JP2021143596A - Compression device and vehicular compression device unit - Google Patents

Abstract

To provide a compression device that can suppress deterioration in compression efficiency, and to provide a vehicular compression device unit.SOLUTION: A compression device 2 includes an air cooler 14 and a compressor 12. The air cooler 14 cools outside air and supplies the cooled air to the compressor 12. The compressor 12 compresses the air cooled by the air cooler 14.SELECTED DRAWING: Figure 4

Description

The present invention relates to a compressor and a vehicle compressor unit.

Conventionally, a compression device that sucks air and compresses and discharges the sucked air has been known. As a compression device, for example, there is a fixed scroll and a swing scroll that swings around a rotation axis with respect to the fixed scroll. Such a compression device generates heat when compressing air or when each scroll is slid. This heat generation may damage the compressor or reduce the compression efficiency of the compressor.

Therefore, a technique of attaching an electronic cooling unit made of a thermoelectric element such as a Pelche element to a fixed scroll to cool the fixed scroll is disclosed (see, for example, Patent Document 1).
With this configuration, it is possible to reduce the amount of heat transferred to the compressed air (hereinafter referred to as compressed air) and suppress heat generation due to sliding of each scroll. This is intended to suppress heat damage to the compression device and a decrease in compression efficiency in the compression device.

Further, the control unit that controls the drive of the compression device often includes a heating element such as a switching element. In such a case, the control unit may be damaged by the heat generated by the switching element or the like. Therefore, a technique is disclosed in which the air is supplied to the control unit to dissipate heat from the control unit before the air is sucked into the compression device (see, for example, Patent Document 2).
With this configuration, the control unit can be cooled by the relatively low temperature air used for cooling other parts and before the temperature of the air rises. As a result, the driving efficiency of the compression device is increased.

Japanese Unexamined Patent Publication No. 2000-161264 Japanese Unexamined Patent Publication No. 2016-176433

However, in the above-mentioned Patent Document 1, since the air itself sucked into the compressor is not cooled, there is a limit in suppressing the heat generation of the compressed air. Therefore, it may be difficult to more reliably suppress the decrease in compression efficiency.
Further, in Patent Document 2 described above, relatively high temperature air after cooling the control unit is supplied to the compression device. Therefore, it is difficult to lower the temperature of the compressed air, and there is a possibility that the decrease in the compression efficiency in the compression device cannot be suppressed.

The present invention provides a compression device and a vehicle compression device unit capable of suppressing a decrease in compression efficiency.

The compressor according to one aspect of the present invention includes a gas cooler that cools an external gas and supplies the cooled gas to the compressor, and the compressor that compresses the cooled gas. ..

With this configuration, the gas sucked by the compressor can be cooled in advance. Further, even if the gas has a relatively high temperature after cooling other parts, the gas cooled by the gas cooler is sucked into the compressor. Therefore, the temperature rise of the compressed air can be suppressed, and the compression efficiency of the compression device can be improved.

With the above configuration, a heat radiating unit that dissipates heat generated by the operation of the gas cooler may be provided.

With the above configuration, the heat dissipation unit may be a fan.

In the above configuration, the gas cooler may be arranged on the upstream side of the air flow generated by the fan, and the compressor may be arranged on the downstream side.

In the above configuration, the heat radiating unit includes one fan and two fins, and one fan may cool the two fins.

With the above configuration, the fan may blow air to a first duct that cools the gas cooler and a second duct in which heat transfer from the first duct is suppressed.

In the above configuration, the exhaust port of the first duct is arranged toward the low temperature portion of the compressor, and the exhaust port of the second duct is directed toward the high temperature portion having a higher temperature than the low temperature portion of the compressor. May be arranged.

In the above configuration, the compressor is a scroll compressor having a fixed scroll and an oscillating scroll that compresses the gas together with the fixed scroll, and the low temperature portion is the diameter of the fixed scroll and the oscillating scroll. It is outside in the direction, and the high temperature portion may be inside in the radial direction of the fixed scroll and the swing scroll.

In the above configuration, the fan is an axial flow fan, the fan and the compressor are arranged so that their rotation axes are parallel to each other, and the compressor is fixed in the direction of the rotation axis. The fan is arranged on the side opposite to the scroll and the swing scroll, and the first duct and the second duct are viewed from a direction orthogonal to the direction of the rotation axis and the arrangement direction of the fan and the compressor. The duct may extend in an L shape from the fan toward the fixed scroll and the swing scroll.

In the above configuration, the gas cooler may include a perche element, and the perche element may be arranged so that the heat dissipation surface of the perche element faces the heat dissipation portion.

In the above configuration, the gas cooler includes a cooling duct having a meandering portion that allows the gas to pass through and is routed while meandering, and the endothermic surface of the Pelche element may face the meandering portion. ..

With the above configuration, the compressed gas discharged from the compressor is cooled, and another gas cooler having a cooling flow path through which the compressed gas passes is provided, and the cooling duct is provided with a flow path cross-sectional area of the cooling flow path. The cross-sectional area of the flow path may be large.

With the above configuration, a control unit that controls the drive of the compressor and a control cooling unit that cools the control unit with the gas are provided, and the gas exhausted from the control cooling unit is supplied to the gas cooler. You may.

In the above configuration, the control unit that controls the drive of the compressor and the control cooling unit that cools the control unit with the gas are provided, and the control cooling unit is provided between the compressor and the gas cooler. May be provided.

The compressor according to another aspect of the present invention includes a gas cooler that cools an external gas and supplies the cooled gas to the compressor, the compressor that compresses the cooled gas, and a gas. The compressor includes a heat radiating unit that dissipates heat generated by the operation of the cooler, and the compressor is a scroll compressor having a fixed scroll and a swing scroll that compresses the gas together with the fixed scroll. The heat radiating unit includes one fan and two fins, and one fan cools the two fins, and the fan transfers heat from the first duct for cooling the gas cooler and the first duct. The air is blown to the second duct in which the gas is suppressed, the exhaust port of the first duct is arranged toward the radial outer side of the fixed scroll and the swing scroll, and the exhaust port of the second duct is the said. The fixed scroll and the swinging scroll are arranged toward the inside in the radial direction.

With this configuration, the gas sucked by the compressor can be cooled in advance. Further, even if the gas has a relatively high temperature after cooling other parts, the gas cooled by the gas cooler is sucked into the compressor. Therefore, the temperature rise of the compressed air can be suppressed, and the compression efficiency of the compression device can be improved.
Further, since the two fins are cooled by one fan, the temperature rise of the compressed air can be suppressed more efficiently, and the compression efficiency of the compression device can be increased. Moreover, when blowing air to the compressor, which is a scroll compressor, the fixed scroll with a low temperature and the fixed scroll with a high temperature are used to cool the gas cooler to the outside in the radial direction of the swing scroll. And the wind of the second duct in which the heat transfer from the first duct is suppressed can be used inside the oscillating scroll in the radial direction. In this way, the compressor can be effectively cooled by utilizing the air passing through each duct.

The vehicle compressor unit according to another aspect of the present invention is a vehicle compressor unit used for mounting the above-described compression device on a vehicle, and the gas cooler is an operation of the gas cooler. The fan is provided to dissipate the heat generated by the fan, and the blowing direction of the fan is along the vehicle width direction of the vehicle.

With this configuration, it is possible to prevent the fan from being affected by the running wind of the vehicle. Therefore, the cooling performance of the compressor can be stabilized regardless of the traveling state of the vehicle. Therefore, the temperature rise of the compressed air can be stably suppressed, and the compression efficiency can be improved.

The above-mentioned operating method of the compressor, the vehicle compressor unit, the gas cooler, and the compressor can suppress the temperature rise of the compressed air and increase the compression efficiency of the compressor. Further, by increasing the compression efficiency, the drive efficiency of the compression device can also be increased.

The schematic diagram of the railroad vehicle in embodiment of this invention. The schematic diagram which shows the arrangement state of the compression unit mounted on the railroad vehicle in embodiment of this invention. The schematic block diagram of the compression unit in embodiment of this invention. A perspective view of the compression device according to the embodiment of the present invention as viewed from one side. A perspective view of the compression device according to the embodiment of the present invention as viewed from the other side. A view of arrow 5 in FIG. A side view of the air duct according to the embodiment of the present invention as viewed from the compressor side. FIG. 7 is a cross-sectional view taken along the line BB of FIG. FIG. 7 is a cross-sectional view taken along the line CC of FIG. The flowchart which shows the operation procedure of the air cooler in embodiment of this invention.

Next, an embodiment of the present invention will be described with reference to the drawings.

<Railway vehicle>
FIG. 1 is a schematic view of a railroad vehicle (an example of a vehicle according to a claim) 100 on which a vehicle compression device unit 1 according to an embodiment of the present invention is mounted.

As shown in FIG. 1, two vehicle compression device units 1 (hereinafter, referred to as "compression unit 1") are provided in, for example, one railroad vehicle 100.
In the following description, the traveling direction of the railway vehicle 100 is simply the traveling direction, the vehicle width direction of the railway vehicle 100 orthogonal to the traveling direction is simply the vehicle width direction, and the railway vehicle 100 is placed on the rail 101 (see FIG. 2). The vertical direction in the state is simply referred to as the vertical direction. The traveling direction and the vehicle width direction coincide with the horizontal direction.

The compression unit 1 is installed, for example, below the floor 100a of the railway vehicle 100. The compression unit 1 sucks in air to generate compressed air used in the railway vehicle 100. That is, the compressed air generated by the compression unit 1 is used to operate various pneumatic devices (not shown) mounted on the railway vehicle 100.

FIG. 2 is a schematic view showing an arrangement state of the compression unit 1 mounted on the railway vehicle 100, and shows a state in which a part of the railway vehicle 100 is viewed from above. In FIG. 2, the compression unit 1 installed under the floor 100a of the railroad vehicle 100, the rail 101 of the track on which the railroad car 110 travels, and the sleepers 102 are shown by a two-dot chain line.

As shown in FIG. 2, the compression unit 1 is arranged at a position deviated from the center in the vehicle width direction to one side in the vehicle width direction. The two compression units 1 are arranged side by side along the traveling direction. In the following description, among the vehicle width directions of the compression unit 1, the side closer to the center of the railway vehicle 100 in the vehicle width direction may be referred to as the inside in the vehicle width direction, and the side opposite to the inside may be referred to as the outside in the vehicle width direction.

<Vehicle compression device unit (compression unit)>
FIG. 3 is a schematic configuration diagram of the compression unit 1.
As shown in FIG. 3, the compression unit 1 includes a compression device 2 that generates compressed air, an aftercooler 3 that cools the compressed air generated by the compression device 2, and a control unit 4 that controls the drive of the compression device 2. And a cover 5 for covering the compression device 2, the aftercooler 3, and the control unit 4.

The aftercooler 3 is configured by, for example, laying a pipe (not shown) through which air passes while meandering. The compressed air is cooled by dissipating heat from the compressed air passing through this pipe. The aftercooler 3 is connected to the compression device 2 and is connected to various pneumatic devices (not shown). The compressed air cooled by the aftercooler 3 is supplied to various pneumatic devices.

The control unit 4 is connected to an external power source (not shown) and is connected to the compression device 2. The control unit 4 has a heating element such as a switching element or a capacitor (neither of which is shown) for controlling the current value supplied to the compression device 2.

The cover 5 has a device storage chamber 5a for accommodating the compression device 2, the aftercooler 3, and the control unit 4, and an air introduction passage 5b provided on the outer side of the device storage chamber 5a in the vehicle width direction. The device storage chamber 5a and the air introduction passage 5b are separated by a partition wall 6. An opening 6a through which the device storage chamber 5a and the air introduction passage 5b pass is formed in the upper part of the partition wall 6. On the other hand, an air introduction port 7 is formed in the lower part of the air introduction passage 5b. External air is sucked into the air introduction passage 5b through the air introduction port 7, and further, air is sucked into the device storage chamber 5a through the opening 6a.

A first filter 8 is provided in the air introduction passage 5b. The first filter 8 is provided so as to block the air introduction passage 5b from the lower part of the air introduction passage 5b to slightly above the substantially center in the vertical direction. The first filter 8 is composed of, for example, a metal plate provided with a plurality of holes. However, the present invention is not limited to this, and the first filter 8 may be configured by, for example, a wire mesh or the like. When the air sucked from the outside passes through the first filter 8, dust and the like contained in the air are removed.

The air introduction passage 5b is provided with an air suction portion 9 above the first filter 8. The air suction unit 9 includes a second filter (not shown) that suppresses the passage of dust such as dust when the sucked air passes through. The coarseness of the mesh of the second filter 11 is finer than the roughness of the mesh of the first filter 8. The second filter 11 further removes the dust that has passed through the first filter 8. The air that has passed through only the first filter 8 and the air that has been sucked in through the first filter 8 and the second filter 11 by the air suction unit 9 are discharged to the compression device 2, respectively.

<Compressor>
FIG. 4 is a perspective view of the compression device 2 as viewed from one side. FIG. 5 is a perspective view of the compression device 2 as viewed from the other side. FIG. 6 is a view taken along the arrow A of FIG.
As shown in FIGS. 3 to 6, the compressor 2 includes a compressor 12 that compresses air, a precooler (an example of another gas cooler according to the claim) 13 arranged above the compressor 12, and compression. The main configuration is an air cooler (an example of the gas cooler according to the claim) 14 arranged outside the machine 12 in the vehicle width direction.

<Compressor>
The compressor 12 includes a motor unit 15 and a compression unit 16 connected to the motor unit 15. The motor unit 15 includes a motor body 90 (shown by a broken line in FIG. 6) driven by a current supplied from the control unit 4, and a motor cover 17 that covers the periphery of the motor body 90.
The motor body 90 has an eccentric shaft (an example of a rotating shaft of a compressor in the claim) 91 which is a drive shaft. The compressor 12 is arranged so that the rotation axis C1 of the eccentric shaft 91 is along the traveling direction. A compression portion 16 is connected to the tip of the eccentric shaft 91.

The motor cover 17 covers the motor body at a distance from the motor body so that a predetermined space is formed between the motor cover 17 and the motor body. An air discharge port 29 (see FIG. 6) is provided on the outer peripheral surface of the motor cover 17. The air discharge port 29 is connected to the aftercooler 3 via an air flow path 17a (see FIG. 3).

The compression unit 16 connected to the eccentric shaft 91 is a so-called scroll-type compression unit having a swing scroll 18 housed in the compression case 24 and a fixed scroll 19 fixed to the compression case 24. The scrolls 18 and 19 are arranged so as to face each other in the rotation axis C1 direction of the motor unit 15. The rocking scroll 18 is arranged on the motor unit 15 side, and the fixed scroll 19 is arranged on the side opposite to the motor unit 15 with the rocking scroll 18 interposed therebetween.

Each of the scrolls 18 and 19 has discs 20 and 21 (swinging side discs 20 and fixed side discs 21) facing each other in the axial direction. Of the two discs 20 and 21, the swing-side disc 20 of the swing scroll 18 is formed with a spiral tooth portion (not shown) that protrudes toward the fixed-side disc 21.
The back surface 20a of the rocking side disk 20 opposite to the fixed side disk 21 is connected so as to be relatively rotatable around the rotation axis C1 of the motor unit 15. As a result, the swing scroll 18 swings and rotates around the rotation axis C1 in the compression case 24. Further, a plurality of heat radiation fins 22 are projected toward the motor portion 15 side on the back surface 20a of the rocking side disk 20. The heat radiation fins 22 extend in the vehicle width direction and are arranged side by side in the vertical direction.

Of the two disks 20 and 21, the fixed side disk 21 of the fixed scroll 19 is fixed to the compression case 24. The fixed-side disk 21 is formed with a spiral groove that receives the tooth portion of the swing scroll 18. A compression chamber (not shown) formed by combining these teeth and grooves is formed.
A plurality of heat radiation fins 23 are projected from the back surface 21a of the fixed-side disk 21 opposite to the swing-side disk 20 toward the side opposite to the swing-side disk 20 side. The heat radiation fins 23 extend in the vehicle width direction and are arranged side by side in the vertical direction. At the tip of each heat radiation fin 23, a plate-shaped cover 25 (indicated by a two-dot chain line in FIG. 5) is provided so as to cover all of the heat radiation fins 23 from the traveling direction. As a result, an air passage 26 through which air can pass in the vehicle width direction is formed between the cover 25 and the fixed side disk 21 and between the heat radiation fins 23.

Further, a discharge port 27 is provided at the center in the radial direction on the back surface 21a of the fixed side disk 21. Two suction ports 28a and 28b are provided on the back surface 21a of the fixed side disk 21 on the outer side in the radial direction. The two suction ports 28a and 28b are arranged side by side in the vertical direction. The two suction ports 28a and 28b are connected to the air cooler 14. On the other hand, the discharge port 27 is connected to the precooler 13.
Under such a configuration, when the swing scroll 18 swings and rotates with respect to the fixed scroll 19 by the motor unit 15, air is sucked from the two suction ports 28a and 28b, and the air is compressed and compressed in the compression chamber. Air is generated. After that, the compressed air is discharged from the discharge port 27.

<Precooler>
The precooler 13 includes a cooler main body 31 and a duct 32 provided in the lower part of the cooler main body 31. The cooler main body 31 includes a frame body 33 that is rectangular when viewed from the vertical direction, and a cooling pipe (an example of the cooling flow path according to the claim) 34 housed in the frame body 33. The cooling pipe 34 is laid so as to meander in the frame 33. One end of the cooling pipe 34 is connected to the discharge port 27 of the compressor 12. One end of the cooling pipe 34 leads to the discharge port 27. The other end of the cooling pipe 34 is connected to the duct 32.

The duct 32 includes a box-shaped duct main body 35 having an opening on the cooler main body 31 side, and a lid 37 that closes the opening of the duct main body 35. The opening of the duct main body 35 and the lid 37 are formed in a rectangular shape so as to correspond to the shape of the frame 33 of the cooler main body 31 when viewed from the vertical direction. The other end of the cooling pipe 34 is connected to the side surface of the duct body 35. The other end of the cooling pipe 34 leads into the duct main body 35.
The bottom portion 35a of the duct main body 35 is formed in a mortar shape so as to taper downward. The lowermost end of the bottom portion 35a is connected to the motor cover 17 of the compressor 12. As a result, the inside of the duct main body 35 and the inside of the motor cover 17 are communicated with each other.

<Air cooler>
The air cooler 14 to which the two suction ports 28a and 28b of the compressor 12 are connected cools the air supplied to the compressor 12 and cools the compressor 12 from the outside. The air cooler 14 includes an air duct 41 that is formed in a substantially L shape when viewed from the vertical direction and through which air passes, and an upper cooling unit 42a and a lower cooling unit 42b that are provided on both sides of the air duct 41 in the vertical direction to cool air. An exhaust fan (a heat radiating unit according to the claim, an example of a fan) 40 provided in the air duct 41 and sending air into the air duct 41 is provided.

<Blower duct>
FIG. 7 is a side view of the air duct 41 as viewed from the compressor 12 side. FIG. 8 is a cross-sectional view taken along the line BB of FIG.
As shown in FIGS. 4, 5, 7, and 8, the ventilation duct 41 is composed of three layers along the vertical direction. That is, the ventilation duct 41 includes an intermediate duct (an example of the second duct according to claim) 43 arranged at the center in the vertical direction and upper heat exhaust ducts (claim) arranged on both sides in the vertical direction with the intermediate duct 43 in between. 44a and a lower heat exhaust duct (an example of the first duct according to claim) 44b.

The intermediate duct 43 is formed in the shape of a square cylinder having a rectangular shape whose opening is long in the horizontal direction. The intermediate duct 43 has a straight intermediate duct portion 45 extending along the traveling direction. Since the straight intermediate duct portion 45 extends along the traveling direction, it is arranged parallel to the rotation axis C1 direction of the compressor 12. The straight intermediate duct portion 45 is arranged at a position corresponding to most of the substantially center in the rotation axis C1 direction of the compressor 12.

In the straight intermediate duct portion 45, the opening direction of the suction port 45a located on the motor portion 15 side of the compressor 12 is the same as the rotation axis C1. In other words, the surface direction of the suction port 45a is along the vehicle width direction.
In the straight intermediate duct portion 45, an arc intermediate duct portion 46 is integrally formed at the opening end 45b on the compression portion 16 side of the compressor 12. The arc intermediate duct portion 46 extends in an arc shape from the opening end 45b of the straight intermediate duct portion 45 toward the compression portion 16 of the compressor 12. As a result, the intermediate duct 43 is L-shaped when viewed from the vertical direction. The opening direction of the exhaust port (an example of the exhaust port of the second duct according to claim) 46a on the compression portion 16 side in the arc intermediate duct portion 46 is along the vehicle width direction. In other words, the surface direction of the exhaust port 46a is along the traveling direction.

Further, the intermediate duct 43 is provided with a reinforcing plate 47a along the extending direction of the intermediate duct 43 between the suction port 45a of the straight intermediate duct portion 45 and the exhaust port 46a of the arc intermediate duct portion 46. The reinforcing plate 47a is arranged substantially in the center of the intermediate duct 43 in the horizontal direction, and is provided over the entire vertical direction of the intermediate duct 43. As a result, the strength of the intermediate duct 43 is ensured.

The upper heat exhaust duct 44a and the lower heat exhaust duct 44b arranged on both sides of the intermediate duct 43 in the vertical direction have the same configuration and are configured plane-symmetrically with respect to the intermediate duct 43. Therefore, of the two heat exhaust ducts 44a and 44b, only the upper heat exhaust duct 44a arranged above the intermediate duct 43 will be described below. The lower heat exhaust duct 44b arranged below the intermediate duct 43 is basically given the same reference numerals as the upper heat exhaust duct 44a, and the description thereof will be omitted, and the description will be given as necessary.

The basic configuration of the upper heat exhaust duct 44a is the same as that of the intermediate duct 43. That is, the upper heat exhaust duct 44a is formed in the shape of a rectangular cylinder whose opening is long in the horizontal direction and has a rectangular shape. The upper heat exhaust duct 44a is integrally formed with the linear heat exhaust duct portion 48 formed so as to correspond to the linear intermediate duct portion 45 and the opening end 48b on the compression portion 16 side of the linear heat exhaust duct portion 48, and is an arc intermediate duct. It has an arc heat exhaust duct portion 49 formed so as to correspond to the portion 46. As a result, the upper heat exhaust duct 44a is L-shaped when viewed from the vertical direction.

In the linear heat exhaust duct portion 48, the opening direction of the suction port 48a located on the motor portion 15 side of the compressor 12 is the same as the rotation axis C1. In other words, the surface direction of the suction port 48a is along the vehicle width direction. The opening direction of the exhaust port (an example of the exhaust port of the first duct according to claim) 49a on the compression portion 16 side of the arc heat exhaust duct portion 49 is along the vehicle width direction. In other words, the surface direction of the exhaust port 49a is along the traveling direction.

Further, a reinforcing plate 47b that follows the shape of the upper heat exhaust duct 44a is provided between the suction port 48a of the linear heat exhaust duct portion 48 and the exhaust port 49a of the arc heat exhaust duct portion 49. The reinforcing plate 47b is arranged at a position where it overlaps with the reinforcing plate 47a of the intermediate duct 43 in the vertical direction, and is provided over the entire vertical direction of the upper heat exhaust duct 44a. As a result, the strength of the upper heat exhaust duct 44a is ensured.

The exhaust port 46a of the arc intermediate duct portion 46 and the exhaust port 49a of the arc heat exhaust duct portion 49 have a size that overlaps with the entire heat radiation fins 22 and 23 provided in the compression portion 16 of the compressor 12 when viewed from the vehicle width direction. And, it is arranged at a position where it overlaps with the whole of the heat radiation fins 22 and 23. The exhaust port 46a of the arc intermediate duct portion 46 is arranged at a position corresponding to the radial center of the compression portion 16 of the compressor 12. The exhaust port 49a of the arc heat exhaust duct portion 49 is arranged at a position corresponding to the radial outer side of the compression portion 16 of the compressor 12.

The exhaust port 46a of the arc intermediate duct portion 46 and the exhaust port 49a of the arc heat exhaust duct portion 49 are provided with a frame-shaped seal portion 38 along the periphery of the entire exhaust ports 46a and 49a. The seal portion 38 is in contact with the side surfaces of the upper and lower ends of the heat radiation fins 22 and 23 and the side surfaces of the compression case 24. In the compression case 24, a portion overlapping the portion surrounded by the seal portion 38 when viewed from the vehicle width direction is cut off. Therefore, the compression case 24 does not obstruct the air flow between the exhaust ports 46a and 49a and the heat radiation fins 22 and 23.

On the other hand, an exhaust fan 40 is provided at the suction port 45a of the straight intermediate duct portion 45 and the suction port 48a of the straight heat exhaust duct portion 48 so as to block the entire suction ports 45a and 48a. The exhaust fan 40 and the compressor 12 are arranged side by side in the vehicle width direction. Further, the exhaust fan 40 is arranged on the side opposite to the compression unit 16 (oscillating scroll 18 and fixed scroll 19) in the axial direction of the eccentric shaft 91 of the compressor 12.

As the exhaust fan 40, for example, an axial fan is used. The exhaust fan 40 includes a fan shroud 40a that covers the entire suction ports 45a and 48a of the air duct 41, a fan blade 40b provided in the fan shroud 40a, and an electric motor 40c attached to the fan blade 40b (see FIG. 9). ), And a fan cover 40f provided at the end opposite to the air duct 41 in the traveling direction of the fan shroud 40a and covering the fan blade 40b from the outside. The fan cover 40f is formed in a mesh shape that allows air to pass through. In FIG. 4, a part of the fan cover 40f is broken and shown.

Since the opening directions of the suction ports 45a and 48a are parallel to the rotation axis C1, the rotation axis C2 of the motor shaft (an example of the rotation shaft of the exhaust fan in the claim) 40d of the electric motor 40c is compressed. It becomes parallel to the rotation axis C1 of the machine 12. A fan blade 40b is attached to such a motor shaft 40d. When the fan blade 40b rotates, air is sent into the air duct 41 along the rotation axis C2 of the motor shaft 40d.

Here, in the straight heat exhaust duct portion 48 of the upper heat exhaust duct 44a, an opening 48d is formed in most of the upper wall surface 48c. An upper cooling portion 42a is provided so as to close the opening 48d. Further, in the straight heat exhaust duct portion 48 of the lower heat exhaust duct 44b, an opening 48f is formed in most of the lower wall surface 48e. A lower cooling portion 42b is provided so as to close the opening 48f.

<Upper cooling section and lower cooling section>
The upper cooling unit 42a and the lower cooling unit 42b have the same configuration and are configured plane-symmetrically with respect to the air duct 41. Therefore, among the upper cooling unit 42a and the lower cooling unit 42b, only the upper cooling unit 42a arranged above the air duct 41 will be described below. The lower cooling unit 42b arranged below the air duct 41 is basically designated by the same reference numeral as the upper cooling unit 42a, and the description thereof will be omitted, and the description will be given as necessary.

The upper cooling portion 42a has a heat sink 50 that closes the opening 48d formed in the upper wall surface 48c of the linear heat exhaust duct portion 48, a Perche element 51 attached to the heat sink 50, and these heat sinks 50 and the Perche element 51 on the upper side. It is provided with a cooling duct 52 that covers the heat sink.
The heat sink 50 is made of, for example, aluminum. The heat sink 50 is formed by integrally forming a plate-shaped base portion 50a and a plurality of heat radiating fins (an example of the heat radiating portion of the claims and fins) 50b protruding from the base portion 50a. The opening 48d of the upper wall surface 48c is closed by the base portion 50a. A plurality of heat radiating fins 50b project from the base portion 50a into the linear heat exhaust duct portion 48.

Each heat radiation fin 50b projects in the vertical direction and extends in the extending direction of the straight heat exhaust duct portion 48, that is, in the traveling direction. The heat radiation fins 50b are arranged side by side along the vehicle width direction. Therefore, the heat radiation fins 50b do not obstruct the flow of air sent from the exhaust fan 40.
On the other hand, in the lower heat exhaust duct 44b, the heat sink 50 is arranged so as to close the opening 48f by the base portion 50a. The plurality of heat radiating fins 50b of the heat sink 50 project into the lower heat exhaust duct 44b. The perche element 51 is arranged on the surface of each heat sink 50 on the side of the base portion 50a opposite to the heat radiation fins 50b.

Six perche elements 51 are arranged on the base portion 50a. More specifically, three Pelche elements 51 are arranged in a row along the traveling direction. Six Pelche elements 51 are arranged on the base portion 50a by arranging them in two rows in the vehicle width direction. The perche element 51 is arranged so that the heat radiating surface 51a side faces the base portion 50a side. That is, the endothermic surface 51b of the Pelche element 51 faces the upper side opposite to the upper heat exhaust duct 44a. Further, the perche element 51 is connected to the control unit 4. The control unit 4 controls the drive of the perche element 51. A cooling duct 52 is provided so as to cover the Perche element 51 and the base portion 50a of the heat sink 50 from above.

FIG. 9 is a cross-sectional view taken along the line CC of FIG.
As shown in FIGS. 5 and 7 to 9, the cooling duct 52 is formed in a rectangular parallelepiped box shape having an opening 52a on the upper heat exhaust duct 44a side. The cooling duct 52 is provided with a cooling suction port 53 on one side surface 52b on the exhaust fan 40 side in the traveling direction. The cooling suction port 53 protrudes from a rectangular parallelepiped suction flow path portion 54 projecting from one side surface 52b of the cooling duct 52 along the traveling direction and a side surface 54a of the suction flow path portion 54 opposite to the compressor 12. The cylindrical suction attachment port 55 is integrally formed.

The suction flow path portion 54 leads to the inside of the cooling duct 52. An air suction unit 9 is connected to the suction attachment port 55 via an air flow path (an example of the control cooling unit according to claim) 56 (see FIG. 3).
Here, as shown in FIG. 3, the air flow path 56 is branched from the air suction unit 9 through the control unit 4 and extends to the suction attachment ports 55 of the upper cooling unit 42a and the lower cooling unit 42b. ..

As shown in FIGS. 5 and 7 to 9, a cooling discharge port 57 is provided on the other side surface 52c on the side opposite to the one side surface 52b of the cooling duct 52 in the traveling direction. The cooling discharge port 57 has a rectangular parallelepiped discharge flow path portion 58 projecting from the other side surface 52c of the cooling duct 52 in the traveling direction and a cylindrical discharge mounting port protruding from the discharge flow path portion 58 in the traveling direction. 59 and are integrally formed. The discharge flow path portion 58 communicates with the inside of the cooling duct 52.

A suction port 28a arranged above the two suction ports 28a and 28b of the compressor 12 is connected to the discharge attachment port 59 of the upper cooling unit 42a via an air flow path 60a (see FIG. 3). .. A suction port 28b arranged below the two suction ports 28a and 28b of the compressor 12 is connected to the discharge attachment port 59 of the lower cooling unit 42b via an air flow path 60b (see FIG. 3). ..

In the cooling duct 52, a straight flow path 61 arranged in most of the center and a folded flow path 62 arranged on both sides of the straight flow path 61 in the traveling direction are provided. The linear flow path 61 has a plurality of first partition plates 63. The first partition plate 63 has a plate shape that extends in the vertical direction of the cooling duct 52 and is long in the traveling direction. A plurality of the first partition plates 63 are arranged side by side in the vehicle width direction and arranged at equal intervals.

The folded flow path 62 has a plurality of second partition plates 64 straddling the end portion of the first partition plate 63 in the traveling direction and one side surface 52b and the other side surface 52c of the cooling duct 52. The second partition plate 64 has a plate shape that also straddles the cooling duct 52 in the vertical direction. A plurality of the second partition plates 64 are arranged side by side in the vehicle width direction and arranged at equal intervals.
Further, the number of the second partition plates 64 is extremely small as compared with the number of the first partition plates 63. The second partition plate 64 is arranged so as to be flush with the predetermined first partition plate 63. Further, the second partition plates 64 arranged at both ends of the first partition plate 63 in the traveling direction are arranged so as to be staggered. More specifically, the two second partition plates 64 arranged at one end in the traveling direction of the first partition plate 63 and adjacent to each other in the vehicle width direction are arranged at the center in the vehicle width direction and at the other end in the traveling direction of the first partition plate 63. Each second partition plate 64 is arranged so that the second partition plate 64 is located.

With such a first partition plate 63 and a second partition plate 64, a meandering flow path that meanders between the cooling suction port 53 and the cooling discharge port 57 in the cooling duct 52 (an example of the meandering portion of the claim). ) 66 is formed (see arrow Y1). That is, one side surface 52b and the other side surface 52c of the cooling duct 52 function as a closing plate that closes the end of the second partition plate 64 opposite to the first partition plate 63. The folded flow path 62 composed of the second partition plate 64 and the side surfaces 52b and 52c of the cooling duct 52 defines a plurality of straight flow paths 61. From this, the flow path cross-sectional area of the cooling flow path 65 is half the flow path cross-sectional area of each folded flow path 62. The flow path cross-sectional area of the cooling flow path 65 is larger than the flow path cross-sectional area of the precooler 13, that is, the flow path cross-sectional area of the cooling pipe 34 of the precooler 13.

<Operation of compression device>
Next, the operation of the compression device 2 will be described.
FIG. 10 is a flowchart showing the operation procedure of the air cooler 14.
First, a case where the compression device 2 is started will be described.
As shown in FIGS. 3 and 10, the motor unit 15 of the compressor 12 in the compressor 2 is driven by being supplied with an electric current from the control unit 4. By driving the motor unit 15, the swing scroll 18 swings and rotates around the rotation axis C1. Then, air is sucked from the two suction ports 28a and 28b, and the air is compressed in the compression chamber to generate compressed air. After that, the compressed air is discharged from the discharge port 27.

The compressed air discharged from the discharge port 27 is dissipated and cooled through the cooling pipe 34 of the cooler main body 31 in the precooler 13. The cooled compressed air is discharged to the motor cover 17 via the duct 32. Since a predetermined space is formed between the motor cover 17 and the motor body, the motor portion 15 is cooled by the compressed air. After that, the compressed air is discharged to the aftercooler 3 via the air flow path 17a (see arrow Y2 in FIG. 3). After the compressed air is further cooled by the aftercooler 3, the compressed air is supplied to various pneumatic devices (not shown) (see arrow Y3 in FIG. 3).

Here, the control unit 4 supplies a current to the motor unit 15 and monitors the driving state of the compressor 12. The control unit 4 determines whether or not the compressor 12 has been activated (step ST10 in FIG. 10).
If the determination in step ST10 is "No", that is, when the compressor 12 is not activated, the determination in step ST10 is continued.
When the determination in ST10 is "Yes", that is, when the compressor 12 is activated, the control unit 4 activates the air cooler 14 in response to the activation signal of the compressor 12 (step ST20 in FIG. 10). Specifically, a current is supplied to the perche element 51 of the air cooler 14, and the exhaust fan 40 is started.

When the exhaust fan 40 of the air cooler 14 is activated, the pressure inside the air duct 41 becomes positive, and the pressure on the air introduction passage 5b side of the cover 5 becomes negative. As a result, external air is drawn into the air introduction passage 5b through the air introduction port 7 of the air introduction passage 5b (see arrow Y4 in FIG. 3). The air drawn into the air introduction passage 5b passes through the first filter 8. Dust and the like are removed from the air that has passed through the first filter 8, and it is difficult for dust and the like to enter the device storage chamber 5a and the like.

Here, the cover 5 has a device storage chamber 5a for accommodating the compression device 2, the aftercooler 3, and the control unit 4, and an air introduction passage 5b provided on the outer side of the device storage chamber 5a in the vehicle width direction. Therefore, when the air is drawn into the air introduction passage 5b, it is not easily affected by the traveling wind by the railway vehicle 100, and the air is smoothly drawn into the air introduction passage 5b. Moreover, while the air introduction port 7 is formed in the lower part of the air introduction passage 5b, the opening 6a through which the device storage chamber 5a and the air introduction passage 5b pass is formed in the upper part of the air introduction passage 5b. Therefore, it is more difficult for dust contained in the air to enter the device storage chamber 5a.

Further, the suction ports 28a and 28b of the compressor 12 are connected to the cooling discharge ports 57 of the corresponding cooling units 42a and 42b in the air cooler 14. Further, an air suction portion 9 is connected to the cooling suction port 53 of each of the cooling portions 42a and 42b via an air flow path 56. Therefore, when the compressor 12 is driven, air is sucked into the air suction unit 9 via the cooling units 42a and 42b. The sucked air is the air after passing through the first filter 8. Therefore, the air that has passed through the air suction unit 9 is sufficiently removed of dust and the like by the first filter 8 and the second filter of the air suction unit 9.

The air sucked into the air suction unit 9 is sent to the air flow path 56. After passing through the control unit 4 from the air suction unit 9, the air flow path 56 is branched and extends to the suction attachment ports 55 of the upper cooling unit 42a and the lower cooling unit 42b, so that air is blown to the control unit 4. Be done. Here, since the control unit 4 has a heating element such as a switching element or a capacitor (neither of which is shown), heat dissipation of the heating element is promoted by blowing air. That is, the air flow path 56 has a function of sending the air sucked into the air suction unit 9 to the cooling units 42a and 42b, and also has a function of a control cooling unit that cools the control unit 4.

The air that has passed through the control unit 4 is sucked into the cooling duct 52 through the cooling suction ports 53 of the cooling units 42a and 42b (see arrow Y5 in FIG. 3). Since a plurality of Perche elements 51 are provided in the cooling duct 52, the air sucked into the cooling duct 52 is cooled. Here, in the cooling duct 52, a cooling flow path 65 having a meandering flow path 66 is formed between the cooling suction port 53 and the cooling discharge port 57 (see FIG. 9). Six perche elements 51 are arranged on the entire surface of the meandering flow path 66 projected onto the upper wall surface 48c of the upper heat exhaust duct 44a and the lower wall surface 48e of the lower heat exhaust duct 44b. In other words, the endothermic surface 51b of the Pelche element 51 faces the meandering flow path 66. Therefore, the air flow from the cooling suction port 53 to the cooling discharge port 57 is not short-cut, and the air is sufficiently cooled by the Perche element 51. After that, the cooled air is discharged through the cooling discharge port 57.

The air discharged from the cooling units 42a and 42b is sucked into the compression unit 16 via the air flow paths 60a and 60b and the suction ports 28a and 28b (see arrow Y6 in FIG. 3). Here, the temperature of the compressed air is raised when the compressed air is generated by the compression unit 16. In particular, the temperature of the compressed air near the discharge port 27, which is near the final step of generating the compressed air, is higher than the temperature of the air near the suction ports 28a and 28b. However, since the air sucked into the compressed unit 16 is sufficiently cooled by the cooling units 42a and 42b, the temperature rise of the compressed air in the compressed unit 16 is suppressed.

On the other hand, the air drawn into the air introduction passage 5b and passing through the first filter 8 is discharged into the air duct 41 by the exhaust fan 40 of the air cooler 14. Here, the ventilation duct 41 is arranged between the heat exhaust ducts 44a and 44b arranged side by side in the cooling portions 42a and 42b and the heat exhaust ducts 44a and 44b (each heat exhaust ducts 44a and 44b). It is composed of three layers, an intermediate duct 43 (arranged on the side opposite to the corresponding cooling portions 42a and 42b). The heat exhaust ducts 44a and 44b are provided with a heat sink 50 in which the heat radiating surface 51a of the Pelche element 51 is in contact with the heat exhaust ducts 44a and 44b. Therefore, in the heat exhaust ducts 44a and 44b, heat dissipation of the Perche element 51 (each cooling unit 42a and 42b) is promoted by the flow of air. In this way, the heat sink 50 (heat radiating fin 50b) and the exhaust fan 40 function as heat radiating units that dissipate heat generated by the operation of the air cooler 14 (operation of the Pelche element 51).

The heat radiating fins 50b of the heat sink 50 project along the vertical direction and extend along the extending direction of the straight heat exhaust duct portion 48. Therefore, the heat radiation fins 50b do not obstruct the air flow in the heat exhaust ducts 44a and 44b. Further, the temperature of the air flowing through the exhaust heat ducts 44a and 44b is slightly higher in the vicinity of the exhaust port 49a on the discharge side than in the vicinity of the suction port 48a on the suction side.

The intermediate duct 43 is partitioned from the heat exhaust ducts 44a and 44b by the intermediate duct 43 itself. That is, heat transfer between the intermediate duct 43 and the exhaust heat ducts 44a and 44b is suppressed. Therefore, the temperature of the air flowing through the intermediate duct 43 has almost no difference between the temperature in the vicinity of the suction port 45a on the suction side and the temperature in the vicinity of the exhaust port 46a on the discharge side.

The air sucked into the air duct 41 by the exhaust fan 40 is blown to the compression portion 16 of the compressor 12 through the exhaust ports 46a and 49a (see Y7 in FIG. 5). That is, the air duct 41 (air cooler 14) is arranged on the upstream side of the airflow generated by the exhaust fan 40, and the compressor 12 is arranged on the downstream side.
Here, the opening directions of the exhaust ports 46a and 49a are along the vehicle width direction. That is, the air discharged from the air duct 41 is blown to the compression unit 16 along the vehicle width direction. Therefore, it is not easily affected by the running wind of the railway vehicle 100. Moreover, the cover 5 covers the compression device 2, the aftercooler 3, and the control unit 4. Therefore, the air discharged from the air duct 41 can be reliably blown to the compression unit 16.

Further, the exhaust ports 46a and 49a are arranged at a size that overlaps the entire heat radiating fins 22 and 23 provided in the compression unit 16 when viewed from the vehicle width direction and at a position that overlaps the entire heat radiation fins 22 and 23. There is. Therefore, air is evenly sprayed on the entire heat radiating fins 22 and 23 of the compression unit 16. Further, the heat radiation fins 22 extend in the vehicle width direction and are arranged side by side in the vertical direction. Therefore, the heat radiation fins 22 do not obstruct the flow of air discharged from the air duct 41, and the heat radiation fins 22 efficiently dissipate heat from the compression unit 16.

By the way, as described above, the temperature of the compression unit 16 is higher on the radial inside where the discharge port 27 is arranged than on the radial outside where the suction ports 28a and 28b are arranged. That is, the radial outer side of the compression portion 16 is a low temperature portion, and the radial inner side of the compression portion 16 is a high temperature portion having a higher temperature than the low temperature portion. Here, since the air duct 41 is composed of three layers (intermediate duct 43, heat exhaust ducts 44a, 44b), it is in the middle at a position corresponding to the radial center of the compression portion 16 (a position corresponding to the high temperature portion). Air having a temperature lower than that of the exhaust heat ducts 44a and 44b is blown from the duct 43. That is, the compression unit 16 is efficiently cooled while promoting heat dissipation of the cooling units 42a and 42b by blowing relatively low temperature air near the center of the compression unit 16 in the radial direction where the temperature is high. ..

Next, a case where the compression device 2 is stopped will be described.
When stopping the compressor 12 of the compressor 2, the control unit 4 determines whether or not a predetermined time has elapsed after the compressor 12 is stopped (step ST30 in FIG. 10).
If the determination in step ST30 is "No", that is, the predetermined time has not elapsed since the compressor 12 was stopped, the determination in step ST30 is continued.
When the determination in ST30 is "Yes", that is, when a predetermined time elapses after the compressor 12 is stopped, the control unit 4 stops the air cooler 14 (step ST40 in FIG. 10). Specifically, the current supply to the Pelche element 51 of the air cooler 14 is stopped, and the exhaust fan 40 is stopped. As a result, the operation of the compression device 2 is completed.

It is desirable that the predetermined time after the compressor 12 is stopped is the time when the temperature of the compression unit 16 drops to the predetermined temperature. The compressor 12 is provided with a sensor (not shown) that detects the temperature of the compression unit 16, and outputs the detection result of this sensor to the control unit 4 as a signal. The control unit 4 stops the air cooler 14 based on the signal output from the sensor.

As described above, the above-mentioned compression device 2 includes an air cooler 14 that supplies the compressor 12. The air cooler 14 includes an upper cooling unit 42a and a lower cooling unit 42b. Each cooling unit 42a, 42b has a cooling suction port 53 and a cooling discharge port 57. Then, the air cooled by the cooling units 42a and 42b is supplied to the compressor 12 via the cooling discharge port 57 and the suction ports 28a and 28b. Therefore, the temperature rise of the compressed air by the compressor 12 can be suppressed, and the compression efficiency of the compression device 2 can be improved.

Further, since the cooling discharge port 57 has a discharge mounting port 59, the discharge mounting port 59 and the suction ports 28a and 28b of the compressor 12 can be easily connected via the air flow paths 60a and 60b. can. Therefore, cooled air can be supplied to the suction ports 28a and 28b of the compressor 12. Therefore, the temperature rise of the compressed air can be suppressed, the compression efficiency can be increased, and the drive efficiency of the compression device 2 to which the air cooler 14 is attached can also be increased.

The air cooler 14 includes an exhaust fan 40 that exhausts heat from each of the cooling units 42a and 42b and cools the compression unit 16 of the compressor 12 from the outside. Therefore, the exhaust fan 40 can promote heat dissipation of the cooling units 42a and 42b, and further promote cooling of the compressor 12. Therefore, the compression efficiency of the compression device 2 can be further increased.
Further, the air duct 41 (air cooler 14) is arranged on the upstream side of the airflow generated by the exhaust fan 40, and the compressor 12 is arranged on the downstream side. Therefore, the air used for exhaust heat of the cooling units 42a and 42b can be used to cool the compressor 12 from the outside, and one exhaust fan 40 can save space and effectively compress the compressor. 12 can be cooled.

The air cooler 14 includes two cooling units 42a and 42b (upper cooling unit 42a and lower cooling unit 42b) so as to correspond to the two suction ports 28a and 28b provided in the compression unit 16. Therefore, the temperature rise of the compressed air due to the compressor 12 can be reliably suppressed.
A total of two heat sinks 50 (radiating fins 50b) provided in the cooling units 42a and 42b can suppress the temperature rise of the two cooling units 42a and 42b while reliably suppressing the temperature rise of the compressed air by the compressor 12. ..

The air cooler 14 includes a blower duct 41 for passing air from the exhaust fan 40. The blower duct 41 is arranged between the heat exhaust ducts 44a and 44b arranged side by side in the cooling portions 42a and 42b and the heat exhaust ducts 44a and 44b (corresponding to the heat exhaust ducts 44a and 44b). It is composed of three layers, an intermediate duct 43 (arranged on the side opposite to the cooling portions 42a and 42b). The intermediate duct 43 is partitioned from the heat exhaust ducts 44a and 44b by the intermediate duct 43 itself, and heat transfer between the intermediate duct 43 and the heat exhaust ducts 44a and 44b is suppressed. Therefore, the temperature of the wind passing through the intermediate duct 43 and the temperature of the wind passing through the exhaust heat ducts 44a and 44b can be made different from each other, and the exhaust fan 40 promotes heat dissipation of the cooling portions 42a and 42b while promoting the heat dissipation of the compressor. 12 can be cooled efficiently.

The compression unit 16 of the compressor 12 is a so-called scroll type compression unit having a swing scroll 18 and a fixed scroll 19. The intermediate duct 43 is arranged at a position (high temperature portion) corresponding to the radial center where the temperature is relatively high in the compression portion 16. The heat exhaust ducts 44a and 44b are arranged at positions (low temperature portions) corresponding to the radial outer side where the temperature is relatively low in the compression portion 16. Since the air flowing through the exhaust heat ducts 44a and 44b also dissipates heat from the cooling portions 42a and 42b, the temperature is slightly higher than that of the air flowing through the intermediate duct 43. In this way, by blowing air having a low temperature as much as possible to a portion where the temperature of the compression unit 16 is high, it is possible to more efficiently cool the compressor 12 while promoting heat dissipation of the cooling units 42a and 42b. ..

The exhaust ports 46a and 49a of the ventilation duct 41 are arranged at positions that overlap with the entire heat radiating fins 22 and 23 provided in the compression unit 16 when viewed from the vehicle width direction and overlap with the entire heat radiating fins 22 and 23. Has been done. Therefore, air can be evenly blown to the entire heat radiating fins 22 and 23 of the compression unit 16, and the compressor 12 can be cooled more efficiently.

The exhaust fan 40 is an axial fan, and the motor shaft 40d of the exhaust fan 40 and the eccentric shaft 91 of the compressor 12 are separate. The rotation axis C2 of the exhaust fan 40 and the rotation axis C1 of the compressor 12 are parallel to each other. The exhaust fan 40 is arranged in the axial direction of the eccentric shaft 91 of the compressor 12 on the side opposite to the compression portion 16 (oscillating scroll 18 and fixed scroll 19). Therefore, in order to blow air to the compression unit 16 by the exhaust fan 40, as compared with the case where the rotation axis C2 of the exhaust fan 40 and the rotation axis C1 of the compressor 12 are orthogonal to each other, air is blown without forming wasted space. The duct 41 can be arranged. That is, the air duct 41 can be formed in an L shape when viewed from the vertical direction, and the entire compression device 2 can be miniaturized without forming a wasted space as the entire compression device 2. While the entire compression device 2 is miniaturized, a sufficient space (length of the air duct 41) for cooling the outside air can be secured by the cooling units 42a and 42b. Therefore, the compressor 12 can be sufficiently cooled.

Each cooling unit 42a, 42b includes a Perche element 51. The air passing through the cooling portions 42a and 42b is cooled by using the Perche element 51. Therefore, each of the cooling units 42a and 42b can have a simple structure. By directing the heat radiating surface 51a side of the pelche element 51 to the heat sink 50 (heat radiating fin 50b) side, heat dissipation of the pelche element 51 itself can be promoted, and the function of the pelche element 51 can be fully exhibited.

The cooling duct 52 of each of the cooling portions 42a and 42b has a cooling flow having a meandering flow path 66 meandering from the cooling suction port 53 to the cooling discharge port 57 by the first partition plate 63 and the second partition plate 64. Road 65 is formed. Six perche elements 51 are arranged on the entire surface of the meandering flow path 66 projected onto the upper wall surface 48c of the upper heat exhaust duct 44a and the lower wall surface 48e of the lower heat exhaust duct 44b. With such a simple structure, it is possible to prevent the air flow from being short-cut from the cooling suction port 53 to the cooling discharge port 57. Further, the staying time of the air in the cooling duct 52 in which the Perche element 51 is arranged can be extended, and the air can be sufficiently cooled by the Perche element 51.

The flow path cross-sectional area of the cooling flow path 65 of the cooling duct 52 is larger than the flow path cross-sectional area of the precooler 13, that is, the flow path cross-sectional area of the cooling pipe 34 of the precooler 13. Therefore, the suction resistance of air by the compressor 12 can be suppressed as much as possible. Therefore, the drive efficiency of the compressor 12 can be improved.
The air flow path 56 connecting the cooling units 42a and 42b and the air suction unit 9 is branched from the air suction unit 9 through the control unit 4 and then branched into the suction attachment ports of the upper cooling unit 42a and the lower cooling unit 42b. It extends to 55. Therefore, air can be blown to the control unit 4, and heat dissipation of the control unit 4 can be promoted. Therefore, the drive efficiency of the compression device 2 can be increased, and as a result, the compression efficiency of the compression device 2 can be increased.

The air sucked into the air duct 41 by the exhaust fan 40 is blown to the compression portion 16 of the compressor 12 through the exhaust ports 46a and 49a (see Y7 in FIG. 5). Here, the opening directions of the exhaust ports 46a and 49a are along the vehicle width direction. That is, the air discharged from the air duct 41 is blown to the compression unit 16 along the vehicle width direction. Therefore, it is possible to suppress the influence of the traveling wind by the railway vehicle 100, and it is possible to stabilize the cooling performance of the compressor 12 regardless of the traveling state of the railway vehicle 100. Therefore, the temperature rise of the compressed air can be stably suppressed, the compression efficiency can be increased, and the drive efficiency of the compression device 2 can also be increased.

The cover 5 has a device storage chamber 5a for accommodating the compression device 2, the aftercooler 3, and the control unit 4, and an air introduction passage 5b provided on the outer side of the device storage chamber 5a in the vehicle width direction. Therefore, when the air is drawn into the air introduction passage 5b, it is not easily affected by the traveling wind by the railway vehicle 100, and the air can be smoothly drawn into the air introduction passage 5b. Moreover, while the air introduction port 7 is formed in the lower part of the air introduction passage 5b, the opening 6a through which the device storage chamber 5a and the air introduction passage 5b pass is formed in the upper part of the air introduction passage 5b. The cooling suction port 53 and the exhaust fan 40 of the air cooler 14 are located above the air introduction port 7. Therefore, it is possible to make it more difficult for dust contained in the air to enter the device storage chamber 5a and the air cooler 14.

In operating the compressor 2, the control unit 4 activates the cooling units 42a and 42b of the air cooler 14 in response to the start signal of the compressor 12. By such a method, the compressor 12 can suck the air cooled by the cooling units 42a and 42b. Therefore, the temperature rise of the compressed air can be suppressed, and the compression efficiency can be improved.
Further, by activating the cooling units 42a and 42b in response to the start signal of the compressor 12, the power consumption for operating the compressor 2 can be reduced. Therefore, the driving efficiency of the compression device 2 can be improved.

In operating the compressor 2, the control unit 4 stops the air cooler 14 when a predetermined time elapses after the compressor 12 is stopped. By using such a method, the temperature of the compression unit 16 can be surely lowered to a predetermined temperature. Therefore, damage or the like caused by the high heat of the compressor 12 can be reliably prevented.

[Modification example]
The present invention is not limited to the above-described embodiment, and includes various modifications to the above-described embodiment without departing from the spirit of the present invention.

For example, in the above-described embodiment, the compression device 2 includes an air flow path 56 that is branched from the air suction unit 9 through the control unit 4 and extends to the suction attachment ports 55 of the upper cooling unit 42a and the lower cooling unit 42b. The case was explained. However, the present invention is not limited to this, and as shown by a two-point chain line in FIG. 3, the compression device 2 directly connects the air suction portion 9 with the suction attachment ports 55 of the upper cooling portion 42a and the lower cooling portion 42b. An air flow path (claim control) extending from the air flow path 156 and each discharge attachment port 59 of the upper cooling unit 42a and the lower cooling unit 42b to the corresponding suction ports 28a and 28b of the compression device 2 after passing through the control unit 4. Example of cooling unit) 157a, 157b may be provided. That is, an air flow path 157 may be provided between the compressor 12 and the air cooler 14. With such a configuration, cooling of the control unit 4 can be promoted. Since the temperature of the control unit 4 is lower than that of the compressor 16 of the compressor 12, even when the air containing the heat of the control unit 4 is used for cooling the compressor 12, the compressor 12 is sufficiently cooled. can do. By effectively cooling the control unit 4 and the compressor 12 in this way, the drive efficiency of the compressor 2 as a whole can be improved.

The air flow paths 157a and 157b correspond to the first flow path 158 provided between each discharge attachment port 59 of the upper cooling unit 42a and the lower cooling unit 42b and the control unit 4, and the control unit 4 and the compression device 2. It is composed of a second flow path 159 provided between the suction ports 28a and 28b. The control unit 4 can be further cooled by blowing the cooled air discharged from the cooling units 42a and 42b onto the control unit 4. That is, each of the air flow paths 157a and 157b has a function of sending the air cooled by the cooling units 42a and 42b to the compressor 12, and also has a function of a control cooling unit that cools the control unit 4. Even in such a case, the temperature of the air supplied to the compression unit 16 can be lowered below the temperature of the outside air. In addition to this, by cooling the control unit 4, the drive efficiency of the compression device 2 can be improved.

In the above-described embodiment, the case where the air cooler 14 includes two cooling units 42a and 42b of the upper cooling unit 42a and the lower cooling unit 42b has been described. However, the present invention is not limited to this, and the air cooler 14 may include only one of the cooling units 42a and 42b.
In the above-described embodiment, for example, a case where two compression units 1 are provided in one railroad vehicle 100 has been described. However, the present invention is not limited to this, and one railroad vehicle 100 may be provided with two or more compression units 1.

In the above-described embodiment, the case where the perche element 51 is provided in each of the cooling portions 42a and 42b of the air cooler 14 and the air is cooled in the cooling duct 52 by the perche element 51 has been described. However, the present invention is not limited to this, and the cooling duct 52 may be cooled by a refrigerant generated by another compressor instead of the Pelche element 51, whereby the air may be cooled in the cooling duct 52.

In the above-described embodiment, the case where the compression device 2 generates compressed air has been described. However, the present invention is not limited to this, and the compression device 2 may compress a gas such as a gas instead of air.
In the above-described embodiment, the compression unit 16 of the compressor 12 is a so-called scroll-type compression unit having a swing scroll 18 housed in the compression case 24 and a fixed scroll 19 fixed to the compression case 24. The case was explained. However, the present invention is not limited to this, and various compressors can be used instead of the scroll type.

In the above-described embodiment, when the compressor 12 is started, a current is supplied to the Pelche element 51, the exhaust fan 40 is started, and the electric fan 10 of the air suction unit 9 is started. However, the present invention is not limited to this, and the perche element 51, the exhaust fan 40, and the electric fan 10 may be driven in advance regardless of the activation of the compressor 12.

In the above-described embodiment, the air cooler 14 has two cooling units 42a and 42b (upper cooling unit 42a and lower cooling unit 42b) corresponding to the two suction ports 28a and 28b provided in the compression unit 16. The case of preparing was explained. However, the present invention is not limited to this, and the air cooler 14 may be provided with at least one of the upper cooling unit 42a and the lower cooling unit 42b.

In the above-described embodiment, the ventilation duct 41 includes the heat exhaust ducts 44a and 44b arranged side by side in the cooling portions 42a and 42b, and the intermediate duct 43 arranged between the heat exhaust ducts 44a and 44b. The case where it is composed of three layers is described. However, the present invention is not limited to this, and the ventilation duct 41 may include at least one heat exhaust duct 44a, 44b and one intermediate duct 43 according to the number of cooling portions 42a, 42b.

In the above-described embodiment, the exhaust ports 46a and 49a of the ventilation duct 41 are provided on the heat radiating fins 22 provided on the back surface 20a of the swing-side disk 20 and the back surface 21a of the fixed-side disk 21 when viewed from the vehicle width direction. A case has been described in which the size overlaps with the entire heat radiation fins 23 and the heat radiation fins 22 and 23 are arranged at a position overlapping with the entire heat radiation fins 22 and 23. In other words, the case where the exhaust ports 46a and 49a are arranged toward the back surface 20a of the swing-side disk 20 and the back surface 21a of the fixed-side disk 21 has been described. However, the present invention is not limited to this, and the exhaust ports 46a and 49a may be arranged toward at least one of the back surface 20a of the swing-side disk 20 and the back surface 21a of the fixed-side disk 21.

In the above-described embodiment, the case where the rotation axis C2 of the exhaust fan 40 and the rotation axis C1 of the compressor 12 are parallel has been described. However, the present invention is not limited to this, and the rotation axis C2 of the exhaust fan 40 and the rotation axis C1 of the compressor 12 may be in the same direction.

In the above-described embodiment, the case where the air passing through the heat exhaust ducts 44a and 44b and the intermediate duct 43 constituting the air duct 41 is blown to the compressor 12 has been described. However, the present invention is not limited to this, and the wind discharged from the two types of ducts 43, 44a, 44b may be blown to different ducts depending on the application. For example, only the air passing through the intermediate duct 43 may be blown to the compressor 12, and the air passing through the heat exhaust ducts 44a and 44b may be blown to another device.

1 ... Vehicle compressor unit, 2 ... Compressor, 4 ... Control unit, 5 ... Cover, 7 ... Air inlet, 12 ... Compressor, 13 ... Precooler (other gas cooler), 14 ... Air cooler ( Gas cooler), 18 ... rocking scroll, 19 ... fixed scroll, 20 ... rocking side disk, 20a ... back surface (face), 21 ... fixed side disk, 21b ... back surface (face), 28a, 28b ... suction Port (compression suction port), 34 ... Cooling pipe (cooling flow path), 40 ... Exhaust fan, 40d ... Motor shaft (exhaust fan drive shaft), 41 ... Blower duct, 42a ... Upper cooling unit, 42b ... Lower cooling unit , 43 ... Intermediate duct, 44a ... Upper heat exhaust duct (exhaust duct), 44b ... Lower heat exhaust duct (exhaust duct), 46 ... Arc intermediate duct, 46a ... Exhaust port (intermediate duct exhaust port), 49 ... Arc heat exhaust duct part, 49a ... Exhaust port (exhaust port of heat exhaust duct), 51 ... Perche element, 51a ... Heat dissipation surface, 51b ... Heat absorption surface, 52 ... Cooling duct, 52b ... One side surface (blocking plate), 52c ... Other side surface (blocking plate), 53 ... Cooling suction port, 56 ... Air flow path (flow path, control cooling unit), 57 ... Cooling discharge port, 59 ... Discharge attachment port (connecting part), 61 ... Straight flow path, 62 ... Folded flow path, 63 ... 1st partition plate, 64 ... 2nd partition plate, 66 ... Serpentine flow path (serpentine part), 91 ... Eccentric shaft (drive shaft of compressor), 100 ... Railway vehicle (vehicle), 157a, 157b ... Air flow path (control cooling unit), 158 ... First flow path, 159 ... Second flow path, C1, C2 ... Rotation axis

Claims (16)

A gas cooler that cools the external gas and supplies the cooled gas to the compressor,
The compressor that compresses the cooled gas, and
A compression device equipped with. The compression device according to claim 1, further comprising a heat radiating unit that dissipates heat generated by the operation of the gas cooler. The compression device according to claim 2, wherein the heat radiating unit is a fan. The compression device according to claim 3, wherein the gas cooler is arranged on the upstream side of the air flow generated by the fan, and the compressor is arranged on the downstream side. The compression device according to any one of claims 2 to 4, wherein the heat radiating unit includes one fan and two fins, and cools the two fins with one fan. The fan according to any one of claims 3 to 5, wherein the fan blows air to a first duct that cools the gas cooler and a second duct in which heat transfer from the first duct is suppressed. Compressor. The exhaust port of the first duct is arranged toward the low temperature part of the compressor.
The compression device according to claim 6, wherein the exhaust port of the second duct is arranged toward a high temperature portion having a temperature higher than that of the low temperature portion of the compressor. The compressor
Fixed scroll and
A swing scroll that compresses the gas together with the fixed scroll,
Is a scroll compressor with
The low temperature portion is the radial outside of the fixed scroll and the rocking scroll.
The compression device according to claim 7, wherein the high temperature portion is inside the fixed scroll and the swing scroll in the radial direction. The fan is an axial fan,
The fan and the compressor are arranged so that their rotation axes are parallel to each other, and the fan is opposite to the fixed scroll and the swing scroll of the compressor in the direction of the rotation axis. Is placed,
The first duct and the second duct are L-shaped from the fan toward the fixed scroll and the swing scroll when viewed from the direction of the rotation axis and the direction orthogonal to the arrangement direction of the fan and the compressor. The compressor according to claim 8, which extends to. The gas cooler includes a Perche element.
The compression device according to any one of claims 2 to 9, wherein the perche element is arranged so that the heat radiation surface of the perche element faces the heat radiation portion. The gas cooler includes a cooling duct having a meandering portion that allows the gas to pass through and is routed while meandering.
The compression device according to claim 10, wherein the endothermic surface of the Pelche element faces the meandering portion. The compressed gas discharged from the compressor is cooled, and another gas cooler having a cooling flow path through which the compressed gas passes is provided.
The compression device according to claim 11, wherein the flow path cross-sectional area of the cooling duct is larger than the flow path cross-sectional area of the cooling flow path. A control unit that controls the drive of the compressor and
A control cooling unit that cools the control unit with the gas,
With
The compression device according to any one of claims 1 to 12, wherein the gas exhausted from the control cooling unit is supplied to the gas cooler. A control unit that controls the drive of the compressor and
A control cooling unit that cools the control unit with the gas,
With
The compression device according to any one of claims 1 to 12, wherein the control cooling unit is provided between the compressor and the gas cooler. A gas cooler that cools the external gas and supplies the cooled gas to the compressor,
The compressor that compresses the cooled gas, and
A heat radiating part that dissipates heat generated by the operation of the gas cooler,
With
The compressor
Fixed scroll and
A swing scroll that compresses the gas together with the fixed scroll,
Is a scroll compressor with
The heat radiating unit includes one fan and two fins, and one fan cools the two fins.
The fan blows air to a first duct that cools the gas cooler and a second duct in which heat transfer from the first duct is suppressed.
The exhaust port of the first duct is arranged so as to be radially outward of the fixed scroll and the swing scroll.
The exhaust port of the second duct is a compression device arranged toward the inside of the fixed scroll and the swing scroll in the radial direction. A vehicle compression device unit used for mounting the compression device according to any one of claims 1 to 15 on a vehicle.
The gas cooler includes a fan that dissipates heat generated by the operation of the gas cooler.
The blowing direction of the fan is a vehicle compression device unit along the vehicle width direction of the vehicle.

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