Intermittent lubrication railway wagon air control valve and intermittent lubrication method

Abstract

The invention discloses an intermittent lubrication railway wagon air control valve and an intermittent lubrication method, and relates to the technical field of control valve lubrication. The intermittent lubrication railway wagon air control valve comprises a main piston rod assembly and a main valve lower cover assembly, and a piston oil cavity and a lower cover oil cavity are formed in the main piston rod assembly and the main valve lower cover assembly respectively; the main piston rod assembly is provided with a piston pressure relief gas circuit assembly which is communicated with the piston oil cavity and is used for intermittently releasing gas; and the main valve lower cover assembly is provided with a lower cover pressure relief gas circuit assembly which is communicated with the lower cover oil cavity and is used for intermittently releasing gas. Aiming at the situation that lubricating oil is used too fast in an existing lubricating structure, a lower cover pressure relief gas circuit assembly and a piston pressure relief gas circuit assembly which are used for intermittently releasing gas are additionally arranged on a main valve lower cover assembly and a main piston rod assembly. Continuous lubrication is changed into intermittent lubrication, and the problem that lubricating oil in an oil cavity lacks later is solved. The technology can prolong the service life of the lubricating oil, and can avoid the waste of the lubricating oil when the slide valve pair does not work.

Description

Technical Field

[0001] The present invention relates to the technical field of control valve lubrication, and more specifically to the technical field of an intermittently lubricated railway freight car air control valve and an intermittent lubrication method. Background Art

[0002] In railway freight, the braking system is one of the important components to ensure transportation safety. The air brake valve is the most important component of the braking system. Its reliability, stability and service life are closely related to transportation safety. The active lubrication 20 / 120-1 valve is an air brake valve. Since the active lubrication 120 / 120-1 valve was installed, the overall operation has been good. During the operation inspection after a section repair period, it was found that the lubricating oil in the main piston rod oil chamber and the main valve lower cover oil chamber was lacking (by counting the remaining lubricating oil of 300 sets of active lubrication 20 / 120-1 valves in a section repair period, 48.7% of the main piston rod oil chamber and 61.3% of the main valve lower cover oil chamber can be extracted with silicone oil, and the remaining oil chambers have less remaining lubricating oil and cannot be directly extracted with a syringe). In addition, the lubricating oil is used quickly in the early stage and lacks in the later stage. There is a lot of lubricating oil waste in the early stage, and it is discharged from the exhaust port of the active lubrication 120 / 120-1 valve when it is relieved.

[0003] Analysis of the main piston rod lubrication principle: During the test or application of the active lubrication 120 / 120-1 valve, when the train pipe fills the auxiliary air cylinder with air, the pressurized air enters the action part. Since the lubricating oil in the main piston rod oil chamber cannot fill the main piston rod oil chamber completely, the pressurized air in the action part enters the oil chamber through the one-way valve. Since the density of the pressurized air is less than the density of the lubricating oil, the pressurized air is stored in the upper part of the main piston rod oil chamber. During the train pipe decompression braking process, the pressure of the auxiliary air cylinder decreases with the train pipe pressure, while the pressurized air in the oil chamber is in a closed space without pressure changes, so that the main piston rod lubrication oil circuit forms a pressure difference, and the lubricating oil in the oil chamber is transmitted to the working surface of the control valve. Since the pressurized air in the oil chamber always exists, the pressure difference of the oil circuit exists for a long time during the brake pressure maintenance process or after parking. However, the mating surface of the control valve and the slide valve cannot achieve absolute sealing, so the lubricating oil will continue to be transmitted to the control valve surface until the circuit pressure difference reaches a new balance point after the lubricating oil is transmitted. As the number of braking increases, the pressure of air in the oil chamber will also increase. Each time the balance is reached, the amount of lubricating oil delivered by the oil circuit will also increase, resulting in an increasingly rapid trend in the use of lubricating oil. When there is leakage in the oil circuit, such as poor sealing of the control valve surface and damage to the oil pipe O-ring, the consumption of lubricating oil will be doubled. After testing and verifying the control valve with leakage of the oil pipe O-ring, after 3 full-process performance tests, the remaining lubricating oil in the main piston rod oil chamber is small and cannot be directly drawn out with a syringe.

[0004] Analysis of the lubrication principle of the main valve lower cover: The principle of using the lubricating oil of the main valve lower cover is basically the same as that of the main piston rod lubricating oil. Both use the pressure difference to transmit the lubricating oil to the auxiliary working surface of the sliding valve, but there are two differences. First, the lubricating oil of the main piston rod is transmitted from top to bottom, while the lubricating oil of the main valve lower cover is transmitted from bottom to top; second, the air inlet of the main piston rod oil chamber is at the bottom of the oil chamber, while the air inlet of the main valve lower cover oil chamber is at the top of the oil chamber. Therefore, it is not easy to completely seal the pressurized air entering the oil chamber of the main valve lower cover, and the one-way valve at the air inlet is a possible leakage point. The leakage here helps to slow down the transmission of the lubricating oil, but if the leakage is too large, the lubricating oil cannot be transmitted to the sliding valve surface.

[0005] Combined with the analysis of the lubrication principle of the main piston rod and the lower cover of the main valve, the reason for the lack of lubricating oil after a maintenance period is: the oil chamber is a closed volume, and the pressurized air has no pressure relief air path after entering the air path, resulting in the entered pressurized air being stored in the oil chamber all the time, which continuously squeezes the lubricating oil and achieves the effect of continuous lubrication. There is a certain amount of lubricating oil waste, which leads to a lack of lubricating oil in the later period. Summary of the invention

[0006] The purpose of the present invention is to solve the technical problems of excessive use of lubricating oil in lubricating structures and lack of lubricating oil in the oil chamber in the later stage. The present invention provides an intermittently lubricated railway freight car air control valve and an intermittent lubrication method. It can provide effective lubrication for the key moving parts of the brake valve to maintain the normal movement state, and can also extend the use time of the lubricating oil, thereby improving the performance of the brake valve and extending the maintenance cycle.

[0007] In order to achieve the above-mentioned purpose, the present invention specifically adopts the following technical solutions:

[0008] One aspect of the present invention provides an intermittently lubricated railway freight car air control valve, comprising a main piston rod assembly and a main valve lower cover assembly, wherein the main piston rod assembly and the main valve lower cover assembly are respectively provided with a piston oil chamber and a lower cover oil chamber, the main piston rod assembly is provided with an intermittently deflating piston pressure relief air path assembly connected to the piston oil chamber, and the main valve lower cover assembly is provided with an intermittently deflating lower cover pressure relief air path assembly connected to the lower cover oil chamber.

[0009] Specifically, in order to solve the problem that the lubricating oil in the existing lubrication structure is used too quickly, a lower cover pressure relief air circuit assembly and a piston pressure relief air circuit assembly with intermittent air release are added to the main valve lower cover assembly and the main piston rod assembly.

[0010] Improve continuous lubrication to intermittent lubrication to solve the problem of lack of lubricating oil in the oil chamber in the later stage. The main advantage of this solution is intermittent lubrication. When the control valve is braked, the lubricating oil in the oil chamber will be transmitted to the working surface of the slide valve pair by pressurized air for lubrication. When the pressure is maintained, the lubricating oil circuit will stop transmitting. Compared with the existing lubrication structure, the pressurized air enters the oil chamber through the one-way valve, and there is no gas outlet. The lubricating oil will be squeezed during the braking and pressure-maintaining processes, causing the lubricating oil to be used too quickly. This technology can extend the use time of the lubricating oil and avoid the waste of lubricating oil when the slide valve pair is not working.

[0011] In one embodiment, a piston oil filling port is provided in the middle of the piston oil chamber, a balancing backflow hole is provided at the top of the piston oil chamber, and a piston oil outlet is provided at the bottom of the piston oil chamber;

[0012] The top of the lower cover oil chamber is provided with a lower cover air inlet and a lower cover oil filling port, and the bottom of the lower cover oil chamber is provided with a lower cover oil outlet.

[0013] In one embodiment, it also includes a lubrication pipeline system, which includes a lubrication oil circuit, the oil circuit inlet of the lubrication oil circuit is connected to the piston oil outlet and the lower cover oil outlet at the same time; the oil circuit outlet of the lubrication oil circuit is connected to the auxiliary working surface of the sliding valve.

[0014] Specifically, the air brake valve mainly relies on the changes in pressurized air to perform braking, relief, and pressure-maintaining actions. An oil chamber is designed in the main valve lower cover assembly and the main piston rod assembly of the air brake valve to provide lubricating oil for the friction pair between the sliding valve sleeve and the large surface of the sliding valve and the friction pair between the small surface of the sliding valve and the control valve. Compressed air is used as the power source for oil supply. The oil chamber is provided with an air inlet, an oil inlet, and an oil outlet. The oil outlet is connected to the sliding valve pair through the lubricating oil circuit and the oil circuit outlet to achieve lubrication of the sliding valve pair.

[0015] In one embodiment, the lower cover pressure relief air circuit assembly is a sealing gasket and a throttle hole screw plug arranged in the lower cover air inlet.

[0016] Specifically, in order to solve the problem of too fast oil discharge from the main valve lower cover assembly, the original air inlet check valve of the main valve lower cover assembly is cancelled, and the check valve plug is improved to a throttle hole plug. Through structural improvement, the long-term presence of air in the oil chamber of the lower cover can be effectively eliminated. When the train pipe is decompressed, the auxiliary air cylinder follows the decompression, and the air pressure in the oil chamber of the lower cover is instantaneously higher than the air pressure of the acting part, and the lubricating oil in the oil chamber of the lower cover is transmitted to the sliding valve surface. As time goes by, the pressurized air in the oil chamber of the lower cover is discharged to the acting part through the throttle hole plug, and the lubrication mechanism stops working.

[0017] Intermittent lubrication replaces the original continuous lubrication to achieve the effect of slow oil discharge and avoid excessive lubricating oil being squeezed out of the oil chamber of the lower cover and causing waste.

[0018] In one embodiment, the lower cover pressure relief gas path assembly includes a lower cover pressure relief channel disposed on the lower cover of the main valve and communicating with the interior of the lower cover oil chamber, and a sealing gasket and a throttle hole screw plug are disposed in the lower cover pressure relief channel.

[0019] Specifically, for the lower cover pressure relief air circuit assembly, when the train is inflated and relieved, the pressurized air of the auxiliary air cylinder enters the lower cover oil chamber through the air inlet. At this time, there is no pressure difference between the lower cover air inlet and the oil circuit outlet, and the oil will not flow with the oil circuit. When the train brakes, the pressure of the auxiliary air cylinder drops, and the oil circuit outlet pressure drops along with the pressure of the auxiliary air cylinder. The lower cover air inlet (a throttle hole screw plug is provided in the lower cover air inlet) can be regarded as a throttle hole. At this time, a pressure difference is generated between the lower cover air inlet and the oil circuit outlet, and the oil reaches the slide valve pair through the oil circuit for lubrication. When the train is in the process of maintaining pressure, the pressurized air in the lower cover oil chamber will be discharged back to the auxiliary air cylinder through the lower cover air inlet, and reach a balance with the oil circuit outlet pressure, thereby interrupting lubrication and achieving the effect of intermittent lubrication.

[0020] In one embodiment, the piston pressure relief air circuit assembly includes a balanced backflow hole arranged on the side wall of the main piston rod assembly and communicating with the piston oil chamber, and the balanced backflow hole is radially arranged on the side wall of the main piston rod assembly.

[0021] In order to eliminate the long-standing problem of oil chamber pressure, a new balancing backflow hole is added to the piston oil chamber of the main piston rod assembly. Figure 5 After adding the balanced backflow hole, the compressed air in the piston oil chamber forms a state of inflow and outflow, and will not always exist in the oil chamber. At the same time, due to the small area and short stroke of the control valve, the required lubricating oil is limited. Therefore, the injection amount of the original lubricating oil can be adjusted from 12ml to 6ml, saving the amount of silicone oil.

[0022] In one embodiment, a one-way valve and a solid one-way valve screw plug are arranged in the piston oil filling port.

[0023] Specifically, the slow oil outlet scheme of the main piston rod assembly is optimized, with improvements mainly made in two areas, namely, eliminating the long-term problem of pressure in the oil chamber and avoiding leakage at the piston oil filling port.

[0024] In order to avoid leakage of the piston oil filling port, the existing one-way valve screw plug structure of the piston oil filling port is improved. Figure 4 By eliminating the middle hole of the one-way valve plug, it is possible to effectively prevent the lubricating oil from flowing out through the middle hole of the one-way valve plug under the pressure of the piston oil chamber, causing the lubricating oil to be used too quickly and wasted.

[0025] In one embodiment, the effective area of ​​the piston oil outlet is larger than the effective area of ​​the balanced backflow hole; the effective area of ​​the lower cover air inlet is smaller than the effective area of ​​the lower cover oil outlet.

[0026] Specifically, the effective area of ​​the air inlet is much smaller than the effective area of ​​the oil outlet, and both are within the coverage of the auxiliary air cylinder pressure air.

[0027] Another aspect of the present invention provides an intermittent lubrication method for a railway freight car air control valve, using the above-mentioned intermittently lubricated railway freight car air control valve.

[0028] In one embodiment, when the railway freight car air control valve is braked, the lubricating oil in the piston oil chamber and the lower cover oil chamber is transmitted by pressurized air to the sliding valve auxiliary working surface for lubrication; when the pressure is maintained, the lubricating oil circuit will stop transmitting.

[0029] The beneficial effects of the present invention are as follows:

[0030] 1. The present invention is reasonably designed. Aiming at the problem that the lubricating oil is used too quickly in the existing lubrication structure, an intermittently vented lower cover pressure relief air circuit assembly and a piston pressure relief air circuit assembly are added to the main valve lower cover assembly and the main piston rod assembly. The continuous lubrication is improved to intermittent lubrication to solve the problem of lack of lubricating oil in the oil chamber in the later stage. The main advantage of this solution is intermittent lubrication. When the control valve is braked, the lubricating oil in the oil chamber will be transmitted by pressurized air to the working surface of the sliding valve pair for lubrication. When the pressure is maintained, the lubricating oil circuit will stop transmitting. Compared with the existing lubrication structure, the pressurized air enters the oil chamber through the one-way valve, and there is no gas outlet. The lubricating oil will be squeezed during the braking and pressure-maintaining processes, causing the lubricating oil to be used too quickly. This technology can extend the service life of the lubricating oil and avoid the waste of lubricating oil when the sliding valve pair is not working.

[0031] 2. In order to solve the problem of too fast oil discharge from the lower cover assembly of the main valve, the original one-way valve of the air inlet hole of the lower cover assembly of the main valve is cancelled, and the one-way valve plug is improved to a throttle hole plug. Through structural improvement, the long-term existence of air in the oil chamber of the lower cover can be effectively eliminated. When the train pipe is decompressed, the auxiliary air cylinder follows the decompression, and the air pressure in the oil chamber of the lower cover is instantaneously higher than the air pressure of the acting part, and the lubricating oil in the oil chamber of the lower cover is transmitted to the sliding valve surface. As time goes by, the pressure air in the oil chamber of the lower cover is discharged to the acting part through the throttle hole plug, and the lubrication mechanism stops working.

[0032] 3. The slow oil discharge scheme of the main piston rod assembly is optimized, mainly in two aspects: eliminating the long-term problem of pressure in the oil chamber and avoiding the leakage of the piston oil filling port. In order to avoid the leakage of the piston oil filling port, the existing one-way valve screw plug structure of the piston oil filling port is improved. By eliminating the middle hole of the one-way valve screw plug, it can effectively prevent the middle hole of the one-way valve screw plug from flowing out of the lubricating oil through the middle hole of the one-way valve screw plug under the pressure of the piston oil chamber, causing the lubricating oil to be used too quickly and wasted. In order to eliminate the long-term problem of oil chamber pressure, a new balancing counterflow hole is added to the piston oil chamber of the main piston rod assembly. After adding the balancing counterflow hole, the pressure air in the piston oil chamber forms a state of inflow and outflow, and will not always exist in the oil chamber. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0034] Figure 1 It is a structural schematic diagram of the main piston rod assembly of the present invention;

[0035] Figure 2 It is a structural schematic diagram of the main valve lower cover assembly.

[0036] Figure 3 It is a structural diagram of the throttle hole screw plug.

[0037] Figure 4 It is a structural schematic diagram of a one-way valve screw plug.

[0038] Figure 5 This is a partial structural diagram of the main piston rod oil chamber.

[0039] Figure 6 This is the state of the valve surface lubricating oil after 2000 times of endurance test. DETAILED DESCRIPTION

[0040] In order to make the technical problems, technical solutions and technical effects of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0041] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0042] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings. In addition, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0043] In the description of the embodiments of the present invention, it should be noted that the terms "inside", "outside", "upper", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the inventive product is usually placed when used. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0044] Example 1

[0045] like Figures 1 to 5 As shown, this embodiment provides an intermittently lubricated railway freight car air control valve, including a main piston rod assembly and a main valve lower cover assembly, wherein a piston oil chamber and a lower cover oil chamber are respectively provided in the main piston rod assembly and the main valve lower cover assembly, a piston pressure relief air path assembly with intermittent air release connected to the piston oil chamber is provided on the main piston rod assembly, and a lower cover pressure relief air path assembly with intermittent air release connected to the lower cover oil chamber is provided on the main valve lower cover assembly.

[0046] Specifically, in order to solve the problem that the lubricating oil in the existing lubrication structure is used too quickly, a lower cover pressure relief air circuit assembly and a piston pressure relief air circuit assembly with intermittent air release are added to the main valve lower cover assembly and the main piston rod assembly.

[0047] Improve continuous lubrication to intermittent lubrication to solve the problem of lack of lubricating oil in the oil chamber in the later stage. The main advantage of this solution is intermittent lubrication. When the control valve is braked, the lubricating oil in the oil chamber will be transmitted to the working surface of the slide valve pair by pressurized air for lubrication. When the pressure is maintained, the lubricating oil circuit will stop transmitting. Compared with the existing lubrication structure, the pressurized air enters the oil chamber through the one-way valve, and there is no gas outlet. The lubricating oil will be squeezed during the braking and pressure-maintaining processes, causing the lubricating oil to be used too quickly. This technology can extend the use time of the lubricating oil and avoid the waste of lubricating oil when the slide valve pair is not working.

[0048] A piston oil filling port is arranged in the middle of the piston oil chamber, a balancing backflow hole is arranged at the top of the piston oil chamber, and a piston oil outlet is arranged at the bottom of the piston oil chamber;

[0049] The top of the lower cover oil chamber is provided with a lower cover air inlet and a lower cover oil filling port, and the bottom of the lower cover oil chamber is provided with a lower cover oil outlet.

[0050] It also includes a lubrication pipeline system, which includes a lubrication oil circuit, the oil circuit inlet of the lubrication oil circuit is connected with the piston oil outlet and the lower cover oil outlet at the same time; the oil circuit outlet of the lubrication oil circuit is connected with the auxiliary working surface of the sliding valve.

[0051] Specifically, the air brake valve mainly relies on the changes in pressurized air to perform braking, relief, and pressure-maintaining actions. An oil chamber is designed in the main valve lower cover assembly and the main piston rod assembly of the air brake valve to provide lubricating oil for the friction pair between the sliding valve sleeve and the large surface of the sliding valve and the friction pair between the small surface of the sliding valve and the control valve. Compressed air is used as the power source for oil supply. The oil chamber is provided with an air inlet, an oil inlet, and an oil outlet. The oil outlet is connected to the sliding valve pair through the lubricating oil circuit and the oil circuit outlet to achieve lubrication of the sliding valve pair.

[0052] The lower cover pressure relief gas circuit component is a throttle hole screw plug arranged in the lower cover air inlet.

[0053] Specifically, in order to solve the problem of too fast oil discharge from the main valve lower cover assembly, the original air inlet check valve of the main valve lower cover assembly is cancelled, and the check valve plug is improved to a throttle hole plug. Through structural improvement, the long-term presence of air in the oil chamber of the lower cover can be effectively eliminated. When the train pipe is decompressed, the auxiliary air cylinder follows the decompression, and the air pressure in the oil chamber of the lower cover is instantaneously higher than the air pressure of the acting part, and the lubricating oil in the oil chamber of the lower cover is transmitted to the sliding valve surface. As time goes by, the pressurized air in the oil chamber of the lower cover is discharged to the acting part through the throttle hole plug, and the lubrication mechanism stops working.

[0054] Intermittent lubrication replaces the original continuous lubrication to achieve the effect of slow oil discharge and avoid excessive lubricating oil being squeezed out of the oil chamber of the lower cover and causing waste.

[0055] The lower cover pressure relief gas circuit assembly comprises a lower cover pressure relief channel which is arranged on the lower cover of the main valve and communicates with the interior of the lower cover oil chamber, and a throttle hole screw plug is arranged in the lower cover pressure relief channel.

[0056] Specifically, for the lower cover pressure relief air circuit assembly, when the train is inflated and relieved, the pressurized air of the auxiliary air cylinder enters the lower cover oil chamber through the air inlet. At this time, there is no pressure difference between the lower cover air inlet and the oil circuit outlet, and the oil will not flow with the oil circuit. When the train brakes, the pressure of the auxiliary air cylinder drops, and the oil circuit outlet pressure drops along with the pressure of the auxiliary air cylinder. The lower cover air inlet (a throttle hole screw plug is provided in the lower cover air inlet) can be regarded as a throttle hole. At this time, a pressure difference is generated between the lower cover air inlet and the oil circuit outlet, and the oil reaches the slide valve pair through the oil circuit for lubrication. When the train is in the process of maintaining pressure, the pressurized air in the lower cover oil chamber will be discharged back to the auxiliary air cylinder through the lower cover air inlet, and reach a balance with the oil circuit outlet pressure, thereby interrupting lubrication and achieving the effect of intermittent lubrication.

[0057] The piston pressure relief gas circuit assembly comprises a balanced backflow hole arranged on the side wall of the main piston rod assembly and connected with the piston oil chamber. The balanced backflow hole is radially arranged on the side wall of the main piston rod assembly.

[0058] In order to eliminate the long-standing problem of oil chamber pressure, a new balancing backflow hole is added to the piston oil chamber of the main piston rod assembly. Figure 1After adding the balanced backflow hole, the compressed air in the piston oil chamber forms a state of inflow and outflow, and will not always exist in the oil chamber. At the same time, due to the small area and short stroke of the control valve, the required lubricating oil is limited. Therefore, the injection amount of the original lubricating oil can be adjusted from 12ml to 6ml, saving the amount of silicone oil.

[0059] A one-way valve and a solid one-way valve screw plug are arranged in the piston oil filling port.

[0060] Specifically, the slow oil outlet scheme of the main piston rod assembly is optimized, with improvements mainly made in two areas, namely, eliminating the long-term problem of pressure in the oil chamber and avoiding leakage at the piston oil filling port.

[0061] In order to avoid leakage of the piston oil filling port, the existing one-way valve screw plug structure of the piston oil filling port is improved. Figure 1 By eliminating the middle hole of the one-way valve plug, it is possible to effectively prevent the lubricating oil from flowing out through the middle hole of the one-way valve plug under the pressure of the piston oil chamber, causing the lubricating oil to be used too quickly and wasted.

[0062] The effective area of ​​the piston oil outlet is larger than the effective area of ​​the balanced backflow hole; the effective area of ​​the lower cover air inlet is smaller than the effective area of ​​the lower cover oil outlet.

[0063] Specifically, the effective area of ​​the air inlet is much smaller than the effective area of ​​the oil outlet, and both are within the coverage of the auxiliary air cylinder pressure air.

[0064] Example 2

[0065] This embodiment provides an intermittent lubrication method for a railway freight car air control valve, using an intermittently lubricated railway freight car air control valve in Embodiment 1.

[0066] In one embodiment, when the railway freight car air control valve is braked, the lubricating oil in the piston oil chamber and the lower cover oil chamber is transmitted by pressurized air to the sliding valve auxiliary working surface for lubrication; when the pressure is maintained, the lubricating oil circuit will stop transmitting.

[0067] Test verification:

[0068] 1. Scheme verification test:

[0069] In order to verify the oil discharge rate of the new solution, two sets of railway freight car air control valves of this application and four sets of existing active lubrication valves were selected for durability comparison test. According to the requirement of Q / CR 877 "Railway freight car 120 series air control valve" that the main valve durability test is not less than 40,000 times, 54,000 durability tests were carried out respectively to check the remaining amount of lubricating oil in the main piston rod and the oil chamber under the main valve cover. The test results are shown in Table 1 below.

[0070] Table 1 Lubricating oil residue after 54,000 endurance tests of new and existing solutions

[0071]

[0072] The test results show that the main valve lower cover and main piston rod oil chamber lubrication mechanism of the active lubrication valve optimized by this application can achieve the effect of slow oil discharge and meet the normal demand for lubricating oil of the sliding valve pair during the two-stage repair period.

[0073] 2. Static storage verification test

[0074] In order to verify whether there will be lubricating oil outflow and waste during the storage and transportation of the railway freight car air control valve of the present application, the samples of the railway freight car air control valve of the present application were trial-produced, and the lubricating oil was added to the oil chamber according to the assembly process, 30ml was added to the lower cover of the main valve, and 11ml was added to the main piston rod. When stored, it was placed in the position where leakage is most likely, the main piston rod was placed with the oil filling port facing downward, and the lower cover of the main valve was placed with the air inlet facing downward. After 20 days of storage, the remaining amount of lubricating oil was measured, and 29ml remained in the lower cover of the main valve, and 10ml remained in the main piston rod.

[0075] The test results show that the lubricating oil in the oil chamber will not be lost due to transportation or storage, thus affecting the lubrication effect.

[0076] 3. Lubrication effect verification test:

[0077] The lubrication effect verification mainly verifies whether the lubricating oil in the oil chamber under the main valve cover of the railway freight car air control valve of this application can be transferred to the valve face during the decompression process. During the test, the oil chamber under the main valve cover and the main piston rod oil chamber are normally refueled, and the slide valve is covered with 5 drops of lubricating oil, and is installed in the slide valve sleeve and moved back and forth 3 times to make the lubricating oil evenly distributed on the slide valve auxiliary working surface to prevent the valve face from being scratched. A 2000-time endurance test is carried out to check the lubricating oil status of the valve face. The results are shown in the figure. Figure 6 The valve face condition shows that the valve face has sufficient oil film and is in good condition.

[0078] The test results show that the diameter of the throttle hole on the throttle hole plug of the main valve lower cover is designed to be 0.3mm, which can meet the needs of transmitting lubricating oil to the valve surface.

[0079] In summary, the railway freight car air control valve of the present application optimizes the lubrication mode from continuous lubrication to intermittent lubrication, solves the problem of too fast oil discharge from the oil chamber, and verifies through experiments that the scheme has good feasibility, obvious lubrication effect, can meet the use requirements of two maintenance periods, and has no adverse effects on transportation and storage.

Claims

1. An intermittently lubricated railway freight car air control valve, comprising a main piston rod assembly and a main valve lower cover assembly, characterized in that: The main piston rod assembly and the main valve lower cover assembly are respectively provided with a piston oil chamber and a lower cover oil chamber. The main piston rod assembly is provided with a piston pressure relief air circuit assembly with intermittent air release connected to the piston oil chamber. The main valve lower cover assembly is provided with a lower cover pressure relief air circuit assembly with intermittent air release connected to the lower cover oil chamber.

2. The intermittently lubricated railway freight car air control valve according to claim 1, characterized in that: The middle of the piston oil chamber is provided with a piston oil filling port, the top of the piston oil chamber is provided with a balancing backflow hole, and the bottom of the piston oil chamber is provided with a piston oil outlet; The top of the lower cover oil chamber is provided with a lower cover air inlet and a lower cover oil filling port, and the bottom of the lower cover oil chamber is provided with a lower cover oil outlet.

3. The intermittently lubricated railway freight car air control valve according to claim 2, characterized in that: It also includes a lubrication pipeline system, which includes a lubrication oil circuit, an oil circuit inlet of the lubrication oil circuit is connected to the piston oil outlet and the lower cover oil outlet at the same time; and an oil circuit outlet of the lubrication oil circuit is connected to the auxiliary working surface of the sliding valve.

4. The intermittently lubricated railway freight car air control valve according to claim 2, characterized in that: The lower cover pressure relief gas path component is a sealing gasket and a throttle hole screw plug arranged in the lower cover air inlet.

5. The intermittently lubricated railway freight car air control valve according to claim 2, characterized in that: The lower cover pressure relief gas path assembly comprises a lower cover pressure relief channel arranged on the lower cover of the main valve and communicating with the interior of the lower cover oil chamber, wherein a sealing gasket and a throttle hole screw plug are arranged in the lower cover pressure relief channel.

6. The intermittently lubricated railway freight car air control valve according to claim 5, characterized in that: The balanced backflow hole is radially arranged on the side wall of the main piston rod assembly.

7. The intermittently lubricated railway freight car air control valve according to claim 5, characterized in that: A sealing gasket and a solid one-way valve screw plug are arranged in the piston oil filling port.

8. The intermittently lubricated railway freight car air control valve according to claim 2, characterized in that: The effective area of ​​the piston oil outlet is larger than the effective area of ​​the balanced counterflow hole; the effective area of ​​the lower cover air inlet is smaller than the effective area of ​​the lower cover oil outlet.

9. An intermittent lubrication method for an air control valve of a railway freight car, characterized in that: A railway freight car air control valve with intermittent lubrication as claimed in any one of claims 1 to 8.

10. The intermittent lubrication method for the air control valve of a railway freight car according to claim 9, characterized in that: When the air control valve of a railway freight car is braked, the lubricating oil in the piston oil chamber and the lower cover oil chamber is transmitted by pressurized air to the slide valve auxiliary working surface for lubrication; when the pressure is maintained, the lubricating oil circuit will stop transmitting.

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