Chapter I Basic Knowledge of HW Transmission

Section I Cognizing of Transmission

I. Transmission Position

Master Different
Clutch Universal joint reducer
Transmission

Drive axle
Drive axle housing Half axle

II. Functions of Transmission

Drive from the engine passes to the transmission by clutch, and then is altered to suitable ration by
transmission to drive axle, master reducer, different, half axle to the vehicle drive wheel in the
automobile drive system. Transmission play an important role in the vehicle drive system, and its
function can directly affect the driver’s comfort and operation.
Main functions of automobile transmission:
a) Alter the transmission ratio, enlarge the changing ranges of drive wheel torque and speed to
fit the often changing driving conditions and at the same time, make the engine running
under the best conditions (higher power and lower oil consumption).
b) Make the automobile to reverse driving under the condition that the engine does not change
its turning direction.
c) Make the engine start, idle and be convent to shift gear by using neutral position to breakout
the power transferring.

III. Classification of Transmission

1. Manual Transmission(MT)
Manual Transmission (MT) is the most normal transmission, which is composed by gear
and axle and can meet the purpose of changing speed and torque by engaging different
gears.
2. Automatic Transmission (AT)
Automatic Transmission (AT) is composed by hydraulic torque-converter, planet gear,
hydraulic operation system, and changes the speed and torque by hydraulic transferring and
gear combination. It can automatically change the shift gear by the position of accelerator
pedal and driving speed change, and the driver only need to operate the accelerator pedal
 and braking pedal to control the automobile speed. Although there is not operating clutch in
the automatic transmission vehicle, there are lots of clutches in the automatic transmission.
All these clutches can automatically separate or close with the speed changing to realize the
purpose of automatic speed changing.
3. Automated Mechanical Transmission (AMT)
Automated Mechanical Transmission (AMT) is also called Electronic Control Mechanical
Automatic Transmission. This transmission does not change the main structure of traditional
manual transmission; its key technology is digital shift gear structure controlled by a set of
Electronic Control Unit (EUC). Its basic principles is, recurring by the related executive
structures (oil supporting, chosen shift gear, clutch joint and split), integrated operation to
the engine, clutch, and transmission of vehicle power drive system to realize the starting,
gear shifting and automatic operation according to the driver intentions (accelerator pedal,
braking pedal) and the vehicle situations (engine speed, output shaft speed, vehicle speed,
and shift gear and others), and by a certain rules ( shift gear, clutch joint and split and
others).
4. Continuously Variable Transmission (CVT)
Continuously Variable Transmission (CVT) is only adopted two sets of belt pulley to carry
on variable transmission, which is the most difference from the ordinary automatic gear
transmission which used the complex and heavy gear assembly to variable transmission.
This transmission carries on the speed changing by alteration the contact radius of the
driving wheel and the driven wheel. The pulley is usually made of rubber belt, metal belt,
metal chain and others. Its advantages are lighter heavy, smaller volume, fewer parts and
higher efficiency and lower oil consumption compared with the Automatic Transmission.
However, its disadvantages are distinct, that is the drive belt easier damage or slip, and not
bearing the heavier load.
5. Dual Clutch Transmission (DCT)
Dual Clutch Transmission (DCT), based on the manual transmission but not the automatic
transmission, is different from the ordinary automatic transmission system, and can offer
continuous power output except the flexibility of the manual transmission and comfort of
the automatic transmission. While the traditional manual transmission, adopting one set of
clutch, can lead the power output to be broken by power gap during gear shifting period
when the driver stamp the clutch pedal and change another shift gear by hand.
DCT，equipped with two automatic control clutches, can control two clutches operation by
electronic controlling and hydraulic pressure pushing. When transmission operating, one set
gear engaged; however, when shift gear is closed, next set gear has been pre-elected and this
clutch is still in the split. When gear shifting, one clutch separates the engaged gear, another
clutch has been pre-elected and this ensure to keep at least one set of gear to output power
during the gear shifting period and no power output breaking occurring. In order to
cooperate with the above-mentioned operation, movement of DCT drive axle is divided to
two parts, one is solid drive axle, and another is hollow axle. The solid drive shift connects
to the one, three, and five-shift gear, and the hollow drive axle connects to the two, four,
six-shift gear. Each clutch takes charge of one engaged action of a drive axle, and power of
the engine can be continuous transmitted by one of the drive axle.
DCT, based on the manual transmission and special design, can resist 350 N.M torque; and
due to the exact computer operation, it posses more precise gear shift controlling compared
with ordinary manual transmission. So, DCT can also become less oil consumption
transmission system. Based on the feature and operation model, DCT system can bring the
driver a feeling of racing car driving. In addition, it eliminates the power broken of manual
transmission during gear shifting, and makes more comfortable driving.
 Section II HW Series Transmission Features

I. Revelation of HW Series Transmission.

Sino-truck, in order to adapt to the developing trend and matching demand of greater power of
heavy truck, independently develop HW series new transmission assembly for different working
and road conditions technological innovation, depending on the strong research and developing
strength and several years’ technological accumulation, as well as collecting the great
achievements of transmission of the world. At present, there are six series: HW18709、HW20716、
HW19710、HW15710、HW18712、AMT, have been developed, as shown in Figure 1-1.

Figure 1-1: Shape of HW Series Transmission

II. Main Structure Features and Advantages of HW Series Transmission.

1. Main gear-box adopts a twin countershaft structure, and supplementary gear-box
adopts planetary gear drive structure. This greatly upgrades the reliability of
assembly.

Figure 1-2: Drive Structure of HW Series Transmission

Main gearbox is twin countershaft structure, which can distribute the power. Each
countershaft, two end bearings and gears of countershaft only bears 1/2 general power, and
the input shaft and gears of the spindle bears 1/2 general powers too. So, the spindle bears
the same power which is in opposite direction, and only bears the torque, not bending
 moment. This design eliminates destroy to the engaged area caused by the spindle
deforming, reduces the noise of gear engagement of transmission and increases the
longevity of the gears. By these means, the transmission can prolong its use life and make it
more stability and reliability.
The twin countershaft, by reducing the center distance, diameter of each shift gear, width of
gear and diameter of each axle, can shorten the dimension of transmission axles, lighten the
weight. Short dimension is convent for arrangement of whole vehicle, and light
transmission weigh can reduce the oil consumption, then the economic benefits can be
increased.
Supplementary gearbox is planet gear drive structure, which effective overcomes the
problem of pre-malfunction of supplementary gearbox (especially used in the worse
conditions, such as mine industry and others, its effect is more distinctness), and greatly
prolongs the use life of transmission assembly based on the sufficient analysis of
malfunction model of supplementary gearbox by using twin countershaft and overcome this
defect.
2. Main gearbox adopts two-stage floats, and supplementary gearbox adopts center
wheel float. This can ensure each gear even load.
Both end of the spindle have float amount and gear float of spindle; this can ensure the load
to be distributed evenly. Sun wheel and gear float of supplementary gearbox ensures the
planet structure to be loaded evenly. The structure, connected the twin countershaft of main
gearbox with the supplementary gearbox, needs special positioning device of spindle as the
following figure shown.

1. spindle，2. bush，3. ball joint，4. output shaft，5. bearing，6. input shaft

Figure 1-3: Float of Spindle and Planet Structure

3. Input shaft adopts Span Support Structure to increase the support rigidity, and the
reliability of supplementary gearbox.
Rigidity support of big span bearing of output shaft ensures the support rigidity of output
shaft, and it increases the life of gear and synchronizer of supplementary gearbox, and
effectively resolves the disadvantage of short life of other products.
4. The Gear Shifting between main gearbox and supplementary one, has mutual
interlocking gear, this effectively protect the synchronizer of supplementary gearbox.
 Figure 1-4: Interlocking Gear of main and supplementary gearboxes

The synchronizing ring of synchronizer of supplementary gearbox, which is made by

Molybdenum sprayed on steel base, has features of larger friction force and longer use life.
Additional main and supplementary gearboxes can ensure that before the supplementary
gearbox shifting gear, the main gearbox can do this. This can greatly prolong the use life of
synchronizer of supplementary gearbox.
When range gear fork axle of supplementary gearbox does not get position, the interlocking
plate is exactly inside of the groove of fork axle of main gearbox by the spring operation,
and then the fork axle of main gearbox is locked in the neutral position. When range gear
fork axle of supplementary gearbox gets position, it can push the interlocking turning to
unlock the control of fork axle of main gearbox, and then the driver can put into gear on
demanding.
5. The Housing of Transmission Adopts Vertically-split Structure which is Convenient to
assemble and maintain.
The main housing adopts vertically-split structure. The dimension of the middle part of the
housing can be adjusted in accordance with the volume and shift gears of the transmission,
and another two parts can be in common use. In addition, the vertically-split structure
makes the gear alignment easily and rapidly.

Figure 1-5: The Housing Structure of HW Series Transmission

6. Design of Small Functional Integrated Cover makes the Assembly Structure
Compaction.

Figure 1-6: Structure of Small housing Assembly of HW Transmission

Shift gear swing-arm, shift gear head, interlocking fork, sensor drive ring, sector lock block,
high and low shift gear locating ring, all are equipped in the gear axle. The gear shift choice
can be realized by gear axle horizontal movement through swing-arm operation, and putting
into gear and out of gear can be realized by gear axle front and back movement. Shift gear
interlocking function, which can avoid the random gear, can be realized by interlocking fork.
Shift gear locking, which can avoid gear escaping, can be realized by lock device. All
functions of the locking, interlocking and shift gear choice are centralized in the small
housing, it can make the function more reliability and maintenance more convenience.
7. Initiative Lubricating Adoption.
The key parts of HW series transmission adopt initiative lubricating. Adding lubrication oil
pump and relative oil pipe in the transmission assembly can greatly prolong the use life of
transmission.

Figure 1-7: Lubricating System of HW Series Transmission

8. Power Take-off (PTO) Output with Direction invariable and Convenient PTO for
Braking and Travelling.

Figure 1-8: PTO Installment of HW Series Transmission

PTO is driven by right auxiliary axle of main gearbox; its direction and speed are not
affected under this condition. This can be convenient to realize power take-off in neutral
position, and ensure normal direction turning under the reverse shift gear conditions.
9. Greatly Increasing the Reliability of Dual H Valve by its Cut-off Structure Design
Dual H valve assembly in the HW transmission adopts end seal, and greatly increases its
reliability.

Figure 1-9: Dual H Valve Assembly of HW Series Transmission

10. Range Shift Gear Fork Adopts Swing-fork Design, and Fork Axle Adopts Span
Support Structure, all these increase the use life of shift gear structure.
This kind of design can effectively reduce the bending moment of range shift gear fork and
fork axle, improve the interaction of the shift gear axle and hole of housing, and increase the
relevant use life and reliability.

Figure 1-10: Shift Structure of HW Series Transmission

Section III Comparing HW Series Transmission with Another

I. Comparing with All Structures of Transmission.

The structure of main gearbox of transmission has single countershaft and twin countershaft
structures, such as the ordinary structure of ZF Series Transmission is single countershaft structure,
the ordinary structure of Fuller transmission is twin countershaft structure. The structure of back
supplementary gearbox of transmission has twin countershaft structure and planet drive gear
structure, such as the ordinary structure of ZF series transmission is planet drive gear structure and
the ordinary structure of Fuller series is twin countershaft structure.
1. Comparing Single Countershaft Structure with Twin Countershaft Structure.
The ordinary parts of transmission is gear, which is extensively applied in all kinds of
mechanical products due to advantages of its smaller volume, lighter weight, invariable
drive ratio, stable working and larger drive power. Involute gear, easily manufactured and
inspected, suitable for scale production, is ordinary transferring parts of transmission.
20°pressure angle, which comprehensive performance is best, is often used in Involute gear.
During gear driving period, the gear bears tangent force and radial force at the same time,
its ratio is 2.75 (20°pressure angle). Suppose drive torque is 1000 Nm, center distance of
gear is 150mm, and the drive ratio is i, then it bears 2424 (i +1) radial force. The more
radial force, the more bending deformation of gear axle and that worsens the engagement
condition.
The principle of twin countershaft structure is that the inputting power, from input shaft, is
divided into the two countershafts by drive gear, then influxes to the output shaft.
Theoretically, because each countershaft only transfers 1/2 torque, the transmission, adopted
 twin countershaft structure, can reduce the thickness and center distance of gear, shorten the
whole length of axle, and lighten the weight of whole transmission. Twin countershaft
structure, in order to meet the correct engagement and try to distribute the load evenly,
eliminates needle bearing in the hole of spindle gear of single countershaft structure by
spindle gear radial floating in the spindle. During working, the force, imposed to the spindle
gear by the two countershaft gears, is equal and direction opposite. So, the spindle only
bears torque and does not bear bending moment. This improves the force bearing condition
of spindle and bearing, and greatly increases the reliability of transmission.
Twin countershaft structure, in order to resolve the correct engagement of spindle gear and
countershaft gear, must be carried on gear alignment, which increases the manufacturing
difficulty, by correct locating of the countershaft gear in the countershaft. Therefore,
application twin countershaft structure in the transmission assemble with smaller input
torque is not suitable for its high manufacturing cost and not playing its advantage role.
2. Comparing Twin Countershaft Structure with Planet Drive Gear Structure in back
supplementary gearbox of Transmission.
From above-mentioned analysis, we can see that twin countershaft structure reduces the
transferring torque of each gear, and increases drive application performance. Back
supplementary gearbox, usually used as range shift gear supplementary gearbox, has large
gear difference due to drive ratio is less 3, and only two pairs of gear engagement. Input
torque of back supplementary gearbox of transmission is four times of input torque of
transmission. The more input torque of transmission, the more force bearing of
supplementary gearbox of twin countershaft, and the more possibility of malfunction. The
exhibition of twin countershaft supplementary of transmission in heavy car applied under
worse working condition also proof this point. The main malfunction is gear broken, crush,
and pit corrosion, housing crack of supplementary gearbox and short use life of
synchronizer.
The planet drive gear is composed by one sun wheel, five planet wheel, and one inner gear
ring. Theoretically, each planet wheel only transfers 1/5 torque, and force bearing condition
of gear is greatly improved and application reliability and life of back supplementary
gearbox of transmission is increased due to output shaft is supported in the large span axle.
When supplementary gearbox is in the high shift position, there is not gear engagement
drive among planet drive structure, so the drive ratio can arrive 100%. This is benefit for
saving oil.
From above-mentioned analysis we can see that with input torque increasing and under the
limited structure condition, main gearbox adopts the drive is from single countershaft to
twin countershaft; supplementary gearbox adopt the drive is from twin countershaft to
planet drive gear structure. HW series transmission, made by Sinotruck, is more suitable for
larger power, large torque, worse road condition, and for increasing the use life of assembly.

II. Developing Tendency of Heavy Truck Transmission

With energy crisis intensified, more and more strict requirement of environment protection all
over the world, the general developing tendency of world heavy truck is higher power, lower oil
consumption, and lower noise. In order to effectively increase the whole vehicle power and
sufficiently play the role of advantages of high efficiency and rapidness of the transportation of
heavy truck, the engine of this vehicle is required to equip with larger horsepower, lower rev and
greater torque to reduce the emission, environment pollution and to meet Europe three or even
more higher emission standard. At the same time, the transmission is required multi-shift gear,
larger torque (over 1500 Nm), larger rev ratio, higher efficiency and lower noise.
In recent years, ZF Company has manufactured ZF—New Ecosplit and ZF ASTronic series
transmission of heavy truck.
ZF New Ecosplit is manual transmission with 1600-2700 Nm torque; it is a successful production
of mechanical transmission of heavy truck of present ZF Company.
ZF ASTronic series transmission is full automatic mechanic transmission (AMT), developed by
ZF Company in recent years for equipment with heavy truck. Its largest torque is 2600 Nm. Its
whole structure is twin countershaft plus planet drive gear system, composed by insert shift
structure, basic main gearbox structure, range shift structure. It is first time that ZF Company
altered the design of the traditional single countershaft full synchronizer. Its insert shift and main
gearbox adopts twin countershaft drive, and the main gearbox has not equipped with synchronizer,
but adopts slip gear shift. ZF ASTronic series transmission is in the leader position of the world.
Eaton Corp, which main market in North America, manufactures twin countershaft series
transmission of heavy truck. Based on the Fuller RT-11509, and after a series technological
innovation, it designed a series transmission assembly of heavy truck. Eaton Corp is the more
important transmission manufacturing company in the world.
Chinese transmission technology of heavy truck mostly comes from America, Germany, Japan,
and others. The introduced technologies mostly belong to the products of 80s-90s of twenty
century. During the long introducing and digesting period, a series new product has been
developed by us through model changing. However, this developing is a common one; there is not
real key technological product.

Sinotruck
Twin countershaft + planet wheel
structure
Domestic factory

Twin countershaft structure

Domestic factory
Single countershaft + planet wheel
structure

Figure 1-11: Comparing Transmission of Heavy Truck

Green: common level of domestic factory.

Yellow: few domestic factories can meet the level; it must be paid high cost and the quality is difficulty to ensure.

Red: domestic factory hardly meet the level; it must be gained by long time technological innovation, paid high
cost, but the foreign advanced enterprise can arrive this level.

From above figure we can see that the largest torque of domestic transmission, made by domestic
factory which adopted single countershaft plus planet wheel structure, is very difficult to over
1000 Nm. But the largest torque of domestic transmission, made by domestic factory which
adopted twin countershaft structure, can arrive at 1500 Nm. Therefore, the factory which adopted
twin countershaft structure has relatively advantage in domestic transmission market of heavy
truck. But with China heavy truck walks up to internationalization, this advantage will be lost. The
largest input of HW series transmission, independently developed by Sinotruck, can arrive at 2000
Nm, and will be 2500 Nm after technological innovation. Therefore, it will posses absolutely
advantage in the domestic market of transmission of heavy truck.
Furthermore，the structure of HW series transmission has lots similarities with the ZF ASTronic
series, and adopted some special mechanism (have been applied patent). All theses explained that
the independent design capability of Sinotruck is arriving at the world advanced level. The special
structure of HW transmission can easily translate into automatic mechanical transmission (have
realized). This is perfect combination of world advanced technology and Chinese present
manufacturing level, and can support the top transmission of heavy truck for domestic consumer.
 Chapter II Principle of HW Series Transmission

Section I Structure of HW Series Transmission

I. Drive Structure of HW Series Transmission.

Main gearbox of HW series transmission adopts twin countershaft structure, the two countershafts
have 180° angle; the supplementary gearbox adopts planet drive gear structure. Inputting power
from input shaft is divided into the two countershafts, then influxes into the spindle, finally output
by planet drive gear of supplementary gearbox to realize the power transferring.

1. HW15710 Series Transmission

HW15710 series transmission is composed by main gearbox, two-section supplementary

gearbox. Main gearbox has five forward shifts, and the supplementary gearbox has two
shifts, so there are ten (5 x 2 ) forward shift and two reverse shift. The main drive structure
is as shown in figure 2-1:

Main gearbox is manual operation and supplementary gearbox is air operation. Operation
and controlling devices of HW 15710 series transmission have styles of single lever dual H
shift device and double lever dual H shift device.

Figure 2-1: Main Drive Structure of HW15710 Series Transmission

II. Control Structure of HW Series Transmission

1. HW15710 Series Transmission

 Figure 2-2: Control Structure of HW15710 Series Transmission

The control structure of HW15710 Series Transmission is as shown in Figure 2-2 Centering
spring and centering seat ring are settled on the shift axle, which unites and composes shift
lock with small housing hull and spacer ring to form 3 clear shift positions. These 3
positions parallelize 3 positions of shift head; each position can swing front and back to
form two shifts. Control structure of HW15710 cooperates with air directly control insert
fork, can realize 10 forward shifts and 2 reverse shifts.

Interlocking fork, shift head, fork axle block unite and compose shift interlocking structure.
The shift head is opposite to the two grooves of interlocking fork. Only when the fork block
directly opposite to the groove of the interlocking fork, the fork block can be pulled out to
realize shift. If shift head is not opposite to the groove of the interlocking, the fork block
can’t be pulled out of the interlocking, and then can’t realize to shift. This ensures that shift
can only be changed in the three clear shift positions to realize reliable interlocking
function.

Sector lock block, lock pin axle, lock spring unites and composes the lock structure which
ensures the reliability of locking.

Section II Drive Route and Shift Figure of HW Series Transmission

I. Drive Route of HW Series Transmission.

1. Drive Route of HW 15710 Series Transmission is as shown in Figure 2-3.
Figure 2-3: Drive Route of HW15710 Series Transmission
II. Shift Figures of HW Series Transmission

Figure 2-4 Shift Figure of HW15710 Series Transmission

Section III Main Technological Parameters of HW Series

Transmission

I. Nameplate of HW Series Transmission

Figure 2-5: Nameplate of HW Series Transmission

Model: numbered rules as follow:

HW 19 7 10 A X -S

Forward shift

Series number, heavy transmission series

1% torque

Brand.
A-AMT；X- overdrive；S- Synchronizer……

Customer No.: such as HW115710 071011

Design series No.

Model of HW transmission assembly.

Series No.: mark specified by the enterprise to only identify the transmission assembly.

II. Major performance Parameters of HW Series Transmission

3. Main Technological Parameters of HW 15710 Series Transmission
Model HW15710 Installation length 843
Style 10 forward shift,1 reverse shift (three-section shell)
The largest input torque 1500N•M Largest input rev. 2600rpm
Shift position Speed ratio Shift position Speed ratio
1-shidr gear 14.28 6-shift gear 3.27
2-shift gear 10.62 7-shift gear 2.43
Speed ratio of each shift 3-shift gear 7.87 8-shift gear 1.80
4-shift gear 5.88 9-shift gear 1.34
5-shift gear 4.375 10-shift gear 1.00
Reverse shift speed ratio 13.91 3.18
Main gearbox is splash lubrication and supplementary
Lubrication method
gearbox is forced lubrication
Lubrication brand 85W/90 GL-4 or 85W/90 GL-5
Fuel charge 12L(with PTO is 12.5L)
 Chapter III Maintenance of HW Series Transmission

Section I Dismantle and Assemble of HW Series Transmission

Assembly

I. Basic Requirements of Dismantle of HW Series Transmission

Basic Requirements as Following:
① Be familiar with the assembly requirement, shape of settled parts, the location after parts
normal installation, and prevent to use any defect parts.
② Before installation, make good inspection of parts ensure the parts surface is clean and not
district manufactured defect, especially the combined surface is not burr, bump and others,
such as the matching surface of oil seal and transitional surface when equipment and the
gear surface shall not have distinct bump and other damages.
③ Handle parts with care, not damage the parts surface, especially the important combined
surface.
④ Before installed the oil seal, lay on suitable lithium grease on the connected mouth to
protect it.
⑤ After installation, clear the copper crumbs on the parts surface to keep the surface neatness
if the parts surface is knocked on by copper hammer and others.
⑥ After installation, examine the parts to ensure it is installed in the correct position. If
debugging, please debug by requirement till meet the installation requirement.
⑦ Bolt installation: firstly put the bolt through the light hole or threaded hole, then wring the
bolt to the fixed surface 2-3 threads. Tighten the bolt on the cross, and use torque wrench to
measure the bolt torque to keep the techniques required torque.
⑧ Use suitable work position and tools to put parts neatly, not random to avoid being knocked
and accidental damage.
⑨ Keep the assemble site clean.

II Dismantle of the Transmission Assembly.

1. Fork Axle Dismantle of Push-type Clutch

3-1 3-2

Clean the transmission assembly, then put it on the ground with soft rubber mat (see figure
 3-1). Dismantle the fork bolt of transmission, then the flat key, take off fork axle and fork to
separate bearing, low pressure hose and grease cup (see figure 3-2)
2. Fork Axle Dismantle of Pull-type Clutch.
Dismantle the two tightening screws for fastening fork and fork axle (see Figure 3-3). Take
off the elastic ring of fork axle by circlip pliers (see Figure 3-4).

3-3 3-4

Lift up fork axle, the flat key on the fork axle low end will naturally drop. Take off the flat
key (see figure 3-5), dismantle carrier bolt of fork axle and take off the fork axle carrier (see
figure 3-6).

Figure 3-5 Figure 3-6

3. Dismantle the fork axle carrier (see figure 3-7) and oil inlet of shell, oil inlet of input shaft
and oil outlet assembly (see Figure 3-8)
 Figure 3-7 Figure 3-8

4. Dismantle end cover assembly of input shaft (see Figure 3-9) and end cover of
supplementary axle (see Figure 3-10. when dismantle the end cover of supplementary axle,
use plain end screwdriver to prize on the bulges of this figure).

Figure 3-9 Figure 3-10

5. Dismantle six M10 bolts connected oil pump and front housing, not dismantle two bolts
connected front and back housing of oil pump (Figure 3-11 shown by circle). Gently turn to
the input shaft to drive supplementary axle moving, make the top thread on the axle end of
left supplementary axle direct to the gap on the shell of oil pump (see Figure 3-12). Hold oil
pump and outside forcibly dismantle the oil pump assembly (if not easily dismantle, under
the condition that ensure the top thread on the end of left supplementary axle is direct to the
gap of the shell of oil pump) use M12X50 top thread to turn into the two screw holes
directed by Figure 3-11 arrow to push the oil pump out), take out of top thread from the end
of left supplementary axle (see Figure 3-13, arrow direction is the position of ball).

Figure 3-11 Figure 3-12

6. Pipe 2 in the box is clearance fit with front shell, it can be used screwdriver to hook inside
of the pipe 2 to pick it up (see Figure 3-14), and dismantle input shaft and stop ring of
supplementary axle (see Figure 3-15).

Figure 3-13 Figure 3-14

 Figure 3-15 Figure 3-16

7. Dismantle all nuts connected middle shell and front shell in the front shell (see figure 3-16),
then dismantle the nut connected middle and front shells outside of the front shell, maintain
2-3 nuts to keep the middle and front shell not split when it left (see Figure 3-17).

Figure 3-17 Figure 3-18

8. Loose the four boles on the small housing and the two hollow bolt on air pipe of range shift
cylinder, dismantle small housing assembly (see Figure 3-18， Figure 3-19).

Figure 3-19 Figure 3-20

9. Make workbench ready for input shaft impending, put the transmission on the workbench
and let the output flange of the transmission vertically and steadily dropping on the
workbench, take care for protection the ring ridge of front shell and input shaft. Prize the
locking plate of output shaft (see Figure 3-20), and dismantle larger bolt (see figure 3-21) by
special tools of G01 or G14 (cooperate with pneumatic wrench).
 Figure 3-21 Figure 3-22

10. Pull greasy blockage out by M10 bolt (see Figure 3-22), dismantle the tightening nut of
main axle in output shaft by extension bar bush (see Figure 3-23, before split main
gearbox from supplementary gearbox, it must firstly dismantle the tightening nut of
main axle, otherwise the main axle will be damaged), then fasten the larger bolt.

Figure 3-23 Figure 3-24

11. Screw off connected bolt of PTO, and then take off the back shell of PTO by M10 top
thread (see Figure 3-24). Screw off connected bolt of front shell of PTO and back shell of
transmission; take off the front shell of PTO (see Figure 3-25).

Figure 3-25 Figure 3-26

12. Screw off bolt connected back and middle shell of transmission (see Figure 3-26), prop up
the back shell of transmission by M12 top thread (see Figure 3-27), then lift up the
supplementary assembly by lifter or rope and take off the assembly.
13. Take off the input shaft of PTO by gently copper hammer striking (see figure 3-28), and put
the supplementary gearbox and PTO into the clean place.
 Figure 3-27 Figure 3-28

14. Screw five bolts of tightening lock plate in main gearbox (Figure 3-29 circle shown), take off
the lock plate, bolt, padding block, interlocking plate of main and supplementary gearbox,
lock plate pad and spring, and then take off clamp spring outside of bearing on the two
supplementary axle by using spring pliers (see Figure 3-30).

Figure 3-29 Figure 3-30

15. Bring the two idle wheel forward by pin removal G06 (Figure 3-31), then in the far away
place of supplementary axle direction to dial idle wheel to leave the position of bearing on
supplementary axle to avoid scraping between bearing of supplementary axle and idle wheel
when split front and middle shells.

Figure 3-31 Figure 3-32

16. Unscrew bolt connected filter screen end cover of transmission, take off end cover and filter
screen (see Figure 3-33) to avoid filter and gear scraping when lift up the middle shell. Lift
up the middle shell of transmission by M12 bolt, lift down the middle shell and take off the
oil pipe 1 in the box (see Figure 3-34).
 Figure 3-33 Figure 3-34

17. Use special tool G05 to dismantle the bearing on the two supplementary axles (see Figure
3-35), take off main axle and two supplementary axles (see Figure 3-36), and turn over the
front shell, dismantle input shaft assembly by copper bar or hammer.

Figure 3-35 Figure 3-36

III. Dismantle and Assemble the End Cover Assembly of Input shaft.
Only when oil seal of input shaft is leak, the end cover assembly of input shaft can be allowed to
dismantle. Specific techniques: firstly take off the oil guide ring of input shaft by using M6 top
thread, then take off oil seal by screwdriver or other tool, notice: not to scrap the inner surface of
end cover of input shaft. The assemblage of end cover of input shaft is as follow:
1. Lay grease on inner surface of end cover of input shaft (see Figure 3-37), put the oil seal as
Figure 3-38 shown, then assemble the oil seal to its position (see Figure 3-39).

Figure 3-37 Figure 3-38

 Figure 3-39 Figure 3-40

2. Put oil guide ring align to the oil hole on end cover of input shaft (see Figure 3-40), and
assemble the oil guide ring to its position (see Figure 3-41).

Figure 3-41 Figure 3-42

IV. Assemble the Middle Shell of Transmission

1. Put 1 idle wheel, 2 needle bearings, 2 washers as a group (see Figure 3-42) to make up two
groups to assemble the two idle wheel carriers position (see Figure 3-43). Two groups of
idle wheel, bearing and washer are same and can be changed use.

Figure 3-43 Figure 3-44

2. Ensure that the oil hole of right idle wheel is paralleling the horizontal direction of middle
shell (see Figure 3-44 arrowed direction), and assemble to its position. The oil hole of left
idle wheel direct to the support pin of lock plate (See Figure 3-45 arrowed direction), and
assemble to its position. Notice: right and left idle wheels are different, can’t be changed
to use. Inner hole of left idle wheel is larger and a through hole, one end to the inner
pipe 1 of hole connection box in middle shell, another end to hole of the fork axle of
range shift in back shell. Right idle wheel is only used to the thread blind hole for
dismantle (see Figure 3-46).
 Right idle wheel only for Left idle wheel for fork axle of
dismantle and assembly uses range shift insert.

Figure 3-45 Figure 3-46

V. Assemble the Transmission Assembly.

1. Measurement of the Main axle Adjustable Washer.
One point, measurement of main axle adjustable washer, must be noticed before assemble
the transmission assembly, otherwise the whole assembly performance will be affected.
There are 9 kinds of thickness of main axle adjustable washer, from 5.25mm to 6.45mm,
can be chosen. If following parts are changed during transmission repaired, the main axle
adjustable washer must be re-measured: main axle ball head assembly, middle shell of
transmission, planet assembly of supplementary gearbox assemble, rolling bearing 61820,
rolling bearing 63/22, spacer bush, high shift cone-hub assembly, oil guide ring assembly
and back shell of transmission.
The measurement is as following:

Figure 3-47 Figure 3-48

Put the input flange of the supplementary gearbox assembly down to stead place (the larger
bolt of the back flange must be tightened, otherwise the measurement shall be affected),
then assemble the middle shell to the supplementary gearbox (See Figure 3-47, firstly not
assemble the paper washer of supplementary gearbox, but put it on the special measuring
plate G １ 5). Fit a pre-chosen main axle adjustable washer on the screw of main axle
assembly (to avoid the adjustable washer and hex key dropping down, lay grease on the
connection to keep then on the main axle), and then put the spline key of main axle
assembly to the spline hole of sun wheel in the supplementary gearbox. Put the measure
plate on the middle shell in level way (see Figure 3-48, for convenient working, the arrowed
place in the Figure is putting the paper washer of supplementary gearbox under the depth
ruler after the paper washer was cut a section), and record the measure distance from the
paper washer of supplementary gearbox to the three-shift gear of main axle as A, the
thickness of measure plate as B (date chiseled on its surface), and the thickness of
pre-chosen main axle adjustable washer fitted on the main axle as C.
The chosen adjustable washer, , needs to ensure that the distance from the front end of the
middle shell to the gear end of three-shift gear of main axle is 69.22±0.2mm.
 For example: HW 15710 series transmission assembly, the actual distance from paper
washer of supplementary gearbox to three-shift gear of main axle is 94.18, the thickness of
measure plate is 24.58, the thickness of pre-chosen main axle adjustable washer is 5.85,
therefore, the required thickness of main axle adjustable washer is:
94.18-24.58+5.85-69.22=6.23, so the final chosen thickness is 6.30mm, which is much
closed to the thickness 6.23mm of main axle adjustable washer.
After measurement finished, assemble of the transmission assembly is as following:
2. Assemble HW15710 Series Transmission Assembly
① Support the front shell by soft material; take care of leaving position of input shaft in the
middle of the shell and stable. Use copper bar or hammer to gently strike the input shaft
assembly (see Figure 3-49), let one short section of bearing into the bearing hole of forward
shell. In addition, screw one M16 hollow bolt on the other side of arrowed place on the
figure.
② Mark a line on the root of the gear of input shaft, turn the input shaft and make the marked
line and center of the two supplementary axle holes on the same line (see Figure 3-50).
Alone the flat key of supplementary axle of its two assemblies to draw a line (see Figure
3-51, gap arrowed and directed by the circle), and then hit the bearing of supplementary
axle to its position, take care of the stop groove of bearing is in the outside to put the stop
ring from the inner of front shell.

Figure 3-49 Figure 3-50

Figure 3-51 Figure 3-52

③ Put the slip bush on the front end of the main axle (notice: spline gap of main axle slip bush
direct to the hex key), then put them into the bush guide hole of input shaft together (see
Figure 3-52), push the two supplementary axle assemblies to the holes of supplementary
axle. Left and right supplementary assembly shall not put wrong position (as Figure 3-53
arrow shown, the end of right supplementary axle has a spline groove for combine with the
spline axle of PTO), the marked line on the supplementary axle shall be aligned to the first
axle line (see Figure 3-53). Notice: the tooth of gear shall not be wrong; otherwise all
the gear can’t be correctly engaged.
 Figure 3-53 Figure 3-54

④ Put the fork of fork axle assembly insert the groove of main axle slip bush in turn, fork axle
insert the hole of front axle, and take care of the correspond position of fork axle assembly
shall not be wrong (Figure 3-54). And then, by copper bar assemble the supplementary axle
assembly, main axle assembly, fork axle assembly, input shaft assembly to its position in
turn. After that, put the pipe 1 in the box insert the oil pipe of front shell (Figure 3-55).

Figure 3-55 Figure 3-56

⑤ Lay Loctite 242 tightening glue on the inside of screw thread hole connected the middle
shell and front shell, put 25 double heads studs and tighten by wind trigger, hit into the
locating spins. Lift up the middle shell assembly equipped with front shell paper washer;
roughly align with the front shell (see Figure 3-56). Put a cross screwdriver into the hole of
left idle wheel axle, in order to guide the pipe 1 of main gearbox into the hole of left idle
wheel axle (see Figure 3-57). Dial the idle wheel and reverse gear of main axle, put fork
axle insert the hole of fork axle in the middle shell in turn, meanwhile, put the locating pin
and double heads stud of middle shell into the correspond hole of front shell. After that, hit
the place as shown in Figure 3-57 by copper bar to assemble the middle shell to its position.
⑥ Put the two supplementary axle bearing into its axle positions (see Figure 3-58), take care of
the larger rounding chamfer of bearing shift ring is adown. Then put the two supplementary
axle clamp spring by use circlip Pliers (see figure 3-59), equip with the measured main axle
adjustable washer into the main axle.

Figure 3-57 Figure 3-58

 Figure 3-59 Figure 3-60

⑦ Assemble lock washer plate, spring, interlocking plate of main and supplementary gearbox,
pressure plate block, locking pressure plate (large), locking pressure plate (small) in turn
(see Figures 3-60、3-61、3-62、2-63). Notice: anything shall not drop into the middle shell.

Figure 3-61 Figure 3-62

⑧ Lay Loctite 271 screw thread glue on the 5 heads of bolt of interlocking device of main and
supplementary gearbox, then tighten them, the torque is 41-51Nm (see Figure 3-64). Dial
the interlocking palate, its return agility. If its return is not agility, the clearance between the
interlocking plate and washer plate shall be adjusted (see Figure 3-65). Lay grease on the
end of middle shell; post the paper washer of supplementary gearbox onto the middle shell,
and pay attention to align the locating pin, screw thread hole and paper washer hole.

Figure 3-63 Figure 3-64

 Figure 3-65 Figure 3-66

⑨ Pull the interlocking plate to the position away from the idle wheel hole by use iron wire to
stick in the middle of interlocking plate and locking pressure plate, so that the fork axle of
range shift can smoothly insert (see Figure 3-66). Air the cylinder of range shift to make it
in the high shift position (if not air the cylinder, firstly dismantle the cylinder of range shift,
and then push piston to close the back shell of the transmission). Lift up the supplementary
gearbox assembly; let the fork axle of range shift insert the hole of left idle wheel; bearing
of supplementary gearbox align the ring ridge of bearing in middle shell; turn output flange
to let the spline groove in sun wheel of supplementary gearbox align with the spline of main
axle. Meanwhile, align the locating pin on the shell of transmission (see Figure 3-67).

Figure 3-67 Figure 3-68

⑩ Assemble the supplementary gearbox to its position, and lay loctite 242 screw thread glue
on the thread heads in turn, and then tighten the thread into the connection hole of main and
supplementary gearboxes, the torque is 41-51Nm. There are 3 kinds of connection bolt, pay
attention to its position and lifting plate position (see Figure 3-69). Unscrew the large back
bolt; lay locitite 271 screw thread glue on thread of main axle tightening nut (see Figure
3-69); tighten into the screw thread of main axle ball head, its torque is 73-89Nm; push the
groove on screw thread bolt of main axle ball head to open after tightening to lock the screw
thread.

Figure 3-69 Figure 3-70

○
11 Assemble the oil blockage assembly and elastic column pin on the end of output shaft (see
Figure 3-70); lay enough plane seal glue on the spline of connection of flange and output
shaft (see Figure 3-71), and then put into the pressure plate and tighten the large bolt.
 Figure 3-71 Figure 3-72

○
12 Tighten the large bolt by special tool G01 or G14 with wind trigger (or lengthening splice
bar), its torque is 1200-1300Nm (see Figure 3-72), put into the locking plate and clinch (see
Figure 3-73).

Figure 3-73 Figure 3-74

Assemble of HW50 PTO

○
13 Put the needle bearing into the back end hole of input shaft of PTO, align with the inner
hole of spline on the right supplementary axle, and then assemble the input shaft of PTO to
the PTO hole of back shell (see Figure 3-74). Put the paper washer of end cover on output
shaft of PTO, O ring, and then put the front shell of PTO to its back shell, and its bolt
tightening torque is 73-89Nm (see Figure 3-75).

Figure 3-75 Figure 3-76

○
14 Lay grease on the combined face of front shell of PTO, and post PTO paper washer on the
front shell of PTO (see Figure 3-76), and then connect the back shell of PTO with the front
shell, the bolt tightening torque is 41-51Nm (see Figure 3-77).
 Figure 3-77 Figure 3-78

Assemble method of HW70 is similar with the HW PTO; lay seal glue in the middle of front
and back shells of PTO, the most important is the glue shall be even to ensure the seal
interface not to be leak.
Other Parts Assemble.

○
15 Put the filter screen assembly, o ring, end cover of filter screen into the middle shell by bole,
the bolt tightening torque is 21-25Nm (see Figure 3-78), and then tighten the nut connected
middle and front shells in turn. Pay attention to install lifting plate (see Figure 3-79 arrowed
place).

Figure 3-79 Figure 3-80

○
16 Lay the transmission assembly on the plane ground by lifter, and pay attention to safety and
stability. Install the input shaft and stop ring of two supplementary axles (see Figure 3-80)
and its clamp spring (see Figure 3-81).

Figure 3-81 Figure 3-82

○
17 Measure the thickness of input shaft adjustable washer (there are 3 thickness of washers can
be chosen: 0.15、0.20、0.25). gently hit the end of input shaft by copper hammer, let the stop
ring of input shaft to be close to the end of front shell, and measure the distance from the
end of bearing of input shaft to front shell by depth rule, recorded as A (see Figure 3-82);
put the paper washer on the end cover of input shaft, and measure the distance from paper
 washer to ring ridge of bearing, recorded as B (see Figure 3-83), and then choose the
adjustable washer which thickness is between B-A-0.1 and B-A.

Figure 3-83 Figure 3-84

○
18 Lay suitable grease on the middle of end cover of input shaft and paper washer, and put it
with chosen adjustable washer into the front shell by order; the thread of screw must be laid
Locitite 242 screw thread tightening glue on, its tightening torque is 41-51Nm (see Figure
3-84); put the end cover of supplementary axle, paper washer into the end of right
supplementary axle, and must lay Locitite 242 tightening glue on the bolt thread, its
tightening torque is 41-51Nm (see Figure 3-85).

Figure 3-85 Figure 3-86

○
19 Lay grease on the relevant combined interface of front shell, and after paper washer on end
cover of supplementary axle and paper washer of oil inlet align with the hole each other,
post them on the front shell. Install the drive top thread of oil pump into the hole of left
supplementary axle (see Figure 3-87 arrowed shown), top thread align with the gap of oil
pump (see Figure 3-87), and install the oil pump assembly (see Figure 3-88). Notice: there
are 3 kinds of oil pump tightening bolt with different length (including Figure 3-88, the bolt
5 is Q150B1040, bolt 6 is Q150B1090, and other bolt is Q150B1070), its thread must lay
Locitite 242 tightening glue and its torque is 41-51Nm, among them there are 2 bolts use
flat washer, and the screw shall be laid enough plane seal glue on the bolt (see Figure 3-88,
bolt 1 and bolt 4), others are spring washer.

Figure 3-87 Figure 3-88

 Figure 3-89 Figure 3-90

○
20 Insert pipe 2 of gearbox (see Figure 3-89), connect all oil pipe assemblies, and the
tightening torque of hollow bolt is 50±10% N•M, the largest torque is not more than 60Nm
(see Figure 3-90).

○
21 Connect fork axle with bush assembly to the front shell (see Figure 3-91); put the fork axle
of clutch through the bush hole of front shell, and install flat key (see Figure 3-92), and then
pass split fork, fork axle carrier, and connect the split bearing at the same time and connect
left and right connection spring. After the fork axle of clutch turning agility, then fasten the
fork axle carrier; if turning not agility; gently strike the fork axle carrier. Notice: the screw
thread, connected the bolt of carrier of fork axle, must be laid Locitite 242 tightening glue
(see Figure 3-91), its tightening torque is 41-51Nm, and tightening bolt torque of split fork
axle of clutch is 21-25Nm, and the inner hole of complex bush must be laid on enough
grease.

Figure 3-91 Figure 3-92

○
22 Connect the low pressure oil pipe with the split bearing of clutch and front shell (see Figure
3-93), and install grease mouth (cup) on the front shell; fill enough grease into the split
bearing of clutch by the grease mouth (cup) (see Figure 3-94).

Figure 3-93 Figure 3-94

○
23 Install the paper washer and assembly of small housing onto the transmission assembly
which required shift choice agility. The connected bolt head shall lay Locitite 242 tightening
 glue, and its torque is 41-51Nm (see Figure 3-95). Connect air pipe with the double H valve
and range shift cylinder, and pay attention to the air pipe connection not wrong (see Figure
3-96 arrowed place that is two closed end connections and two far end connections).
Hollow bolt torque is 42±10%N•M. Install the reverse switcher, neutral switch, pressure
switch of range shift on the small housing, and all the pressure switches torque is less than
35Nm (see Figure 3-96, the arrow directed places of 2, 3, 4, and 5 is reverse switcher,
neutral position switcher, range shift switcher and PTO switcher).

Figure 3-95 Figure 3-96

○
24 Install oil inlet pipe of supplementary gearbox and PTO oil Pipe, M16 hollow bolt torque is
50±10%N•M(see Figure 3-97). Examine the entire oil pipe to ensure there are not leak. Install
soft axle carrier (see Figure 3-98).

Figure 3-97 Figure 3-98

After the transmission assembly installation, carefully examine the transmission and test the
signal condition of all the pressure switchers to ensure that there are not any wrongs, and
then equip it with the vehicle.
4. Assemble the Parts of Pull-type Clutch
① After lay suitable Locitite 242 tightening glue on the connected bolt, install the fork axle on
the front shell (such as Figure 3-99 shown).
 Figure 3-99 Figure 3-100

② Let the fork axle pass the fork axle hole, split fork, fork axle carrier in turn and install flat
key on the top key groove and locating. Let the fork axle install to the bottom and another
end equipped with flat key. See figure 3-100.
③ Install the low end elastic ring of fork axle by use circlip pliers( see figure 3-101), and then
fasten the two bolts connected fork and fork axle (see Figure 3-127).

Figure 3-101 Figure 3-102

④ Install assist cylinder carrier, and finish the assembly of control device of pull-type clutch as
Figure 3-103 shown.
 Figure 3-103

Section II Dismantle and Assemble of HW Series Transmission Axle

Assembly.

I. Dismantle of Axle Assembly (Supplementary Axle Needs not Dismantle,

Change the Supplementary Axle when it Repairing)

Figure 3-103 Figure 3-104

① Lift up the middle shell, and take off the main axle and fork axle. Punch the pins on fork
and fork block in turn by use punch nail (see Figure 3-103), and punch the pins out of its
position, and then finish the fork axle dismantle.
② Let the main axle in vertical condition, take off hex key, and turn the large barrier chip of
main axle. When the key groove aligns with the spline of main axle, the large barrier chip,
and reverse shift gear can be taken off. By this method, all the parts of the main axle can be
dismantled (see Figure 3-104).
③ Dismantle elastic barrier ring, input shaft bearing, spacer bush, gear elastic barrier ring, one
axle gear (reference the dismantle figure of input shaft in parts list). If only changing the
bearing of input shaft, the outside parts, such as separation bearing, oil pipe, end cover of
input shaft, stop ring, elastic barrier ring and others, only need to be dismantled. Use special
G08 to clamp the Snap ring groove of input shaft to dismantle the bearing of input shaft (see
Figure 3-105).
 Figure 3-105 Figure 3-106

II. Axle Assembly Installation

1. Input shaft Assembly of HW15710 Series Transmission
① Put elastic barrier ring for hole into one axle gear by circlip pliers (see Figure 3-106); install
input shaft bush into the inner hole of back end of input shaft and locating (see Figure
3-107).
② Put clamp spring of one axle gear belt, spacer bush, rolling bearing (notice: outside snap
ring groove of rolling bearing directs to the front of transmission), onto the input shaft, and
use special tool G10 to install rolling bearing to its position (see Figure 3-108); put elastic
barrier ring for axle use into the snap ring groove by circlip pliers, and pay attention that
there are more groups of barrier ring for axle use, and after elastic barrier ring for axle is
installed, it shall be ensured the distance between elastic barrier ring for axle and bearing is
less than 0.10mm (see Figure 3-109).

Figure 3-107 Figure 3-108

Figure 3-109

3. Main Axle Assembly installation of HW15710 Series Transmission

 Figure 3-110

① Put 2 elastic column pins to the bottom of pin hole of main axle (see Figure 3-110); put the
elastic barrier ring for hole use into the clamp spring grooves of three-shift gear, two-shift
gear, one-shift gear, creep-shift gear and reverse shift gear (see Figure 3-111) in turn by
using circlip pliers.

Figure 3-111 Figure 3-112

② Let the main axle vertically stand, firstly put the large barrier chip onto the main axle and
turning the half gear (use wood plug to insert to prevent it running more); the axle locating
between gears is as Figure 3-112 shown: spline adjustable chip can realize its locating by
turning half gear and passing hex key (can use punch to adjust the whole chip to drive the
half gear running).Adjust the axle clearance between gears, and the axle clearance of
three-shift gear and two-shift gear, one-shift gear and creep shift gear is o.15-0.35mm, and
reverse gear to large barrier chip of main axle is 0.30-0.50mm, its measuring method is as
Figure 3-113 shown, the measuring tool is clearance gauge, and pay attention that hex key
shall have installed 2 pieces.

Figure 3-113 Figure 3-114

4. Installation of Fork Axle

All kinds parts correspond positions of reverse shift fork axle assembly, one/two shift fork
axle assembly, three/four fork axle assembly, insert and split fork axle assembly can take
 reference as explosive Figure of parts list shown. When installing pins of fork axle or fork
block, firstly put the pins in the symmetry position, then punch the two ends of pins off, and
pay attention to it shall be firm and stead to ensure that will not loose during using period
(see Figure 3-114).

Section III Dismantle and Assemble the Supplementary Gearbox

Assembly of HW Series Transmission

I. Dismantle the Supplementary Gearbox Assembly

① Let the output flange upward, dismantle the large bolt, pressure plate (see Figure 3-115) and
use special tool G16 to dismantle the output flange (see Figure 3-116).

Figure 3-115 Figure 3-116

② Dismantle cylinder of range shift, piston (see Figure 3-117), end cover of output shaft (see
Figure 3-118, it has 8 fastening bolts).

Figure 3-117 Figure 3-118

③ Dismantle 2 support pins of fork axle (see Figure 3-119, the two arrows direct place), and
dismantle the bolt connected the torque drive chip with back shell (see Figure 3-120).
 Figure 3-119 Figure 3-120

④ After dismantling the back shell of transmission, use special tool G03 to dismantle bearing
of planet carrier (see Figure 3-121). Turn over the planet device and use special tool G17 to
dismantle worm gear of odometer, rolling bearing (see Figure 3-122).

Figure 3-121 Figure 3-122

⑤ Keep suitable clearance between high shift cone-hub and synchronizing gear seat, and use
special tool G04 to dismantle high shift cone-hub (see Figure 3-123) and take off the
synchronizing ring; lift up synchronizing slip bush by two hands, and pay attention to not
lose and scattered ejector pad, inner and outside springs (see Figure 3-124).

Figure 3-123 Figure 3-124

⑥ Use circlip pliers to take off the elastic barrier ring clamped in the carrier of gear ring (see
Figure 3-125); use special tool G04 as Figure 3-123 shown to clamp the under part of
 synchronizing ring (see Figure 3-126) and dismantle the synchronizing gear seat,
synchronizing ring and low shift cone-hub assembly.

Figure 3-125 Figure 3-126

⑦ Dismantle snap ring, bearing in the carrier of gear ring, and take off steel wire barrier ring,
inner gear ring (see Figure 3-127); the rest parts of planet carrier, input shaft and inner sun
wheel, planet wheel, washer and others need not to dismantle as a entire, called planet
device assembly (see Figure 3-128), and change it by a part when repairing.

Figure 3-127 Figure 3-128

II. Supplementary Assembly Installation of HW 15710 Series Transmission

① Put o ring into the middle of oil inlet hole in the back shell of transmission and ring groove
of fork axle hole of range shift, and lay grease on the o ring (see Figure 3-128, 3-129).

Figure 3-129 Figure 3-130

② Choose the adjustable washer in the end cover of output shaft: put paper washer on the end
cover of output shaft, and measure the depth from paper washer to ring ridge of end cover
of output shaft (see Figure 3-131) A, to back shell thickness B (see Figure 3-132), and
distance C from rolling bearing to oil guide ring (see Figure 3-133), then the thickness of
adjustable washer is between A+B-C-0.1 and A+B-C. And install joint of odometer to its
 position (see Figure 3-134).

Figure 3-131 Figure 3-132

Figure 3-133 Figure 3-134

③ Use connected bolt to join the transmission back shell, assembly of oil guide ring, bearing,
chosen adjustable washer, back end cover of output shaft together, and their torque is
41-51Nm; pay attention to lay enough plane seal glue on the longest connected bolt to
prevent oil leakage on the bolt point (see Figure 3-135).

Figure 3-135 Figure 3-136

④ Put bearing in the carrier of gear ring, and clamp elastic barrier ring for hole use; use punch
to punch the elastic barrier ring to its position (see Figure 3-136); install the carrier of gear
ring into the inner gear ring, and clamp the steel wire barrier ring; (see Figure 3-137), use
punch to punch the steel wire barrier ring to its position (see Figure 3-138).
 Figure 3-137 Figure 3-138

⑨ Put gear ring module in the planet carrier assembly and align the teeth, then put on the
spacer bush (its gap upward); use tube processor G09 to install the gear ring module to its
position, turn the inner gear ring to ensure it engages with planet wheel and turning agility
(see Figure 3-173); install low shift cone-hub assembly, synchronizing ring, synchronizing
gear seat (notice the settle direction of gear seat) it turn, and use G09 to install them to their
positions (see Figure 3-139).

Figure 3-139 Figure 3-140

⑩ Use circlip pliers to install axle elastic barrier ring of synchronizing gear seat (see Figure
3-141); when installing synchronizing slip bush, pay attention to the groove of
synchronizing slip bush is opposite to the groove of synchronizing gear seat (see Figure
3-142).

Figure 3-141 Figure 3-142

○
11 Firstly install the outside and inner springs and ejector pad of 9 ejector pads to its positions,
and pay attention to the synchronizing ejector pad direction, then install the synchronizing
ring (see Figure 3-144); draw a line on the gear groove of oil hole in output shaft by remark
pen, let short of tooth place of the inner gear of high shift cone hub directs to the remark
line, and install the high shift cone-hub to its position (see Figure 3-143).
 Figure 3-143 Figure 3-144

○
12 Install fork of range shift (notice gap direction), fork swing block, range shift fork axle to
the synchronizing slip bush, and pay attention to the range shift fork axle position (see
Figure 3-145); if the torque drive bush is left the top of the low shift cone-hub assembly, use
punch to push it the same level as torque drive plate (see Figure 3-145 arrow directed place);
put the back shell assembly into the planet carrier assembly, and pay attention to the fork
axle of range shift aligns to the fork axle of range shift in back shell, and then install the
back shell to its position (see Figure 3-146).

Figure 3-145 Figure 3-146

○
13 Use special tool G09 to install bearing of output shaft, worm ring of odometer to its
positions (see Figure 3-147); use special tool G11 to install oil seal of output shaft to its
position, and notice the oil seal direction and lay grease on the mouth of oil seal (see Figure
3-148).

Figure 3-147 Figure 3-148

○
14 Lay Locitite 242 glue on the screw thread of support pin of fork axle, then screw it to the
back shell and pass through the pin hole of fork of range shift, its torque is 195-215Nm (see
Figure 3-149); put the flange in its position, but before installing its position, the drive axle
shall connect with the bolt (see figure 3-150, 3-151).
 Figure 3-149 Figure 3-150

Figure 3-151 Figure 3-152

○
15 Install pressure pate, large bolt in turn, and screw large bolt, its torque is less than 300Nm
(see Figure 3-151); put the piston assembly of range shift (including piston of range shift,
interior and exterior o rings) on the fork axle of range shift; lay Locitite 271 glue on the
inner thread of locking nut and its torque is 119 -145Nm (see Figure 3-152).

○
16 Put the paper washer of range shift cylinder, range shift cylinder (with seal ring and pressure
switch) on the piston of range shift in turn, notice the groove of back shell aligns to the air
inlet of range shift cylinder; before installation, lay suitable grease on the inner wall of
cylinder and o ring of piston and ensure there are not any dirty on each parts; use
connection bolt which thread laid Locitite 242 glue to fasten cylinder of range shift to the
back shell, its torque is 41-51Nm (see Figure 3-153).

Figure 3-153 Figure 3-154

○
17 Turn supplementary gearbox assembly over, and align the holes of torque drive plate and
back shell, hit the torque bush to the level as torque drive plate (see Figure 3-154); lay
Locitite 271 glue on the connection bolt and screw it into the thread hole of torque drive
bush, its torque is 73-89Nm.

○
18 Put the front bearing of planet carrier to its bottom (see Figure 3-155); rivet 3 points on the
 touching edge of planet carrier and bearing to prevent the bearing escaping outward (see
Figure 3-156).

Figure 3-155 Figure 3-156

After supplementary assembly installation, test the two air holes of range shift cylinder to
ensure shift change of range shift in supplementary gearbox is agility.

Section IV The installation of HW15710 series small housing

I. Installation of Small Housing Assembly

① Install complex bush in the small housing end cover (swing arm side) (see Figure 3-157),
use special tool G11, G12 to install oil seal on inside and outside end cover (see Figure
3-158, 3-159, 3-160).

Figure 3-157 Figure 3-158

Figure 3-159 Figure 3-160

② Install complex bush into the small housing shell and to its position (see Figure 3-161), and
lay suitable grease on the inner hole of complex bush; lay Locitite 680 bond on the bush and
ensure to cover all the column face, and spray Locitite 7649 bond, and then install it into the
small housing shell to its position (see Figure 3-162).
 Figure 3-161 Figure 3-162

③ Assemble shift axle assembly: install centering spring, centering seat ring, and another
centering seat bush on the shift axle, compress spring on the elastic barrier ring (see Figure
3-163, 3-164).

Figure 3-163 Figure 3-164

④ Put interlocking fork and shift head into the small housing cover, pass shift axle assembly to
inner holes of interlocking fork and shift head and install shift column pin to its position
(see Figure 3-165, 3-166); use punch to punch off the two end of column pin of shift head to
ensure the pin connection is firm and reliable (see Figure 3-166).

Figure 3-165 Figure 3-166

⑤ Put locking spring into the locking spring hole of small housing shell, pass locking pin axle
(cone end of locking axle outward side of swing arm) through pin hole and spring barrier
chip and locking spring, then put on needle (notice barrier chip direction) and keep the
rolling needle clamp on the groove of barrier chip( see figure 3-168); install drive pin to its
position, put on sector locking block and let locking pin axle clamp to the groove of sector
 locking block( see figure3- 169); install sensor drive ring and then locate it by use elastic
column pin ( see figure 3-170).

Figure 3-167 Figure 3-168

Figure 3-169 Figure 3-170

⑧ Install sensor top pin and pressure switch, its torque is not more than 35Nm (see Figure
3-171), lay seal glue on bowl-style shim, then install it to the hole on the small housing shell
and ensure not oil leakage (see Figure 3-172); if not installation shift-choice support axle,
then install it.

Figure 3-171 Figure 3-172

 Figure 3-173 Figure 3-174

○
8 Lay full of grease on the open of oil seal on small housing end cover (swing arm side), fasten
small housing end cover (swing arm side) on the small housing shell by connection bolt;
there is paper washer between small housing end cover (swing arm side) and small housing
shell, the connection bolt torque is 21-25Nm (see Figure 3-173,3-174); install anti-dust
cover, shift swing arm to its positions, and screw locking nut. The central line of short arm
of shift swing arm (see Figure 3-175 inner circle part) is vertical to the surface of small
housing.

Figure3-175 figure 3-176

○
9 10 gears small housing assembly: install the spacer the range gear side of the small housing
shell. See figure 3-176.
Use bolt to connect small housing end cover (range shift side) and small housing shell; there is end
cover bush between small housing end cover (range shift side) and small housing shell , the bolt
tightening torque is 21-25Nm ( see figure 3-177).
 Figure 3-177 figure 3-178

Figure 3-179

○
10 install sensor top pin and pressure switch, its torque is not more than 35Nm (see figure 3-182),
each pressure switch can take reference figure.

○
11 install the bush on the small housing shell, daub suitable lithium lubricating grease on the end
of the locking pin which part will stretch into the small housing shell, install it in the small
housing shell, ensure the locking pin move flexible on axial direction and no seizure symptom (see
figure 3-179,3-180). Put the spring on the locking pin and put the O-shape ring on the small
housing shell. See figure. (Shown as figure 3-181,3-182)

Figure 3-180 figure 3-181

 Figure 3-182 figure 3-183

○
12 install the paper gasket of the cut-off valve, assemble the cut-off valve on the small housing
shell and make them contact. Mount the dual H valve gasket and install the dual H valve, fix it
with hexagon socket head cap head screw, the torque is: 21-25Nm, shown as figure3-183 .daub
some Loctite572 on the thread of the direct connection, tighten it on the cut-off valve3-184.

Figure 3-184
After installation small housing assembly, test the shift gear and examine whether it is
reliable and returning normal or not.

Section V Repairing Tool for HW Series Transmission

The maintenance tools, repairing HW series transmission made by Sinotruck, is supported by

Jinan Tanaka Commerce Co., Ltd., there are shape and use method as followings:
1. Labor-saving Wrench (G01).
Connected bolt of HW series transmission output flange nut is tightened by 1260Nm. When
dismantle or tightening, even use extension lever is also difficult. Especially dismantle
on-sit; it is more difficult to remove it. Such as Figure 1a, flange nut labor-saving wrench is
made up of multi power, multi power support, flange nut collet head, slide bar, slide head
and wrench level. Multi power is one kind of planet gear multi power that is input 1Nm
torque, and output 4.5Nm torque. Such as Figure 1b, firstly, When the removal of the flange
nut, place the collet head (G14) of S=60mm on the flange nut, and then use two flange bolts
to fix the support on the flange of the transverse gear. Insert the square output end of the
multi power into the collet head, and insert the hexagonal of the multi power body into the
 inner hexagonal of the support and then fix the multi power on the support. Apply the
ratchet wheel spanner or guide bar head and wrench lever to turn the input end of multi
power in the unscrewing direction, and then remove the flange nut smoothly

Figure 1a: Flange Nut Labor-saving Wrench Figure 1b: Removal/Installation Operation of Flange
Nut Using the Labor-saving Wrench

2. Hanging Scaffold of Supplementary Gearbox (G02)

Figure 2a is hanging scaffold of supplementary gearbox. When repairing and dismantle the
transmission and separation main gearbox and supplementary gearbox, use this device is
very convenient.

Before dismantle transmission, firstly use labor-saving wrench to dismantle flange bolt, then
pull out of the oil seal plug from the hole of output shaft, then dismantle the fastening nut of
main axle in the output shaft hole by extension bar, and then install it by flange bolt .

Such as Figure 2b, use two flange bolts to fasten the hanging scaffold and output flange nut
of transmission. Use hanging scaffold to erect the transmission assembly.(notice: when
erecting the transmission, use wood block to pad the transmission housing, and let input one
axle suspending to prevent it damage).

If supplementary gearbox needs to be dismantle, firstly, unscrew the bolt connected main
gearbox and supplementary gearbox, and confirm that the fastening nut of main axle in the
center hole of output shaft has been dismantled (this is very important, if the fastening nut is
not dismantled previously, separate main gearbox and supplementary gearbox by force will
damage the main axle). And then use two M10 top threads to separate supplementary
gearbox assembly from the housing of main gearbox, such as Figure 2c, use hanging
scaffold to separate supplementary gearbox from the main gearbox.

Figure 2a: Hanging Scaffold of Supplementary Gearbox Figure 2b: Lifting up the Transmission Assembly by
Hanging Scaffold.
 Figure 2c: Lifting up and Dismantle Supplementary Gearbox by Hanging Scaffold

3. Extractor (G03) of Planet Supporter Bearing (G020)

Extractor is made up of two semicircle clipping bushings, support board, top thread of the
ejection screw, clipping bushing and others (as shown in Figure 3a). Firstly clip the two
semicircle clipping bushings of the extractor on the bearing respectively, tighten the two
semicircle clipping bushings with fixing sleeve, secure the support board on two tie rods,
and block the round end cap at the end of the shaft tube. Tighten the ejection screw to stand
the top thread of the ejection screw to the middle of the end cap. Use the spanner to tighten
the ejection screw so as to disassemble the bearing in intact way (As shown in Figure 3b).

Figure 3a: Extractor of Planet Supporter Bearing Figure 3b: Pull out of Planet Supporter Bearing by
Extractor.

4. Extractor of High Shift Cone-hub and Synchronizer Gear Seat (G04).

Due to high shift cone-hub of supplementary gearbox is hotly equipped in the output shaft;
it must be used special tool to extract it out in normal temperature. As shown in Figure 4a,
extractor is made up of two semicircle head, board, clipper, plate and top thread and 20 ton
hydraulic Rama. When dismantle, firstly put extracting plate, bar and hydraulic Rama on
the high shift cone-hub, then let the two semicircle extracting head clipping on the high shift
cone hub flange. Notice: there is a circle groove on the front end of extracting head, let the
upward flange of cone-hub round plate clip the flange of high shift cone-hub, at last, put the
top board on the center hole of output shaft. Turning the hydraulic Rama, let its top head
prop up the center of board. There is a black switcher on the hydraulic Rama, tightening
screw, and use lever to press Rama column plug up and down, and the high shift cone-hub
will be smoothly pulled out. Then unscrew the Rama button, the piston can automatically
retract. Extracted high shift cone-hub is as shown in Figure 4c. When dismantle high shift
cone-hub, pay attention to not draw the cone-hub to slanting.
Use the same extractor and adopt the same method can dismantle synchronizer gear seat.
 Before dismantle, firstly, dismantle the elastic barrier ring from the synchronizer gear seat,
then lift up the synchronizing ring under the gear seat, let the two semicircle extracting head
clip the gear seat and cone-ring, and clip sleeve locate on the extracting head, press the
column plug of hydraulic Rama, gear seat and synchronizing ring can be smoothly extracted
out.
Notice: hydraulic Rama piston only has 50mm long, therefore, each extracted distance is
not more than 40mm. if the extracting distance is not enough, then turning the Rama knob
let the piston of Rama retract, and then entirely turning Rama, let the Rama piston re-prop
up the top board. If the Rama moving distance is still not enough, it can be changed and
connected longer top board.

Figure 4a: Extractor of High Shift Cone-hub Figure 4b: Use Extractor to Dismantle Synchronizer
High Shift Cone-hub or Synchronizer Gear Seat.

Figure 4c: Dismantled High Shift Cone-hub Figure 4d: Dismantled Synchronizer Gear Seat

5. Extractor(G05) of front and back Bearing of Auxiliary Shaft.

When dismantle auxiliary shaft of main gearbox, and need change front and back bearing of
auxiliary shaft, it can be dismantled by extractor. Due to front and back bearing have the
same size (only difference is the front bearing has snap ring groove, but the back bearing
has not), so it can only use one extractor to remove it.
Before dismantle, firstly remove the snap ring (front bearing), then let the two semicircle
extracting plate clip on the bearing flange bottle, put clip sleeve on the extracting plate for
locating, fasten extracting bar and top thread on the two rods, tighten screw top thread (as
shown in Figure 5b is dismantling back bearing without snap ring), the bearing can be
smoothly extracted out.
 Figure 5a: Extractor of Bearing on Auxiliary Shaft Figure 5b: Dismantle Front and Back Bearing
by Extractor.

6. Extractor of Idle Wheel Axle (G06)

As shown in Figure 6a, idle wheel axle (middle axle of reverse shift) extractor is made up of
handle, extracting bar, and glide hammer. When dismantle reverse shift middle axle, firstly
screw the thread of M12 of front end on extracting bar to the center thread hole of middle
axle of reverse shift, then as shown is Figure 6b, continuously lift up the glide hammer, let
the glide hammer up-thrust the handle for smoothly pulling out the middle axle of reverse
shift.

Figure 6a: Extractor of Idle Wheel Axle Figure 6b: Use Extractor to Dismantle
(Middle Axle of Reverse Shift) Middle Axle of Reverse Shift.

7. Snap Ring Pliers (G07)

Due to there are lot of non-standard snap ring equipped in the transmission, it needs special
pliers to carry on dismantle and install. As shown in Figure 7b, it is used snap ring pliers to
dismantle exterior snap ring of input one axle bearing.
 Figure 7a: Special Snap Ring Pliers Figure 7b: Dismantle and Install Snap Ring by Snap
Ring Pliers

8. Extractor(G08) of Input shaft Bearing (6213N).

When change and dismantle bearing of input shaft (one axle) without disassembly the
transmission, the extractor of input shaft (one axle) can be used. As shown in Figure 8a,
extractor is made up of extracting plate, extracting bar, top thread and two extension
supporter bar. Before dismantle, firstly, dismantle the inside and outside snap ring from the
input shaft (one axle), use copper bar thrust the front housing of transmission, let the
bearing out of a little bit, put the two semicircle extracting plate clip on the snap ring groove
of bearing, put the clipper sleeve on the extracting plate for locating, then install two
extension supporter bar, extracting plate and top thread, then screw the top thread, the
bearing can be smoothly extracted out.

Figure 8a: Extractor of Input shaft (One Axle) Figure 8b: Dismantle Bearing of Input shaft (One Axle)

9. Tube Processor (G09)

When re-assemble the planet supporter assembly, as shown in Figure 9b, use tube processor
and copper hammer to thrust planet supporter, let the planet to get to its position. This tube
processor can also be used to thrush and install bearing of input shaft (Figure 9c) and
odometer worm ring (Figure 9d).
 Figure 9a: Install Tube Processor Figure 9b: Use Tube Processor to Install Planet
Supporter to its Position

Figure 9c: Use Tube Processor to Install Figure 9d: Use Tube Processor to

Bearing of Input shaft Install Odometer Worm

10. Press Plate of output shaft Oil Seal (G11)

As shown in Figure 11a, this is press plate of output shaft oil seal. When install oil seal of output
shaft, firstly put oil seal into the plate, and then use press plate to push the oil seal into the end
cover of output shaft (as shown in Figure 11b)
 Figure 11a: Press Plate of Output shaft Oil Seal Figure 11b: Install Output shaft Oil Seal by Using
Press Plate.

11. Punch Bar of Interior Oil Seal of Small End Cover (G12)

There are installed interior and exterior oil seals on the small end cover of shift housing of
transmission level. As shown in Figure 12b, when installing, put the interior oil seal on the
end of punch bar, then press the interior oil seal into the small end cover by punch bar.

Figure 12a: Punch Bar of Oil Seal in Small End Cover Figure 12b: Use Punch Bar to Install Interior Oil
Seal of Small End Cover

12. Punch Bar of Exterior Oil Seal of Small End Cover(G13)

As shown in Figure 13b, put the exterior oil seal at the end of punch bar, and then press the
exterior oil seal into the small end cover by using punch bar.
 Figure 13a: Punch Bar of Oil Seal in Small End Cover Figure 13b; Use Punch Bar to Install exterior
Oil Seal of Small End Cover

14. Flange Bolt (S=60mm) Tube Processor (G14)

Output flange nut is fastened by exterior hex flange bolt which opposite side is S=60mm,
output flange tube processor, as shown in Figure 14a, is a special interior hex tube processor
which can be used by pneumatic pick (pneumatic wrench), also can be used extensive lever,
and cooperated with labor-saving wrench at the same time.

Figure 14a: Tube Processor of Flange Nut Figure 14b: Use Tube Processor of Flange Nut to
Dismantle Extensive lever

15. Measuring Plate (G15)

In order to guarantee the axial stability of main axle, during repairing when change the
following parts, such as the main axle assembly with ball head, middle housing of
transmission, planet supporter assembly in supplementary gearbox assembly, 61820 bearing,
63/22 bearing, spacer bush, high shift cone-hub assembly, oil guide ring assembly, back
housing of transmission and others, the precise size from three-shift gear end to front end of
main gearbox housing must be measured to ensure the thickness of the axial adjustable pad
of main axle. As shown in Figure 15a, this is special measuring plate.
Notice: on the upward surface of the measuring plate, there are precise sizes of measuring
plate thickness. When measuring, firstly, put the middle housing pre-install on the
supplementary gearbox assembly and to its position.
As shown in Fig 15b, install a pre-chosen adjustable pad on main axle (in order to prevent
adjustable pad and hex key dropping down, lay grease on the interface and let them stick on
the main axle), then put the spline of main axle assembly on the sun wheel spline of
supplementary gearbox assembly and to its position. Let one face with thickness marks
upward, and pin hole of two side of measuring plate on the locating pin of end surface
housing, insert the tightening bolt of main axle into the center hole of measuring plate, then
put a paper washer sealed middle and front housing on the plane of measuring hole, and
then measure the distance from the sealed paper washer to pointed gear upward end by
 using depth rule through measuring hole.

Figure 15a: Measuring Plate Figure 15b: Use Measuring Plate to Measure the
Adjustable pad Thickness of Main Axle.

16. Flange Nut Extractor (G16)

Before disassembly the transmission, it always needs to remove the flange nut of output
shaft. As shown in Figure 16a, flange nut extractor actually is made up of a 10 ton hydraulic
Rama, extracting top board and two extracting bars, among them one end of the two
extracting bar is fastened on the extracting board by M18 nut, another end is inner thread
hole of M14. as shown in Figure 16b, firstly, remove the flange nut and washer board, then
put the top board on the center hole of output shaft (notice: top board shall not damage the
pin located output shaft and washer board), then use symmetry M14 bolt on the flange to
link the two extracting bars, turn hydraulic Rama and let its top head prop up the center of
board, and then screw the Rama knob tighten, and use lever to press Rama column plug up
and down, the flange shall be smoothly pulled out. Notice: when connected the flange bolt
and two extracting bars, the two bars shall have the same length, otherwise, the flange will
be pulled slanting.

Figure 16a: Flange Extractor Figure 16b: Use Extractor to Dismantle Flange

This extractor can share a 10 ton hydraulic Rama and extracting board with high shift
cone-hub extractor.
17. Extractor(G17) of Output shaft Bearing (6218)
When dismantle the planet gear wheel device of supplementary gearbox, it firstly needs to
remove sensor worm ring and bearing (6218) of output shaft of odometer. If bearing and
worm ring joint too close, it must be used special extractor to dismantle. As shown in Figure
17a, this is a extractor of this bearing. As shown in Figure 17b, before dismantle, firstly, put
the semicircle extracting head clip to the bearing, the ring ridge of extracting head shall be
clipped the clearance of bearing and end cover. Then put the clipper sleeve on the extracting
head, use 10 tons hydraulic Rama and extracting board to fasten it by two extracting bars,
then turn hydraulic Rama, let the top head of Rama prop up the extracting board of center
 hole of output shaft, screw the knob firmly and press column plug by lever, the bearing of
output shaft can be smoothly pulled out.

Figure 17a: Extractor of Output shaft Bearing Figure 17b: Dismantle Output shaft Bearing by
Extractor.
 Chapter IV Operation of HW Series Transmission

Section I Operation & Maintenance of HW Series Transmission

Correct operation and periodical proper maintenance of the transmission is of great importance to
drive safely and reliably, and can prolong service life of transmission. Please abide by the
following operating requirements:
1. Lubricating oil grade
Only automobile gear oil 85W/90GL-4 or 85W/90GL-5, made by China National Heavy
Duty Truck Group Co., Ltd (CNHTC) can be injected into the transmission.
2. Correct injection of lubricating oil
① Correct oil level
Make sure that the oil level is even with the oil port. Check the oil level from the oil
port at the side of housing. Oil rejection is finished when the oil is injected up to the
hole and overflowed
② Check oil level
Oil level should be checked periodically. The car should be parked on horizontal
road and the oil shouldn’t be checked within half an hour after the car parked.
3. Lubricating oil charging
Check lubricating oil level and for leakage frequently and charge it when necessary. Keep
the same lubricating oil grade as the original to prevent chemistry reaction of different
lubricating oils.
4. Periodical change of the lubricating oil
Drain all lubricating oil in the transmission completely and clean the filter assembly before
changing lubricating oil. Change lubricating oil after driving 2000 to 4000 km of a new
transmission.
Lubricating oil of road vehicle for good driving conditions is suggested to be changed after
driving 2000 km; and that of off-road vehicle for bad driving conditions is suggested to be
changed after driving 1000 km.

Section II Operation Precautions of HW Series Transmission

Operating requirements and precautions of HW series transmission are as follows:

1. When shifting gears, the clutch must be released completely and the shift lever must be set
in gear exactly.
2. The shift lever consists of two neutral gears: the high gear and the low gear. The shift lever
should be set at the neutral gear of the low gear when the vehicle is parked.
3. Park the car before setting the vehicle in gear when the gear needs to be set at the lower
position (creeper speed) or reverse gear to prevent parts damage in transmission. When
setting the reverse gear, exert comparatively heavier gear selecting force to overcome the
resistance of reverse gear lock.
4. Going down a steep slope, the driver mustn’t gear up and down of the vehicle.
5. Choose creeper speed, the first gear or the second gear when starting vehicle according to
the actual road conditions.
6. The vehicle can’t be set in gear and started until the pressure rises to the setting value and
release the brake.
7. Park the vehicle as soon as unmoral symptoms found such as, abnormal noise from
transmission, obvious inflexible operation in driving and others. Drive on when all faults
have been removed.
8. When shifting gears, if the gear can’t be set at the right position, check cylinder and its air
circuit parts to ensure the auxiliary gearbox is set at the right position.
9. When towing or gliding, pay attention to the followings:
① When the vehicle is gliding at the neutral gear, the clutch must not be engaged.

② When the vehicle is towing, the transmission shaft should be detached.

10 Operating temperature of transmission
The transmission’s continuous operating temperature should be not less than -40℃ and not
more than 120℃ If the operating temperature is higher than 120℃, the lubricating oil may
break up and the service life of transmission shortened. The following conditions may result
in over high temperature of transmission:
 Oil level is over high or over low, or the oil grade is incorrect
 Drive up a slope greater than 12° continuously
 Drive a long distance at a low speed
 Motor speed is too fast
 Air circulation around the transmission is poor
 Ambient temperature is over high
 Vehicle is overloaded or overspeeded
11. Transmissions that are within warranty period are not allowed to be detached or modified freely.

Section III Operation of HW Power Takeoff

1. Classification of HW power takeoff

Table 1-1 Parameters of Power Takeoff
Type HW50 HW70
Rated output torque Nm 500 700
Rated input rotational speed rpm 2600
Installation position At the back of and top right corner of the transmission
Output steer The same rotational direction as the engine
Structure Pneumatic control (Single-acting cylinder)
Operating air pressure 0.5～0.8MPa
Speed ratio 0.74 0.76
Torque extraction type Extracting torque at the right countershaft in main tank of
HW transmission
2. Operation of HW power takeoffs
Set the control lever of transmission in neutral gear, engage the clutch, connect the switch of the
power takeoff which should be kept in gear, loosen the clutch slowly and then the power
 Chapter V Trouble of HW Series Transmission

Section I Trouble Analysis Basis for HW Transmission

I. Basic Trouble Analysis Process for HW Transmission

This course requires the trainees not only to understand the common trouble types but also to
master the trouble analysis method for the HW transmission, analyzing the troubles in practice
independently, finding out the reasons for the troubles and determining the appropriate
maintenance method.
Transmission is an important component of automobile of which the normal and stable operation
depends on the performance, quality, connection of transmission, using conditions and habits of
the user
Trouble analysis process for transmission:
Understand
transmission
Listen reflection from
user Understand
complete vehicle

Check actual situation

Decide maintenance
Analyze reasons scheme

① Listen carefully to the (especially the drivers) detailed description about troubles of
the automobile and transmission from user, including initial troubles, treatment to the
troubles and detailed trouble symptoms.
② Understand detailed and basic situations of transmission, including the Order Number,
Manufacturing Number, troubles and maintenance at early stage.
③ Understand the basic situation of the complete vehicle, including model, purchasing
date, road conditions, actual load, mileage under trouble conditions, main troubles at
early stage, or inquiry by Integrated service digital network (ISDN).
④ Initially judge the troubles probably exist during communication with users and make
comparation with the current trouble types. The trouble similar to any existing trouble
type should be determined whether it belongs to the existing type after further
communication with user. Communication and confirmation are needed because
incorrect part’s name may be used or inaccurate description may be made by users
when they prescribe the problems.
⑤ Field check should be carried out if the trouble found is excluded by the existing
types. Careful observation, inquiring actual using conditions of the automobile and
transmission and field operation and testing should be carried out. Find out real
reasons resulting in troubles through analysis.
⑥ Disassemble the assembly to find out exact reasons if actual reasons still can not be
 confirmed.
⑦ Make appropriate method to remove the troubles according to the reasons resulting in
those troubles.
It is a process to accumulate experiences and confirm new trouble types, which needs
mastering with efforts. Systematic method must be adopted in trouble analysis to detail
problems occurred, only by which can objective and accurate conclusion be made.

II. Classification of HW Transmission Spare Parts

Failure of any parts is greatly affected by the operating status, e.g. the mechanic and chemical
performances, specific part structure and external force it bears.
The transmission parts are generally classified into four categories to the functions: moving parts,
operating parts, basic parts and sealing parts.
The moving parts, such as gear, shaft, bearing, etc. are the main parts of transmission, which
directly affects the working status of transmission.
The operating parts include gear shift lever, shift shaft, shift head, high/low gear locating ring,
interlock fork, sector self-locking block, self-lock pin, angular cam, declutch shift shaft, clutch
shifter, main shaft slide bush, range gear cylinder, piston, shift shaft of range gear, clutch shifter of
range gear and synchronizer. The function of these parts is to realize transmission shift and to
ensure clear gear, reliable self-lock and interlock.
The basic parts, such as front housing, intermediate housing, rear housing, input shaft end cap,
output shaft end cap, small cover case, countershaft end cap, oil pump body, oil pump end cap etc
are the protection cases for the transmission, which can locate the moving and operating parts as
well as bear the forces from these parts and external force effected on these parts.
Basic parts of transmission assembly are assorted to several parts according to the processing,
assembly and maintenance requirements, which may be all connected during assembly. According
to the property, connection is classified as static sealing and dynamic sealing. Parts used for static
sealing are paper washer and plane sealing gum, which are assured by assembling method, so the
way and method must be pay attention to while assembling. Parts for dynamic sealing are oil seal
and O ring. Pay attention to the status of the parts while assembling and adopt appropriate method.
An example for trouble analysis for HW transmission is provided below to explain the knowledge
and technology as well as the attainment that have to be mastered during Level-III training.

III. Example for Troubles Analysis - Abnormal Transmission Assembly Noise

Certain noise is available when the transmission works normally. Especially for the double
countershafts, the gear on the main shaft is located by gear on countershaft, therefore the vibration
is more seriously than ordinary fixed shaft gear trains and the noise is louder accordingly. But if
the noise too loud or abnormal, e.g. booming or squealing occurs, all which prove that there are
some problems for transmission. If the noise is caused by the transmission itself, it may probably
because of the incorrect locating of moving parts itself or by basic parts. The background
knowledge about failure of moving parts is provided below.
1. Background knowledge
① Gear - Spur gear mainly bears normal force that is vertical to teeth surface and tangential
force that is tangent with teeth flank.
 Figure.5-1 Force to Gear

Figure 5-2 Gear Engagement

Under normal conditions, the main gear failures are pit corrosion, teeth wear, teeth fracture. The
normal force that gear bears can cause pit corrosion, tangential force for teeth fracture. With pit
corrosion and wear becoming more and more serious, the teeth become thinner and thinner till
fracture occurs finally. This process goes through the whole service period of transmission and
lasts a very long time. Big pit results in slight knocking under low speed operation, squealing
under high speed and booming when the teeth fractured. Chomping can be heard when the torque
changes directions.
Whole process is as follows:
 Normal force Friction force Normal force

Pit
corrosion Teeth fracture
Teeth surface
wear

Squealing Chomping Booming

Figure 5-3 Normal Failure Process of Gear

Lubrication film breaks under low speed over loading, cold welding and adhesion occur because
the teeth surface is partially heated resulted by friction force. After the welded part is separated, a
trace may be left on the teeth surface in the gliding direction, which is called “gluing”; if there are
a great deal of hard granules (such as iron scrap) in the lubrication, “abrasive wear” happens
during gear engagement; over loading strike also can cause “teeth fracture” in a short time.

Gluing
Friction force Normal force Teeth
Low speed over fracture
Impact force
loading Abrasive wear

Figure.5-4 Abnormal Failure Process of Gear

In addition, a new or newly maintained transmission assembly may generate abnormal noise when
the teeth surfaces touch each other, the noise would be knocking under low speed, squealing even
booming at high speed.
② Shaft - It mainly functions to transfer torque and bear radial force from gear. Failures
mainly include distorting and bending deformation.

Figure 5-5 Force to Shaft

Under low speed over loading, serious distortion and bending of countershaft may affect the exact
engagement of the gears on double countershafts, producing squealing and booming.
③ Bearing - It mainly functions to locate gear shaft in radial and axial directions and bear
radial force and axial force from gear shaft.
Under normal conditions, bearing failures mainly includes pit corrosion, roller and rolling way
wear, bearing cage falling into pieces, roller breaking etc. Forces functioning on roller include
normal force and friction force. Normal force results in pit corrosion of roller and rolling way and
tangent friction wear of roller and rolling way. With pit corrosion becoming more and more
serious, the transmission assembly may generate squealing while rotating at high speed; while
with more and more serious wear, central distance of the engaged gears becomes larger and larger,
which results in that load functions on top of the teeth and chomping occurs. Such situation may
also result in teeth fracture. This process goes through whole service period of transmission and
lasts a very long time. Big pit corrosion results in slight knocking while the gear running at low
speed, squealing high speed.
Under low speed over loading, roller or rolling way may be distorted and the bearing cage
ruptured, which results in early stage damage of bearing and booming occurs accordingly. The
whole process is as follows:

Pit Serious pit Roller

corrosion corrosion breaking
Enlarge center distance

Squealing Chomping Booming

Figure.5-6 Failure process of bearing

Another point to be paid with attention is that for double countershaft mechanism, if the teeth
engage incorrectly or countershaft/countershaft gear distorts, there will be loud booming and
irreparable damage to the driving parts and basic parts of transmission. So after assembled, test
must be carried out to check whether the gear can rotate flexibly and make sure the teeth do not
engage incorrectly.
2． Trouble analysis of abnormal transmission assembly noise
The noise may be generated by transmission itself or may be transferred to transmission
from other parts of the automobile and be amplified by it. The external reasons may be that
additional vibration of engine, clutch and transmission shaft functions on input and output
shaft of transmission, which affect the gear engagement inside the transmission, amplifying
noise further.
Common abnormal noise of transmission includes knocking, squealing, booming and
chomping. Pay attention to the producing rules of abnormal noise and make clear that under
what status it generates, under what status it becomes more obvious and under what status
less obvious. Such abnormal noise can be measured by sound level and frequency. Sound
level of noise is loud but the frequency low, while that of squealing loud and frequency high,
booming loud frequency high, chomping loud frequency low. The frequency of abnormal
noise must be compared with input transmission speed. There is chomping while the
frequency is lower than speed, knocking and booming while equals to, squealing while
high.
Chomping commonly occurs on new or newly maintained transmission assembly. That is
caused by touch of teeth surfaces, which can be distinguished from spots on teeth surface
after strong press and grind. Generally, when gear bears load, such noise would be more
obvious, so if there is noise after engaging gear, it proves that the gear for this engagement
has some problem. Such touch can be grinded by hone or emery wheel.
Squealing is caused by incorrect engagement of gears. Main reasons are pit corrosion of
teeth surface or teeth distortion and pit corrosion of bearing, etc.
 Main reasons for booming are incorrect engagement of teeth, countershaft gear rotating on
countershaft, serious distortion of gear or serious damage of other parts.
Chomping is mainly caused by larger clearance between bearings or engaged gears. If the
engaging clearance between gears is too large, chomping occurs when torque changes
direction. Large radial clearance between bearings of countershaft may cause that central
distance of the shafts becomes larger and larger, resulting in teeth overloaded and fractured.
Above all, principles and status that the abnormal noise occurs should be understood in the
analysis before judging the reasons cause such problems. Define the reasons for the trouble
according to existing trouble types and experiences and find out the solution to remove
these troubles.

Section II Trouble Analysis & Diagnosis of operating parts for HW

Transmission

Main failure types of transmission are mainly discussed in last section. Failure types of operating
parts for HW series transmission are to be discussed in this section.

I. Background knowledge
The operating parts are mainly: small cover assembly, declutch shift shaft, synchronizer shift of
range gear, synchronizer shift of insert gear, etc.
The small cover assembly mainly realizes gear selection, shifting, interlock, self-lock and neutral
gear as well as reverse gear signals. Small cover assembly helps to realize gear selection and
shifting of main transmission box and assures clear gear, reliable self-lock and interlock. Its failure
types include off-gear, shifting and neutral gear difficulties.
2. Small cover assembly of HW 15710 transmissions
Mechanism Figure. of small cover assembly of 10-shift transmission is as follows:

Figure.5-7 Self-lock Structure of HW Series Small Cover Assembly

Centering seat ring and centering spring located on the shift shaft by retaining ring constitute a
gear lock together with the small cover shell and caulking ring, which is the guarantee of clear
gear. As showing in Figure, shift shaft locates at 2/3-shift position it is reverse 1-shfit when pushed
to the left bottom, and 4/5-shift when pulled to the right bottom. The shift head and interlock folk
move with shift shaft in axial direction while shifting.
Shift swing arm controls the shift shaft to swing while shifting, shift head draws the pad out of the
slot of interlock fork so as to realize shifting of main box, at the same time, realize the interlock
and self-lock functions. Interlock is realized by interlock fork, there is at most one pad right direct
to the slot on interlock fork at any position, only one pad can be drew out so as to realize shifting,
which realizes the interlock of shifting structure.
Self-lock pin is fixed to slot at side of self-lock quarter functioned by spring force, self-lock
block move around gear shift shaft. As shown in the Figure. Transmission assembly locates
at the gear, so only by overcoming the function of spring force can self-lock block move, so
as to realize reliable self-lock.

Figure.5-8 Self-lock Structure of HW Small Cover Assembly

Sensor on small cover assembly is driven by the drive sensor on the driving ring (or quarter
self-lock block).

Shift gear knob

Cut-off valve

Finished vehicle air valve

Finished vehicle air valve

Two-position five-way valve

Lower port of range gear cylinder Higher port of range

gear cylinder

Figure.5-9 Mechanism of Double-H valve Figure.5-10 Control of HW 10-shift Range

Gear Auxiliary gearbox
4. Control on range gear of auxiliary gearbox of HW15710 transmissions
Control of range gear of auxiliary gearbox of HW15710 transmissions is showing as
Figure.5-10. The air source passing through switch valve on shifting handle controls the
port 14 of two-way valve. Inlet port 1 is connected to port 21 when port 14 is not pressured,
air pass through port 22; Inlet port 1 is connected to port 22 when port 14 is pressured, air
pass through port 21. Port 1 is connected to port 2 when globe valve locates at neutral
position; port 1 is closed to port 2 when globe valve locates at gear position. Switch the
switch valve on handle while range gear needs shifting, when gear of main box backwards
to neutral gear, air passes through globe valve and range gear shifting realized under control
 of two-way valve. Self-lock is needed when the main box is at gear and there isn’t air in
range gear cylinder which can not ensure to avoid off-gear. Air control of such range gear of
auxiliary gearbox can keep main box at neutral gear when range gear shifting, control of
interlock of main box and auxiliary gearbox during shifting protects auxiliary

II. Common Troubles of Operating Parts for HW Series Transmission

1. Shifting difficulty of main box
Different strengths are needed to shift different gears. Abnormal situation occurs if over
strength is used. Shifting difficulty usually occurs on remote control position by COE (Cab
over engine), therefore the connectors of remote control lever should be firstly inspected
when finding the reasons for shifting difficulty. The problem in connectors usually caused
by wear, occlude, inappropriate adjustment of connecting fork or bush and bad lubrications
or mechanical failure restricting free movement of lever.
In order to confirm whether the shifting difficulty is caused by transmission itself, the gear
shift lever or connector should be removed from transmission. Testing as follows: 1) Put a
round tube with adequate inner radius on gear shift lever, try to shift, it is proved that the
trouble exists in outside of the transmission if shifted flexibly, or inside of the transmission.
2) Remove the small cover assembly, use lever or screw driver to move the sliding pad so
that it can engage with each gear. If the gear shift shaft can slide smoothly and small cover
assembly can shift flexibly, it is proved that trouble exists in locating of small cover
assembly and transmission assembly. Screw off the bolts, and adjust the location of small
cover assembly till it can shift flexibly. If the gear shift shaft can not slide smoothly, trouble
may exist inside the transmission. If so, it may be caused by the following reasons:
1) Spline of main shaft bush engaged with main shaft. This is caused by shaft distortion,
bending of fork or of spline of main shaft bush.
2) Declutch shift shaft is engaged in housing, other parts interferes on fork shaft.
2. Off-gear of main box
When move synchronizer bushs to engage with gear of main box, the engaged teeth must be
parallel. If there is tape or wear on the soldered teeth, separation would happen while
rotating, off-gear may occur in some condition.
1) Input shift has different center with spigot bearing in flywheel of engine;
2) Violent strike between gears while shifting cause surface wear of soldered teeth;
3) Soldered teeth are grinded to cone shape;
4) Because the compression spring released or over wear of self-lock bolt shaft and
quarter self-lock block causes deficiency self-lock.
5) Inadequate adjustment of remote shifting operating parts causes that soldered teeth
can not engage completely with bush.
6) Off-gear usually happens when the automobile is slowed down while drove in full
power or be drove under loading.
7) When automobile is running on unsmooth road, the shift lever may swing like
pendulum if it is too long or overweight, possibly resulting in off-gear to the swing of
the shift lever and overcome pressure from lock spring.
3. Off-gear of auxiliary gearbox synchronizer
Off-gear of synchronizer in auxiliary gearbox may be caused by wear of low speed clutch
body assembly in auxiliary gearbox, high speed clutch body assembly, synchronizing ring
and synchronizer bush soldered teeth and there is taper or uncompleted engagement.
 Reasons caused these defects include strike while shifting and regular wear after long use.
Vibration caused by improper installation of transmission shaft and low pressure in air path
system also can result in off-gear.
4. Leakage of double-H-valve assembly and two-position five-way valve assembly
Leakage of double-H-valve assembly mainly behaves as leaking from air plug on
double-H-valve assembly. It is normal if only leaks when range gear shifts, which is caused
by the structure of double-H-valve assembly itself; while trouble exists if leakage is found
all the time, reasons are:
1) O ring in range gear cylinder is not Seal tightly, at this time, screw the range gear
cylinder and test the suction pipe. Note: suction pipe is different when shift shaft is at
high and low gear.
2) Damage of sealing parts in double-H-valve assembly or foreign matters existing
between sealing parts would cause leakage.
5. Pressure switch trouble
Pressure switch troubles are mainly founded as: light-on or light-off of backup light, engine
can not starting at neutral gear or start when gear engaged. Check should be performed as:
firstly check for the power of the automobile, then check the pressure switch for availability
and the sensor pin flexible; and check the wire harness quality and its contact if applicable.

Section III Other Troubles Analysis & Diagnosis for HW

Transmission

We discussed the main failure types of transmission parts and operating parts in the last section. In
this section, we will mainly discuss about the basic parts, sealing parts and other relevant
problems.

I. Troubles analysis of basic parts

The basic parts mainly include: front housing, intermediate housing, rear housing, input shaft
housing, output shaft housing, small cover shell, small cover housing, countershaft housing, oil
pump body, oil pump housing, etc. which provide protections to the transmission locating the
moving parts and operating parts as well as bearing forces from inside and outside. Its failure
types mainly include fracture and wear. Analyze and diagnose what nature of force caused the
failure according to failed position and type.
Common trouble analysis of operating parts for HW series transmission:
1. Oil leakage of transmission housing
Oil leakage of transmission housing is caused by defects on housing, e.g. crack, sand
inclusion, shrinkage, porosity, etc. However the potential of these kinds of problems is little,
as all transmissions are tight tested before delivery.
2. Crack of transmission housing
If the transmission bears abnormal strength during operation, the front, middle and rear
housings may crack. Analyze external reasons carefully if the trouble is found, including
hanging of transmission assembly.

II. Troubles analysis of sealing parts

Basic parts of transmission assembly are classified into several parts according to
processing, assembling and maintenance requirements. All parts are to be connected during
assembly. According to the property, connection is classified as static sealing and dynamic
sealing. Parts used by static sealing are paper washer and sealing gum, which is assured by
 assemble method, so the way and method must be pay attention to while assembling.
Sealing parts for dynamic sealing are oil seal and seal ring. Pay attention to the status of the
parts while assembling and adopt appropriate method. Its main failure type is oil seal lip
damage which causes oil leakage.
1. Oil leakage of joint surface
Key to solve such problem is to find out the oil leakage position, eliminate the doubtful
position and analyze the detail reasons that caused the leakage, and then repair it according
to these reasons.
2. Oil leakage of oil seal
Oil seal lip is pressed on the shaft preventing the lip and oil return line from leakage at oil
seal lip when rotates. Check the lip, the joint surface of oil seal and shaft and guiding
surface are according to seal principle when assembled, and special tools should be used to
ensure assembling quality.

III. Analysis on Other Troubles

1 Transmission overheat
Transmission’s temperature should no be no more than excess 120℃ after a long time
operation, or lubrication oil may deteriorated and the performances of non-metallic parts
declined, affecting the reliability and service life of transmission.
Transmission may generate some heat under friction of moving parts. Normal working
temperature is usually 40℃ higher than ambient temperature. The heat is discharged from
transmission housing. If the heat can not be discharged normally or there is other heat
source, overheat may be caused. Check oil temperature gauge and oil temperature sensor
firstly before finding the overheat reasons so as to ensure correct reading of oil temperature
gauge.
Generally, reasons for overheat are as follows:
1) Bad lubrication. Lubrication oil lever is over high/low, oil with wrong grade is
adopted or working angle of transmission excess 12°.
2) Continuous driving speed is usually under 32 Km/h.
3) Engine speed is too fast.
4) The transmission surrounded by auto frame, floor and fuel box, or installed among
the large bumper assembly, may be blocked with air flow getting through.
5) Engine air exhausting system is too close to transmission.
6) Ambient temperature is too high.
7) Overloaded and overspeed driving.
The early stage troubles resulting in troubles must be found out during trouble
analysis, and understand the orders these troubles happening as a whole.

IV. Common Trouble Analysis & Troubleshooting of New Automobiles

1. Light-on or light-off of backup light.
Analysis: Check the power supply of the automobile firstly, and check the top pin of reverse
gear switch whether it is tightly fixed or the switch is always on or off. If the trouble is
caused by pressure switch or sensor top pin, repair or replace the correspondent part.
2. Automobile engine is not startup.
 Analysis: Check the power supply of the automobile firstly, and check the neutral gear for
failure and whether the sensor top pin is tightly fixed or not, check the quality of wire
harness and the contact thereof if applicable.
3. Reverse gear or high gear can not be engaged.
Analysis: Check whether the gear selector is adjusted to the proper position and whether the
reverse gear or high gear can be selected firstly. If it is the problem of transmission, check
whether there is interference of small cover shell and inside of intermediate housing,
whether the position of small cover assembly is correct compared with intermediate housing
and whether the pad has too large roughcast and interfered each other.
4. Unclear gear, engaged steering, position of neutral gear is not exact.
Analysis: Check the bar system for interrupts. Check the location of gear lock in small
cover assembly if it is the problem of transmission, replace the correspondent parts.

V. Common Trouble Types of HW Transmission

Trouble
No. Troubles Detail Description
Classification
Knocking, teeth collision and peel of teeth
1 Main shaft gear
surface of main shaft gear
Knocking, teeth collision, peel of teeth
2 Countershaft gear
surface and crack of countershaft gear
Knocking, teeth collision and peel of teeth
3 I shaft gear
surface of I shaft gear
Teeth collision, peel of teeth surface and
4 Internal gear ring
crack of internal gear ring
Teeth collision and peel of teeth surface of
5
planet wheel
Planet wheel Burnt and abnormal wear of roller in planet
6
wheel
7 Over wear of shimming of planet wheel
Collision and peel of teeth surface of sun
8
wheel
9 Sun wheel Over wear of shimming (front) of sun wheel
10 Over wear of shimming (rear) of sun wheel
11 Moving parts Crack of transition bush on sun wheel
12 Damage of countershaft bearing
13 Damage of I shaft bearing
14 Damage of front bearing of output shaft
15 Bearing Damage of bearing in gear ring frame
16 Damage of small bearing in output shaft
17 Damage of rear bearing of input shaft
18 Burnt of needle bearing in idle wheel
19 Crack of input shaft
20 Input shaft Wear of input shaft spline
21 Wear of internal guide bush of input shaft
22 Countershaft Countershaft crack
23 Main shaft crack
24 Main shaft head crack
25 Great axial moving of main shaft head
Main shaft
26 Crack of main shaft hex key
27 Wear of main shaft spline adjusting flake
28 Wear of main shaft spline flake
 Trouble
No. Troubles Detail Description
Classification
Abnormal noise of
29
transmission
30 Off-gear of transmission
31 Difficult neutral gear of transmission
32 Main box shifting of Difficult shifting of transmission
33 transmission Confusion gear of transmission
34 Crack of shift fork
35 Abnormal wear of shift fork
Failure and leakage of double H valves
36
assembly
37 Leakage of air connection line
38 Reverse connection of air connection line
Control parts
39 Auxiliary gearbox shifting of Blow-by of range gear piston
40 transmission Incorrect range gear shifting
41 Rust of range gear cylinder
42 Crack and failure of range shift synchronizer
43 Range shift synchronizer hindered
44 Abnormal wear of range shift synchronizer
Failure of main box and auxiliary gearbox
45
Interlock plate of main box interlock plate
and auxiliary gearbox Trouble reset of main box and auxiliary
46
gearbox interlock plate
47 Crack of front housing of transmission
Front housing of transmission
48 Oil leakage of front housing of transmission
Crack of intermediate housing of
49
Intermediate housing of transmission
transmission Oil leakage of intermediate housing of
50 Basic parts
transmission
51 Crack of rear housing of transmission
Rear housing of transmission
52 Oil leakage of rear housing of transmission
53 Crack of input shaft housing
Input shaft housing
54 Loose (tight) match of input shaft housing
Oil leakage of oil sealing of front of
55
transmission
Dynamic sealing Oil leakage of oil sealing of rear of
56
transmission
57 Oil leakage of oil sealing of small cover
Oil leakage of joint of oil pipe at front of
58
transmission
Oil leakage of joint of oil pipe at rear of
59
transmission
60 Oil leakage of Oil pump
Sealing parts Oil leakage of touch parts of front housing
61
and intermediate housing
Oil leakage of touch parts of rear shell and
62 Static sealing
intermediate housing
Oil leakage of touch parts of small cover
63
assembly and intermediate housing
64 Oil leakage of filter net housing
Oil leakage of small cover housing (near
65
range gear) and small cover shell
Oil leakage of small cover housing (near
66
lever ) and small cover shell
67 Others Reverse gear switch Failure of reverse gear switch
 Trouble
No. Troubles Detail Description
Classification
68 Bad touch of reverse gear switch
78 Failure of neutral switch
Neutral gear switch
79 Bad touch of neutral switch
80 Failure of high and low gear switch
High and low gear switch
81 Bad touch of high and low gear switch
82 Failure of power take-off
83 Power take-off Power take-off hindered
84 Oil-leakage of power take-off
85 Overheat of transmission
86 Oil-route blocked

Section IV Damaged Parts Display

Failure of spare parts of transmission assembly is mainly caused by normal wear, quality problem
(to avoid such situation, please select spare parts made by China National Heavy Duty Truck
Group Corp., Ltd. referred as China Heavy Truck) misuse of transmission. Situation of damaged
parts is as follows:
1. Main shaft bush and gear
While shifting of main box, there is wear to main shaft bush and gear during the
synchronization, violent strike while shifting may quicken the wear. If there is taper or
serious wear on the soldered teeth of main shaft bush or gear, off-gear may be caused.
Failure spare parts are showing as Figure. 5-11.

Figure.5-11 Main shaft bush Figure.5-12 Gear

2 Transmission gear
Transmission gear transfers the driving force to shaft, under normal operation there may
appear spots at the middle of teeth height at the end of service life, such type of failure is
called “pit corrosion”; Plastic flow may occur under the condition of overloading caused by
friction force, which can damage the correct engagement accordingly; High speed and
overloading drive generates instant overheating because of high sliding speed, which breaks
oil film and results in welding and adhesion between teeth flank, after the welded part is
separated, a trace is left on the teeth surface in the gliding direction; Cold welding and
adhesion occurs in condition of low speed and overloading, which is called “gluing”; If
there are a great deal of hard granules(such as iron scrap) in the lubrication, “abrasive wear”
happens during gear engagement; over loading impact also can cause “teeth deformation” in
a short time. See Figure. 5-12..
3 Synchronizer
In order to improve the comfortableness of shifting, a synchronizer is added in the shifting
mechanism. Synchronization of synchronizer bush and gear waiting to be engaged is
realized by friction of internal parts so as to be propitious to shift. Both normal and
 abnormal operation of synchronizer cause wears of the synchronizing parts. The spare parts
easy to wear include synchronizer ring and synchronizer clutch body, when serious wear of
which occurs, wear of soldered gear of synchronizer ring and clutch body or even collision
of teeth is caused. If the synchronizer’s working life is too short, using conditions of
transmission and synchronizer should be analyzed carefully. See Figure. 5-13 for the worn
parts.

Figure 5-13 High Gear Clutch Body & Synchronizer Ring

4 Oil seal
Oil seal is a common spare part used to isolate internal and external circumstance if there is
relative motion in machine. Its performance is not only related to the quality but also greatly
related to assembling method and using condition. If the oil seal fails in very short time,
probable reasons may be as follows: unqualified oil seal, improper assembling tools and
method, status of assorted shaft or hole, unqualified lubricant as well as content of
impurities.
 Chapter IV Recognition of After-Sale Parts

Section I Recognition of Spare Parts

Using the spare parts made by China Heavy Truck not only can protect profit of the manufacturer,
building good service circumstances but also be good for extending the service life of transmission,
reducing the frequency of troubles and maintenance time and bringing the users with great benefit.
The transmission department of China Heavy Truck will publish Product Mark Map for HW
Transmission Spare Parts, at that time users can recognize the products from the false according to
the Map.
Examples for the Mark Map:

Mark No. Name Mark Manufacturer Remarks

AZ2210020105 Input Shaft 00332 37.14.00332

AZ2210020105 Input Shaft 0AA03 37.01.0AA03
AZ2210020105 Input Shaft 0AB06 37.01.0AB06

Besides the above marks listed, supplier, packing and external status, etc. can also be referred to
for determination. Only by integrating as much information as possible can identify the false spare
parts.
 Section II Recognition & Use of Auxiliaries

There are many auxiliaries for transmission, see following table for details:
No. Name No. or Oil Grade. Remarks
1 Overloading gear oil 85W/90GL-4 or 85W/90GL-5 Special oil by CHT
2 Lubricating grease 2# Used for Clutch Release
Bearing
3 Screw sealant LOCTITE 242
4 Screw sealant LOCTITE 271
5 Silicone sealant LOCTITE 5699
6 Anaerobic adhesive LOCTITE 680
7 Clean agents
Overloading gear oil is used for lubrication of moving parts e.g. gear, bearing, etc. during the
transmission operation. Its performance greatly affects the normal operation of transmission and
seriously affects the service life of transmission. If false oil or oil with wrong grade is used,
probably serious wear to gear and synchronizer may be caused at the early grinding stage resulting
in irremediable loss. So please purchase gear oil with right grade from regular supplier and fill or
replace lubrication oil as per operation and maintenance requirements.
For other auxiliaries, using the above mentioned auxiliaries or choosing auxiliaries of equal
quality and performance with other sign are permitted.