201226705 六、發明說明： 【發明所屬之技術領域】 本發明係關於設置在鐵道車輛中，且生成該鐵道車輛所使 用之壓縮空氣的鐵道車輛用空氣壓縮裝置。 - 【先前技術】 - 鐵道車輛中，設置有生成該鐵道車輛所使用之壓縮空氣的 鐵道車輛用空氣壓縮裝置。可用於作為該種鐵道車輛用空氣 壓縮裝置的裝置，已知有如專利文獻1所揭示的油冷式空氣 壓縮機。專利文獻1所揭示的油冷式空氣壓縮機係將伴隨油 之空氣予以壓縮後，再自壓縮空氣中將油分離而生成壓縮空 氣的空氣壓縮裝置，如此所構成。藉此，該空氣壓縮裝置構 成為可施行壓縮熱之除去、利用油膜之密封及潤滑。 於使用油生成壓縮空氣之專利文獻1所揭示之空氣壓縮 裝置，其係設有：具有油槽的油回收器、使回收於油槽中的 油進行冷卻的油冷卻器、油溫調整閥等。油回收器係構成在 壓縮機中使伴隨油而被壓縮的壓縮空氣被誘導且使油回收 至油槽中，同時，使供給油的油供給路徑連通至壓縮機。油 溫調整閥係構成為，為了調整油槽内的油溫度（油溫），配合 油槽内的油溫，而使油在油冷卻器中循環的狀態、與限制油 循環的狀態間之任一狀態進行切換。再者，於專利文獻1 中，揭示有作為上述油回收器之油分離器3，揭示有作為上 述油冷卻器之油冷卻器5，並揭示有作為上述油溫調整閥之 100137641 3 201226705 油溫調整閥51。另外，該油溫調整閥51係揭示使用雙金屬 機構等並配合油溫而進行獨立動作者。 [先行技術文獻] [專利文獻] 專利文獻1:曰本專利特開平8-319976號公報 【發明内容】 (發明所欲解決之問題） 於如專利文獻1所揭示的空氣壓縮裝置，油係為進行冷卻 與潤滑所必備者。而且，當此種空氣壓縮裝置作為鐵道車輛 用空氣壓縮裝置而使用的情形時，係定期地進行油量是否在 適當液位的確認，例如在鐵道車輛運行後進行。在此情形 下，作業者利用設置於油回收器中並可測量油槽内油面位置 的油面計而進行油面確認，且視需要進行油補充。 然而，於如專利文獻1所揭示之使用油而生成壓縮空氣的 空氣壓縮裝置，將如前述，為調整油槽内油溫的機構，係設 有油冷卻器與油溫調整閥。因此，當空氣壓縮裝置的運轉停 止時，在運轉停止的時點，依照油的溫度、與油溫調整閥的 動作狀態，會因在油冷卻器中、及將油冷卻器與油槽予以連 通的路徑中所滯留之油，而導致油槽的油回收量產生變動。 因而，作業者為判斷是否需要進行油補充，而使鐵道車輛用 空氣壓縮裝置的運轉停止，並利用油面計確認油槽内的油面 位置時，即使在裝置内進行循環的油合計量為相同，亦會因 100137641 4 201226705 運轉停止時點的油溫度與油溫調整閥動作狀態，而造成油面 位置出現變動。因此作業者會有難以正確判斷是否需要進行 油補充之問題。 本發明係有鑑於上述實情，目的在於提供：可輕易且正確 判斷是否需要進行油補充之鐵道車輛用空氣壓縮裝置。 (解決問題之手段） 為達成上述目的之第1發明的鐵道車輛用空氣壓縮裝 置，係設置於鐵道車輛中，而生成該鐵道車輛所使用之壓縮 空氣的鐵道車輛用空氣壓縮裝置，其具備有：壓縮機、油供 給路徑、油回收器、油冷卻器、及油溫調整閥；該壓縮機係 壓縮自外部吸入的空氣；該油供給路徑係向上述壓縮機供給 油；該油回收器係設有油槽，且誘導於上述壓縮機中伴隨油 而被壓縮的壓縮空氣，並自所誘導的壓縮空氣中分離出油， 而回收至上述油槽中，同時，連通至上述油供給路徑；該油 冷卻器係將被回收至上述油槽中的油進行冷卻；該油溫調整 閥係配合上述油槽内的油之溫度的油溫，於在上述油冷卻器 中使油循環的狀態與限制油循環的狀態間任一狀態進行切 換，以調整該油溫。而且，第1發明的鐵道車輛用空氣壓縮 裝置中，上述油溫調整閥，其係特徵係，其具備有：本體部、 閥體、閥體驅動部、及限制位置連通部；該本體部係設有第 1接口、第2接口、第3接口及第4接口；該第1接口係對 上述油回收器連通；該第2接口係對自上述油回收器流入將 100137641 5 201226705 Ί 、°P态中被冷卻之油的上述油冷卻器流入部連 上述係對流出已在上述油冷卻11中被冷卻之油的 t該間流出部連通；該第4接口係對上述壓縮機連 ^ ^ ~係在上述本體部内侧被設置為 於循環位置蛊限制办苗* 而 。他置之_行位置切換㉝循環位置係藉 =;r=接：，上- =，由心==:: 所連通的上述第4接口 接口 該閥趙驅動部係配合以;；!=^~8的油循環； ，、上錢難置之間，㈣換上賴齡置之 體；該限熟置_料、當上 位= 則使上述第2接口連通至上述第】接口。制位置時， 依照該發明時，對在壓縮 油分離而生成麗縮空氣之工乳後自屡縮空氣令使 氣麵置，其利用油溫調整間，配合二=:辆用空 油在油冷卻器中循環的_、 内n，於使 狀態進行切換。因此，若油相㈣狀態間之任- 整油溫。然後，油溫難 二則進行㈣冷卻，而調 请_ _ 配合油溫而獨立動作的“ 式閥體鶴士使間體位於循環位置虚 乍的自立 換。藉此，在鐵道車麵用空氣璧縮 之間進行切 的狀態下，相收絲 連射，於循環位置 同 _肩 裔之流入部侧相連接’ 201226705 時油冷卻器之流出部側則與壓縮機側相連接，而進行油的冷 卻。而且，於限制位置中，油回收器側與壓縮機側會相連接， 而限制對油冷卻器的油循環。 另一方面，在鐵道車輛用空氣壓縮裝置的運轉停止後，即 使在停止時序之閥體位置位於循環位置，藉由隨著油溫下降 的自立式閥體驅動部之動作，而會使閥體位置切換至限制位 置。此時，因油溫調整閥設有限制位置連通部，因而維持著 第2接口與第1接口相連通之狀態。因此，鐵道車輛用空氣 壓縮裝置的運轉停止後，至少經過短暫時間而油溫降低後， 第1接口維持連通至第2接口與第3接口的狀態。藉此，油 冷卻器的流入部側與流出部側維持連通至油回收器側的狀 態，且由於壓縮機的運轉亦停止，因此抑制於油冷卻器中， 以及使油冷卻器及油槽相連通的路徑中有油之滯留，可使油 回收至油槽中，並抑制油回收量之變動。因而，當作業者利 用油面計確認油槽内油面時，若於裝置内循環的油合計量為 相同，則可抑制因運轉停止時的油溫調整閥動作狀態而導致 油面位置出現變動之情形，即可趨於穩定而大致相同的油面 位置。因此，作業者可輕易且正確地判斷是否需要進行油補 充。再者，限制位置連通部亦可為一體地設於閥體上的機 構，又，可設為與閥體呈獨立動作之機構。 從而，依照本發明，可提供能輕易且正確地判斷是否需要 進行油補充的鐵道車輛用空氣壓縮裝置。 100137641 7 201226705 第2發明賴道車_域壓縣置，其特徵在於，在第 發明的鐵道車_空氣壓縮裳置中，上述限制位置連通部 :以上娜中所形成的貫通孔設置而成，且上述貫通孔的 ;、中一開口係當上關體位於上述限制位置時則與上述第 :呈相對向’當上述閥體位於上述循環位置時則被設於 上述第2接口與上述第3接口哎箆4拉„ 體部的壁賴絲。接口之間所設置上述本 /據本發明’限触置連通部係以_巾卿成的貫通孔 ^而成。因^其可依簡單構造而輕易地構建限制位置連 。再者’當作貫通孔而設置的限制位置連通部 ^僅於限制位置處連通至第2接口，而於循環位置時卿 由第2接口與第3或第4接口間的壁部所遮蔽。因此，在： 每位置處’藉由作為_位料通㈣貫魏，可^ 接口與第3接口及第4接口相連通之情1 3« /α, 儿j丨万止油回收 。。側連通至油冷卻器的流出部側與壓縮機側，而 冷卻器的循環。 由對/由 (發明效果） 根據本發明，可提供能輕易且正確地判斷是否需要進―、 補充的鐵道車輛用空氣壓縮裝置。 仃& 【實施方式】 以下，針對用以實施本發明的形態參照圖式進行說明 者’本實施形態係設置於鐵道車輛中，而& # & 生成使用於該鐵道 8 100137641 201226705 車輛之壓縮空氣的鐵道車輛用空氣壓縮裝置，其可廣泛地適 用於壓縮伴隨油之空氣後，自壓縮空氣中使油分離而生成壓 縮空氣的鐵道車輛用空氣壓縮裝置。 圖1所示係將本發明一實施形態的鐵道車輛用空氣壓縮 - 裝置1(以下亦簡稱「空氣壓縮裝置1」）的系統構成模式地 - 表示之系統圖。圖1所示之空氣壓縮裝置1係設置於未圖示 之鐵道車輛中。而且，此空氣壓縮裝置1所生成的壓縮空 氣，其係被用於使鐵道車輛中諸如制動機器等空壓機器產生 動作。再者，此空氣壓縮裝置1係例如設置於鐵道車輛編制 的各節車輛中。 圖1所示之空氣壓縮裝置1係具備有：收容箱11、壓縮 機12、壓縮機驅動部13、聯轴器14、聯軸器箱15、冷卻風 扇16、後冷卻器17、空氣吸入部18、壓縮空氣送出部19、 油供給路徑20、油回收器21、油分離元件22、油水分離器 23、除濕器24、油冷卻器25、油溫調整閥26、及油面計27 等而構成。 而且，空氣壓縮裝置1係被構成為，作為將自空氣吸入部 18所吸入的空氣，利用壓縮機12壓縮，並利用後冷卻器17 冷卻後，再自壓縮空氣送出部19以壓縮空氣送出的裝置。 另外，空氣壓縮裝置1係以所具備之油供給路徑20、油回 收器21、油分離元件22、油水分離器23、油冷卻器25、油 溫調整閥26等，而構成壓縮伴隨油之空氣後，再自壓縮空 100137641 9 201226705 氣中使油分離而生成壓縮空氣的裝置。藉此，構成可進行壓 縮熱之除去、並利用油膜而密封與潤滑。以下，對空氣壓縮 裝置1的各構成要件詳細說明。 收容箱11係設為可收容壓縮機12、壓縮機驅動部13、聯 軸器箱15、冷卻風扇16、後冷卻器17、油供給路徑20、油 回收器21、油分離元件22、油水分離器23、除濕器24、油 冷卻器25等的箱狀框體。而且，在該收容箱11中，於其壁 部設置有空氣吸入部18與壓縮空氣送出部19。 在收容箱11中所設置的空氣吸入部18，係設為用以吸入 由壓縮機12壓縮的空氣（外氣）之機構，且設成連通壓縮機 12。而且，在該空氣吸入部18中，設有當所吸入之空氣通 過時可抑制諸如砂塵等粉塵通過的吸入過濾器18a。另外， 壓縮空氣送出部19係設成將經由後冷卻器17所冷卻的壓縮 空氣輸送出之機構。而且，該壓縮空氣送出部19係對設置 於收容箱11的外部且儲存壓縮空氣的未圖示空氣槽（壓縮 空氣滯留），予以供給所生成之壓縮空氣之方式，而設成自 收容箱11朝外部延伸的配管系統。 另外，於收容箱11中，在位於藉由冷卻風扇16所產生之 冷卻空氣流動的上游側之壁部，設置有過濾器部28。該過 濾器部28係例如設成為安裝於收容箱11上的金屬網。而 且，藉由冷卻風扇16的旋轉，成為冷卻空氣的外氣將介由 過濾器部28而被吸入。再者，於圖1中，關於被吸入的外 100137641 201226705 氣流動與呈乾燥狀態的空氣流動，係以空心外形狀態的教箭 頭來表示。又，關於含有油滴、水滴、水蒸氣的空氣流動， 係以劃有斜線狀態的粗箭頭來表示。又，關於油的流動係以 細箭頭來表示。 •壓縮機12係構成連通至空氣吸入部18，且介由空氣吸入 部18而對自外部吸入的空氣進行壓縮。再者，壓縮機q 係構成介由於壓縮機本體上一體形成的吸入閥29而連通至 空氣吸入部18。吸入閥29係具備有閥體、使該閥體可配座 與離座的閥座、以及使閥體朝閥座配座的方向蓄勢之彈簧所 構成。而且，壓縮機12產生動作，而使壓縮機12側成為負 壓，藉以利用外氣的壓力，使閥體反抗彈簧的彈簧力而自閥 座離座’且將空氣吸入至壓縮機12内。 另外，壓縮機12係設為例如具有相互朝反方向旋轉且將 空氣予以壓縮之一對螺桿的螺桿式空氣壓縮機。於配置有螺 桿的壓縮機本體内部，自連通於吸入閥29的部分橫跨至連 通油回收器21的部分，空氣壓力呈上升狀態。再者，於本 貫施形態中，壓縮機丨2係以被設成螺桿式空氣壓縮機的情 形為例來說明，但若非如此亦可。壓縮機12亦可被設為渦 卷式空氣壓縮機，或者使來自壓縮機驅動部13的旋轉驅動 力，介由曲柄軸而被轉換為往復驅動力且傳動並驅動之往復 式空氣壓縮機等。 壓縮機驅動部13係具有電動馬達l3a，且設成對壓縮機 100137641 201226705 / 12進行旋轉驅動的驅動機構。再者，於本實施形態中，壓 縮機驅動部13雖被例示設成僅有電動馬達13a而未設有減 速機部分的驅動機構之情形，但若非如此亦可。即，壓縮機 驅動部13亦可被設成具備有連結至電動馬達13a之減速機 部分的附有減速機馬達。 聯軸器14係被構成將壓縮機驅動部13與壓縮機12相連 結，且將壓縮機驅動部13的驅動力傳動給壓縮機12，例如 設成軸接頭。聯軸器箱15係被設成收容聯軸器μ的箱狀 體。而且，聯軸器箱15係被配置於壓縮機12與壓縮機驅動 部13之間，同時，對該等壓縮機12與壓縮機驅動部丨3結 合。 冷卻風扇16係相對於壓縮機驅動部13，被安裝於連結聯 轴器15之一側及對向側之端部。此冷卻風扇16係被設為軸 流風扇，其被構成具備有螺槳部、與在該螺槳部周圍所設置 的筒狀箱部（未圖示）。而且，冷卻風屬16係被設成電動馬 達13a的旋轉軸驅動力在與聯軸器側對向侧傳達給螺槳 部。依此，冷卻風扇16利用來自電動馬達13&的驅動力而 被旋轉驅動’藉此構成利用自過濾器部28所吸入的空氣而 產生冷卻空氣之餘。再者’於本實施形態，冷卻風扇16 雖被例示為軸流風扇的情形’但若非如此亦可，其亦可使用 諸如多葉風扇等其他形態的冷卻風扇。 後冷卻器17係被設成將被壓縮機12壓縮而殘留有壓縮熱 100137641 12 201226705 的壓縮空氣予以冷卻的熱交換器。此後冷卻器17相對於冷 卻風扇16,被配置於利用該冷卻風扇16所產生的冷卻空氣 之流動的上游側（再者，圖1係模式地表示之系統圖，並非 在收容箱11内對後冷卻器17配置予以特定）。藉此，後冷 卻器17利用冷卻風扇16所產生的冷卻空氣而自外部開始冷 卻，再使通過後冷卻器17内部的壓縮空氣冷卻。再者，後 冷卻器17係與油冷卻器25 —體地結合所形成。又，後冷卻 器17相對於冷卻風扇16，亦可配置於利用該冷卻風扇16 所產生的冷卻空氣之流動的下游側。 油回收器21被構成為具有：摻油壓縮空氣吐出路徑21a 與油槽21b。摻油壓縮空氣吐出路徑21a係被設成連通壓縮 機12與油槽21b的路徑。在壓縮機12中伴隨油而被壓縮的 壓縮空氣，介由摻油壓縮空氣吐出路徑21a而被誘導至油槽 21b，與壓縮空氣一起自摻油壓縮空氣吐出路徑21a所吐出 的油則被回收至油槽21 b中。 另外，於摻油壓縮空氣吐出路徑21a的油槽21b内之吐出 部分處設置有分離機30。當伴隨油之壓縮空氣被誘導通過 摻油壓縮空氣吐出路徑21a而自其吐出部分被吐出時，則利 用分離機30自壓縮空氣中使油分離，並一邊於油槽21b内 飛散一邊則利用重力掉落而被回收至油槽21 b内。而且，油 槽21b内則成儲存所回收之油31的狀態。 油面計27係被設置於油回收器21的油槽21b中。而且， 100137641 13 201226705 其設成可測量油槽21b内之油31的油面位置之計測手段。 要確認油槽21 b内之油面的作業者，可利用該油面計27來 確認油面的位置。再者，作為油面計27，可使用各種形態 的油面計。例如可使用設成作業者可自外部檢視油面位置之 窗部的油面計、浮球式油面計、超音波式油面計、或壓力式 油面計等。 另外，於油槽21b中設置有作為檢測油槽21b内之油31 之溫度（油溫）的溫度感測器的溫度開關32。該溫度開關32 係被設成若所檢測的油溫達既定上限溫度以上，則輸出使裝 置全體強制停止之信號的溫度感測器。 油供給路控20係被設置成油回收器21的油槽2lb與壓縮 機12相連通，且被設成自油槽21b對壓縮機12進行油供給 的路徑。油供給路徑20係相對於壓縮機12的壓縮機本體， 位於吸入閥29所連通的吸入側，且連通至壓力較低的低壓 側。另外，油供給路徑20係構成對油槽21b在低於油槽21b 内的油31之油面位置處進行連通。依此，因油供給路徑2〇 連通至壓縮機12與油槽21b，因此自摻油壓縮空氣吐出路 徑21a所吐出的壓縮空氣會將油31的油面下推，介由油供 給路徑20而對壓_ 12如于油供給。再者’於油供給路徑 的途中’被配置有作為過渡器要件用的渡油器施，其可 防止油槽训内的異物(例如劣化後之油所凝聚的殘渣狀物 質等)被供給至壓縮機12内。 100137641 14 201226705 油分離元件22係被配置於將油回收器21的油槽21b與後 冷卻器17進行連通的路徑中，而於壓縮機12中具備有伴隨 油被壓縮且通過油回收器21的壓縮空氣中，更進一步使油 分離的過濾器要件。此油分離元件22中，於油回收器21 * 中未被回收的較細微油滴則自壓縮空氣中被分離。 - 另外，壓縮機連通路33被設成自油分離元件22朝壓縮機 12或吸入閥29延伸。此壓縮機連通路33係被設置成在油 分離元件22的殼體部分之内部，使下部與壓縮機12連通， 則被油分離元件22所分離出的油，將利用壓縮空氣而被上 推，並供給至壓縮機12。再者，在壓縮機連通路33中設置 有可抑制壓縮空氣通過量的節流閥。 另外，於油分離元件22與後冷卻器17予以連通的路徑 中，設有保壓逆止閥34與安全閥35 ;此保壓逆止閥34係 容許達既定壓力以上的壓縮空氣通過後冷卻器17側；而該 安全閥35係當壓縮空氣的壓力達既定的過大壓力以上時， 則使壓縮空氣竄逃至外部。 油水分離器23係被配置於將後冷卻器17與除濕器24相 連通的路徑上，而其具備有自經後冷卻器17冷卻的壓縮空 氣中，所分離出水分與油分的複數過濾器要件所成。該油水 分離器23係自壓縮空氣中分離出水分，同時，於油分離元 件22中未被分離的微量油分亦被自壓縮空氣中分離出。再 者，於油水分離器23中被分離的水分等為自排放閥36被排 100137641 15 201226705 放出 除/燕器24係配置於油水分離0 夕η * ° 23與壓縮空氣送出部19 之間’其具備有對經油水分離器 感π允― 而分離出水分與油分的 壓細空氣，含有可更進一步進行 ^ 牙'减之乾燥劑的過濾器要 件’或貫施中空纖維膜方式除濕的^ 24 ^ . k /慮器要件。此除濕器 24係對於自壓縮空氣送出部19 迗出的壓縮空氣施行最終 的除濕。再者，於將除濕器24與壓仏a 、 空氣送出部19予以連 通的路徑中，設有可容許達既定壓力 _ 7从上的壓縮空氣通過壓 縮空氣送出部19側的逆止閥37，η ^ 心 乂防止自未圖示之空氣槽 (壓縮空軋滯留）的壓縮空氣所產生的逆、、ώ。 油冷卻器25係被設成介由 2〇 皿凋整閥26對油供給路徑 肀油槽21b側與壓縮機12側予 2lb内的油予 連通，且被設有將油槽 器。該油冷卻“㈣：供給至油供給路徑2〇的熱交換 所成。另外，油、_25 ’如則述，與後冷卻器17呈—體地結合 氣之流動的上^卩器25係被科對冷卻風扇16靠冷卻空 為模式表示之/則’且較油回收器21更靠上方處（又，圖1 之配置予以特i统圖，並非對收容肖11 β的油冷卻器25 所產生的冷各:）。而且，油冷卻器25利用以冷卻風扇16 ^ 7 P空氣而自外部開始冷卻，而使通過油冷卻器 25内部的油被〜 向仗 ?部。再者’油冷卻器25亦吁相對於冷卻風 扇16被配置於冷 . 二氧之流動的下游側。 如上所逑，、法 、 令卻器25係相對於油供給路輕20，被設成 100137641 201226705 連通至油槽21b之-侧與連通至壓縮機12之一侧的兩處 中，介由油溫娜閥26而呈相連通1此，油冷卻器U 將自油槽21b流入於油供給路徑2()中的油，經由自油供給 路徑20介由油溫調整閥26成分支的油路徑撕而被導入= 冷卻’該已冷卻的油經由油路徑38b且介由油溫調整間％ 而返回至油供給路徑2G，如此構成。再者，經油冷卻器h 的冷卻並重返油供給路徑2G的油之流動，其鋪由自換油 壓縮空氣吐出路徑21a吐出的壓縮空氣，而使油31的油面 下推而貫施。 圖2所示係用以說明空氣壓縮裝置i中介由油溫調整闕 26的油之流動路徑之模式圖，圖示為油溫調整閥％、壓縮 機12、油回收器21及油冷卻器25。再者，圖2的模式圖中， 作為油冷卻H 25之例示，其模式地表示所流人的油一邊溢 流過隔間壁25a -邊被冷卻而流出之構造的油冷卻器 另外於圖2中，關於油溫調整間26係以剖視圖而圖示， 且關於其中一部分的要件則圖示外觀形狀。 以下關於油溫調整閥26進行詳細說明。如圖2所示，油 溫調整閥26係設於油供給路徑2〇與油路徑地及油路徑 38b所連通之處。藉此，油溫調整閥％被設成對油回收器 21、油冷卻器2 5中自油回收!2!流人要冷卻的油的油冷卻 器25之流入部25b、油冷卻器、25中流出經冷卻的油的油冷 卻益25之流出部25c、以及壓縮機12相連通。 100137641 201226705 圖1及圖2所示之油溫調整閥26作姑μ 士、x 1 〇係被5又成配合油槽21b 内之油溫度的油溫，於使油於油冷卻器25中/ ° 儒環的狀態、 與限制油循環的狀態間之任一狀態進行切換，而調整、、由m白、 閥機構。而且，該油溫調整閥26係構成為具備有本j 39、閥體40、閥體驅動部41、及連通位置限制部42等體= 者，利用該油溫調整閥26的動作，可控制油槽内的由 溫’並可防止因油溫過南而導致油之氧化。 圖3所示係圖2所示之油溫調整闕26的玫大圖。如圖2 及圖3所示，本體部39係構成為設有配置於閥體4〇的内部 空間、以及連通於該内部空間的第1接口 43a、第2接口 43b、第3接口 43c與第4接口 43d之塊狀構造體。再者， 本體部39亦可由單一個構件構成；又，如圖3所示，亦可 使複數構件一體地組合而構成。 第1接口 43a係被構成介由油供給路徑2〇而對油回收器 21連通。第2接口 43b係被構成介由油路獲38a而對油；/v 卻器25的流入部25b連通。第3接口 43c係被構成介由油 路徑38b而對油冷卻器25的流出部25c連通。第4接口 43d 係被構成介由油供給路徑20而對壓縮機12連通。 閥體40係設成例如為一體化的雙層筒狀構造體。.而且， 於該閥體40中設有：配置於内側的内筒部40a、配置於内 筒部40a外側的外筒部40b、以及橋接内筒部40a與外筒部 40b而連結的複數橋接部40c。内筒部4〇a係被形成為例如 100137641 201226705 自其申一端部侧遍及至另一端部側呈階段地縮減直徑的筒 狀。外筒部40b例如係被配置成與内筒部4〇a成同心狀，同 時對内筒部40a，被配置成在其軸方向上而偏向其中一侧的 位置處。 另外’橋接部40c例如係自内筒部40a外周朝徑向外側而 以輻射狀延伸之方式突出’同時’在内筒部40a圓周方向上 以在大致均等角度位置突出之方式設置複數個。而且，各橋 接部40c係使其中一端部一體形成於内筒部4〇a的外周，而 另一端部則一體地形成於外筒部40b的内周。因此，内筒部 4〇a與外筒部40b係介由複數橋接部40c —體地連結，同時， 於相鄰橋接部40c之間設有使油可流動的空間。 該閥體4 0係在本體部3 9的内側滑行移動自如地設置。而 且’閥體40係被構成為於使油於油冷卻器2s 甲循環的循環 位置、與限制油向油冷卻器25循環之限制仅置 置切換。圖4係用以說明油溫調整閥26 之間進仃位 勒作之模武間 且所示為閥體40位於循環位置的狀熊。 、飞園’ 示係閥體40位於限制位置的狀態。 ’圖2所 在上述循環位置與限制位置之間的閥體斗〇 係利用後述之閥體驅動部41而實施。而 之位置切換， 、 阳且，如圖4 k - 閥體40係被構成在位於循環位置的狀熊下， 不， 及第2接口 43b相連通，同時，使第3接口 1接口 43a 43d相連通，藉以使油於油冷卻器乃中循枣〃、第4接口 100137641 19 201226705 於圖4中，閥體40位於循環位置時的油進行循環的路徑 係以複數箭頭C所標示。當閥體40位於循環位置時，自壓 縮機12而與壓縮空氣一同被吐出的油，經由摻油壓縮空氣 吐出路徑21 a而被回收至油槽21 b中。而且，如前述，伴隨 壓縮空氣將油槽21 b内的油之油面朝下推，油將自油槽21 b 經由油溫調整閥26而朝油冷卻器25的流入部25b流動。此 時，油對油溫調整閥26自第1接口 43a流入，而流經内筒 部40a與外筒部40b之間的空間後，自第2接口 43b朝油路 徑38a流出。此外，油於油冷卻器25内被冷卻而自流出部 25c流出，並經由油溫調整閥26而被吸入於壓縮機12中。 此時，油對油溫調整閥26自第3接口 43c流入，而流經本 體部39内的外筒部40b之外側空間後，自第4接口 43d朝 油供給路徑20流出。 再者，於圖4所示之循環位置中，閥體40的外筒部40b 之外周側面40d(參照圖3與圖4)的一端側，係位於對第1 内周密封面39a密接之位置處。該第1内周密封面39a係被 設為本體部39中第1接口 43a與第3接口 43c及第4接口 43d間之壁面。而且，外周側面40b的另一端側，係位於對 第2内周密封面39b密接之位置處。該第2内周密封面39b 係設為本體部39中第2接口 43b與第3接口 43c及第4接 口 43d間之壁面。藉此，閥體40位於循環位置時，第1接 口 43a與第2接口 43b所連通的油路徑、以及由第3接口 100137641 20 201226705 人 接D 43d所連通的油路控，將利用本體部39的 第’、第2内周密封面（39a、39b)、以及外筒部働的外周 側面40d而被密封，藉以被相互隔絕。 另外，如圖2所示，閥體40係被構成為位於限制位置的 狀心下藉由對第3接口 43c所連通的第4接口 43d使第1 .接〇 43a連通’❿限制油向油冷卻器25的循環。 於圖t中’在壓縮機12運轉中且閥體40位於限制位置時 的擔衣路L係以複數個箭頭A所標示。當閥體40位於限 制位置時’自_機12而與壓縮空氣—同被吐出的油，、經 由換油壓縮空氣吐出路徑21a而被回收至油槽21b中。而 且，伴隨壓縮空氣將油槽21b内的油之油面朝下推，油則自 油槽21b經由油溫調整閥％流動，而被吸入至壓縮機12 中。此時，第1内周密封面39a與外周側面條 油對油溫調整閱26自第i接口 43a流入，而流經第^ 減面^與外筒部働間之空間後，再自第4接口 43d 朝油供給路徑20流出。 , 糾，於圖2所示之限制位置中，外筒部4%的外周側面 • _對第1内周密封面咖為分離，而對第2内周密封面视 則位於密接之位置處。而且，與外筒部條的第！接口仏 呈對向側之端部的端面4Ge(參照圖3)，係位於對筒狀部= 的端部之端® 39c密接而抵接之位置。該筒狀部分端部之^ 面39c係本體部39中在對應於第2接口 4扑的位置所突出。 100137641 21 201226705 再者，於上述限制位置中，就第2接口 43b係介由後述連 通位置限制部42連通於第1與第4接口（43a、43d)，且就 第3接口 43c亦連通於第1與第4接口（43a、43d)。因此， 於油溫調整閥26與油冷卻器25間的油路徑38a、以及油路 徑38b中，則如圖2中雙頭箭頭B所示，油的壓力被維持 平衡狀態。 閥體驅動部41係設成配合油槽21b内之油31溫度的油溫 獨立進行動作，且在循環位置與限制位置之間以切換閥體 40位置之方式驅動閥體40之機構。而且，該閥體驅動部41 係如圖2至圖4所例示，係構成為具備有：彈簧44、與内 設有因溫度而產生體積變化之雙金屬機構的軸部45，且因 溫度產生動作的自立式驅動機構。 彈簀44例如係被設有螺旋彈簧，且被配置於本體部39 的内部空間，同時，亦被配置於閥體40的外筒部40b與内 筒部40a之間。而且，彈簣44係一端側以第1接口 43a周 緣部分抵接於本體部39内壁，而另一端側則對橋接部40c 抵接。藉此，彈簧44於本體部39中，使閥體40朝第1接 口 43a之對向侧賦予蓄勢。 内設有雙金屬機構的軸部45係其中一端部安裝於本體部 39上，而另一端部安裝於閥體40上。而且，軸部45的其 中一端部係嵌入於本體部39中在第1接口 43a對向側的内 壁上所形成安裝孔39d而安裝。而且，軸部45的另一端部 100137641 22 201226705 係在内筒部40a内側中對内筒部4〇a而安裝。另外，被配置 於軸部45的内筒部4〇a内之部分，則維持浸潰於自油槽2化 流動而來的油31中之狀態。藉此，軸部45係被構成為配合 油槽21b内的油溫進行動作。 另外，若油槽21b内的油溫在既定溫度以下，軸部45則 成為長度較短之狀態。因此，閥體40利用彈簧44的彈簧力， 於本體部39中朝與第1接口 43a呈對向側歟予蓄勢，而被 維持切換至圖2所示之限制位置的狀態。藉此，若油槽2化 内的油溫在既定溫度以下的低溫，則限制油向油冷卻器乃 的循環’而不進行油冷卻器25之油的冷卻。 另一方面，若油槽21b内的油溫超過既定溫度，軸部45 則成為長度伸長之狀態。因此，閥體4〇利用反抗彈簧私 的彈簧力而延伸的軸部45，於本體部39中朝第丨接口 43 側賦予蓄勢，而被切換至圖4所示之循環位置的狀態。藉 此，若油槽21b内的油溫為超過既定溫度之高溫，則進行油 向油冷卻器25的循環，而進行油冷卻器25之油的冷卻。 圖2至圖4所示之限制位置連通部42,其係設為闕體仙 位於限制位置時’使第2接口咖連通於第❿的機 構。而且，於本實施形態中，限制位置連通部42係被構成 為:閥體40的外筒部働中，以使外側與内側相連通之方 式貫通形成的貫通孔（以下亦稱「貫通孔42」）。 如圖2與圖3所示，貫通孔42的其中一開口，係被配置 100137641 23 201226705 為閥體40位於限制位置時，與第2接口 43b成相對向。因 此，閥體40位於限制位置時，可維持第2接口 43b介由貫 通孔42而連通至第1接口 43a的狀態。另一方面，如圖4 所示，貫通孔42的其中一開口係被配置為當閥體40位於循 環位置時，藉由於第2接口 43b與第3接口 43c之間所設的 本體部39之壁部46而遮蔽。即，貫通孔42的其中一開口， 成藉由壁部46的第2内周密封面39b所遮蔽之狀態。 其次，關於上述空氣壓縮裝置1的動作進行說明。於空氣 壓縮裝置1中進行生成壓縮空氣之運轉的狀態下，首先，屬 於外氣的空氣藉由因壓縮機12的動作而產生之負壓，而自 空氣吸入部18被吸入。而且，該被吸入的空氣通過利用被 吸入的空氣壓力而成開啟狀態之吸入閥29，流入至壓縮機 12内。此時，於壓縮機12中，如前述，使油自油供給路徑 20供給，且在壓縮機12中，被吸入的空氣將伴隨油一起被 壓縮。 伴隨油一起被壓縮的壓縮空氣通過摻油壓縮空氣吐出路 徑21a，再經由分離機30而吐出至油槽21b内。另外，於 分離機30自壓縮空氣中分離出的油則被回收至油槽21b 内。該所回收的油則經由油供給路徑2 0而對壓縮機12供給。 朝油槽21b内吐出的壓縮空氣在經過油分離元件22後， 更進一步地使油分離。而且，通過油分離元件22的壓縮空 氣被誘導至後冷卻器17,並在後冷卻器17中被冷卻。此外， 100137641 24 201226705 經後冷卻器17所冷卻的壓縮空氣係於油水分離器23中分離 出水分與油分，並於除濕器24中更進一步地進行除濕，再 自壓縮空氣送出部19輸送至空氣槽。 如上所述於進行生成壓縮空氣的運轉狀態下，若油槽21b 内的油溫在既定溫度以下，則如圖2所示，維持在油溫調整 閥26的閥體40位於限制位置的狀態。於該狀態下，如前述， 限制油向油冷卻器25的循環，而不在油冷卻器25進行油的 冷卻，油則在油回收器21與壓縮機12之間循環。 另一方面，若油槽21b内的油溫上升並達超過既定溫度的 高溫狀態，則如前述，利用閥體驅動部41驅動閥體40，而 如圖4所示，閥體40被切換至循環位置。於該狀態下，如 前述，使油於自油回收器21經由油冷卻器25而至壓縮機 12的路徑中循環，而在油冷卻器25進行油的冷卻。 空氣壓縮裝置1中，若生成壓縮空氣的上述運轉結束，則 停止壓縮機12的運轉。在該停止時刻，若油槽21b内的油 溫為既定溫度以下的低溫，則油溫調整閥26的閥體40位於 限制位置。而且，壓縮機12的運轉已停止，且油溫維持於 低溫，因此閥體40被維持位於限制位置的狀態。另一方面， 在壓縮機12的停止時刻，若油槽21b内的油溫為超過既定 溫度的高溫，則閥體40位於循環位置。然而，壓縮機12 的運轉已被停止，而使油溫下降，因此利用閥體驅動部41 的動作使閥體40的位置自循環位置切換至限制位置，且使 100137641 25 201226705 閥體40被維持位於限制位置的狀態。因而，若空氣壓縮裝 置1的運轉被停止，至少經過短暫時間使油溫下降後，成為 閥體40的位置被切換至限制位置的狀態。 圖5所示係用以說明油溫調整閥26的動作之模式圖，且 如上述，係表示壓縮機12的運轉被停止，而閥體40位於限 制位置的狀態。另外，於圖5中，在壓縮機12的運轉停止 後之油的流動路徑係以複數個箭頭D所標示。在壓縮機12 的運轉被停止而閥體40位於限制位置之狀態下，貫通孔42 的開口相對向於第2接口 43b，且維持第2接口 43b與第1 接口 43a相連通的狀態。因此，自被配置於較油槽21b更上 方處的油冷卻器25，利用重力使油流出。而且，油自油冷 卻器25的流出部25c流出，同時，與油冷卻時相反地亦自 油冷卻器25的流入部25b流出。 自油冷卻器25的流入部25b所流出之油，利用重力經由 油路徑38a，自第2接口 43b介由貫通孔42而流入至外筒 部40b的内側，再自第1接口 43a流出，與運轉時相反地流 經油供給路徑20，而被回收至油槽21b中。另外，自油冷 卻器25的流出部25c所流出之油，利用重力，經由油路徑 38b，自第3接口 43c流入至本體部39的内側，再自第1 接口 43a流出，與運轉時相反地流經油供給路徑20，而被 回收至油槽21 b中。 如上所說明，根據本實施形態，於構成為壓縮伴隨油之空 100137641 26 201226705 氣後，自壓縮空氣中使油分離而生成壓縮空氣的裝置之鐵道 車輛用空氣壓縮裝置1中，藉由油溫調整閥26，配合油槽 21b内的油溫，於使油在油冷卻器25中循環的狀態、與限 制油循環的狀態間任一狀態進行切換。因此，若油溫成高溫 - 則可進行油的冷卻，而調整油溫。而且，油溫調整閥26係 . 藉由配合油溫獨立進行動作的自立式閥體驅動部41，使閥 體40的位置在循環位置與限制位置之間切換。藉此，在空 氣壓縮裝置1運轉中，於循環位置狀態下，油回收器21侧 與油冷卻器25的流入部25b側被連接，同時，油冷卻器25 的流出部25c側與壓縮機12側亦被連接，而進行油的冷卻。 然後，在限制位置上，油回收器21側與壓縮機12侧被連接， 而限制油向油冷卻器25的循環。 另一方面，停止空氣壓縮裝置1的運轉後，即使於停止時 刻下的閥體40位置係位於循環位置，利用伴隨油溫下降而 產生的自立式閥體驅動部41之動作，閥體40的位置被切換 至限制位置。此時，於油溫調整閥26中設有限制位置連通 部42，因此維持第2接口 43b與第1接口 43a相連通之狀 態。從而，停止空氣壓縮裝置1的運轉後，至少經短暫時間 使油溫下降後，可維持第1接口 43a連通於第2接口 43b 與第3接口 43c的狀態。藉此，維持油冷卻器25的流入部 25b側與流出部25c侧連通於油回收器21側的狀態，且亦 停止壓縮機12的運轉，因而使油滯留於油冷卻器25、與將 100137641 27 201226705 油冷卻器25與油槽2lb相連通的路徑中的情況被抑制，而 可使油回收至油槽21 b中，並抑制油回收量出現變動。因 而，作業者在利用油面計27確認油槽21b内的油面時，若 在裝置内循環的油合計量為相同，則利用停止運轉時的油溫 調整閥26之動作狀態，而可抑制油面位置出現變動，且可 保持安定之大致相同的油面位置。因此，作業者可輕易且正 確地判斷是否需要進行油的補充。 從而，根據本實施形態，可提供能輕易且正確地判斷是否 需要進行油補充的鐵道車輛用空氣壓縮裝置1。 另外，根據空氣壓縮裝置1，限制位置連通部42係被設 成於閥體40中形成的貫通孔。因此，可依簡單構造輕易地 構建限制位置連通部42。再者，作為貫通孔而設的限制位 置連通部42之其中一開口，僅於限制位置時連通至第2接 口 43b，而在循環位置則藉由第2接口 43b與第3接口 43c 間之壁部46而被遮蔽。因此，在循環位置中，藉由作為限 制位置連通部42的貫通孔，而防止第1接口 43a、與第3 接口 43c以及第4接口 43d相連通，可防止油回收器21側 連通至油冷卻器25的流出部25c側與壓縮機12側，而阻礙 油向油冷卻器25的循環。 以上，關於本發明實施形態已進行說明，惟本發明並不僅 侷限於上述實施形態，舉凡在申請專利範圍之範疇内其可作 各種變更。於上述實施形態中，雖係以具備後冷卻器、油分 100137641 28 201226705 離元件、油水分離器、及除濕器等構成為例進行說明，但該 等構成並不一定必須要設置。另外，於上述實施形態中，係 以壓縮機、油回收器等各機器收容於收容箱之形態為例進行 說明，但若非為該種形態者亦可。另外，於上述實施形態中， - 係以限制位置連通部一體地被設於閥體上的機構形態為例 . 進行說明，但若非為該種形態者亦可。例如，限制位置連通 部亦可為具備電磁閥等，而被設成與閥體獨立進行動作之機 構。另外，於上述實施形態中，作為閥體驅動部之形態，係 以具備有内建雙金屬機構的軸部之構成形態者為例進行說 明，但若非為如此者亦可。閥體驅動部亦可構成為配合油溫 而獨立進行動作之機構，例如，亦可構成為使用因溫度而產 生體積變化的蠟之機構者亦可。 (產業上之可利用性） 本發明係可廣泛適用於設置在鐵道車輛中，且生成該鐵道 車輛所使用之壓縮空氣的鐵道車輛用空氣壓縮裝置。 【圖式簡單說明】 圖1係模式地表示本發明一實施形態的鐵道車輛用空氣 壓縮裝置之系統構成之系統圖。 圖2係為說明介由圖1所示之鐵道車輛用空氣壓縮裝置的 油溫調整閥之油流動路徑之模式圖。 圖3係表示圖2所示之油溫調整閥之圖。 圖4係為說明圖1所示之鐵道車輛用空氣壓縮裝置的油溫 100137641 29 201226705 調整閥之動作之模式圖。 圖5係為說明圖1所示之鐵道車輛用空氣壓縮裝置的油溫 調整閥之動作之模式圖。 【主要元件符號說明】 I 鐵道車輛用空氣壓縮裝置 II 收容箱 12 壓縮機 13 壓縮機驅動部 13a 電動馬達 14 聯軸器 15 聯軸器箱 16 冷卻風扇 17 後冷卻器 18 空氣吸入部 18a 吸入過濾器 19 壓縮空氣送出部 20 油供給路徑 20a 濾、油器 21 油回收器 21a 摻油壓縮空氣吐出路徑 21b 油槽 22 油分離元件 100137641 30 油水分離器 除濕器 油冷卻器 隔間壁 流入部 流出部 油溫調整閥 油面計 濾器部 吸入閥 分離機 油 溫度開關 壓縮機連通路 保壓逆止閥 安全閥 排放閥 逆止閥 油路徑 油路徑 本體部 第1内周密封面 201226705 39b 39c 39d 40 40a 40b 40c 40d 41 42 43a 43b 43c 43d 44 45 46 第2内周密封面 端面 安裝孔 閥體 内筒部 外筒部 橋接部 外周側面 閥體驅動部 貫通孔（限制位置連通部) 第1接口 第2接口 第3接口 第4接口 彈簣 軸部 壁部 100137641 32201226705 6. TECHNOLOGICAL FIELD OF THE INVENTION The present invention relates to a railway vehicle air compressing device that is installed in a railway vehicle and generates compressed air used by the railway vehicle. - [Prior Art] - A railway vehicle air compressing device that generates compressed air used in the railway vehicle is provided in the railway vehicle. As an apparatus for the air compressing apparatus for such a railway vehicle, an oil-cooled air compressor disclosed in Patent Document 1 is known. The oil-cooled air compressor disclosed in Patent Document 1 is configured by compressing air with oil and then separating the oil from the compressed air to generate compressed air. Thereby, the air compressing device is configured to perform the removal of the heat of compression, the sealing and lubrication by the oil film. The air compressor disclosed in Patent Document 1 for producing compressed air using oil is provided with an oil recovery device having an oil groove, an oil cooler for cooling the oil recovered in the oil tank, an oil temperature adjusting valve, and the like. The oil recovery device is configured such that compressed air compressed with oil is induced in the compressor and the oil is recovered into the oil sump, and the oil supply path for supplying the oil is communicated to the compressor. The oil temperature adjustment valve is configured to adjust the oil temperature (oil temperature) in the oil groove, to match the oil temperature in the oil groove, to circulate the oil in the oil cooler, and to limit the state of the oil circulation. Switch. Further, Patent Document 1 discloses an oil separator 3 as the oil recovery device, and discloses an oil cooler 5 as the oil cooler, and discloses an oil temperature of 100137641 3 201226705 as the oil temperature adjustment valve. The valve 51 is adjusted. Further, the oil temperature adjusting valve 51 discloses an independent actor by using a bimetal mechanism or the like and matching the oil temperature. [Provisional Technical Document] [Patent Document 1] Patent Document 1: Japanese Laid-Open Patent Publication No. Hei No. 8-319976 (Draft of the Invention) In the air compression device disclosed in Patent Document 1, the oil system is Required for cooling and lubrication. Further, when such an air compressing device is used as an air compressing device for a railway vehicle, it is periodically checked whether or not the amount of oil is at an appropriate liquid level, for example, after the railway vehicle is operated. In this case, the operator uses the oil level gauge installed in the oil recovery device and can measure the oil level in the oil tank to confirm the oil level and replenish the oil as needed. However, in the air compressing apparatus that generates compressed air using oil as disclosed in Patent Document 1, as described above, a mechanism for adjusting the oil temperature in the oil tank is provided with an oil cooler and an oil temperature adjusting valve. Therefore, when the operation of the air compressor is stopped, depending on the temperature of the oil and the operating state of the oil temperature adjustment valve, the oil cooler and the oil cooler are connected to the oil groove at the time when the operation is stopped. The oil retained in the tank causes a change in the amount of oil recovered from the oil tank. Therefore, in order to determine whether or not oil replenishment is required, the operator stops the operation of the air compressing device for the railway vehicle and confirms the oil level in the oil tank by the oil level gauge, even if the oil level measured in the device is the same. It will also cause the oil level to change due to the oil temperature at the time when the operation is stopped and the oil temperature adjustment valve operating state at 100137641 4 201226705. Therefore, it is difficult for the operator to correctly judge whether or not oil replenishment is required. The present invention has been made in view of the above circumstances, and an object thereof is to provide an air compressing device for a railway vehicle which can easily and correctly determine whether or not oil replenishment is required. (Means for Solving the Problem) The air compressing device for a railway vehicle according to the first aspect of the present invention is provided in a railway vehicle, and an air compressing device for a railway vehicle that generates compressed air used in the railway vehicle is provided. a compressor, an oil supply path, an oil recovery device, an oil cooler, and an oil temperature adjustment valve; the compressor compresses air taken in from the outside; the oil supply path supplies oil to the compressor; the oil recovery system Providing an oil sump and inducing compressed air compressed with oil in the compressor, and separating oil from the induced compressed air, and recovering into the oil tank, and simultaneously communicating with the oil supply path; the oil The cooler is cooled by the oil recovered in the oil tank; the oil temperature adjusting valve is matched with the oil temperature of the oil in the oil tank, and the oil is circulated in the oil cooler to limit the oil circulation. Any state between states is switched to adjust the oil temperature. Further, in the air compressing device for a railway vehicle according to the first aspect of the invention, the oil temperature adjusting valve includes: a main body portion, a valve body, a valve body driving portion, and a restriction position communication portion; The first interface, the second interface, the third interface, and the fourth interface are provided; the first interface is connected to the oil recovery device; and the second interface is inflow from the oil recovery device, 100137641 5 201226705 、 , °P The oil cooler inflow portion of the oil to be cooled in the state is connected to the outflow portion of the oil that has been cooled in the oil cooling 11; the fourth interface is connected to the compressor. The inside of the body portion is arranged to limit the seedlings* in the circulation position. He sets the position of the line to switch 33 cycle position to borrow =; r = connect:, up - =, by the heart ==:: The above fourth interface interface connected to the valve Zhao drive department cooperates;;!=^ ~8 oil circulation; ,, between the money is difficult to set, (4) replaced with the body of the aging; the limit of the cooked _ material, when the upper = then the second interface is connected to the above interface. In the case of the position, according to the invention, the air is placed in the air after the separation of the compressed oil to generate the condensed air, and the air temperature is adjusted by the oil temperature adjustment, and the second oil is used in the oil. _, inner n of the loop in the cooler, to switch the state. Therefore, if the oil phase (four) state is between - the whole oil temperature. Then, the oil temperature is difficult to perform (4) cooling, and the _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ In the state where the contraction is cut, the phase is taken up and connected to the inflow side of the _ shoulders at the circulation position. The 20122012 side of the oil cooler is connected to the compressor side, and the oil is Further, in the restricted position, the oil recovery unit side is connected to the compressor side, and the oil circulation to the oil cooler is restricted. On the other hand, even after the operation of the railway vehicle air compression device is stopped, even if it is stopped The valve body position of the timing is located at the circulation position, and the position of the valve body is switched to the limit position by the action of the self-erecting valve body driving portion with the oil temperature falling. At this time, the oil temperature adjustment valve is provided with the restriction position communication. Therefore, the second interface is in a state of being in communication with the first interface. Therefore, after the operation of the air compressing device for the railway vehicle is stopped, the first interface is maintained after at least a short period of time and the oil temperature is lowered. In the state of the second port and the third port, the inflow portion side and the outflow portion side of the oil cooler are maintained in communication with the oil recovery unit side, and the operation of the compressor is also stopped, thereby suppressing the oil cooler. In the path between the oil cooler and the oil sump, the oil is retained, and the oil can be recovered into the oil sump and the oil recovery amount can be suppressed. Therefore, when the operator uses the oil level gauge to confirm the oil level in the oil sump When the oil metering amount circulating in the apparatus is the same, it is possible to suppress the oil level position from changing due to the operation state of the oil temperature adjusting valve at the time of the operation stop, and it is possible to stabilize the substantially same oil level position. Therefore, the operator can easily and accurately determine whether or not oil replenishment is required. Further, the restriction position communication portion may be a mechanism integrally provided on the valve body, and may be a mechanism that operates independently of the valve body. Therefore, according to the present invention, it is possible to provide an air compressing device for a railway vehicle which can easily and accurately determine whether or not oil replenishment is required. 100137641 7 201226705 2nd invention Lai Road car _ domain pressure county In the railcar_air compression skirt of the first aspect of the invention, the restricting position communication portion is formed by a through hole formed in the above-mentioned Na, and the through hole is opened; When the body is located at the above-mentioned restriction position, it is opposite to the above-mentioned first direction: when the valve body is located at the circulation position, the wall is provided on the second interface and the third interface 哎箆4. The above-mentioned present invention is provided between the interfaces, and the contact-contacting portion of the present invention is formed by a through hole formed by _ towel. Because of its simple construction, it is easy to construct a restricted position. Further, the restriction position communication portion provided as the through hole communicates with the second interface only at the restriction position, and is shielded by the wall portion between the second interface and the third or fourth interface at the time of the circulation position. Therefore, at each position, by using _ bit material to pass (four) through the Wei, the interface can be connected to the third interface and the fourth interface, 1 3« /α, and the oil is recovered. . The side communicates to the outflow side of the oil cooler and the compressor side, while the cooler circulates. According to the present invention, it is possible to provide an air compressing device for a railway vehicle which can easily and accurately determine whether or not the vehicle is required to be replenished. [Embodiment] Hereinafter, the embodiment for carrying out the present invention will be described with reference to the drawings. This embodiment is installed in a railway vehicle, and &#& generated for use in the railway of the railway 8 100137641 201226705 An air compressing device for a railway vehicle that compresses air, which is widely applicable to a railway vehicle air compressing device that compresses air from compressed air to generate compressed air after compressing the air accompanying the oil. Fig. 1 is a system diagram schematically showing a system configuration of an air compressing device 1 (hereinafter also referred to as "air compressing device 1") for a railway vehicle according to an embodiment of the present invention. The air compressing device 1 shown in Fig. 1 is installed in a railway vehicle (not shown). Moreover, the compressed air generated by the air compressing device 1 is used to cause an air compressor such as a brake machine to act in a railway vehicle. Further, the air compressing device 1 is provided, for example, in each of the sections of the railway vehicle. The air compressor 1 shown in Fig. 1 includes a storage box 11, a compressor 12, a compressor drive unit 13, a coupling 14, a coupling case 15, a cooling fan 16, an aftercooler 17, and an air intake unit. 18. The compressed air delivery unit 19, the oil supply path 20, the oil recovery unit 21, the oil separation element 22, the oil water separator 23, the dehumidifier 24, the oil cooler 25, the oil temperature adjustment valve 26, and the oil level gauge 27, etc. Composition. Further, the air compressing device 1 is configured to compress the air taken in from the air intake unit 18 by the compressor 12, and then cool it by the aftercooler 17, and then deliver the compressed air from the compressed air sending unit 19. Device. Further, the air compressing device 1 is configured to include the oil supply path 20, the oil recovery unit 21, the oil separating element 22, the oil water separator 23, the oil cooler 25, the oil temperature adjusting valve 26, and the like, thereby constituting the compressed air accompanying the oil. After that, the self-compressing air 100137641 9 201226705 is a device for separating the oil and generating compressed air. Thereby, the composition can be removed by compression heat and sealed and lubricated by the oil film. Hereinafter, each constituent element of the air compressing device 1 will be described in detail. The storage box 11 is configured to accommodate the compressor 12, the compressor drive unit 13, the coupling case 15, the cooling fan 16, the aftercooler 17, the oil supply path 20, the oil recovery unit 21, the oil separation element 22, and the oil-water separation. The box 23 of the device 23, the dehumidifier 24, the oil cooler 25, and the like. Further, in the storage box 11, the air suction portion 18 and the compressed air delivery portion 19 are provided in the wall portion. The air suction portion 18 provided in the storage box 11 is provided as a mechanism for sucking air (outside air) compressed by the compressor 12, and is provided to communicate with the compressor 12. Further, the air suction portion 18 is provided with a suction filter 18a capable of suppressing the passage of dust such as sand dust when the sucked air passes. Further, the compressed air delivery portion 19 is provided as a mechanism for conveying the compressed air cooled by the aftercooler 17. Further, the compressed air delivery unit 19 is provided so as to supply the compressed air (not shown) which is provided outside the storage box 11 and stores compressed air, and is supplied to the compressed air. A piping system that extends toward the outside. Further, in the storage box 11, a filter portion 28 is provided in a wall portion on the upstream side of the flow of the cooling air generated by the cooling fan 16. The filter unit 28 is provided, for example, as a metal mesh attached to the storage box 11. Further, by the rotation of the cooling fan 16, the outside air which becomes the cooling air is sucked through the filter portion 28. Further, in Fig. 1, the flow of the air in the inhaled outer air 100137641 201226705 and the air flow in the dry state are indicated by the teaching head of the hollow shape state. Further, the flow of air containing oil droplets, water droplets, and water vapor is indicated by a thick arrow drawn in a diagonal state. Further, the flow of oil is indicated by thin arrows. The compressor 12 is configured to communicate with the air intake portion 18, and compresses air taken in from the outside through the air suction portion 18. Further, the compressor q is configured to communicate with the air intake portion 18 via the suction valve 29 integrally formed on the compressor body. The suction valve 29 is provided with a valve body, a valve seat that allows the valve body to be seated and seated, and a spring that accumulates the valve body in the direction in which the valve seat is seated. Further, the compressor 12 is actuated to make the compressor 12 side a negative pressure, whereby the valve body is biased from the valve seat against the spring force of the spring by the pressure of the external air, and the air is sucked into the compressor 12. Further, the compressor 12 is, for example, a screw type air compressor having a pair of screws that rotate in opposite directions and compress air. Inside the compressor body in which the screw is disposed, the portion of the compressor that communicates with the suction valve 29 straddles the portion of the continuous oil recovery unit 21, and the air pressure rises. Further, in the present embodiment, the compressor 丨 2 is described as an example in which a screw air compressor is provided, but this may not be the case. The compressor 12 may be a scroll type air compressor or a reciprocating air compressor that converts the rotational driving force from the compressor driving unit 13 into a reciprocating driving force via a crank shaft and drives and drives the same. . The compressor drive unit 13 has an electric motor 13a and is provided with a drive mechanism that rotationally drives the compressors 100137641 201226705 / 12. In the present embodiment, the compressor driving unit 13 is exemplified as a case where only the electric motor 13a is provided and the driving mechanism of the speed reducer portion is not provided. However, this may not be the case. That is, the compressor drive unit 13 may be provided with a reducer motor including a reducer portion coupled to the electric motor 13a. The coupling 14 is configured to connect the compressor drive unit 13 to the compressor 12, and to transmit the driving force of the compressor drive unit 13 to the compressor 12, for example, as a shaft joint. The coupling case 15 is a box-like body that houses the coupling μ. Further, the coupling case 15 is disposed between the compressor 12 and the compressor drive unit 13, and the compressor 12 is coupled to the compressor drive unit 丨3. The cooling fan 16 is attached to one end side of the coupling 15 and the opposite side with respect to the compressor driving unit 13. The cooling fan 16 is an axial fan, and is configured to include a propeller portion and a cylindrical case portion (not shown) provided around the propeller portion. Further, the cooling wind driving force of the cooling wind 16 is set to the rotating shaft driving force of the electric motor 13a to the propeller portion on the opposite side to the coupling side. As a result, the cooling fan 16 is rotationally driven by the driving force from the electric motor 13 & constituting the cooling air generated by the air sucked from the filter unit 28 to generate cooling air. Further, in the present embodiment, the cooling fan 16 is exemplified as an axial fan. However, other than this, a cooling fan of another type such as a multi-blade fan may be used. The aftercooler 17 is a heat exchanger that cools the compressed air that has been compressed by the compressor 12 and has the heat of compression 100137641 12 201226705 remaining. Thereafter, the cooler 17 is disposed on the upstream side of the flow of the cooling air generated by the cooling fan 16 with respect to the cooling fan 16 (again, the system diagram shown in FIG. 1 is not shown in the storage box 11; The cooler 17 is configured to be specific). Thereby, the rear cooler 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 cooled. Further, the aftercooler 17 is formed integrally with the oil cooler 25. Further, the aftercooler 17 may be disposed on the downstream side of the flow of the cooling air generated by the cooling fan 16 with respect to the cooling fan 16. The oil recovery unit 21 is configured to include an oil-filled compressed air discharge path 21a and an oil groove 21b. The oil-filled compressed air discharge path 21a is provided to communicate the path between the compressor 12 and the oil groove 21b. The compressed air compressed by the oil in the compressor 12 is induced to the oil groove 21b via the oil-filled compressed air discharge path 21a, and the oil discharged from the oil-filled compressed air discharge path 21a together with the compressed air is recovered. In the oil tank 21 b. Further, a separator 30 is provided at the discharge portion in the oil groove 21b of the oil-filled compressed air discharge path 21a. When the compressed air accompanying the oil is induced to be discharged from the discharged portion through the oil-filled compressed air discharge path 21a, the oil is separated from the compressed air by the separator 30, and the gravity is removed while being scattered in the oil groove 21b. It is collected and recovered into the oil tank 21b. Further, in the oil tank 21b, the state of the recovered oil 31 is stored. The oil level gauge 27 is provided in the oil groove 21b of the oil recovery unit 21. Further, 100137641 13 201226705 is provided as a measuring means for measuring the oil level position of the oil 31 in the oil groove 21b. The operator who wants to confirm the oil level in the oil groove 21 b can use the oil level gauge 27 to confirm the position of the oil level. Further, as the oil level gauge 27, various types of oil level gauges can be used. For example, a face meter, a floating type oil level meter, an ultrasonic type oil level gauge, or a pressure type oil gauge which is an operator can view the window position of the oil level from the outside can be used. Further, a temperature switch 32 as a temperature sensor for detecting the temperature (oil temperature) of the oil 31 in the oil groove 21b is provided in the oil groove 21b. The temperature switch 32 is a temperature sensor that outputs a signal for forcibly stopping the entire device if the detected oil temperature reaches a predetermined upper limit temperature or higher. The oil supply path 20 is provided such that the oil groove 2lb of the oil recovery unit 21 communicates with the compressor 12, and is provided as a path for supplying oil to the compressor 12 from the oil groove 21b. The oil supply path 20 is located on the suction side where the suction valve 29 communicates with respect to the compressor body of the compressor 12, and communicates to the low pressure side where the pressure is low. Further, the oil supply path 20 is configured to communicate with the oil groove 21b at an oil level position lower than the oil 31 in the oil groove 21b. Accordingly, since the oil supply path 2 is connected to the compressor 12 and the oil groove 21b, the compressed air discharged from the oil-filled compressed air discharge path 21a pushes down the oil surface of the oil 31 through the oil supply path 20 Pressure _ 12 as the oil supply. Further, in the middle of the oil supply path, an oiler is provided as a transitional device element, and it is possible to prevent foreign matter (for example, a residue-like substance aggregated by the deteriorated oil) in the oil groove training from being supplied to the compression. Inside the machine 12. 100137641 14 201226705 The oil separation element 22 is disposed in a path that communicates the oil groove 21b of the oil recovery unit 21 with the aftercooler 17, and the compressor 12 is provided with compression that is compressed by the oil recovery device 21. In the air, filter elements that further separate the oil. In this oil separation element 22, the fine oil droplets which are not recovered in the oil recovery unit 21* are separated from the compressed air. Further, the compressor communication passage 33 is provided to extend from the oil separating member 22 toward the compressor 12 or the suction valve 29. The compressor communication passage 33 is disposed inside the casing portion of the oil separation element 22, and the lower portion is communicated with the compressor 12, and the oil separated by the oil separation member 22 is pushed up by the compressed air. And supplied to the compressor 12. Further, a throttle valve that can suppress the passage of the compressed air is provided in the compressor communication passage 33. Further, in the path in which the oil separating element 22 and the aftercooler 17 are in communication, a pressure maintaining check valve 34 and a safety valve 35 are provided; the pressure maintaining check valve 34 allows passage of compressed air above a predetermined pressure to be cooled. The safety valve 35 causes the compressed air to escape to the outside when the pressure of the compressed air reaches a predetermined excessive pressure or higher. The oil-water separator 23 is disposed on a path connecting the aftercooler 17 and the dehumidifier 24, and is provided with a plurality of filter elements for separating moisture and oil from the compressed air cooled by the post-cooler 17. Made into. The oil water separator 23 separates moisture from the compressed air, and at the same time, a small amount of oil which is not separated in the oil separating member 22 is also separated from the compressed air. Further, the moisture or the like separated in the oil-water separator 23 is discharged from the discharge valve 36 by 100137641 15 201226705, and the Swallow 24 is disposed between the oil-water separation 0 η η * ° 23 and the compressed air delivery portion 19' It has a compressed air that separates moisture and oil from the oil-water separator, and contains a filter element that can further reduce the amount of the desiccant or a hollow fiber membrane to dehumidify. 24 ^ . k / consideration device requirements. This dehumidifier 24 performs final dehumidification of the compressed air taken out from the compressed air delivery portion 19. Further, in the path connecting the dehumidifier 24 to the pressure a and the air delivery portion 19, a check valve 37 is provided which can allow the compressed air from the predetermined pressure to pass through the compressed air delivery portion 19 side. η ^ The palpitations prevent the inversion and sputum generated by the compressed air from the air groove (compressed air-rolled) not shown. The oil cooler 25 is provided so as to be in communication with the oil in the oil supply path, the oil sump 21b side and the compressor 12 side by 2 lb., and is provided with an oil sump. This oil cooling "(4): a heat exchange device supplied to the oil supply path 2A. In addition, the oil, _25', as described above, is connected to the aftercooler 17 to integrally flow the gas. The cooling fan 16 is shown in the mode of cooling air/" and is located above the oil recovery unit 21 (again, the configuration of Fig. 1 is specially designed, not for the oil cooler 25 that houses the shaft 11β. The generated cold is each:). Moreover, the oil cooler 25 starts to cool from the outside by cooling the fan 16^7 P air, so that the oil passing through the inside of the oil cooler 25 is turned to the dam portion. The device 25 is also urged to be placed cold relative to the cooling fan 16. The downstream side of the flow of dioxane. As described above, the method 25 is lighter than the oil supply path 20, and is set to 100137641 201226705 to the side of the oil groove 21b and to the side of the compressor 12, at the oil temperature. The oil valve U is in communication with the oil valve U, and the oil in the oil supply path 2 () from the oil groove 21b is torn through the oil path through the oil supply path 20 through the oil temperature adjusting valve 26. Imported = Cooled 'The cooled oil is returned to the oil supply path 2G via the oil passage 38b and through the oil temperature adjustment interval %. Further, the oil is cooled by the oil cooler h and returned to the oil supply path 2G, and the compressed air is discharged from the oil-exchange compressed air discharge path 21a, and the oil surface of the oil 31 is pushed down. . 2 is a schematic view for explaining the flow path of the oil by the oil pressure adjusting device i to the oil temperature adjusting unit 26, and shows the oil temperature adjusting valve %, the compressor 12, the oil recovery unit 21, and the oil cooler 25. . In addition, in the schematic view of FIG. 2, as an example of the oil cooling H 25, the oil cooler of the structure in which the oil of the flowing person overflows through the partition wall 25a while being cooled and flows out is shown in the figure. In the second aspect, the oil temperature adjustment room 26 is shown in a cross-sectional view, and the shape of the part is shown as an appearance shape. The oil temperature adjustment valve 26 will be described in detail below. As shown in Fig. 2, the oil temperature adjusting valve 26 is provided at a position where the oil supply path 2 is connected to the oil path and the oil path 38b. Thereby, the oil temperature adjustment valve % is set as the inflow portion 25b of the oil cooler 25 for the oil to be cooled by the oil recovery unit 21 and the oil cooler 25, and the oil cooler, 25 The outflow portion 25c of the oil cooling benefit 25 from which the cooled oil flows out, and the compressor 12 are in communication. 100137641 201226705 The oil temperature adjusting valve 26 shown in Fig. 1 and Fig. 2 is used as the oil temperature of the oil temperature in the oil groove 21b, and is used to make the oil in the oil cooler 25 / ° Switching between the state of the Confucian ring and the state of restricting the oil circulation, and adjusting, by m white, valve mechanism. Further, the oil temperature adjusting valve 26 is configured to include the body 39, the valve body 40, the valve body driving unit 41, and the communication position restricting portion 42, etc., and can be controlled by the operation of the oil temperature adjusting valve 26. The temperature in the oil tank can prevent oxidation of the oil due to excessive oil temperature. Fig. 3 is a plan view showing the oil temperature adjustment 阙 26 shown in Fig. 2. As shown in FIGS. 2 and 3, the main body portion 39 is configured to include an internal space disposed in the valve body 4A, and a first interface 43a, a second interface 43b, and a third interface 43c and the first interface 43a that communicate with the internal space. 4 block structure of the interface 43d. Further, the main body portion 39 may be constituted by a single member. Further, as shown in Fig. 3, a plurality of members may be integrally combined. The first interface 43a is configured to communicate with the oil recovery unit 21 via the oil supply path 2A. The second port 43b is configured to be connected to the oil in the oil passage 38a, and the inflow portion 25b of the /r cooler 25 is communicated. The third port 43c is configured to communicate with the outflow portion 25c of the oil cooler 25 via the oil passage 38b. The fourth interface 43d is configured to communicate with the compressor 12 via the oil supply path 20. The valve body 40 is formed, for example, as an integrated double-layered tubular structure. . Further, the valve body 40 is provided with an inner tubular portion 40a disposed inside, an outer tubular portion 40b disposed outside the inner tubular portion 40a, and a plurality of bridge portions connected to the inner tubular portion 40a and the outer tubular portion 40b. 40c. The inner tubular portion 4a is formed into a cylindrical shape in which, for example, 100137641 201226705 is gradually reduced in diameter from the one end side to the other end side. The outer tubular portion 40b is disposed, for example, concentrically with the inner tubular portion 4a, and is disposed at a position on the inner tubular portion 40a that is biased toward one side thereof in the axial direction. Further, the bridge portion 40c is protruded from the outer circumference of the inner cylinder portion 40a in the radial direction on the outer side in the radial direction, for example, and is provided in the circumferential direction of the inner cylinder portion 40a so as to protrude at a substantially uniform angular position. Further, each of the bridge portions 40c has one end portion integrally formed on the outer circumference of the inner cylinder portion 4a, and the other end portion integrally formed on the inner circumference of the outer cylinder portion 40b. Therefore, the inner tubular portion 4A and the outer tubular portion 40b are integrally coupled via the plurality of bridge portions 40c, and a space through which oil can flow is provided between the adjacent bridge portions 40c. The valve body 40 is slidably disposed inside the main body portion 39. Further, the valve body 40 is configured to be switched only in a circulating position in which the oil is circulated in the oil cooler 2s and a restriction in restricting the circulation of the oil to the oil cooler 25. Fig. 4 is a view showing the mold between the oil temperature adjusting valve 26 and the valve body 40 in the circulating position. The "flying garden" indicates that the valve body 40 is in a restricted position. The valve body between the above-mentioned circulation position and the restriction position is carried out by a valve body driving portion 41 which will be described later. And the position is switched, and the positive, as shown in Fig. 4k - the valve body 40 is formed under the bear in the circulating position, and the second interface 43b is connected, and the third interface 1 interface 43a 43d is connected. In order to make the oil in the oil cooler, the fourth interface 100137641 19 201226705 is shown in FIG. 4, the path of the oil when the valve body 40 is in the circulating position is marked by a plurality of arrows C. When the valve body 40 is at the circulation position, the oil which is discharged from the compressor 12 together with the compressed air is recovered into the oil groove 21b via the oil-filled compressed air discharge path 21a. Further, as described above, the oil faces the oil in the oil groove 21b with the compressed air pushed downward, and the oil flows from the oil groove 21b to the inflow portion 25b of the oil cooler 25 via the oil temperature adjusting valve 26. At this time, the oil-injection temperature adjustment valve 26 flows from the first port 43a, flows through the space between the inner tube portion 40a and the outer tube portion 40b, and then flows out from the second port 43b toward the oil passage diameter 38a. Further, the oil is cooled in the oil cooler 25, flows out from the outflow portion 25c, and is sucked into the compressor 12 via the oil temperature adjusting valve 26. At this time, the oil-input oil temperature adjusting valve 26 flows from the third port 43c, flows through the space outside the outer tubular portion 40b in the body portion 39, and then flows out from the fourth port 43d toward the oil supply path 20. Further, in the circulation position shown in FIG. 4, one end side of the outer circumferential side surface 40d (see FIGS. 3 and 4) of the outer tubular portion 40b of the valve body 40 is located at a position where the first inner circumferential sealing surface 39a is in close contact with each other. . The first inner circumferential sealing surface 39a is a wall surface between the first port 43a and the third port 43c and the fourth port 43d of the main body portion 39. Further, the other end side of the outer peripheral side surface 40b is located at a position where the second inner circumferential sealing surface 39b is in close contact with each other. The second inner circumferential sealing surface 39b is a wall surface between the second port 43b and the third port 43c and the fourth port 43d of the main body portion 39. Thereby, when the valve body 40 is at the circulation position, the oil passage that the first port 43a communicates with the second port 43b and the oil path that is connected by the third port 100137641 20 201226705 person D 43d use the body portion 39. The 'the second inner circumferential sealing surface (39a, 39b) and the outer circumferential side surface 40d of the outer cylindrical portion are sealed so as to be isolated from each other. Further, as shown in Fig. 2, the valve body 40 is configured such that the first interface 43d connected to the third port 43c is first placed under the center of the restriction position. The port 43a communicates '❿ to limit the circulation of oil to the oil cooler 25. In Fig. t, the clothes line L when the compressor 12 is in operation and the valve body 40 is at the restricted position is indicated by a plurality of arrows A. When the valve body 40 is at the restricted position, the oil discharged from the compressor 12 and the compressed air is recovered into the oil groove 21b via the oil-exchange compressed air discharge path 21a. Further, as the compressed air pushes the oil surface of the oil in the oil groove 21b downward, the oil flows from the oil groove 21b through the oil temperature adjusting valve %, and is sucked into the compressor 12. At this time, the first inner circumferential sealing surface 39a and the outer circumferential side oil-to-oil temperature adjustment 26 flow from the i-th interface 43a, and flow through the space between the second reduction surface and the outer cylinder portion, and then from the fourth interface. 43d flows out toward the oil supply path 20. In the restricted position shown in Fig. 2, the outer peripheral side of the outer cylindrical portion 4% is separated from the first inner circumferential sealing surface, and the second inner circumferential sealing surface is located at the close contact position. Moreover, with the outer tube section of the first! The end face 4Ge (see Fig. 3) of the end portion of the interface 呈 on the opposite side is located at a position where the end of the end portion of the cylindrical portion = 39c is in close contact with each other. The surface 39c of the end portion of the cylindrical portion protrudes at a position corresponding to the second interface 4 in the main body portion 39. 100137641 21 201226705 Further, in the above-described restriction position, the second interface 43b communicates with the first and fourth interfaces (43a, 43d) via a communication position restricting portion 42 which will be described later, and the third interface 43c is also connected to the third interface 43c. 1 and the 4th interface (43a, 43d). Therefore, in the oil passage 38a between the oil temperature adjustment valve 26 and the oil cooler 25, and the oil passage diameter 38b, the pressure of the oil is maintained in equilibrium as indicated by the double-headed arrow B in Fig. 2 . The valve body driving portion 41 is configured to independently operate the oil temperature of the temperature of the oil 31 in the oil groove 21b, and to drive the valve body 40 between the circulation position and the restriction position so as to switch the position of the valve body 40. Further, as shown in FIGS. 2 to 4, the valve body driving portion 41 is configured to include a spring 44 and a shaft portion 45 having a bimetal mechanism in which a volume change occurs due to temperature, and is generated by temperature. Self-supporting drive mechanism for action. The magazine 44 is provided with, for example, a coil spring, and is disposed in the inner space of the body portion 39, and is also disposed between the outer tube portion 40b of the valve body 40 and the inner tube portion 40a. Further, the one end side of the magazine 44 abuts against the inner wall of the main body portion 39 at the peripheral portion of the first port 43a, and the other end side abuts against the bridge portion 40c. Thereby, the spring 44 is in the main body portion 39, and the valve body 40 is biased toward the opposite side of the first port 43a. The shaft portion 45 in which the bimetal mechanism is provided has one end portion attached to the body portion 39 and the other end portion attached to the valve body 40. Further, one end portion of the shaft portion 45 is fitted to the mounting hole 39d formed in the inner wall of the main body portion 39 on the opposite side of the first port 43a. Further, the other end portion 100137641 22 201226705 of the shaft portion 45 is attached to the inner tubular portion 4A in the inner side of the inner tubular portion 40a. Further, the portion disposed in the inner cylindrical portion 4a of the shaft portion 45 is maintained in a state of being immersed in the oil 31 flowing from the oil groove 2. Thereby, the shaft portion 45 is configured to operate in accordance with the oil temperature in the oil groove 21b. Further, when the oil temperature in the oil groove 21b is equal to or lower than a predetermined temperature, the shaft portion 45 has a short length. Therefore, the valve body 40 is biased toward the first port 43a by the spring force of the spring 44, and is maintained in the state of being switched to the restriction position shown in Fig. 2 . Thereby, if the oil temperature in the oil groove 2 is lower than the predetermined temperature, the circulation of the oil to the oil cooler is restricted, and the oil of the oil cooler 25 is not cooled. On the other hand, when the oil temperature in the oil groove 21b exceeds a predetermined temperature, the shaft portion 45 is in a state in which the length is elongated. Therefore, the valve body 4 is biased toward the second port side 43 by the shaft portion 45 which is extended by the spring force against the spring, and is switched to the state shown in Fig. 4 in the circulating position. Therefore, if the oil temperature in the oil groove 21b is a high temperature exceeding a predetermined temperature, the oil is circulated to the oil cooler 25, and the oil of the oil cooler 25 is cooled. The restriction position communication portion 42 shown in Fig. 2 to Fig. 4 is a mechanism for causing the second interface to communicate with the second interface when the body is located at the restriction position. In the present embodiment, the restriction position communication portion 42 is formed as a through hole formed in the outer tubular portion of the valve body 40 so as to communicate with the inner side and the inner side (hereinafter also referred to as "through hole 42". "). As shown in Fig. 2 and Fig. 3, one of the openings of the through hole 42 is disposed so as to be opposed to the second interface 43b when the valve body 40 is at the restricted position. Therefore, when the valve body 40 is at the restriction position, the second port 43b can be maintained in communication with the first port 43a via the through hole 42. On the other hand, as shown in FIG. 4, one of the openings of the through hole 42 is configured such that when the valve body 40 is at the circulating position, the body portion 39 provided between the second port 43b and the third port 43c is disposed. The wall portion 46 is shielded. That is, one of the openings of the through hole 42 is in a state of being shielded by the second inner circumferential sealing surface 39b of the wall portion 46. Next, the operation of the air compressing device 1 will be described. In the state in which the operation of generating the compressed air is performed in the air compressing device 1, first, the air belonging to the outside air is sucked from the air intake portion 18 by the negative pressure generated by the operation of the compressor 12. Further, the sucked air flows into the compressor 12 through the suction valve 29 which is opened by the pressure of the sucked air. At this time, in the compressor 12, oil is supplied from the oil supply path 20 as described above, and in the compressor 12, the sucked air is compressed together with the oil. The compressed air compressed together with the oil is discharged through the oil-mixed compressed air to the path 21a, and then discharged into the oil groove 21b via the separator 30. Further, the oil separated from the compressed air by the separator 30 is recovered into the oil tank 21b. The recovered oil is supplied to the compressor 12 via the oil supply path 20 . The compressed air discharged into the oil groove 21b passes through the oil separation element 22 to further separate the oil. Moreover, the compressed air passing through the oil separating member 22 is induced to the aftercooler 17, and is cooled in the aftercooler 17. Further, 100137641 24 201226705 The compressed air cooled by the aftercooler 17 is separated from the oil-water separator 23 to separate moisture and oil, and is further dehumidified in the dehumidifier 24, and then sent to the air from the compressed air delivery portion 19. groove. As described above, when the oil temperature in the oil groove 21b is equal to or lower than the predetermined temperature in the operating state in which the compressed air is generated, as shown in Fig. 2, the valve body 40 of the oil temperature adjusting valve 26 is maintained in the restricted position. In this state, as described above, the circulation of the oil to the oil cooler 25 is restricted, and the oil is not cooled in the oil cooler 25, and the oil is circulated between the oil recovery unit 21 and the compressor 12. On the other hand, if the oil temperature in the oil groove 21b rises and reaches a high temperature state exceeding a predetermined temperature, the valve body drive unit 41 drives the valve body 40 as described above, and as shown in FIG. 4, the valve body 40 is switched to the circulation. position. In this state, as described above, the oil is circulated in the path from the oil recovery unit 21 to the compressor 12 via the oil cooler 25, and the oil is cooled in the oil cooler 25. In the air compressing device 1, when the above-described operation of generating compressed air is completed, the operation of the compressor 12 is stopped. At the time of the stop, if the oil temperature in the oil groove 21b is a low temperature equal to or lower than the predetermined temperature, the valve body 40 of the oil temperature adjusting valve 26 is at the restriction position. Further, since the operation of the compressor 12 is stopped and the oil temperature is maintained at a low temperature, the valve body 40 is maintained in a state of being in the restricted position. On the other hand, at the time of stopping the compressor 12, if the oil temperature in the oil groove 21b is a high temperature exceeding a predetermined temperature, the valve body 40 is at the circulation position. However, since the operation of the compressor 12 is stopped and the oil temperature is lowered, the position of the valve body 40 is switched from the circulation position to the restriction position by the operation of the valve body driving portion 41, and the valve body 40 is maintained at 100137641 25 201226705 The state of the restricted position. Therefore, when the operation of the air compressing device 1 is stopped, the oil temperature is lowered at least for a short period of time, and the position of the valve body 40 is switched to the restricted position. Fig. 5 is a schematic view for explaining the operation of the oil temperature adjusting valve 26, and as described above, the operation of the compressor 12 is stopped, and the valve body 40 is in the restricted position. Further, in Fig. 5, the flow path of the oil after the operation of the compressor 12 is stopped is indicated by a plurality of arrows D. When the operation of the compressor 12 is stopped and the valve body 40 is at the restriction position, the opening of the through hole 42 faces the second port 43b, and the second port 43b is kept in communication with the first port 43a. Therefore, the oil is discharged from the oil cooler 25 disposed above the oil tank 21b by gravity. Further, the oil flows out from the outflow portion 25c of the oil cooler 25, and also flows out from the inflow portion 25b of the oil cooler 25 as opposed to when the oil is cooled. The oil that has flowed out from the inflow portion 25b of the oil cooler 25 flows into the inner side of the outer tubular portion 40b through the through hole 42 from the second port 43b via the oil passage 38a by gravity, and flows out from the first port 43a. Conversely, the oil flows through the oil supply path 20 during operation, and is recovered into the oil groove 21b. In addition, the oil that has flowed out from the outflow portion 25c of the oil cooler 25 flows into the inside of the main body portion 39 from the third port 43c via the oil passage 38b by gravity, and flows out from the first port 43a, contrary to the operation. It flows through the oil supply path 20 and is recovered into the oil tank 21b. As described above, according to the present embodiment, in the railway vehicle air compressing device 1 configured to compress the air with the oil 100137641 26 201226705, and to separate the oil from the compressed air to generate compressed air, the oil temperature is determined by the oil temperature. The adjustment valve 26 is switched between the state in which the oil circulates in the oil cooler 25 and the state in which the oil circulation is restricted, in accordance with the oil temperature in the oil groove 21b. Therefore, if the oil temperature becomes high temperature - the oil can be cooled and the oil temperature can be adjusted. Moreover, the oil temperature adjustment valve 26 is used. The position of the valve body 40 is switched between the cycle position and the restriction position by the self-erecting valve body driving portion 41 that operates independently with the oil temperature. Thereby, in the operation of the air compressing device 1, the oil recovery unit 21 side is connected to the inflow portion 25b side of the oil cooler 25 in the circulating position state, and the outflow portion 25c side of the oil cooler 25 and the compressor 12 are provided. The sides are also connected and the oil is cooled. Then, at the restriction position, the oil recovery unit 21 side is connected to the compressor 12 side, and the circulation of the oil to the oil cooler 25 is restricted. On the other hand, after the operation of the air compressing device 1 is stopped, even if the position of the valve body 40 at the stop time is at the circulation position, the operation of the self-erecting valve body driving portion 41 due to the decrease in the oil temperature is caused by the operation of the valve body 40. The position is switched to the limit position. At this time, since the restriction position communication portion 42 is provided in the oil temperature adjustment valve 26, the second interface 43b is maintained in communication with the first interface 43a. Therefore, after the operation of the air compressing device 1 is stopped, the state in which the first port 43a communicates with the second port 43b and the third port 43c can be maintained after the oil temperature is lowered for at least a short period of time. Thereby, the state in which the inflow portion 25b side and the outflow portion 25c side of the oil cooler 25 communicate with the oil recovery unit 21 side is maintained, and the operation of the compressor 12 is also stopped, so that the oil is retained in the oil cooler 25, and will be 100137641 27 201226705 The situation in the path in which the oil cooler 25 communicates with the oil groove 2lb is suppressed, and the oil can be recovered into the oil groove 21b, and the amount of oil recovery is suppressed from changing. Therefore, when the oil level in the oil tank 21b is confirmed by the oil level gauge 27, the operator can suppress the oil by using the operating state of the oil temperature adjusting valve 26 at the time of stopping the operation when the oil metering amount circulating in the apparatus is the same. The position of the face changes and the same oil level position can be maintained. Therefore, the operator can easily and correctly judge whether or not the oil is required to be replenished. Therefore, according to the present embodiment, it is possible to provide the railway vehicle air compressing device 1 which can easily and accurately determine whether or not oil replenishment is required. Further, according to the air compressing device 1, the restriction position communication portion 42 is provided in a through hole formed in the valve body 40. Therefore, the restriction position communication portion 42 can be easily constructed in a simple configuration. Further, one of the openings of the restriction position communication portion 42 provided as the through hole communicates with the second interface 43b only at the restricted position, and the wall between the second interface 43b and the third interface 43c at the circulation position. The portion 46 is obscured. Therefore, in the circulation position, the first port 43a is prevented from communicating with the third port 43c and the fourth port 43d by the through hole that restricts the position communicating portion 42, and the oil recovery unit 21 side is prevented from communicating to the oil cooling. The outflow portion 25c side of the device 25 and the compressor 12 side block the circulation of oil to the oil cooler 25. The embodiments of the present invention have been described above, but the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the invention. In the above embodiment, the configuration of the aftercooler, the oil component 100137641 28 201226705, the oil-water separator, and the dehumidifier is described as an example. However, the configuration is not necessarily required. Further, in the above-described embodiment, the configuration in which each of the compressor, the oil recovery device, and the like is housed in the storage box will be described as an example. However, the present invention may be used. Further, in the above embodiment, the configuration of the mechanism in which the restriction position communication portion is integrally provided on the valve body is taken as an example. It is explained, but it is not the case. For example, the restriction position communication portion may be provided with a solenoid valve or the like and provided to operate independently of the valve body. Further, in the above-described embodiment, the configuration of the valve body driving portion is a configuration including a shaft portion having a built-in bimetal mechanism. However, this may not be the case. The valve body drive unit may be configured to operate independently of the oil temperature. For example, the valve body drive unit may be configured to use a wax that changes in volume due to temperature. (Industrial Applicability) The present invention is widely applicable to a railway vehicle air compressing device which is installed in a railway vehicle and generates compressed air used in the railway vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a system diagram showing a system configuration of an air compressing device for a railway vehicle according to an embodiment of the present invention. Fig. 2 is a schematic view showing an oil flow path of an oil temperature adjusting valve of the air compressing device for a railway vehicle shown in Fig. 1. Fig. 3 is a view showing the oil temperature adjusting valve shown in Fig. 2. Fig. 4 is a schematic view showing the operation of the oil temperature of the rail vehicle air compressing device shown in Fig. 1 by the oil temperature of 100137641 29 201226705. Fig. 5 is a schematic view for explaining the operation of the oil temperature adjusting valve of the air compressing device for a railway vehicle shown in Fig. 1. [Description of main component symbols] I Air compressor for railway vehicles II Storage box 12 Compressor 13 Compressor drive unit 13a Electric motor 14 Coupling 15 Coupling box 16 Cooling fan 17 Rear cooler 18 Air suction unit 18a Suction filtration 19 compressed air delivery portion 20 oil supply path 20a filter, oil 21 oil recovery unit 21a oil-filled compressed air discharge path 21b oil tank 22 oil separation element 100137641 30 oil water separator dehumidifier oil cooler partition wall inflow portion oil Temperature adjustment valve oil level gauge filter part suction valve separation oil temperature switch compressor communication road pressure check valve safety valve discharge valve check valve oil path oil path body part 1 inner circumference sealing surface 201226705 39b 39c 40d 40 40a 40b 40c 40d 41 42 43a 43b 43c 43d 44 45 46 2nd inner circumference sealing surface end mounting hole valve body tube outer tube bridging part outer peripheral side valve body drive part through hole (restricted position communication part) 1st interface 2nd interface 3rd interface 4th interface magazine shaft wall portion 100137641 32