

trolled and hydraulically activated. Various sensor

inputs are supplied to the powertrain control module

to operate the overdrive solenoid on the valve body.

The solenoid contains a check ball that opens and

closes a vent port in the 3-4 shift valve feed passage.

The overdrive solenoid (and check ball) are not ener-

gized in first, second, third, or reverse gear. The vent

port remains open, diverting line pressure from the

2-3 shift valve away from the 3-4 shift valve. The

Tow/Haul control switch must be in the ON position

to transmit overdrive status to the PCM. A 3-4

upshift occurs only when the overdrive solenoid is

energized by the PCM. The PCM energizes the over-

drive solenoid during the 3-4 upshift. This causes the

solenoid check ball to close the vent port allowing

line pressure from the 2-3 shift valve to act directly

on the 3-4 upshift valve. Line pressure on the 3-4

shift valve overcomes valve spring pressure moving

the valve to the upshift position. This action exposes

the feed passages to the 3-4 timing valve, 3-4 quick

fill valve, 3-4 accumulator, and ultimately to the

overdrive piston. Line pressure through the timing

Fig. 8 Direct Drive Powerflow

1 - FRONT CLUTCH APPLIED 6 - INPUT SHAFT

2 - OVER-RUNNING CLUTCH FREE-WHEELING 7 - OVER-RUNNING CLUTCH FREE-WHEELING

3 - OUTPUT SHAFT 8 - REAR CLUTCH APPLIED

4 - REAR CLUTCH APPLIED 9 - FRONT CLUTCH APPLIED

5 - OUTPUT SHAFT 10 - INPUT SHAFT

DR AUTOMATIC TRANSMISSION - 48RE 21 - 139

AUTOMATIC TRANSMISSION - 48RE (Continued)

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