Fast VS heavy truck
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The typical structure of a multi-speed (double countershaft main box) transmission in China is as follows:
a. Main and double countershafts and double box intermediate shaft structure (abbreviation: double countershaft structure)
Represented by EATON, Sibayes, Meritor, and China Fast
b. The main box double countershaft + auxiliary box planetary gear structure (abbreviation: main double planetary structure)
Represented by German ZF, Meritor, Jinan Heavy Duty Truck 
Fast, the largest manufacturer of single-structure transmissions in the world, has a share of over half of China's heavy truck market share. Since the joint venture with EATON failed, Fast has independently developed gearboxes. With enough effort, the 863 plan for the successful Chinese motor control AMT has also been successfully tested. However, based on the overall considerations, Fast also chose to cooperate with the international parts giant WABCO to develop an electrically controlled pneumatic AMT system.
For CNHTC Transmission Co., Ltd., since the separation of assets from Weichai, and due to various reasons, China National Heavy Duty Truck Co., Ltd. has to set up the gearbox project, aiming at the current domestic use situation and combining the design of the international large companies. The 16-speed AMT gearbox also uses the front plug-in sub-tank + double countershaft main box. The difference is that the rear sub-tank adopts a planetary gear structure, and the same 2X4X2 becomes 16 front speed, and the control system uses WBACO 2 On behalf of the AMT system.
At present, Fast's AMT is the first to introduce the 16-speed AMT gearbox in various exhibition activities. It adopts a front plug-in sub-tank + double countershaft main box + rear double countershaft sub-tank structure and adopts 2X4X2 change. At 16 speeds ahead, the control system also uses WABCO's 2nd generation AMT control system. This system has an inherent advantage for MT to AMT and does not require much structural changes.
Compared with Fast 16JZS200 and Heavy Gas's 20716A, both gearboxes use the 2*4*2 structure, but there are some differences in the overall box:
From a structural point of view, Fast's double countershaft gearbox basically continues the design philosophy of EATON in the United States, but it does not contain a forced lubrication pump on high-torque gearboxes, especially for long-term climbing and high-speed heavy-duty downhill conditions. Under the deputy box, there are certain destabilizing factors; fortunately we saw a similar oil pump design at the Beijing auto show, but it was not used in the AMT gearbox on display here. This kind of comparison is like the rear sub-case drive type.
For the auxiliary box, Fast's heavy-duty gearbox generally adopts a double countershaft structure. This type of structure is simple, the manufacturing cost is low, the part's rotating inertia is small, and the relative reliability is strong; however, the forced lubrication of the auxiliary box is lacking. If the bearing has a large amount of turbulence and the gear meshes with a deviation, gear bite, decarburization, scraping, and toothing will occur. Also, if a pin-type synchronizer is used, Instability in air pressure is very likely to occur in the phenomenon of large joint impact and even affect the life of the gear; under normal circumstances, the first fault mileage of Fast's second-cylinder shift cylinder is still relatively short, I do not know this AMT gearbox Whether the range O-ring cylinder cylinder made a large difference in the changes.
Based on the above reasons, Fast is providing a pressure reducing valve on the gearbox to achieve the overall stability of the transmission air circuit. If there is a separate air source with a constant air pressure in the entire vehicle air supply, this system is supplied with air, It can have very good results.
Anyone familiar with the double countershaft gearbox structure knows for certain that in the gearbox with a full meshing design in the main box, it is generally necessary to have an intermediate shaft brake at the starting stage to allow the intermediate shaft to stop rotating quickly to realize the main box. No noise shift, as AMT gearbox, naturally with high reliability and efficiency, with TB (Intermediate Shaft Brake), the difference is that heavy truck uses a built-in type similar to the German ASTRONIC gearbox ZF company, Fast has adopted an external type similar to EATON. If there is no unexpected problem, the structure of heavy duty vehicles is relatively small, and the overall vehicle performance will not be affected, but once TB wet The phenomenon of multi-disc clutch slipping, there is no convenient type of Fastel's external type on replacement.
As an important sensor of the AMT-input shaft speed sensor, there are big differences between the two transmissions:
We found that for heavy-duty transmissions, this sensor located on the rear side is often prone to minor loss of signal due to the bending of the countershaft under heavy load. For comparison, we have listed two types of transmissions in this section. Some of the parameters: 
In the case of relatively low speed, if the signal error caused by the loss of one gear of heavy-duty truck is far greater than that of Fast's lost 2-pin signal, so if the auxiliary speed sensor is added as the transmission design idea If cross compensation is used, it should be better. It is installed on the lower TB, and heavy truck is installed on the upper main transmission housing in the front section of the right countershaft. It should be able to serve as double insurance and can effectively relieve AMT. The first fault of the gearbox is short.
As a control of the front inserting sub-assist sub-tank, Fast uses an upper cover to make a fuss, similar to the manual sub-tank control logic of the manual 16-speed gearbox, but due to the inability to join the shift position sensor, Therefore, a position sensor similar to the cylinder head principle is separately installed next to the upper cover control cylinder. The transmission of heavy-duty trucks is controlled by a structure without a cover, so the strategy of rear-controlled cylinders is adopted. This arrangement has extremely high requirements for the stability of the shift fork shafts, and both of them are relatively reliable in terms of control. The high reliability of parts and components is required to ensure normal operation.
In terms of the clutch-clutch control, Fast uses a push-pull type. This type of structure has a good reliability in the case where the middle support frame is sufficiently strong. However, due to the lower part of the vehicle, it is electrically controlled. In terms of clutch sub-pumps, the tightness requirements are relatively high and it is a challenge for the wading ability of the vehicle!
to sum up:
For the development of China's AMT, the AMT of China National Heavy Duty Truck is the first batch to launch, so there is such courage to see heavy-duty steam is still full of confidence in the development of AMT. In the past two years, heavy-duty trucks have learned a lot of valuable experience in the troubleshooting of AMT after experiencing countless times of gearbox replacement, reliability, and even problems caused by many problems. Under the premise of wabco gradually improving the control software, when the designer gradually grasps the structure more adaptable to the use and strengthens the consistency of the production of parts and components; I think for Fast, it is not necessary to go a lot of detours, after all, there are similar Experience has emerged. From this point, Fast should be thankful for the heavy-duty trucks, but it does not mean that the heavy truck experienced things Fast will not encounter!
For Fast, AMT is a qualitative change for its business, because AMT is not just an electronically controlled transmission, it is a systematic project. We still hope that domestic companies will strengthen their self-improvement while launching AMT, and they will be invincible! 
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