具体实施方式

为了使本领域技术人员更好地理解本实用新型的技术方案，下面结合附图并通过具体实施方式来进一步说明本实用新型的技术方案。

在本实用新型的描述中，除非另有明确的规定和限定，术语“相连”、“连接”、“固定”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本实用新型中的具体含义。

在本实用新型中，除非另有明确的规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。

在本实施例的描述中，术语“上”、“下”、“左”、“右”等方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述和简化操纵，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操纵，因此不能理解为对本实用新型的限制。此外，术语“第一”、“第二”仅仅用于在描述上加以区分，并没有特殊的含义。

如图1-图3所示，本实施例提供了一种重型变速器气控系统，包括进气管1、操纵阀总成2、操纵手柄总成8、随动阀总成3和气缸总成4，进气管1与整车气源相连接；进气管1通过三通管接头11分别与操纵阀总成2和操纵手柄总成8相连接；随动阀总成3包括第一直管接头31、换挡阀、高挡出气接头32和低挡出气接头33，操纵阀总成2通过直通气管311与第一直管接头31相连接，操纵手柄总成8通过第二直管接头34与换挡阀相连接，且能够使第一直管接头31与高挡出气接头32或低挡出气接头33相连通；气缸总成4包括高挡进气接头41和低挡进气接头42，高挡进气接头41通过高挡气管321与高挡出气接头32相连接，低挡进气接头42通过低挡气管331与低挡出气接头33相连接。

所述重型变速器气控系统，通过三通管接头11实现进气管1与操纵阀总成2和操纵手柄总成8的连接，然后通过直通气管311实现操纵阀总成2与随动阀总成3的连接，通过第二直管接头34实现操纵手柄总成8与随动阀总成3的连接，可提升气控系统的可靠性，优化变速器气路及电线束布置。

在本实施例中，采用三通管接头11可优化气管线路布置。

在本实施例中，操纵手柄总成8的气管末端两接口统一到变速器壳体上的同侧临近位置，可优化气管线路布置，便于整车布置及装配。

高挡出气接头32和低挡出气接头33均为直管接头。示例性地，直管接头的直径为6mm。现有技术中大都采用L型长接头，采用直管接头能够提高气管耐磨性缩小安装空间。可选地，直管接头也可以选用福士直管接头，具有高密封性等优点。

重型变速器气控系统还包括顶盖总成5，顶盖总成5内设置有拨头，拨头能够使操纵阀总成2和进气管1之间保持连通状态或保持断开状态。在工作中，拨头触发时，操纵阀总成2处于通气状态，其内的气体能够进入随动阀总成3，为随动阀总成3提供气源；当拨头未触发，操纵阀总成2处于断气状态，无压缩空气进入随动阀总成3，随动阀总成3不工作，可避免挂挡情况下进行高低挡切换。

重型变速器气控系统还包括空气滤清器6，空气滤清器6的两端分别与进气管1的进气端和整车气源的出气端相连接，用于过滤整车气源提供的气体，以为进气管1供应清洁压缩空气。

重型变速器气控系统还包括快插接头7，三通管接头11通过快插接头7与操纵手柄总成8相连接，可实现快速插接，提高组装效率。

可选地，快插接头7为福士快插接头。福士快插接头具有高密封性等优点，降低气控系统接头漏气故障率，提高气控系统可靠性。

可选地，三通管接头11可以选用福士三通管接头。通过采用福士三通管接头可提高气控系统的稳定性，降低气控系统接头漏气故障率，提高气控系统可靠性。

直通气管311可以选用福士直管接头。通过采用福士直管接头可提高气控系统的稳定性，降低气控系统接头漏气故障率，提高气控系统可靠性。

第二直管接头34可以选用福士直管接头。通过采用福士直管接头可提高气控系统的稳定性，降低气控系统接头漏气故障率，提高气控系统可靠性。

在本实施例中，第二直管接头34的直径为4mm。

在工作中，压缩空气进入进气管1，压缩空气通过三通管接头11一路经手柄进气管进入操纵手柄总成8，为操纵手柄总成8提供气源；压缩空气通过三通管接头11的另一路通过操纵阀进气管进入操纵阀总成2；变速器处于空挡时，顶盖总成5内的拨头不触发操纵阀总成2，此时操纵阀总成2处于通气状态，压缩空气经直通气管311通过第一直管接头31进入随动阀总成3，为随动阀总成3提供气源；驾驶者拨动手柄高低挡拨片使操纵手柄总成8切换为高挡或抵挡位置，当操纵手柄总成8位于高挡位置时，操纵手柄总成8处于断气状态，无压缩空气由第二直管接头34进入随动阀总成3，随动阀总成3内的气路结构相应地切换为高挡气路，随后随动阀总成3内的压缩空气通过高挡气管321进入气缸总成4，推动气缸总成4内的活塞带动气缸轴向前移动，达到变速器切换高挡效果。

当操纵手柄总成8位于低挡时，操纵手柄总成8处于通气状态，压缩空气经手柄出气管由第二直管接头34进入随动阀总成3，随动阀总成3内的气路结构相应地切换为低挡气路，随后随动阀总成3内的压缩空气通过低挡气管331进入气缸总成4，推动气缸总成4内的活塞带动气缸轴向后移动，达到变速器切换低挡的效果。

变速器处于在挡状态时，顶盖总成5内的拨头触发操纵阀总成2，此时操纵阀总成2处于断气状态，气控系统中无高低挡气路切换。

注意，上述仅为本实用新型的较佳实施例及所运用技术原理。本领域技术人员会理解，本实用新型不限于这里所说的特定实施例，对本领域技术人员来说能够进行各种明显的变化、重新调整和替代而不会脱离本实用新型的保护范围。因此，虽然通过以上实施例对本实用新型进行了较为详细的说明，但是本实用新型不仅仅限于以上实施例，在不脱离本实用新型构思的情况下，还可以包括更多其他等效实施例，而本实用新型的范围由所附的权利要求范围决定。

Detailed Description

In order to make those skilled in the art better understand the technical solution of the present invention, the technical solution of the present invention is further described below by referring to the drawings and the detailed description.

In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, detachably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are used in the orientation or positional relationship shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.

As shown in fig. 1-3, the present embodiment provides a heavy-duty transmission pneumatic control system, which includes an air inlet pipe 1, an operating valve assembly 2, an operating handle assembly 8, a spool valve assembly 3, and an air cylinder assembly 4, where the air inlet pipe 1 is connected to an air source of a whole vehicle; the air inlet pipe 1 is respectively connected with the operating valve assembly 2 and the operating handle assembly 8 through a three-way pipe joint 11; the slave valve assembly 3 comprises a first straight pipe joint 31, a shift valve, a high-gear air outlet joint 32 and a low-gear air outlet joint 33, the operating valve assembly 2 is connected with the first straight pipe joint 31 through a straight air pipe 311, the operating handle assembly 8 is connected with the shift valve through a second straight pipe joint 34, and the first straight pipe joint 31 can be communicated with the high-gear air outlet joint 32 or the low-gear air outlet joint 33; the cylinder assembly 4 includes a high-gear intake joint 41 and a low-gear intake joint 42, the high-gear intake joint 41 is connected to the high-gear outlet joint 32 through a high-gear pipe 321, and the low-gear intake joint 42 is connected to the low-gear outlet joint 33 through a low-gear pipe 331.

The heavy-duty transmission pneumatic control system realizes the connection of the air inlet pipe 1 with the operating valve assembly 2 and the operating handle assembly 8 through the three-way pipe joint 11, then realizes the connection of the operating valve assembly 2 with the slave valve assembly 3 through the through air pipe 311, and realizes the connection of the operating handle assembly 8 with the slave valve assembly 3 through the second straight pipe joint 34, so that the reliability of the pneumatic control system can be improved, and the arrangement of a transmission air passage and a transmission wire harness is optimized.

In this embodiment, the use of a tee fitting 11 allows for optimization of the gas line layout.

In this embodiment, the two ports at the end of the air pipe of the control handle assembly 8 are unified to the adjacent position on the same side of the transmission shell, so that the air pipe line arrangement can be optimized, and the whole vehicle arrangement and assembly are facilitated.

The high-gear air outlet joint 32 and the low-gear air outlet joint 33 are both straight pipe joints. Illustratively, the diameter of the straight pipe joint is 6 mm. In the prior art, an L-shaped long connector is mostly adopted, and a straight pipe connector can improve the wear resistance of a gas pipe and reduce the installation space. Optionally, the straight pipe joint can also be a Fuji straight pipe joint, and has the advantages of high sealing performance and the like.

The heavy-duty transmission pneumatic control system further comprises a top cover assembly 5, wherein a shifting head is arranged in the top cover assembly 5, and the shifting head can enable the operating valve assembly 2 and the air inlet pipe 1 to be in a communicated state or a disconnected state. In operation, when the shifting block is triggered, the operating valve assembly 2 is in a ventilation state, and gas in the operating valve assembly 2 can enter the servo valve assembly 3 to provide a gas source for the servo valve assembly 3; when the shifting head is not triggered, the operating valve assembly 2 is in a gas-off state, no compressed air enters the servo valve assembly 3, the servo valve assembly 3 does not work, and high-low gear switching can be avoided under the gear engaging condition.

The heavy-duty transmission pneumatic control system further comprises an air filter 6, wherein two ends of the air filter 6 are respectively connected with an air inlet end of the air inlet pipe 1 and an air outlet end of the whole vehicle air source and used for filtering air provided by the whole vehicle air source so as to supply clean compressed air for the air inlet pipe 1.

The heavy-duty transmission pneumatic control system further comprises a quick-connection-peg 7, and the three-way pipe joint 11 is connected with the control handle assembly 8 through the quick-connection-peg 7, so that quick connection and connection can be achieved, and the assembly efficiency is improved.

Optionally, the quick-connect coupling 7 is a fuji quick-connect coupling. The Fuji quick connector has the advantages of high sealing performance and the like, reduces the air leakage fault rate of the pneumatic control system connector, and improves the reliability of the pneumatic control system.

Alternatively, the tee fitting 11 may be a Foster tee fitting. The stability of the pneumatic control system can be improved by adopting the Fuji three-way pipe joint, the air leakage fault rate of the pneumatic control system joint is reduced, and the reliability of the pneumatic control system is improved.

The straight gas pipe 311 may be a straight pipe fitting. The stability of the pneumatic control system can be improved by adopting the Fuji straight pipe joint, the air leakage fault rate of the pneumatic control system joint is reduced, and the reliability of the pneumatic control system is improved.

The second straight pipe joint 34 may be a Fowler's straight pipe joint. The stability of the pneumatic control system can be improved by adopting the Fuji straight pipe joint, the air leakage fault rate of the pneumatic control system joint is reduced, and the reliability of the pneumatic control system is improved.

In the present embodiment, the diameter of the second straight pipe joint 34 is 4 mm.

In operation, compressed air enters the air inlet pipe 1, and enters the control handle assembly 8 through the handle air inlet pipe through one path of the tee pipe joint 11 to provide an air source for the control handle assembly 8; compressed air enters the operating valve assembly 2 through the other path of the three-way pipe joint 11 through an operating valve air inlet pipe; when the transmission is in a neutral gear, the shifting block in the top cover assembly 5 does not trigger the operating valve assembly 2, at the moment, the operating valve assembly 2 is in a ventilation state, compressed air enters the servo valve assembly 3 through the straight-through air pipe 311 through the first straight pipe joint 31, and an air source is provided for the servo valve assembly 3; a driver stirs the handle high-low gear shifting piece to enable the operating handle assembly 8 to be switched to a high gear position or a resisting position, when the operating handle assembly 8 is located at the high gear position, the operating handle assembly 8 is in a gas cut-off state, no compressed air enters the servo valve assembly 3 through the second straight pipe joint 34, a gas path structure in the servo valve assembly 3 is correspondingly switched to a high gear gas path, then the compressed air in the servo valve assembly 3 enters the cylinder assembly 4 through the high gear gas pipe 321, a piston in the cylinder assembly 4 is pushed to drive the cylinder shaft to move forwards, and the effect of switching high gears of the transmission is achieved.

When the operating handle assembly 8 is located at a low gear, the operating handle assembly 8 is in a ventilation state, compressed air enters the spool valve assembly 3 through the handle air outlet pipe by the second straight pipe joint 34, the air passage structure in the spool valve assembly 3 is correspondingly switched to a low gear air passage, and then the compressed air in the spool valve assembly 3 enters the cylinder assembly 4 through the low gear air passage 331 to push the piston in the cylinder assembly 4 to drive the cylinder to move backwards, so that the effect of switching the low gear of the transmission is achieved.

When the transmission is in a gear state, a shifting block in the top cover assembly 5 triggers the operating valve assembly 2, at the moment, the operating valve assembly 2 is in a gas-off state, and a gas control system is not switched by a high-low gear gas circuit.

It should be noted that the foregoing is only a preferred embodiment of the present invention and the technical principles applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious modifications, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail with reference to the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the scope of the present invention.