JPWO2012017939A1 - Air compressor for railway vehicles - Google Patents

Abstract

Provided is an air compressor for a railway vehicle that can suppress an increase in cost by suppressing an increase in size and complexity of the device and can avoid occurrence of oil emulsification. Based on the detection results of the temperature sensor 26 that detects the oil temperature in the oil recovery unit 21 and the pressure sensor 27 that detects the air pressure of the air reservoir 19 that accumulates compressed air, the control device 30 performs normal operation mode or warm-up. Controls the operation state in the operation mode. In the normal operation mode, the compressor 12 is operated when the pressure value detected by the pressure sensor 27 is less than the first pressure value, and compression is performed when the detected pressure value is equal to or higher than the second high pressure value. The operation of the machine 12 is stopped. In the warm-up operation mode, when the temperature detected by the temperature sensor 26 is lower than a predetermined temperature and the detected pressure value is equal to or higher than the second pressure value, the compressor 12 is operated and the oil collector 21 is turned on. The exhaust valve 29 capable of releasing the compressed air that has passed through is operated to release the compressed air to the outside.

Description

  The present invention relates to an air compressor for a railway vehicle that is installed in a railway vehicle and generates compressed air used in the railway vehicle.

  As an air compressor for a railway vehicle that is installed in a railway vehicle and generates compressed air used in the railway vehicle, one disclosed in Patent Document 1 is known. The railway vehicle air compressor disclosed in Patent Document 1 is configured as a device that generates compressed air by compressing air with oil and then separating the oil from the compressed air. Thereby, this air compressor for rail vehicles is comprised so that sealing and lubrication with an oil film can be performed.

  In addition, in the railway vehicle air compressor disclosed in Patent Document 1, in order to avoid the emulsification (emulsification) of oil that occurs when the temperature of the oil is low, an electrical device for preheating the oil is provided. A preheating device is provided.

Special table 2009-529112

  In an air compressor for a railway vehicle that generates compressed air using oil as disclosed in Patent Document 1, it is necessary to suppress oil emulsification at low temperatures that affects the operation of the compressor. A preheating device is provided. However, since the preheating device is provided, the size and complexity of the device are increased, and the cost is increased. In addition, when a failure of the preheating device occurs, it becomes impossible to avoid emulsification of the oil at a low temperature, thereby affecting the operation of the compressor.

  In view of the above circumstances, the present invention can suppress an increase in cost by suppressing an increase in size and complexity of the device, and can avoid the occurrence of oil emulsification. The purpose is to provide.

  A railcar air compressor according to a first aspect of the present invention for achieving the above object is a railcar air compressor that is installed in a railcar and generates compressed air used in the railcar. A compressor for compressing air, an oil supply path for supplying oil to the compressor, and an oil tank, in which compressed air compressed with oil is induced, and the compressed air thus induced The oil is separated from the oil tank and collected in the oil tank and communicated with the oil supply path, the temperature sensor for detecting the temperature of the oil in the oil collector, and the compressed air that has passed through the oil collector Based on the detection results of the pressure sensor for detecting the air pressure in the air reservoir that accumulates the pressure, the exhaust valve that can discharge the compressed air that has passed through the oil collector, and the temperature sensor and the pressure sensor, And and a control unit for controlling the operating state at atmospheric operating mode and any mode of operation of the warm-up operation mode. In the railcar air compressor according to the first aspect of the present invention, in the normal operation mode, the detected pressure value, which is a pressure value detected by the pressure sensor, is less than a predetermined first pressure value. The warm-up operation is configured as an operation mode for operating the compressor and stopping the operation of the compressor when the detected pressure value is equal to or higher than a predetermined second pressure value higher than the first pressure value. In the mode, when the detected temperature, which is the temperature detected by the temperature sensor, is lower than a predetermined temperature and the detected pressure value becomes equal to or higher than the second pressure value, the compressor is operated. The operation mode is configured to operate the exhaust valve to release compressed air to the outside.

  According to the present invention, the operating state of the rail car air compressor configured as a device that generates compressed air by separating the oil from the compressed air after compressing the air with the oil is controlled by the control device in the normal operation mode and It is controlled in one of the warm-up operation modes. Then, when the detected pressure value, which is the air pressure in the air reservoir, is less than the predetermined first pressure value, the compressor is operated to accumulate the compressed air in the air reservoir, and the detected pressure value is the second pressure with a higher pressure. The operation in the normal operation mode is performed so that the operation of the compressor is stopped when the value becomes equal to or greater than the value. On the other hand, when the detected temperature, which is the oil temperature in the oil recovery device, is lower than the predetermined temperature and the detected pressure value is equal to or higher than the second pressure value, the compressor is discharged while discharging compressed air to the outside via the exhaust valve. The operation in the warm-up operation mode is performed so as to operate. For this reason, when the air pressure in the air reservoir decreases, the compressed air is preferentially accumulated in the air reservoir in the normal operation mode. On the other hand, when the air pressure in the air reservoir is secured and the oil temperature is low, the oil temperature is raised by the heat generated by the air compression in the warm-up operation mode, thereby avoiding the occurrence of oil emulsification. . Therefore, according to the air compressor for a railway vehicle of the present invention, oil emulsification is prevented from occurring in the warm-up operation mode, and the preheating device as disclosed in Patent Document 1 is not necessary. And since a preheating apparatus becomes unnecessary, the enlargement and complexity of an apparatus can be suppressed and the increase in cost can be suppressed.

  Therefore, according to the present invention, it is possible to provide an air compressor for a railway vehicle that can suppress an increase in cost by suppressing an increase in size and complexity of the device and can avoid occurrence of oil emulsification. Can do.

  A railcar air compressor according to a second aspect of the present invention is the railcar air compressor of the first aspect of the present invention, wherein the control device controls the operating state in the warm-up operation mode while the detected pressure value is the first. When the pressure value is less than, the operation state is controlled by switching to the normal operation mode regardless of the detected temperature.

  According to the present invention, even during operation in the warm air operation mode, when the air pressure in the air reservoir becomes less than the first pressure value, the operation mode is shifted to the normal operation mode, and the air pressure in the air reservoir is reliably ensured. For this reason, even during operation in the warm air operation mode, the air pressure in the air reservoir is ensured to be equal to or higher than a predetermined pressure, and supply of compressed air to pneumatic equipment such as braking equipment in a railway vehicle is insufficient. Is surely prevented.

  A railcar air compressor according to a third aspect of the present invention is the railcar air compressor of the first or second aspect, wherein the control device is configured to detect the detected pressure value while controlling the operating state in the warm air operation mode. When the pressure becomes a predetermined third pressure value higher than the second pressure value, the operation state is controlled by switching to the normal operation mode regardless of the detected temperature.

  According to this invention, the exhaust valve fails and remains closed, and compressed air is not released outside during operation in the warm-up operation mode, and the air pressure in the air reservoir becomes high. Even if it is a case, when it becomes more than 3rd pressure value, it will transfer to normal operation mode. For this reason, even if a failure of the exhaust valve occurs, it is reliably prevented that the air pressure in the air reservoir becomes excessively high.

  ADVANTAGE OF THE INVENTION According to this invention, while suppressing the enlargement and complication of an apparatus, the increase in cost can be suppressed, and it can avoid that oil emulsification generate | occur | produces, and the railway vehicle air compressor can be provided. .

1 is a system diagram schematically showing a system configuration of an air compressor for a railway vehicle according to an embodiment of the present invention. It is a flowchart for demonstrating the action | operation of the air compressor for railway vehicles shown in FIG. It is a flowchart for demonstrating the action | operation of the air compressor for railway vehicles shown in FIG. It is a schematic diagram of the time chart illustrated in order to demonstrate the action | operation of the air compressor for railway vehicles shown in FIG.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. The present embodiment is an air compressor for a railway vehicle that is installed in a railway vehicle and generates compressed air that is used in the railway vehicle, and separates the oil from the compressed air after compressing the air with the oil. Therefore, the present invention can be widely applied to an air compressor for railway vehicles that generates compressed air.

  FIG. 1 is a system diagram schematically showing a system configuration of a railway vehicle air compressor 1 (hereinafter also simply referred to as “air compressor 1”) according to an embodiment of the present invention. The air compressor 1 shown in FIG. 1 is installed in a railway vehicle (not shown). And the compressed air produced | generated in this air compressor 1 is used in order to operate pneumatic equipment, such as braking equipment, in a railway vehicle. In addition, this air compression apparatus 1 is installed in each vehicle in the formation of a railway vehicle, for example.

  1 includes a housing case 11, a compressor 12, a compressor drive unit 13, a coupling 14, a coupling case 15, a cooling fan 16, an after cooler 17, an air suction unit 18, an original air reservoir ( (Air reservoir in this embodiment) 19, oil supply path 20, oil recovery device 21, oil separation element 22, water-oil separator 23, dehumidifier 24, oil cooler 25, temperature switch (temperature sensor in this embodiment) 26 , A pressure sensor 27, an oil temperature adjustment valve 28, an exhaust valve 29, a control device 30, and the like.

  The air compressor 1 is configured as a device that compresses the air sucked from the air suction portion 18 with the compressor 12 and cools it with the aftercooler 17 and then accumulates the compressed air in the original air reservoir 19. In addition, the air compression apparatus 1 includes an oil supply path 20, an oil recovery unit 21, an oil separation element 22, a water / oil separator 23, an oil cooler 25, and the like, and compresses after compressing air accompanied by oil. The apparatus is configured to generate compressed air by separating oil from air. Thereby, it is comprised so that the removal of compression heat, the sealing by an oil film, and lubrication can be performed. Hereinafter, each component in the air compressor 1 will be described in detail.

  The storage case 11 includes a compressor 12, a compressor drive unit 13, a coupling case 15, a cooling fan 16, an after cooler 17, an oil supply path 20, an oil recovery unit 21, an oil separation element 22, an oil separator 23, It is provided as a box-shaped housing that houses the dehumidifier 24, the oil cooler 25, the control device 30, and the like. And in this storage case 11, the air suction part 18 is installed in the wall part.

  The air suction portion 18 installed in the housing case 11 is provided as a mechanism for sucking air (outside air) compressed by the compressor 12 and is formed to communicate with the compressor 12. The air suction portion 18 is provided with a suction filter 18a that suppresses passage of dust such as dust when the sucked air passes.

  Further, the housing case 11 is provided with a filter portion 31 at a wall portion located on the upstream side of the flow of the cooling air generated by the cooling fan 16. This filter part 31 is provided as a wire mesh attached to the accommodation case 11, for example. Then, as the cooling fan 16 rotates, outside air serving as cooling air is sucked in through the filter unit 31. In FIG. 1, the flow of the sucked outside air and the air flow in a dry state are indicated by thick arrows that are white and have only an outer shape. Further, the flow of air containing oil droplets, water droplets, and water vapor is indicated by thick arrows in the hatched state. The oil flow is indicated by thin arrows.

  In addition, an original air reservoir 19 is installed outside the housing case 11. The original air reservoir 19 includes an air tank that accumulates compressed air that has been compressed by the compressor 12, passes through the oil recovery device 21, is separated, and is cooled by the aftercooler 17. A pressure sensor 27 is installed in the original air reservoir 19. The pressure sensor 27 is provided as a sensor that detects the air pressure in the original air reservoir 19 (that is, the pressure of the compressed air accumulated in the original air reservoir 19). The pressure sensor 27 is connected to the control device 30 so as to be able to output a signal. The pressure sensor 27 is configured to input a pressure value signal detected by the pressure sensor 27 to the control device 30.

  The compressor 12 communicates with the air suction portion 18 and is configured to compress air sucked from the outside via the air suction portion 18. The compressor 12 is configured to communicate with the air suction portion 18 through a suction valve 32 formed integrally with the compressor body. The suction valve 32 includes a valve body, a valve seat on which the valve body can be seated and separated, and a spring that biases the valve body in a direction to seat the valve body on the valve seat. Then, when the compressor 12 is activated and the compressor 12 side becomes negative pressure, the valve body separates from the valve seat against the spring force of the spring by the pressure of the outside air, and air is sucked into the compressor 12. It will be.

  The compressor 12 is provided as, for example, a screw type air compressor having a pair of screws that rotate in opposite directions to compress air. Inside the compressor main body in which the screw is disposed, the air pressure rises from a portion communicating with the suction valve 32 to a portion communicating with the oil recovery device 21. In the present embodiment, the case where the compressor 12 is provided as a screw type air compressor has been described as an example, but this need not be the case. The compressor 12 is a scroll type air compressor, or a reciprocating type air compressor in which the rotational driving force from the compressor driving unit 13 is converted into a reciprocating driving force via a crankshaft and transmitted and driven, Etc. may be provided.

  The compressor drive unit 13 includes an electric motor 13 a and is provided as a drive mechanism that rotationally drives the compressor 12. The electric motor 13a is configured to operate based on a command signal from the control device 30, with power supplied being controlled by a drive device (not shown). In this embodiment, the case where the compressor driving unit 13 is provided as a driving mechanism that is provided only with the electric motor 13a and is not provided with a reduction gear portion is illustrated, but this need not be the case. That is, the compressor drive unit 13 may be provided as a motor with a speed reducer including a speed reducer portion connected to the electric motor 13a.

  The coupling 14 is configured to connect the compressor driving unit 13 and the compressor 12 to transmit the driving force of the compressor driving unit 13 to the compressor 12, and is provided as a shaft coupling, for example. . The coupling case 15 is provided as a box-like body that accommodates the coupling 14. The coupling case 15 is disposed between the compressor 12 and the compressor driving unit 13 and is coupled to the compressor 12 and the compressor driving unit 13.

  The cooling fan 16 is attached to the compressor driving unit 13 at the end opposite to the side to which the coupling 15 is connected. The cooling fan 16 is provided as an axial fan and includes a propeller portion and a cylindrical case portion (not shown) installed around the propeller portion. And the cooling fan 16 is installed so that the driving force of the rotating shaft of the electric motor 13a may be transmitted to the propeller unit on the side opposite to the coupling side. As described above, the cooling fan 16 is rotationally driven by the driving force from the electric motor 13 a, and thereby is configured to generate a flow of cooling air by the air sucked from the filter unit 31. In the present embodiment, the case where the cooling fan 16 is an axial fan is illustrated, but this need not be the case, and other forms of cooling fans such as a sirocco fan can be used.

  The aftercooler 17 is provided as a heat exchanger that cools the compressed air that has been compressed by the compressor 12 and remains compressed. The aftercooler 17 is disposed on the upstream side of the flow of cooling air generated by the cooling fan 16 with respect to the cooling fan 16 (note that FIG. 1 is a schematic diagram schematically showing a housing case. 11 does not specify the arrangement of the after-cooler 17 within 11). Thereby, the aftercooler 17 is cooled from the outside by the cooling air generated by the cooling fan 16, and the compressed air passing through the inside of the aftercooler 17 is further cooled. The aftercooler 17 is integrally formed with an oil cooler 25 described later. Further, the aftercooler 17 may be disposed on the downstream side of the cooling air flow generated by the cooling fan 16 with respect to the cooling fan 16.

  The oil recovery unit 21 includes an oil-filled compressed air discharge path 21a and an oil tank 21b. The oil-filled compressed air discharge path 21a is provided as a path communicating with the compressor 12 and the oil tank 21b. The compressed air compressed with oil in the compressor 12 is guided to the oil tank 21b via the oil-containing compressed air discharge path 21a, and the oil discharged from the oil-containing compressed air discharge path 21a together with the compressed air is oil. It will be collected in the tank 21b.

  Moreover, the separator 33 is installed in the discharge part in the oil tank 21b in the compressed air discharge path 21a containing oil. When the compressed air with oil is guided through the oil-containing compressed air discharge path 21a and discharged from the discharge portion, the oil is separated from the compressed air by the separator 33 and scattered in the oil tank 21b. It falls by gravity and is collected in the oil tank 21b. The oil tank 21b is in a state where the recovered oil 34 is stored.

  The temperature switch 26 is provided as a temperature sensor that detects an oil temperature that is the temperature of the oil 34 in the oil tank 21b. Whether or not the oil temperature in the oil tank 21b is lower than a predetermined temperature that is a criterion for controlling the operation state in the control device 30 based on the detection result of the temperature switch 26 as the temperature sensor. Will be judged. The temperature switch 26 is connected to the control device 30 when the detected temperature, which is the temperature detected by the temperature switch 26 as the oil temperature in the oil tank 21b, is lower than a predetermined temperature or higher than a predetermined temperature. On the other hand, the switch is configured to output an on / off signal. In the temperature switch 26, a differential between the ON signal output temperature and the OFF signal output temperature may be appropriately set in order to suppress the occurrence of chattering in the vicinity of a predetermined temperature. Moreover, the temperature sensor comprised as forms other than a temperature switch may be used. For example, a temperature sensor configured to output a detected temperature signal to the control device 30 is used, and the control device 30 determines whether or not the temperature is lower than a predetermined temperature based on the detected temperature signal. May be determined.

  The oil supply path 20 is installed so as to communicate with the oil tank 21b of the oil recovery unit 21 and the compressor 12, and is provided as a path for supplying oil from the oil tank 21b to the compressor 12. The oil supply path 20 is in communication with the compressor main body in the compressor 12 on the suction side communicating with the suction valve 32 and on the low pressure side where the pressure is low. The oil supply path 20 is configured to communicate with the oil tank 21b at a position lower than the oil level of the oil 34 in the oil tank 21b. Since the oil supply path 20 communicates with the compressor 12 and the oil tank 21b as described above, the compressed air discharged from the oil-filled compressed air discharge path 21a pushes down the oil level of the oil 34, whereby the oil supply path 20 The oil is supplied to the compressor 12 via. In the middle of the oil supply path 20, an oil filter 20 a as a filter element is disposed, and foreign matter in the oil tank 21 b (for example, a scum-like substance in which deteriorated oil is aggregated) is contained in the compressor 12. Is prevented from being supplied.

  The oil separation element 22 is disposed in a path that connects the oil tank 21 b of the oil recovery device 21 and the aftercooler 17, and is compressed from the compressed air that has been compressed with oil in the compressor 12 and passed through the oil recovery device 21. Furthermore, it comprises a filter element for separating oil. In the oil separation element 22, fine oil droplets that have not been collected by the oil collector 21 are separated from the compressed air.

  Further, a compressor communication path 35 is provided from the oil separation element 22 so as to extend toward the compressor 12 or the suction valve 29. The compressor communication path 35 is installed so as to communicate the lower part inside the housing portion of the oil separation element 22 and the compressor 12, and the oil separated by the oil separation element 22 is pushed up by the compressed air. It is configured to be supplied to the compressor 12. The compressor communication path 35 is provided with a throttle for suppressing the amount of compressed air passing therethrough.

  In addition, the path connecting the oil separation element 22 and the aftercooler 17 has a pressure-retaining check valve 36 that allows passage of compressed air at a predetermined pressure or higher to the aftercooler 17 side, and a pressure of the compressed air. And a safety valve 37 for releasing compressed air to the outside when the pressure exceeds an excessive pressure.

  The oil cooler 25 is provided so as to communicate with the oil tank 21 b side and the compressor 12 side in the oil supply path 20, and serves as a heat exchanger that can cool the oil in the oil tank 21 b and supply it to the oil supply path 20. Is provided. As described above, the oil cooler 25 is formed integrally with the aftercooler 17. The oil cooler 25 is disposed on the upstream side of the cooling air flow with respect to the cooling fan 16 (note that FIG. 1 is a schematic diagram schematically showing the oil cooler 25 in the housing case 11). Does not specify the placement of). And the oil which passes through the inside of the oil cooler 25 is cooled because the oil cooler 25 is cooled from the outside by the cooling air generated by the cooling fan 16. The oil cooler 25 may be disposed on the downstream side of the cooling air flow with respect to the cooling fan 16.

  As described above, the oil cooler 25 is provided so as to communicate with the oil supply path 20 at two locations, the side communicating with the oil tank 21 b and the side communicating with the compressor 12. Thereby, the oil cooler 25 takes in and cools a part of the oil flowing into the oil supply path 20 from the oil tank 21b through the oil path 38a branched from the oil supply path 20, and cools the cooled oil through the oil path 38b. Then, it is configured to return to the oil supply path 20. The flow of the oil returning to the oil supply path 20 after being cooled by the oil cooler 25 is performed by the compressed air discharged from the oil-containing compressed air discharge path 21 a pushing down the oil surface of the oil 34.

  An oil temperature adjusting valve that can be switched between a communication position where the oil inlet to the oil path 38a is in communication and a cutoff position where the oil supply path 20 and the oil path 38a communicate with each other is cut off. 28 is installed. The oil temperature adjusting valve 28 is configured as, for example, a self-supporting valve mechanism that is operated by wax or a bimetal mechanism that changes in volume depending on the temperature, and can control the oil temperature in the oil tank 21b without being controlled by the control device 30. It is configured to operate independently in response. That is, the oil temperature adjustment valve 28 is configured to be switched independently to either the communication position or the shut-off position according to the oil temperature in the oil tank 21b. As a result, the oil temperature adjustment valve 28 switches between the state in which the oil is circulated in the oil cooler 25 and the state in which the oil is not circulated in accordance with the oil temperature in the oil tank 21b to change the oil temperature in the oil tank 21b. Configured to adjust. The operation of the oil temperature adjusting valve 28 is controlled so that the oil temperature in the oil tank 21b does not exceed a predetermined temperature, and the oil is prevented from being oxidized due to the oil temperature being too high. Become.

  The water-oil separator 23 is disposed in a path that connects the aftercooler 17 and the dehumidifier 24 and includes a plurality of filter elements that separate moisture and oil from the compressed air cooled by the aftercooler 17. It is configured. In the water / oil separator 23, moisture is separated from the compressed air, and a small amount of oil that has not been separated in the oil separation element 22 is also separated from the compressed air. The water and oil separated in the water / oil separator 23 are discharged from the drain valve 39.

  The exhaust valve 29 is configured as a valve capable of releasing compressed air that has passed through the oil recovery device 21 and the aftercooler 17 to the outside, and is provided as, for example, an electromagnetic valve. The exhaust valve 29 is configured to operate based on a command signal from the control device 30. The exhaust valve 29 is opened when it is in an excited state to release compressed air to the outside, and when the exhaust valve 29 is demagnetized, the operation is stopped and the valve is closed to close the compressed air to the outside. Is configured to stop the release of gas. When the exhaust valve 29 is stopped and closed, the compressed air that has passed through the oil recovery unit 21 and the aftercooler 17 passes through the water / oil separator 23 and the dehumidifier 24 to the original air reservoir 19. It will be sent out and stored.

  The dehumidifier 24 is disposed between the water oil separator 23 and the original air reservoir 19, and a desiccant that further dehumidifies the compressed air from which water and oil have been separated by the water oil separator 23. The filter element included or a filter element for performing dehumidification of a hollow fiber membrane system is provided. In this dehumidifier 24, the final dehumidification is performed on the compressed air sent to the original air reservoir 19. A check valve 40 is provided in a path communicating from the dehumidifier 24 to the original air reservoir 19 to allow passage of compressed air having a predetermined pressure or higher to the original air reservoir 19 side.

  The control device 30 is provided as a control device that controls the operating state of the air compressor 1. The control device 30 includes, for example, a not-shown CPU (Central Processing Unit), a memory, an interface circuit, and the like, and is configured to be able to transmit and receive signals to and from a host controller (not shown). ing.

  The control device 30 is configured to be able to receive a signal from the temperature switch 26 and a signal from the pressure sensor 27 that detects the air pressure in the original air reservoir 19. The control device 30 is configured to control the operation of the compressor 12 by controlling the operation of the electric motor 13a. The control device 30 is configured to control the operation of the exhaust valve 29.

  Based on the detection results of the temperature switch 26 and the pressure sensor 27, the control device 30 changes the operation state of the air compressor 1 while switching the operation mode in one of the normal operation mode and the warm-up operation mode described later. Configured to control. Note that switching between the normal operation mode and the warm-up operation mode is performed based on the detected temperature that is the temperature detected by the temperature switch 26 and the detected pressure value that is the pressure value of the air pressure detected by the pressure sensor 27. Done in

  In the normal operation mode, the compressor 12 is operated when the pressure value detected by the pressure sensor 27 (that is, the air pressure in the original air reservoir 19) is less than a predetermined first pressure value, and the detected pressure value is The operation mode is configured to stop the operation of the compressor 12 when the pressure becomes equal to or higher than a predetermined second pressure value higher than the pressure value of 1. That is, in the normal operation mode, when the detected pressure value becomes less than the preset first pressure value, the operation of the electric motor 13a is started based on the command signal from the control device 30. The compressor 12 operates to generate compressed air. At this time, the exhaust valve 29 is demagnetized and the operation is stopped, and the closed state is maintained. The generated compressed air is accumulated in the original air reservoir 19. Then, when the detected pressure value increases and becomes equal to or higher than a preset second pressure value (for example, 880 kPa), the operation of the electric motor 13a is stopped based on a command signal from the control device 30. Thus, the compressor 12 is stopped, and the accumulation of the compressed air in the original air reservoir 19 is stopped.

  When compressed air accumulated in the original air reservoir 19 is consumed due to the operation of a pneumatic device such as a braking device in a railway vehicle, and the air pressure in the original air reservoir 19 decreases, the normal operation mode is performed as described above. When the operation is performed and the compressor 12 is operated, the compressed air is accumulated in the original air reservoir 19. In the normal operation mode, the compressor 12 is intermittently operated repeatedly according to the state of the air pressure drop in the original air reservoir 19, and the air pressure in the original air reservoir 19 is restored at any time.

  On the other hand, the warm-up operation mode is when the temperature detected by the temperature switch 26 (that is, the oil temperature in the oil tank 21b) is lower than a predetermined temperature, and the pressure value detected by the pressure sensor 27 is the second pressure described above. When the value exceeds the value, the compressor 12 is operated and the exhaust valve 29 is operated to release the compressed air to the outside. That is, when the detected temperature is lower than the predetermined temperature and the detected pressure value is equal to or higher than the second pressure value, the operating state is controlled as the warm-up operation mode, and the compressed air generated by the operation of the compressor 12 is converted into the oil collector. After passing through 21 and the aftercooler 17, the air is not accumulated in the original air reservoir 19 and is discharged to the outside from the exhaust valve 29.

  As described above, when the oil temperature in the oil tank 21b is low, the oil temperature is increased by the heat generated by the compression of the air by the compressor 12 due to the operation in the warm-up operation mode. The occurrence of emulsification (emulsification) is avoided. That is, since the operation rate of the rail vehicle air compressor 1 is generally low, the time when the oil temperature is low is shortened when the warm-up operation mode is present compared to the case where the warm-up operation mode is absent. Can do. As a result, the occurrence of emulsification (emulsification) of the oil 34 is avoided or eliminated at an early stage. Note that the control device 30 determines whether or not the detected temperature is lower than the predetermined temperature based on the on / off signal from the temperature switch 26 (that is, based on the detection result of the temperature switch 26). Will be.

  Further, the control device 30 relates to the temperature detected by the temperature switch 26 when the pressure value detected by the pressure sensor 27 becomes less than the first pressure value while controlling the operation state in the warm-air operation mode. First, the operation state is controlled by switching to the normal operation mode. That is, even when the warm air operation mode is being operated, when the air pressure in the original air reservoir 19 is reduced, the normal operation mode is set so that the compressed air is supplied to the original air reservoir 19. Switching will be performed. In this case, the control device 30 controls the operation state so that the compressor 12 is operated in a state where the operation of the exhaust valve 29 is stopped and closed, and the compressed air is accumulated in the original air reservoir 19. become.

  Further, the control device 30 controls the operation state in the warm-up operation mode when the pressure value detected by the pressure sensor 27 becomes equal to or higher than a predetermined third pressure value higher than the second pressure value. Regardless of the temperature detected by the temperature switch 26, the operation state is controlled by switching to the normal operation mode. That is, even during operation in the warm-up operation mode, if the air pressure in the original air reservoir 19 increases excessively, a failure occurs in the exhaust valve 29 and the valve cannot be opened (the valve remains closed). In order to prevent the operation in the warm-up operation mode from being continued in the state (2), switching to the normal operation mode is performed.

  Next, the operation of the above-described air compressor 1 will be described. First, the state in which the operation | movement which generate | occur | produces compressed air in the normal operation mode is performed in the air compressor 1 is demonstrated. In this state, first, air that is outside air is sucked from the air suction portion 18 by the negative pressure generated by the operation of the compressor 12. Then, the sucked air passes through the suction valve 32 opened by the pressure of the sucked air and flows into the compressor 12. At this time, the oil is supplied to the compressor 12 from the oil supply path 20 as described above, and the sucked air is compressed with the oil in the compressor 12.

  The compressed air compressed with oil passes through the oil-containing compressed air discharge path 21a, and is further discharged into the oil tank 21b through the separator 33. Further, the oil separated from the compressed air by the separator 33 is recovered in the oil tank 21b. The recovered oil is supplied to the compressor 12 through the oil supply path 20. That is, the oil circulates between the oil collector 21 and the compressor 12. When the oil temperature of the oil 34 in the oil tank 21b rises to a predetermined high temperature state, the oil temperature adjustment valve 28 is switched from the shut-off position to the communication position, and the oil cooler 25 cools the oil. Become.

  The compressed air discharged into the oil tank 21b passes through the oil separation element 22 and further oil is separated. Then, the compressed air that has passed through the oil separation element 22 is guided to the aftercooler 17 and cooled in the aftercooler 17. Further, the compressed air cooled by the aftercooler 17 is separated into water and oil in the water / oil separator 23, further dehumidified in the dehumidifier 24, and accumulated in the original air reservoir 19.

  Next, the operation mode switching flow of the air compressor 1 whose operation state is controlled by the control device 30 will be further described with reference to the flowcharts shown in FIGS. 2 and 3. When the operation of the air compressor 1 is started based on the command signal from the host controller, the control device 30 determines that the oil temperature in the oil tank 21b is a predetermined temperature based on the detection result of the temperature switch 26. It is determined whether or not it is less than (step S101).

  When the controller 30 determines that the oil temperature in the oil tank 21b is not lower than the predetermined temperature (that is, the oil temperature is equal to or higher than the predetermined temperature) (No in step S101), as shown in FIG. The operation is shifted to (Steps S102 to S108, S110 to S112). On the other hand, when the controller 30 determines that the oil temperature in the oil tank 21b is lower than the predetermined temperature (step S101, Yes), the operation in the warm-up operation mode (steps S201 to S208) is performed as shown in FIG. Will be migrated. In FIG. 2, the flow in the normal operation mode is surrounded by a broken line. In FIG. 3, the flow in the warm-up operation mode is shown surrounded by a broken line.

  As shown in FIG. 2, in the normal operation mode, first, in the control device 30, whether or not the air pressure in the original air reservoir 19 (that is, the pressure value detected by the pressure sensor 27) is equal to or higher than the third pressure value. Is determined (step S102). If the air pressure in the original air reservoir 19 is less than the third pressure value (step S102, No), it is further controlled whether or not the air pressure in the original air reservoir 19 is less than the first pressure value. The determination is made by the device 30 (step S103). Note that the case where the air pressure in the air reservoir 19 is equal to or higher than the third pressure value (step S102, Yes) will be described in relation to the flow of the warm-up operation mode, as will be described later.

  When the air pressure in the original air reservoir 19 is not less than the first pressure value (that is, the air pressure is equal to or higher than the first pressure value) (No in step S103), the air pressure in the original air reservoir 19 is sufficiently secured. The process after step S101 is repeated. On the other hand, if the air pressure in the original air reservoir 19 is less than the first pressure value (step S103, Yes), the control device 30 stops the operation of the exhaust valve 29 and closes it (step S104), and the compressor 12 is operated (step S105). Then, while the air pressure in the original air reservoir 19 is less than the second pressure value, the operation of the compressor 12 is continued (No at Step S106). As a result, when the air pressure in the original air reservoir 19 is less than the first pressure value, the compressed air generated by the compressor 12 accumulates in the original air reservoir 19 until the air pressure reaches the second pressure value. Done.

  When the air pressure in the original air reservoir 19 becomes equal to or higher than the second pressure value (step S106, Yes), the operation of the compressor 12 is stopped based on the command signal from the control device 30 (step S107). The operation in the normal operation mode is continued when the oil temperature in the oil tank 21b exceeds a predetermined temperature until the operation stop command signal from the host controller is transmitted to the control device 30. (Steps S101 to S108). Further, when the operation stop command signal from the host controller is received by the control device 30 (Yes in step S108), the operation of each device in the air compressor 1 is stopped, and the operation of the air compressor 1 is stopped. (Step S109).

  If it is determined in step S101 described above that the oil temperature in the oil tank 21b is lower than the predetermined temperature (step S101, Yes), the operation proceeds to the warm-up operation mode shown in FIG. 3 (steps S201 to S208). Will do. In this case, first, the control device 30 determines whether or not the air pressure in the original air reservoir 19 is less than the first pressure value (step S201). If the air pressure in the original air reservoir 19 is less than the first pressure value (Yes in step S201), the air pressure in the original air reservoir 19 is insufficient, and the normal operation mode shown in FIG. Switching is performed, and the processing after step S102 is performed.

  When it is determined that the air pressure in the original air reservoir 19 is not less than the first pressure value (that is, the air pressure is equal to or higher than the first pressure value) (No in step S201), the air pressure in the original air reservoir 19 is further increased. It is judged by the control apparatus 30 whether it is more than a 2nd pressure value (step S202). If it is determined that the air pressure in the original air reservoir 19 is not equal to or higher than the second pressure value (that is, the air pressure is less than the second pressure value) (No in step S202), the compressor 12 is not operated, and the step The processes after S101 are repeated.

  On the other hand, if it is determined that the air pressure in the original air reservoir 19 is equal to or higher than the second pressure value (Yes in step S202), the control device 30 operates with the exhaust valve 29 in an excited state (opened state) ( In step S203, the compressor 12 is operated (step S204). Then, it is determined whether or not the air pressure in the original air reservoir 19 is equal to or higher than the third pressure value (step S205). If the air pressure is equal to or higher than the third pressure value (step S205, Yes), the mode is switched to the normal operation mode. Then, the processing after step S102 is performed. When the air pressure in the original air reservoir 19 is not equal to or higher than the third pressure value (that is, the air pressure is less than the third pressure value) (No in step S205), the air pressure in the original air reservoir 19 is further reduced to the first air pressure. It is determined whether or not the pressure value is less than (step S206). When the air pressure in the original air reservoir 19 is less than the first pressure value (step S206, Yes), the normal operation mode is also switched, and the processes after step S102 are performed.

  If it is determined in step S206 that the air pressure in the original air reservoir 19 is not less than the first pressure value (that is, the air pressure is equal to or higher than the first pressure value) (No in step S206), the operation from the host controller is performed. If there is no transmission of the stop command signal to the control device 30 (No at Step S207), the processes after Step S204 are repeated. That is, as long as the air pressure in the original air reservoir 19 is less than the third pressure value and greater than or equal to the first pressure value, the exhaust valve 29 is opened unless the operation stop command signal is transmitted to the control device 30. The operation of the compressor 12 as the warm-up operation is continued while the compressed air is released to the outside in the state (steps S204 to S207). As a result, the oil temperature rises due to the heat generated by the compression of air, and the occurrence of emulsification of the oil 34 is avoided.

  If it is determined in step S205 that the air pressure in the original air reservoir 19 is greater than or equal to the third pressure value (step S205, Yes), the processing in the normal operation mode after step S102 is performed as described above. . In step S102, it is determined that the air pressure in the original air reservoir 19 is equal to or higher than the third pressure value (step S102, Yes), and whether or not the exhaust valve 29 has failed and remains in the closed state. Regardless, an operation stop command for closing the exhaust valve 29 is once output from the control device 30 to the exhaust valve 29 (step S110).

  When the process of step S110 is performed, the operation of the compressor 12 is then stopped based on the command signal of the control device 30 (step S111). Then, while the air pressure in the original air reservoir 19 is not less than the first pressure value (that is, while the air pressure is not less than the first pressure value), the operation stop state of the compressor 12 is continued (step S112). , No). On the other hand, when the air pressure in the original air reservoir 19 becomes less than the first pressure value (step S112, Yes), the processing after step S108 is performed. As a result, if the operation stop command signal is not transmitted to the control device 30 (step S108, No), the process from step S105 is performed through the process of steps (S101 to S104) or steps (S101, S201, S102 to S104). Thus, the compressed air is accumulated in the original air reservoir 19 until the air pressure in the original air reservoir 19 reaches the second pressure value (steps S105 and S106).

  Also, when it is determined in step S206 that the air pressure in the original air reservoir 19 is less than the first pressure value (step S206, Yes), the processing in the normal operation mode after step S102 is performed as described above. . Then, after the process of step S102, it is determined in step S103 that the air pressure in the original air reservoir 19 is less than the first pressure value (step S103, Yes), and the processes after step S104 are performed. Thus, the compressed air is accumulated in the original air reservoir 19 until the air pressure in the original air reservoir 19 reaches the second pressure value (steps S105 and S106).

  Further, in the warm air operation mode, while the air pressure in the original air reservoir 19 is less than the third pressure value and equal to or higher than the first pressure value and the warm air operation is continued (steps S204 to S207), When an operation stop command signal from the host controller is received by the control device 30 (step S207, Yes), the operation of the exhaust valve 29 is once stopped and the exhaust valve 29 is closed (step S208). Then, the operation of each device in the air compressor 1 is stopped, and the operation of the air compressor 1 is stopped (step S109).

  Here, the mode of switching of the operation mode of the air compressor 1 will be further described with reference to FIG. 4 which is a schematic diagram of a time chart illustrating the operation of the air compressor 1. FIG. 4 shows changes in the air pressure in the original air reservoir 19 (chart indicated by “air pressure” in the figure) and changes in the state of the compressor 12 (chart indicated by “compressor” in the figure). ), A change in the state of the command signal of the exhaust valve 29 (chart indicated by “exhaust valve command” in the drawing), and a change in the detection state of the oil temperature in the oil tank 21b (“oil” in the drawing) It is the schematic diagram illustrated with progress of time about the chart shown by the display of "temperature fall detection".

  In FIG. 4, the “air pressure” chart shows the air pressure in the pressure range from the vicinity of the first pressure value on the low pressure side to the vicinity of the third pressure value on the high pressure side. The “compressor” chart indicates whether the compressor 12 is in an operating state or in a stopped state. Further, the chart of “exhaust valve command” indicates whether an operation (opening) command is output to the exhaust valve 29 or a stop (closed) command is output. ing. In the “oil temperature decrease detection” chart, a state where the oil temperature in the oil tank 21b detected by the temperature switch 26 is lower than a predetermined temperature is detected (indicated by “detection” in the figure). ) Or a state where the oil temperature is lower than a predetermined temperature is not detected (indicated as “non-detection” in the drawing).

  The time chart of FIG. 4 illustrates a case where the air pressure of the original air reservoir 19 changes from a state below the first pressure value. In this state, the exhaust valve 29 is stopped (closed) and is in a normal operation mode in which the compressor 12 is operating. For this reason, the air pressure of the original air reservoir 19 increases with the passage of time. When the air pressure in the original air reservoir 19 reaches the second pressure value, the operation of the compressor 12 is stopped under the control of the control device 30. After the air pressure in the original air reservoir 19 reaches the second pressure value, the air pressure in the original air reservoir 19 decreases as compressed air is consumed by pneumatic equipment such as braking equipment in the railway vehicle. It will be.

  When the compressed air is consumed by the pneumatic device and the air pressure in the original air reservoir 19 decreases to become less than the first pressure value, the compressor 12 starts operating again and reaches the second pressure value. Up to this point, accumulation of compressed air in the original air reservoir 19 is performed. As illustrated in FIG. 4, when the state in which the oil temperature in the oil tank 21 b is lower than the predetermined temperature is detected when the second pressure value is reached, the operation mode is set to the normal operation mode. Will be switched to the warm-up operation mode. In this case, an operation (opening) command is output to the exhaust valve 29, the exhaust valve 29 is operated and the compressor 12 continues to operate while releasing compressed air to the outside, and a warm-up operation is performed. At this time, if there is no consumption of compressed air by the pneumatic device, the air pressure in the original air reservoir 19 is maintained at the second pressure value.

  If the consumption of compressed air by the pneumatic device starts during the operation in the warm air operation mode, the air pressure in the original air reservoir 19 starts to decrease. In this state, the compressor 12 continues to operate as a warm-up operation, and the operation in the warm-up operation mode is continued while the exhaust valve 29 remains in the activated (opened) state. When the air pressure in the original air reservoir 19 becomes less than the first pressure value during operation in the warm air operation mode, the operation mode is switched to the normal operation mode, a stop (valve closing) command is output to the exhaust valve 29, and the exhaust valve The compressor 12 operates in a state in which the operation of 29 is stopped, and the compressed air is accumulated in the original air reservoir 19.

  FIG. 4 illustrates a case where a failure occurs in the exhaust valve 29 in the above state, and the exhaust valve 29 remains closed regardless of a command signal from the control device 30. In this case, if it is detected that the oil temperature in the oil tank 21b is lower than a predetermined temperature, the exhaust valve 29 from the control device 30 is reached when the air pressure in the original air reservoir 19 reaches the second pressure value. The operation (valve opening) command is output to the warm-up operation mode. However, since the exhaust valve 29 fails and remains in the closed state, the air pressure in the original air reservoir 19 exceeds the second pressure value and excessively increases with the operation of the compressor 12 for the warm-up operation. Will rise.

  In the air compressor 1, in the above case, when the air pressure in the original air reservoir 19 reaches the third pressure value, switching to the normal operation mode is performed, the operation of the compressor 12 is stopped, and the original air reservoir 19 is stopped. Excessive rise of the air pressure exceeding the third pressure value is prevented. At this time, the exhaust valve 29 is broken and closed, but a stop (closed) command is output from the control device 30 to the exhaust valve 29. Then, after switching to the normal operation mode as described above, when the air pressure in the original air reservoir 19 decreases with the consumption of compressed air by the pneumatic equipment, and the air pressure becomes less than the first pressure value, the normal operation mode The operation of the compressor 12 is performed, and accumulation of compressed air in the original air reservoir 19 is performed.

  As described above, according to the present embodiment, the operating state of the railway vehicle air compressor 1 configured as a device that generates compressed air by separating the oil from the compressed air after compressing the air accompanied by the oil. The control device 30 controls either the normal operation mode or the warm-up operation mode. Then, when the detected pressure value, which is the air pressure in the original air reservoir 19, is less than the predetermined first pressure value, the compressor 12 is activated to accumulate the compressed air in the original air reservoir 19, and the detected pressure value is higher. The operation in the normal operation mode is performed so that the operation of the compressor 12 is stopped when the second pressure value is exceeded. On the other hand, when the detected temperature that is the oil temperature in the oil recovery unit 21 is lower than the predetermined temperature and the detected pressure value is equal to or higher than the second pressure value, the compressed air is discharged to the outside through the exhaust valve 29. The operation in the warm-up operation mode is performed so as to operate the compressor 12. For this reason, when the air pressure in the original air reservoir 19 decreases, the compressed air is preferentially accumulated in the original air reservoir 19 in the normal operation mode. On the other hand, when the air pressure in the original air reservoir 19 is secured and the oil temperature is low, the oil temperature is raised by the heat generated by the air compression in the warm air operation mode, thereby avoiding the occurrence of oil emulsification. become. Therefore, according to the air compressor 1 for a railway vehicle, oil emulsification is prevented from occurring in the warm-up operation mode, and a preheating device as disclosed in Patent Document 1 is not necessary. And since a preheating apparatus becomes unnecessary, the enlargement and complexity of an apparatus can be suppressed and the increase in cost can be suppressed.

  Therefore, according to the present embodiment, there is provided an air compressor 1 for a railway vehicle that can suppress an increase in cost by suppressing an increase in size and complexity of the device, and can avoid occurrence of oil emulsification. can do.

  Further, according to the air compressor 1, when the air pressure in the original air reservoir 19 becomes less than the first pressure value even during the operation in the warm air operation mode, the operation mode is changed to the normal operation mode. Air pressure is ensured. For this reason, even during operation in the warm air operation mode, the air pressure in the original air reservoir 19 is ensured to be equal to or higher than a predetermined pressure, and supply of compressed air to pneumatic equipment such as braking equipment in a railway vehicle is insufficient. This is surely prevented.

  In addition, according to the air compressor 1, the exhaust valve 29 fails and remains closed, and the compressed air is not released to the outside during the operation in the warm air operation mode, and the air in the original air reservoir 19 is not discharged. Even when the air pressure becomes high, when the air pressure becomes equal to or higher than the third pressure value, the operation mode is shifted to the normal operation mode. For this reason, even if the failure of the exhaust valve 29 occurs, it is reliably prevented that the air pressure in the original air reservoir 19 becomes excessively high.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made as long as they are described in the claims. In the present embodiment, the configuration including an after cooler, an oil separation element, a water oil separator, a dehumidifier, an oil cooler, and the like has been described as an example. However, these configurations may not necessarily be provided. . Moreover, although this embodiment demonstrated taking the case where each apparatus, such as a compressor and an oil recovery device, was accommodated in the storage case, it may not necessarily be this form.

  The present invention can be widely applied to a railway vehicle air compressor that is installed in a railway vehicle and generates compressed air used in the railway vehicle.

1 Air Compressor for Railway Vehicle 12 Compressor 19 Original Air Reservoir (Air Reservoir)
20 Oil supply path 21 Oil recovery device 21a Oil tank 26 Temperature switch (temperature sensor)
27 Pressure sensor 29 Exhaust valve 30 Control device

A railcar air compressor according to a first aspect of the present invention for achieving the above object is a railcar air compressor that is installed in a railcar and generates compressed air used in the railcar. A compressor for compressing air, an oil supply path for supplying oil to the compressor, and an oil tank, in which compressed air compressed with oil is induced, and the compressed air thus induced The oil is separated from the oil tank and collected in the oil tank and communicated with the oil supply path, the temperature sensor for detecting the temperature of the oil in the oil collector, and the compressed air that has passed through the oil collector Based on the detection results of the pressure sensor for detecting the air pressure in the air reservoir that accumulates the pressure, the exhaust valve that can discharge the compressed air that has passed through the oil collector, and the temperature sensor and the pressure sensor, And and a control unit for controlling the operating state at atmospheric operating mode and any mode of operation of the warm air operation mode. In the railcar air compressor according to the first aspect of the present invention, in the normal operation mode, the detected pressure value, which is a pressure value detected by the pressure sensor, is less than a predetermined first pressure value. The warm-up operation is configured as an operation mode for operating the compressor and stopping the operation of the compressor when the detected pressure value is equal to or higher than a predetermined second pressure value higher than the first pressure value. In the mode, when the detected temperature, which is the temperature detected by the temperature sensor, is lower than a predetermined temperature and the detected pressure value becomes equal to or higher than the second pressure value, the compressor is operated. The operation mode is configured to operate the exhaust valve to release compressed air to the outside.

The cooling fan 16 is attached to the compressor driving unit 13 at the end opposite to the side to which the coupling 14 is connected. The cooling fan 16 is provided as an axial fan and includes a propeller portion and a cylindrical case portion (not shown) installed around the propeller portion. And the cooling fan 16 is installed so that the driving force of the rotating shaft of the electric motor 13a may be transmitted to the propeller unit on the side opposite to the coupling side. As described above, the cooling fan 16 is rotationally driven by the driving force from the electric motor 13 a, and thereby is configured to generate a flow of cooling air by the air sucked from the filter unit 31. In the present embodiment, the case where the cooling fan 16 is an axial fan is illustrated, but this need not be the case, and other forms of cooling fans such as a sirocco fan can be used.

A compressor communication path 35 is provided from the oil separation element 22 so as to extend toward the compressor 12 or the suction valve 32 . The compressor communication path 35 is installed so as to communicate the lower part inside the housing portion of the oil separation element 22 and the compressor 12, and the oil separated by the oil separation element 22 is pushed up by the compressed air. It is configured to be supplied to the compressor 12. The compressor communication path 35 is provided with a throttle for suppressing the amount of compressed air passing therethrough.

As described above, when the oil temperature in the oil tank 21b is low, the oil temperature is increased by the heat generated by the compression of the air by the compressor 12 due to the operation in the warm-up operation mode. The occurrence of emulsification (emulsification) is avoided. That is, since the air compressor 1 for a railway vehicle generally operating rate is low, compared with the case where there is no warm air operation mode, if there is a warm air operation mode, shortening the time the oil temperature is in a low state Can do. As a result, the occurrence of emulsification (emulsification) of the oil 34 is avoided or eliminated at an early stage. Note that the control device 30 determines whether or not the detected temperature is lower than the predetermined temperature based on the on / off signal from the temperature switch 26 (that is, based on the detection result of the temperature switch 26). Will be.

1 Air Compressor for Railway Vehicle 12 Compressor 19 Original Air Reservoir (Air Reservoir)
20 Oil supply path 21 Oil recovery unit
21b oil tank 26 temperature switch (temperature sensor)
27 Pressure sensor 29 Exhaust valve 30 Control device

Claims (3)

An air compressor for a railway vehicle that is installed in a railway vehicle and generates compressed air used in the railway vehicle,
A compressor for compressing air sucked from the outside;
An oil supply path for supplying oil to the compressor;
Oil recovery having an oil tank, wherein compressed air compressed with oil in the compressor is induced, oil is separated from the induced compressed air and recovered in the oil tank and communicated with the oil supply path And
A temperature sensor for detecting the temperature of the oil in the oil collector;
A pressure sensor for detecting air pressure in an air reservoir that accumulates compressed air that has passed through the oil collector;
An exhaust valve capable of releasing compressed air that has passed through the oil recovery device to the outside;
Based on the detection results of the temperature sensor and the pressure sensor, a control device that controls the operating state in one of the normal operation mode and the warm-up operation mode;
With
In the normal operation mode, when the detected pressure value, which is a pressure value detected by the pressure sensor, becomes less than a predetermined first pressure value, the compressor is operated and the detected pressure value is the first pressure value. Configured as an operation mode in which the operation of the compressor is stopped when a predetermined second pressure value higher than the pressure value is reached.
In the warm-up operation mode, when the detected temperature, which is the temperature detected by the temperature sensor, is lower than a predetermined temperature, and the detected pressure value becomes equal to or higher than the second pressure value, the compressor is turned on. An air compressor for a railway vehicle, which is configured as an operation mode in which the exhaust valve is operated and the compressed air is discharged to the outside by operating the exhaust valve. The air compressor for a railway vehicle according to claim 1,
The control device switches to the normal operation mode regardless of the detected temperature when the detected pressure value becomes less than the first pressure value while controlling the operation state in the warm air operation mode. An air compressor for railway vehicles, characterized in that The air compressor for a railway vehicle according to claim 1 or 2,
The control device relates to the detected temperature when the detected pressure value becomes equal to or higher than a predetermined third pressure value higher than the second pressure value while controlling the operation state in the warm-up operation mode. An air compressor for a railway vehicle, characterized in that the operation state is controlled by switching to the normal operation mode.

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