Air control valve intermittent lubrication structure, control valve and intermittent lubrication method

Abstract

The present application relates to air control valve lubrication technical field, specifically to a kind of air control valve intermittent lubrication structure, control valve and intermittent lubrication method, lubrication structure includes main valve body, main valve body is provided with main piston rod, main valve body lower is provided with the lower cover assembly cooperation with main piston rod;Main piston rod is provided with piston oil cavity, piston oil cavity is communicated with the piston pressure relief gas path structure of intermittent air release;Lower cover assembly is provided with lower cover oil cavity, lower cover oil cavity is communicated with the lower cover pressure relief gas path structure of intermittent air release.For the case that existing lubrication structure exists lubricating oil uses too fast, lower cover assembly and main piston rod are increased with the piston pressure relief gas path structure and piston pressure relief gas path structure of intermittent air release of lower cover pressure relief gas path structure.The continuous lubrication is improved to intermittent lubrication, solve oil cavity lubricating oil later stage shortage problem, can extend lubricating oil use time, can avoid slide valve pair in no work lubricating oil waste.

Description

Technical Field

[0001] This invention relates to the field of air control valve lubrication technology, specifically to an intermittent lubrication structure, control valve, and intermittent lubrication method for an air control valve. Background Technology

[0002] In railway freight transport, the braking system is a crucial component ensuring transportation safety. The air brake valve is the most important component of the braking system, and its reliability, stability, and service life are directly related to transportation safety. The Active Lubrication 120 / 120-1 valve is an air brake valve. Since its installation, the Active Lubrication 120 / 120-1 valve has generally performed well. However, during an inspection after a maintenance period, it was found that the lubricating oil in the main piston rod oil chamber and the main valve lower cover oil chamber was insufficient. (Statistical analysis of the remaining lubricating oil in 300 sets of Active Lubrication 20 / 120-1 valves during a maintenance period showed that silicone oil could be extracted from 48.7% of the main piston rod oil chamber and 61.3% of the main valve lower cover oil chamber; the remaining oil chambers had very little lubricating oil and could not be directly extracted with a syringe). Furthermore, the lubricating oil showed a pattern of rapid initial use followed by subsequent depletion, with significant lubricating oil wasted in the early stages, which was discharged through the exhaust port of the Active Lubrication 120 / 120-1 valve during relief.

[0003] Analysis of the main piston rod lubrication principle: During the testing or application of the active lubrication 120 / 120-1 valve, when the train pipe charges the auxiliary air cylinder, pressurized air enters the actuating part. Since the lubricating oil in the main piston rod oil chamber cannot completely fill it, the pressurized air in the actuating part enters the oil chamber through the one-way valve. Because the density of pressurized air is less than that of lubricating oil, the pressurized air remains in the upper part of the main piston rod oil chamber. During the train pipe decompression braking process, the pressure in the auxiliary air cylinder decreases with the train pipe pressure, while the pressurized air in the oil chamber remains in a closed space with no pressure change, creating a pressure difference in the main piston rod lubrication circuit. This pressure difference transmits the lubricating oil in the oil chamber to the control valve working surface. Because the pressurized air in the oil chamber is always present, the pressure difference in the oil circuit persists during the braking pressure holding process or after stopping. However, the mating surfaces of the control valve and the spool valve cannot achieve absolute sealing, so the lubricating oil will continue to be transmitted to the control valve surface until the pressure difference in the circuit reaches a new equilibrium point after the lubricating oil is transmitted. As the number of braking cycles increases, the pressure of the air in the oil chamber also increases. Each time equilibrium is reached, the amount of lubricating oil delivered to the oil circuit also increases, leading to a faster rate of lubricating oil consumption. When leaks exist in the oil circuit, such as poor sealing of the control valve face or damage to the O-ring seal in the oil pipe, lubricating oil consumption accelerates exponentially. In testing and verification of a control valve with leaking O-ring seals in the oil pipe, after three full-process performance tests, the remaining lubricating oil in the main piston rod oil chamber was so low that it could not be directly extracted with a syringe.

[0004] Analysis of the lubrication principle of the lower main valve cover: The operating principle of the lubricating oil in the lower main valve cover is basically the same as that of the lubricating oil in the main piston rod. Both utilize pressure difference to transmit lubricating oil to the working surface of the spool valve. However, there are two differences: First, the lubricating oil in the main piston rod is transmitted from top to bottom, while the lubricating oil in the lower main valve cover is transmitted from bottom to top. Second, the air inlet of the oil chamber in the main piston rod is at the bottom of the oil chamber, while the air inlet of the oil chamber in the lower main valve cover 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 lower main valve cover, and the one-way valve at the air inlet is a possible leakage point. This leakage helps to slow down the transmission of lubricating oil, but excessive leakage will prevent the lubricating oil from being transmitted to the spool valve surface.

[0005] Based on 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 that the oil chamber is a closed volume, and there is no pressure relief air passage after the pressurized air enters the air passage. As a result, the pressurized air that enters the oil chamber is always present, which continuously squeezes the lubricating oil to achieve a continuous lubrication effect. However, there is a certain amount of lubricating oil wastage, which leads to the lack of lubricating oil in the later stage.

[0006] Therefore, it is necessary to propose a more reasonable technical solution to solve the technical problems existing in the current technology. Summary of the Invention

[0007] To overcome at least one of the aforementioned defects, this invention proposes an intermittent lubrication structure, control valve, and intermittent lubrication method for an air control valve. By improving the main piston rod and the cover structure below the valve body, and cooperating with the air passage of the control valve, intermittent lubrication is achieved inside the control valve. This not only provides effective lubrication for the key moving parts of the brake valve, maintaining normal operation, but also extends the service life of the lubricating oil, thereby improving the performance of the brake valve and extending the maintenance cycle.

[0008] To achieve the above objectives, the intermittent lubrication structure for the air control valve disclosed in this invention can adopt the following technical solution:

[0009] An intermittent lubrication structure for an air control valve includes a main valve body, a main piston rod disposed within the main valve body, and a lower cover assembly cooperating with the main piston rod below the main valve body. The main piston rod contains a piston oil chamber connected to an intermittently venting piston pressure relief air passage structure. The lower cover assembly contains a lower cover oil chamber connected to the intermittently venting lower cover pressure relief air passage structure. When the piston pressure relief air passage structure and the lower cover pressure relief air passage structure are pressurized, the piston oil chamber and the lower cover oil chamber supply lubricating oil to the parts to be lubricated. When the piston pressure relief air passage structure and the lower cover pressure relief air passage structure are pressure-maintaining, the piston oil chamber and the lower cover oil chamber stop supplying lubricating oil. When the piston pressure relief air passage structure and the lower cover pressure relief air passage structure are depressurized, the gas in the piston pressure relief air passage structure is released to the outside, and the gas in the lower cover pressure relief air passage structure flows back in the reverse direction.

[0010] Specifically, in response to the issue of excessively rapid lubrication of the existing active lubrication 120 / 120-1 valve, intermittent venting venting structures for the lower cover assembly and the main piston rod have been added.

[0011] This invention improves lubrication from continuous to intermittent, solving the problem of insufficient lubricating oil in the oil chamber during later stages. The main feature of this invention is intermittent lubrication. Lubricating oil in the oil chamber is only delivered to the working surface of the spool valve by pressurized air when the control valve is braking; during pressure holding, the lubrication path stops delivering lubricating oil. In existing lubrication structures, pressurized air enters the oil chamber through a one-way valve, without an outlet. This continuously compresses the lubricating oil during braking and pressure holding, causing it to be used up too quickly. The solution of this invention extends the service life of the lubricating oil and avoids waste of lubricating oil when the spool valve is not in operation.

[0012] Furthermore, the configuration and connection of the oil chamber can adopt various schemes, and its structure is not limited to a single one. Here, we optimize and propose one feasible option: the main piston rod has a piston oil inlet on its side wall, which connects to the piston oil chamber. The piston oil chamber extends axially along the main piston rod. At the bottom of the piston oil chamber, there is a piston oil outlet that connects to the main valve body cavity. The top of the piston oil chamber is connected to a balance counterflow hole for gas inlet and outlet. The lower cover assembly has a lower cover air inlet and a lower cover oil inlet that connect to the lower cover oil chamber. The lower cover oil chamber has a lower cover oil outlet that connects to the main valve body cavity. When adopting the above scheme, lubricating oil is injected into the piston oil chamber through the piston oil inlet and into the lower cover oil chamber through the lower cover oil inlet. The gas pressure in the piston oil chamber is regulated through the balance counterflow hole and the lower cover air inlet.

[0013] Furthermore, for intermittent lubrication structures, one feasible option is proposed here: it also includes a lubrication pipeline system, which includes a lubrication oil circuit. The oil inlet of the lubrication oil circuit is simultaneously connected to the piston oil outlet and the lower cover oil outlet; the oil outlet of the lubrication oil circuit is connected to the working surface of the spool valve pair. When adopting the above scheme, the air brake valve mainly relies on changes in air pressure for braking, releasing, and maintaining pressure. An oil chamber is designed inside the lower cover assembly and the main piston rod of the air brake valve, respectively providing lubricating oil to the spool valve sleeve and the spool valve large-face friction pair, and the spool valve small-face and the control valve friction pair. Compressed air is used as the power source for oil supply. The oil chamber is equipped with an air inlet, an oil inlet, and an oil outlet. The oil outlet is connected to the spool valve pair through the lubrication oil circuit and the oil circuit outlet to achieve lubrication of the spool valve pair.

[0014] Furthermore, to achieve intermittent oil supply to the lower cover, various schemes can be adopted for the lower cover pressure relief air circuit structure, and its structure is not limited to one. Here, we optimize and propose one feasible option: the lower cover pressure relief air circuit structure includes a sealing gasket and a throttling orifice plug installed in the lower cover air inlet. With this scheme, to address the problem of excessively rapid oil output from the lower cover assembly, the original one-way valve in the main valve lower cover assembly's air inlet is eliminated, and the one-way valve plug is replaced with a throttling orifice plug. Through this structural improvement, the long-term presence of air in the lower cover oil chamber can be effectively eliminated. When the train pipe depressurizes, the auxiliary air cylinder also depressurizes, and the air pressure in the lower cover oil chamber momentarily exceeds the air pressure in the action part, transmitting lubricating oil from the lower cover oil chamber to the slide valve surface. As time increases, the pressurized air in the lower cover oil chamber is discharged to the action part through the throttling orifice plug, and the lubrication mechanism stops working. Intermittent lubrication replaces the original continuous lubrication mechanism, achieving a slow oil output effect and avoiding excessive waste caused by squeezing out too much lubricating oil from the lower cover oil chamber.

[0015] Furthermore, the lower cover pressure relief air circuit structure can adopt another scheme: the lower cover pressure relief air circuit structure includes a lower cover pressure relief channel disposed on the lower cover assembly and connected to the lower cover oil chamber, and a sealing gasket and a throttling orifice plug are disposed in the lower cover pressure relief channel. With the above scheme, for the lower cover pressure relief air circuit assembly, during train inflation release, the pressurized air from 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 does not flow with the oil circuit. When the train brakes, the pressure of the auxiliary air cylinder decreases, and the oil circuit outlet pressure decreases accordingly. The lower cover air inlet (with a throttling orifice plug disposed in it) can be considered as a throttling orifice. 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 for lubrication through the oil circuit. During the train pressure holding process, the pressurized air in the lower cover oil chamber is discharged back to the auxiliary air cylinder through the lower cover air inlet, reaching equilibrium with the oil circuit outlet pressure, thereby interrupting lubrication and achieving the effect of intermittent lubrication.

[0016] Furthermore, the structure of the balancing counterflow orifice can be configured in various ways; one feasible option is proposed here: the balancing counterflow orifice is radially arranged on the side wall of the main piston rod. To eliminate the long-term problem of persistent oil chamber pressure, a balancing counterflow orifice is added to the piston oil chamber of the main piston rod. After adding the balancing counterflow orifice, the pressurized air in the piston oil chamber is in a state of continuous inflow and outflow, preventing it from remaining in the oil chamber indefinitely. Simultaneously, due to the small area, short stroke, and limited lubricating oil requirement of the control valve, the original lubricating oil injection volume can be reduced, for example, from 12ml to 6ml, saving on silicone oil usage.

[0017] Furthermore, the structure inside the piston oil inlet can adopt various schemes, and its structure is not limited to one. Here, we optimize and propose one feasible option: the piston oil inlet is equipped with a sealing gasket and a solid one-way valve plug. When adopting the above scheme, the slow oil discharge scheme of the main piston rod is optimized, mainly by improving two aspects: eliminating the problem of long-term pressure in the oil chamber and avoiding leakage from the piston oil inlet. To avoid leakage from the piston oil inlet, the existing one-way valve plug structure of the piston oil inlet is improved. By eliminating the middle hole of the one-way valve plug, it is possible to effectively prevent lubricating oil from flowing out through the middle hole of the one-way valve plug under the pressure of the piston oil chamber, thus avoiding excessively rapid use of lubricating oil and waste.

[0018] Furthermore, the piston oil outlet and the balance counterflow hole work together to supply lubricating oil to the piston oil chamber. Their arrangement can take various forms, and their structure is not uniquely limited. Here, we optimize and propose one feasible option: the effective area of ​​the piston oil outlet is larger than the effective area of ​​the balance counterflow hole; the effective area of ​​the lower cover air inlet is smaller than the effective area of ​​the lower cover oil outlet. When using the above scheme, both the air inlet and the oil circuit outlet are within the coverage area of ​​the auxiliary air cylinder's pressurized air.

[0019] The above content discloses an intermittent lubrication structure for an air control valve. The present invention also discloses a control valve that adopts the above-mentioned intermittent lubrication structure.

[0020] A control valve employing the intermittent lubrication structure described above.

[0021] This invention also discloses a method for intermittent lubrication:

[0022] An intermittent lubrication method for an air control valve, using the control valve described above.

[0023] Furthermore, in this method, when the control valve is braked, the lubricating oil in the piston oil chamber and the lower cover oil chamber is transmitted to the working surface of the slide valve by pressurized air for lubrication; when the control valve is pressurized, the lubricating oil circuit stops transmitting.

[0024] Compared with the prior art, some of the beneficial effects of the technical solution disclosed in this invention include:

[0025] To address the issue of excessively rapid lubrication in existing lubrication systems, intermittent venting structures for the lower cover assembly and the main piston rod have been added. This improves upon continuous lubrication by replacing it with intermittent lubrication, resolving the problem of insufficient lubrication in the oil chamber later on, extending lubrication life, and preventing lubrication waste when the valve assembly is not in operation. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the overall structure of the control valve.

[0028] Figure 2 This is a cross-sectional view of the control valve.

[0029] Figure 3 This is a schematic diagram of the overall internal structure of the control valve.

[0030] Figure 4 This is a front view schematic diagram of the internal structure of the control valve.

[0031] Figure 5 This is a cross-sectional view of the internal structure of the control valve.

[0032] Figure 6 This is a schematic diagram of the structure of the throttling orifice plug.

[0033] Figure 7 This is a schematic diagram of the structure of a solid one-way valve plug.

[0034] In the above attached figures, the meanings of each label are as follows:

[0035] 1. Main valve body; 2. Lower cover assembly; 201. Lower cover oil inlet; 202. Lower cover air inlet; 203. Lower cover oil chamber; 3. Main piston rod; 301. Piston oil chamber; 302. Piston oil outlet; 304. Piston oil inlet; 303. Balance counterflow hole; 4. Spool valve pair; 5. Control valve friction pair; 6. Solid check valve plug; 7. Throttling orifice plug. Detailed Implementation

[0036] The following description, in conjunction with the accompanying drawings and specific embodiments, further illustrates this embodiment.

[0037] Example 1

[0038] like Figures 1 to 7As shown, an intermittent lubrication structure for an air control valve includes a main valve body 1, a main piston rod 3 disposed within the main valve body 1, and a lower cover assembly 2 cooperating with the main piston rod 3 disposed below the main valve body 1. The main piston rod 3 has a piston oil chamber 301 connected to an intermittently venting piston pressure relief air passage structure. The lower cover assembly 2 has a lower cover oil chamber 203 connected to the intermittently venting lower cover pressure relief air passage structure. When the piston pressure relief air passage structure and the lower cover pressure relief air passage structure are pressurized, the piston oil chamber 301 and the lower cover oil chamber 203 deliver lubricating oil to the parts to be lubricated. When the piston pressure relief air passage structure and the lower cover pressure relief air passage structure are pressure-maintaining, the piston oil chamber 301 and the lower cover oil chamber 203 stop delivering lubricating oil. When the piston pressure relief air passage structure and the lower cover pressure relief air passage structure are depressurized, the gas in the piston pressure relief air passage structure is released to the outside, and the gas in the lower cover pressure relief air passage structure flows back in the reverse direction.

[0039] Specifically, in response to the problem that the existing active lubrication 120 / 120-1 valve's lubrication structure uses lubricating oil too quickly, an intermittent venting lower cover pressure relief air passage structure and a piston pressure relief air passage structure have been added to the lower cover assembly 2 and the main piston rod 3.

[0040] The invention improves lubrication from continuous to intermittent, solving the problem of insufficient lubricating oil in the oil chamber later on. The main feature of this invention is intermittent lubrication. When the control valve is braked, the lubricating oil in the oil chamber is only delivered to the working surface of the slide valve assembly 4 by pressurized air for lubrication. During pressure holding, the lubrication path stops delivering lubricating oil. In existing lubrication structures, pressurized air enters the oil chamber through a one-way valve, without an outlet. This causes continuous compression of the lubricating oil during braking and pressure holding, resulting in excessively rapid oil consumption. The solution of this invention extends the service life of the lubricating oil and avoids the waste of lubricating oil when the slide valve assembly 4 is not in operation.

[0041] The oil chamber can be set up and connected in various ways, and its structure is not limited to one. This embodiment optimizes and adopts one of the feasible options: the main piston rod 3 is provided with a piston oil inlet 304 that connects to the piston oil chamber 301 on the side wall. The piston oil chamber 301 extends along the axial direction of the main piston rod 3. At the bottom of the piston oil chamber 301, a piston oil outlet 302 that connects to the inner cavity of the main valve body 1 is provided. The top of the piston oil chamber 301 is connected to a balance counterflow hole 303 for gas to enter and exit. The lower cover assembly 2 is provided with a lower cover air inlet 202 and a lower cover oil inlet 201 that connect to the lower cover oil chamber 203. The lower cover oil chamber 203 is provided with a lower cover oil outlet that connects to the inner cavity of the main valve body 1. When the above scheme is adopted, lubricating oil is injected into the piston oil chamber 301 through the piston oil injection port 304, and lubricating oil is injected into the lower cover oil chamber 203 through the lower cover oil injection port 201; the air pressure in the piston oil chamber 301 is regulated through the balance counterflow hole 303, and the air pressure in the lower cover oil chamber 203 is regulated through the lower cover air inlet 202.

[0042] For the intermittent lubrication structure, this embodiment adopts one feasible option: it also includes a lubrication pipeline system, which includes a lubrication oil circuit. The oil inlet of the lubrication oil circuit is simultaneously connected to the piston oil outlet 302 and the lower cover oil outlet; the oil outlet of the lubrication oil circuit is connected to the working surface of the slide valve assembly 4. When the above scheme is adopted, the air brake valve mainly relies on the change of air pressure to perform braking, releasing, and pressure holding actions. An oil chamber is designed in the lower cover assembly 2 and the main piston rod 3 of the air brake valve, respectively, to provide lubricating oil to the friction pair between the slide valve sleeve and the large surface of the slide valve and the friction pair between the small surface of the slide valve and the control valve 5. Compressed air is used as the power source for oil supply. The oil chamber is equipped with an air inlet, an oil inlet, and an oil outlet. The oil outlet is connected to the slide valve assembly 4 through the lubrication oil circuit and the oil circuit outlet to realize the lubrication of the slide valve assembly 4.

[0043] To achieve intermittent oil supply to the lower cover, various schemes can be adopted for the lower cover pressure relief air circuit structure, and its structure is not limited to one. This embodiment optimizes and adopts one feasible option: the lower cover pressure relief air circuit structure includes a sealing gasket and a throttling orifice plug 7 installed in the lower cover air inlet 202. When adopting this scheme, to address the problem of excessively rapid oil output from the lower cover assembly 2, the original one-way valve of the main valve lower cover assembly 2 air inlet is removed, and the one-way valve plug is improved to a throttling orifice plug 7. Through structural improvement, the long-term presence of air in the lower cover oil chamber 203 can be effectively eliminated. When the train pipe is depressurized, the auxiliary air cylinder is depressurized accordingly, and the air pressure in the lower cover oil chamber 203 is momentarily higher than the air pressure in the action part, transmitting the lubricating oil in the lower cover oil chamber 203 to the slide valve surface. As time increases, the pressurized air in the lower cover oil chamber 203 is discharged to the action part through the throttling orifice plug 7, and the lubrication mechanism stops working. Intermittent lubrication replaces the original continuous lubrication mechanism, achieving a slow oil output effect and avoiding excessive oil squeezing out of the lower cover oil cavity 203, which would cause waste.

[0044] The lower cover pressure relief air passage structure can adopt another scheme: the lower cover pressure relief air passage structure includes a lower cover pressure relief channel set on the lower cover assembly 2 and connected to the lower cover oil chamber 203. The lower cover pressure relief channel is provided with a sealing gasket and a throttling orifice plug 7. When adopting the above scheme, for the lower cover pressure relief air passage assembly, when the train is being inflated and deflated, the pressurized air from the auxiliary air cylinder enters the lower cover oil chamber 203 through the air inlet. At this time, there is no pressure difference between the lower cover air inlet 202 and the oil circuit outlet, and the oil does 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 with the pressure of the auxiliary air cylinder. The lower cover air inlet 202 (which is provided with a throttling orifice plug 7) can be regarded as a throttling orifice. At this time, a pressure difference is generated between the lower cover air inlet 202 and the oil circuit outlet, and the oil reaches the slide valve 4 through the oil circuit for lubrication. During the train pressure holding process, the pressurized air in the lower cover oil chamber 203 will be discharged back to the auxiliary air cylinder through the lower cover air inlet 202, and reach a balance with the oil circuit outlet pressure, thereby interrupting lubrication and achieving the effect of intermittent lubrication.

[0045] The balance counterflow orifice 303 can be configured in various ways; this embodiment employs one feasible option: the balance counterflow orifice 303 is radially disposed on the side wall of the main piston rod 3. To eliminate the long-term problem of persistent oil chamber pressure, a balance counterflow orifice 303 is added to the piston oil chamber 301 of the main piston rod 3. After adding the balance counterflow orifice 303, the pressurized air in the piston oil chamber 301 enters and exits in a state of flux, preventing it from remaining continuously in the oil chamber. Simultaneously, due to the small area and short stroke of the control valve, the required lubricating oil volume can be reduced, for example, from 12ml to 6ml, saving on silicone oil usage.

[0046] The structure within the piston oil inlet 304 can adopt various schemes, and its structure is not limited to a single one. This embodiment optimizes and adopts one feasible option: a sealing gasket and a solid one-way valve plug 6 are provided inside the piston oil inlet 304. When adopting the above scheme, the slow oil discharge scheme of the main piston rod 3 is optimized, mainly by improving two aspects: eliminating the problem of long-term pressure in the oil chamber and avoiding leakage from the piston oil inlet 304. To avoid leakage from the piston oil inlet 304, the existing one-way valve plug structure of the piston oil inlet 304 is improved. By eliminating the middle hole of the one-way valve plug, it is possible to effectively prevent lubricating oil from flowing out through the middle hole of the one-way valve plug under the pressure of the piston oil chamber 301, thus avoiding excessive use of lubricating oil and waste.

[0047] The piston oil outlet 302 and the balance counterflow hole 303 work together to supply lubricating oil to the piston oil chamber 301. Their arrangement can take many forms, and their structure is not limited to a single design. This embodiment optimizes and adopts one feasible option: the effective area of ​​the piston oil outlet 302 is larger than the effective area of ​​the balance counterflow hole 303; the effective area of ​​the lower cover air inlet 202 is smaller than the effective area of ​​the lower cover oil outlet. When the above scheme is adopted, both the air inlet and the oil circuit outlet are within the coverage range of the auxiliary air cylinder pressurized air.

[0048] Example 2

[0049] The above embodiment 1 discloses an intermittent lubrication structure for an air control valve. This embodiment discloses a control valve that adopts the above-mentioned intermittent lubrication structure.

[0050] like Figures 1 to 7 As shown, a control valve employs the intermittent lubrication structure described above.

[0051] Example 3

[0052] This embodiment also discloses a method for intermittent lubrication:

[0053] like Figures 1 to 7 As shown, an intermittent lubrication method for an air control valve is provided, using the control valve described in Example 2.

[0054] Preferably, in this embodiment, when the control valve is braked, the lubricating oil in the piston oil chamber 301 and the lower cover oil chamber 203 is transmitted to the working surface of the slide valve pair 4 by pressurized air for lubrication; when the control valve is pressurized, the lubricating oil circuit stops transmitting.

[0055] The following are some case verification data to demonstrate the effectiveness of actual operation according to the above embodiments.

[0056] 1. Solution verification test:

[0057] To verify the oil output rate of the new scheme, two sets of air control valves for railway freight cars and four sets of existing active lubrication valves were selected for durability comparison tests. According to the requirement of at least 40,000 cycles for the main valve durability test in Q / CR 877 "Railway Freight Car Type 120 Series Air Control Valve", 54,000 durability tests were conducted on each valve, and the remaining amount of lubricating oil in the main piston rod and the oil chamber of the lower cover of the main valve was checked. The test results are shown in Table 1 below.

[0058] Table 1. Lubricating oil remaining amount after 54,000 durability tests for the new and existing schemes.

[0059]

[0060] The test results show that the lubrication mechanism of the main valve lower cover and main piston rod oil chamber of the active lubrication valve optimized in this application can achieve the effect of slow oil output, which can meet the normal lubrication oil demand of the slide valve pair during two maintenance periods.

[0061] 2. Static storage verification test

[0062] To verify whether the air control valve for railway freight cars in this application would experience lubricant leakage and waste during storage and transportation, prototypes of the air control valve were fabricated. Following the assembly process, lubricant was added to the oil chamber: 30 ml to the lower cover of the main valve and 11 ml to the main piston rod. During storage, the valves were placed in positions most prone to leakage, with the main piston rod positioned with the oil inlet facing down and the lower cover of the main valve positioned with the air inlet facing down. After 20 days of storage, the remaining lubricant was measured: 29 ml remained in the lower cover of the main valve and 10 ml remained in the main piston rod.

[0063] The test results show that the lubricating oil in the oil cavity will not be lost due to transportation or storage, thus affecting the lubrication effect.

[0064] 3. Lubrication effect verification test:

[0065] The lubrication effect verification mainly verifies whether the lubricating oil in the oil chamber of the main valve lower cover of the air control valve of this application can be transmitted to the valve face during the decompression process. During the test, the oil chambers of the main valve lower cover and the main piston rod are normally filled with lubricating oil. The slide valve is then covered with 5 drops of lubricating oil and moved back and forth 3 times inside the slide valve sleeve to ensure even distribution of lubricating oil on the working surface of the slide valve, preventing damage to the valve surface. A durability test of 2000 cycles is conducted to check the condition of the lubricating oil on the valve face. The results are shown below. Figure 6 The valve face condition indicates that it has a sufficient oil film and is in good condition.

[0066] The test results show that the throttling orifice diameter on the throttling orifice plug on the lower cover of the main valve is designed to be 0.3 mm, which can meet the requirement of delivering lubricating oil to the valve surface.

[0067] In summary, the air control valve for railway freight cars in this application optimizes the lubrication method from continuous lubrication to intermittent lubrication, solving the problem of excessively rapid oil output from the oil chamber. The test results have verified that the solution has good feasibility, obvious lubrication effect, can meet the usage requirements of two maintenance periods, and has no adverse effects on transportation and storage.

[0068] The above are the embodiments listed in this example. However, this example is not limited to the optional embodiments described above. Those skilled in the art can arbitrarily combine the above methods to obtain other various embodiments. Anyone can derive other various forms of embodiments under the guidance of this example. The above specific embodiments should not be construed as limiting the scope of protection of this example. The scope of protection of this example should be defined in the claims.

Claims

1. An intermittent lubrication structure for an air control valve, comprising a main valve body (1), a main piston rod (3) disposed within the main valve body (1), and a lower cover assembly (2) cooperating with the main piston rod (3) disposed below the main valve body (1); characterized in that: The main piston rod (3) is provided with a piston oil chamber (301), which is connected to the intermittently venting piston pressure relief gas path structure; the lower cover assembly (2) is provided with a lower cover oil chamber (203), which is connected to the intermittently venting lower cover pressure relief gas path structure; when the piston pressure relief gas path structure and the lower cover pressure relief gas path structure are pressurized, the piston oil chamber (301) and the lower cover oil chamber (203) deliver lubricating oil to the part to be lubricated; when the piston pressure relief gas path structure and the lower cover pressure relief gas path structure are pressure maintained, the piston oil chamber (301) and the lower cover oil chamber (203) stop delivering lubricating oil; when the piston pressure relief gas path structure and the lower cover pressure relief gas path structure are depressurized, the gas in the piston pressure relief gas path structure is released to the outside, and the gas in the lower cover pressure relief gas path structure flows back in the opposite direction.

2. The intermittent lubrication structure for the air control valve according to claim 1, characterized in that: The main piston rod (3) has a piston oil inlet (304) connected to the piston oil chamber (301) on its side wall. The piston oil chamber (301) extends along the axial direction of the main piston rod (3). The piston oil outlet (302) connected to the inner cavity of the main valve body (1) is provided at the bottom of the piston oil chamber (301). The top of the piston oil chamber (301) is connected to a balance counterflow hole (303) for gas inlet and outlet. The lower cover assembly (2) has a lower cover air inlet (202) and a lower cover oil inlet (201) connected to the lower cover oil chamber (203). The lower cover oil chamber (203) has a lower cover oil outlet connected to the inner cavity of the main valve body (1).

3. The intermittent lubrication structure for the air control valve according to claim 2, characterized in that: The lower cover pressure relief air passage structure includes a sealing gasket and a throttling hole plug (7) installed in the lower cover air inlet (202); Alternatively, the lower cover pressure relief air passage structure includes a lower cover pressure relief channel disposed on the lower cover assembly (2) and connected to the lower cover oil cavity (203), wherein a sealing gasket and a throttling hole plug (7) are disposed in the lower cover pressure relief channel.

4. The intermittent lubrication structure for the air control valve according to claim 2, characterized in that: The balance counterflow hole (303) is radially disposed on the side wall of the main piston rod (3).

5. The intermittent lubrication structure for the air control valve according to claim 2, characterized in that: The piston oil inlet (304) is provided with a sealing gasket and a solid one-way valve plug (6).

6. The intermittent lubrication structure for the air control valve according to claim 3, characterized in that: The effective area of ​​the piston oil outlet (302) is greater than the effective area of ​​the balance counterflow hole (303); the effective area of ​​the lower cover air inlet (202) is less than the effective area of ​​the lower cover oil outlet.

7. The intermittent lubrication structure for the air control valve according to claim 2, characterized in that: It also includes a lubrication pipeline system, which includes a lubrication oil circuit. The oil inlet of the lubrication oil circuit is simultaneously connected to the piston oil outlet (302) and the lower cover oil outlet; the oil outlet of the lubrication oil circuit is connected to the working surface of the slide valve pair (4).

8. A control valve, characterized in that: The intermittent lubrication structure according to any one of claims 1 to 7 is adopted.

9. A method for intermittent lubrication of an air control valve, characterized in that: The control valve described in claim 8 is used.

10. The intermittent lubrication method for an air control valve according to claim 9, characterized in that: When the control valve is braked, the lubricating oil in the piston oil chamber (301) and the lower cover oil chamber (203) is transmitted to the working surface of the slide valve pair (4) by the pressurized air for lubrication; when the control valve is pressurized, the lubricating oil circuit stops transmitting.

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