WO2011093135A1

WO2011093135A1 - Air compression device for railroad vehicle

Info

Publication number: WO2011093135A1
Application number: PCT/JP2011/050419
Authority: WO
Inventors: 水船徹; 森本和憲; 久我崇; 清水寛之; 浜崎充良
Original assignee: ナブテスコ株式会社
Priority date: 2010-01-26
Filing date: 2011-01-13
Publication date: 2011-08-04

Abstract

An air compression device for a railroad vehicle, having sufficient dust protection performance which prevents powder dust, such as sandy dust, from entering the compressor and having cooling performance which can sufficiently cool a coupling. A coupling (14) contained within a coupling case (15) connects a compressor drive section (13) and a compressor (12) and transmits driving power. A containing case (11) contains the compressor (12), the compressor drive section (13), the coupling case (15), a cooling fan (16), and an aftercooler (17) which cools air compressed by the compressor (12). A first air supply path (26) communicates with the coupling case (15) and the path for the compressed air, the path leading from the aftercooler (17) to a compressed air delivery section (19), and the first air supply path (26) supplies the compressed air, which has been cooled by the aftercooler (17), to the coupling (14) in a blowable manner.

Description

Air compressor for railway vehicles

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 which is installed in a railway vehicle and generates compressed air used in the railway vehicle, those disclosed in Patent Documents 1 to 3 are known. In an air compressor for a railway vehicle as disclosed in Patent Literature 1 to Patent Literature 3, a compressor that compresses sucked air, a compressor driving unit that has an electric motor and drives the compressor, a cooling fan, An after cooler is provided. These components are housed in a housing case and packaged.

In addition, as disclosed in Patent Document 1 and Patent Document 2, the cooling fan is configured to be rotationally driven by a driving force from an electric motor to generate a flow of cooling air. By providing such a cooling fan, the equipment in the apparatus is cooled. Further, as disclosed in Patent Documents 1 to 3, the aftercooler is configured to cool the compressed air compressed by the compressor. In the air compressor for a railway vehicle as described above, a filter unit that suppresses the passage of foreign matters when the outside air (air) sucked as cooling air by rotation of the cooling fan passes is installed in the housing case. Sometimes.

In addition, as disclosed in Patent Document 1, in an air compressor for a railway vehicle, there is a coupling that connects a compressor drive unit and a compressor and transmits the driving force of the compressor drive unit to the compressor. Is provided. And as FIG. 3 of patent document 1 discloses, the coupling is accommodated in the coupling case, The hole which takes in the air for cooling is formed in this coupling case. In order to suppress the influence of the heat generated by the compressor or the electric motor from acting on the rubber member or the resin member used in the coupling by forming such a hole in the coupling case. The cooling effect is demonstrated.

In addition, the rail car air compressor disclosed in Patent Document 1 and Patent Document 2 separates oil from compressed air after compressing the air accompanied by oil in order to remove the compression heat and seal and lubricate with an oil film. Thus, the air compressor is configured to generate compressed air. In addition, as disclosed in FIG. 3 of Patent Document 2, the air compressor for a railway vehicle disclosed in Patent Document 2 is an oil-filled compression that communicates an oil recovery unit that recovers oil or a compressor and an oil recovery unit. An air discharge path is provided. This oil-filled compressed air discharge path is provided as a pipe that guides and discharges compressed air compressed with oil in the compressor to the oil collector and is fixed between the compressor and the oil collector. It is installed as.

Moreover, the air compressor for railway vehicles disclosed in Patent Literature 1 and Patent Literature 2 is packaged in which a compressor, a compressor drive unit, a cooling fan, an aftercooler, and the like are housed in a compact housing case. According to this, it is possible to realize an air compressor for a railway vehicle that is very excellent in attachment to the railway vehicle. Patent Document 3 discloses an air compressor for a railway vehicle that includes a compressor in which a plurality of units are connected in parallel.

JP 2002-227785 A JP 2003-200246 A JP 2005-76481 A

According to the railway vehicle air compressor disclosed in Patent Document 1 and Patent Document 2, it is possible to realize a railway vehicle air compressor that is very easy to attach to a railway vehicle. On the other hand, in the case of an air compressor for a railway vehicle, there may be a case where a specific performance is further required according to the environment in which the railway vehicle to be installed travels. As such a specific performance according to the environment in which the railway vehicle travels, there is a dustproof performance that is required when it is installed in a railway vehicle traveling in an area where much dust such as dust is generated. In this case, in particular, a structure that ensures dustproof performance for the shaft end portion of the rotating shaft of the compressor or the shaft end portion of the output shaft of the electric motor is desired.

From the viewpoint of ensuring dustproof performance that suppresses intrusion of dust such as sand dust, it is conceivable to make the shape of the seal at the end of the shaft easy to discharge dust. Since grease is applied to the surface, such a structure is not preferable because the grease is easily discharged to the outside. As for the structure of the coupling case, it can be considered that the hole for taking in the cooling air as disclosed in Patent Document 1 is closed to be sealed from the outside. However, since the coupling is not in direct contact with the coupling case, heat radiation to the coupling case cannot be expected, and in this case, the cooling performance of the coupling is reduced, and the coupling In particular, it may be difficult to sufficiently cool the rubber member or the resin member. On the other hand, it is also conceivable that the coupling case has a sealed structure and a structure with improved heat insulation for suppressing the influence of heat from the compressor. However, also in this case, since the coupling in the coupling case cannot be directly cooled, it may be difficult to ensure sufficient cooling performance. In addition, with regard to the electric motor, if the structure of the electric motor casing is higher in order to suppress the intrusion of dust such as sand dust, it becomes a structure that hardly dissipates heat, so the cooling performance decreases. There is a risk of it.

In addition, according to the air compressor for railway vehicles disclosed in Patent Document 2, in the air compressor for railway vehicles that generates compressed air by separating the oil from the compressed air after compressing the air with the oil, the compressor An oil-filled compressed air discharge path communicating with the oil recovery unit is installed as a piping path fixed between the compressor and the oil recovery unit. For this reason, unlike the case where it is installed as a flexible pipe having flexibility, it is possible to improve reliability by ensuring high rigidity. However, when installing a fixed piping path as an oil-filled compressed air discharge path, adjustment of the position of the mounting portion of the oil-filled compressed air discharge path with respect to the fixing position set in the compressor and oil collector The degree of freedom will be limited. Thereby, the operation | work which installs an oil-containing compressed air discharge path | route, and assembles an air compressor for rail vehicles will become a work accompanied by difficulty. Furthermore, if assembly is performed without sufficient position adjustment, excessive stress is generated in the piping itself, which may adversely affect durability and the like. In addition, if the piping constituting the oil-filled compressed air discharge path is thermally expanded by compressed air at a high temperature immediately after being discharged from the compressor, the positional relationship between the compressor and the oil recovery unit is affected. It will be.

In addition, in an air compressor for a railway vehicle that generates compressed air using oil as disclosed in Patent Documents 1 to 3, an oil recovery unit having an oil tank, and oil recovered in the oil tank Oil cooler to be cooled and oil to be switched between a state in which oil is circulated in the oil cooler and a state in which it is not circulated according to the oil temperature in the oil tank in order to adjust the temperature (oil temperature) of the oil in the oil tank A temperature control valve, etc. are provided. The oil recovery unit is configured so that compressed air compressed with oil in the compressor is guided to collect the oil in an oil tank and communicate with an oil supply path for supplying the compressor with the oil. . The oil temperature adjusting valve opens and closes the valve independently according to the oil temperature. For example, the valve is opened and closed by a wax whose volume changes depending on the temperature.

By the way, in an air compressor for a railway vehicle as disclosed in Patent Documents 1 to 3, oil is essential for cooling and lubrication, and whether or not the amount is at an appropriate level. For example, the check is made after the train is operated. In this case, the operator confirms the oil level with an oil level gauge installed in the oil recovery device and capable of measuring the position of the oil level in the oil tank, and replenishes oil as necessary.

However, in an air compressor for a railway vehicle that generates compressed air using oil as disclosed in Patent Literature 1 to Patent Literature 3, as described above, the oil temperature in the oil tank is adjusted. As a mechanism, an oil cooler and an oil temperature adjustment valve are provided. For this reason, when the operation of the air compressor for a railway vehicle is stopped, the oil cooler, the oil cooler, and the oil tank communicate with each other depending on the operating state of the oil temperature adjustment valve and the temperature of the oil at the time when the operation is stopped. The amount of oil returned to the oil tank will fluctuate due to the oil remaining in the path. Therefore, when the operator stops the operation of the air compressor for a railway vehicle and determines the position of the oil level in the oil tank with an oil level gauge in order to determine whether or not oil supply is necessary, Even if the total amount of oil circulating through the oil is the same, the position of the oil level will vary depending on the operating state of the oil temperature adjusting valve and the temperature of the oil when the operation is stopped. For this reason, there is a problem that it is difficult for an operator to accurately determine whether or not oil supply is necessary.

Further, when outside air as cooling air is sucked into the housing case, the passage of foreign matter is suppressed in the above-described filter portion, and foreign matter is prevented from entering the housing case. Then, although depending on the size and shape of the foreign matter whose passage is suppressed in the filter portion, since the air suction operation is performed by the rotation of the cooling fan, the foreign matter remains attached to the filter portion. Further, there is a concern that the foreign matter adhering to the filter portion may be broken finely and enter the housing case by being exposed to the sucked air for a long time. Alternatively, there is a concern that the foreign matter that has adhered to the filter portion for a long time becomes a nucleus and other foreign matters further aggregate. Therefore, it is desirable to have a structure of a filter part that can prevent foreign matter from adhering for a long time when air sucked as cooling air passes, and that can remove foreign matter that has once adhered.

In view of the above circumstances, the present invention can exhibit sufficient dustproof performance to suppress dust and other dust from entering the compressor or the electric motor, and can sufficiently cool the coupling or the electric motor. A first object is to provide an air compressor for a railway vehicle that can also ensure cooling performance. In addition, the present invention can easily install an oil-filled compressed air discharge path between a compressor and an oil collector having a fixed positional relationship without generating excessive stress, and assembles an air compressor for a railway vehicle. For railway vehicles that can improve work efficiency and efficiently suppress the thermal expansion of the oil-filled compressed air discharge path from affecting the positional relationship between the compressor and the oil collector. A second object is to provide an air compressor. A third object of the present invention is to provide an air compressor for a railway vehicle that can easily and accurately determine whether or not oil supply is necessary. Further, the present invention is for a railway vehicle that can prevent foreign matter from adhering for a long time when air sucked as cooling air passes through the filter portion, and can remove the foreign matter that has once adhered. A fourth object is to provide an air compression device.

A railcar air compressor according to a first aspect of the present invention for achieving the first object is a railcar air compressor that is installed in a railcar and generates compressed air used in the railcar. A compressor that compresses air sucked from an air suction unit; an electric motor; a compressor driving unit that drives the compressor; and the compressor driving unit and the compressor that are connected to each other. A coupling that transmits the driving force of the driving unit to the compressor, a coupling case that houses the coupling, a cooling fan that is rotationally driven by the driving force from the electric motor and generates a flow of cooling air, An aftercooler that cools the compressed air compressed by the compressor, the compressor, the compressor drive unit, the coupling case, the cooling fan, and the aftercooler It accommodates the said air intake portion is provided with the installed housing case, and a compressed air delivery unit for delivering the compressed air cooled by the aftercooler. A railcar air compressor according to a first aspect of the present invention is disposed in the housing case, and includes a path of compressed air from the aftercooler to the compressed air delivery unit, the electric motor, and the coupling case. A first air supply path that communicates with at least one of them and supplies the compressed air cooled by the aftercooler to the at least one of the electric motor and the coupling so as to be able to blow out. It is characterized by.

According to the present invention, a compressor, a compressor drive unit, a coupling and a coupling case, a cooling fan, and an after cooler are housed in a compact manner in a housing case and packaged. A vehicle air compressor can be realized. In the present invention, the compressed air that has been cooled before being delivered from the compressed air delivery unit downstream of the aftercooler in the housing case is further blown out to at least one of the electric motor and the coupling. One air supply path is provided. For this reason, the cooled compressed air blown out to at least one of the electric motor and the coupling can efficiently cool the electric motor or the coupling, and sufficient cooling performance can be ensured. Furthermore, since compressed air is blown out into the electric motor or the coupling case, this compressed air is higher than the atmospheric pressure, so even if the amount is small, the outside of the coupling case or the electric motor. It expands when it reaches the casing (these parts are usually at atmospheric pressure), and it prevents dust such as sand from entering the compressor or the electric motor through the coupling case. Will continue to blow out to the extent that it can.

Therefore, according to the present invention, it is possible to exhibit a sufficient dustproof performance for suppressing dust and other dust from entering the compressor or the electric motor, and also to ensure a cooling performance capable of sufficiently cooling the coupling or the electric motor. An air compressor for a railway vehicle that can be provided can be provided.

A railcar air compressor according to a second aspect of the present invention is the railcar air compressor of the first aspect, wherein an oil supply path for supplying oil to the compressor, and compression compressed with oil in the compressor Air is guided to collect oil, and is arranged in an oil recovery unit that communicates with the oil supply path, and a path that communicates the oil recovery unit and the after cooler, and is compressed with oil in the compressor. An oil separation element that separates oil from compressed air that has passed through the oil collector, a water oil separator that separates moisture and oil from the compressed air cooled by the aftercooler, and the water oil separator; A dehumidifier disposed between the compressed air delivery unit and further dehumidifying the compressed air from which water and oil have been separated by the water / oil separator, and the first air supply path The dehumidifier and Supplying compressed air dehumidified by the dehumidifier so as to be blown out to the coupling, provided to communicate the compressed air path between the compressed air delivery sections and the coupling case. It is characterized by.

According to the present invention, an air compressor for a railway vehicle includes an oil supply path, an oil recovery device, an oil separation element, a water oil separator, and a dehumidifier, and compresses the air accompanied by the oil and then supplies the oil from the compressed air. It is configured as a device that generates compressed air by separation. For this reason, it is comprised as an air compressor for railway vehicles which can perform compression heat removal, oil film sealing and lubrication. And, in the present invention, the compressed air before being sent from the compressed air delivery section on the downstream side of the dehumidifier by the first air supply path, that is, the oil is separated by the oil separation element and cooled by the aftercooler, Further, the compressed air, which has been separated from moisture and oil by the water / oil separator and dehumidified, is introduced into the coupling case. For this reason, as a result of being able to prevent or drastically reduce the adhesion of oil to the coupling and also prevent the adhesion of moisture that causes rust, the coupling is cooled and the dustproof in the coupling case is measured, The dust of the compressor will also be achieved.

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 first air supply path is provided as a path communicating with the coupling case, Compressed air cooled by an aftercooler is supplied to the coupling so as to be blown out, and the coupling case is provided with a hole that opens to the outside, and the hole is formed from the first air supply path. The air blown to the coupling is formed so as to be discharged to the outside.

According to the present invention, the cooled compressed air before being sent out from the compressed air sending section on the downstream side of the after cooler is blown out to the coupling, the coupling is cooled, and the inside of the coupling case is As a result of the dust prevention, the dust prevention effect of the compressor is also achieved. A hole is provided in the coupling case, and the air blown out to the coupling through the hole (the pressure in the coupling case becomes equal to the pressure in the coupling case when the compressed air is blown out. If the inside of the ring case is at atmospheric pressure, the compressed air is expanded to atmospheric pressure). For this reason, the air that has been blown out from the first air supply path to the coupling and continues to be supplied with air does not stay in the coupling case because the cooling effect of the coupling and the dustproof effect of the compressor are retained. It can be discharged to the outside, and can effectively exhibit a cooling effect and a dustproof effect.

A railcar air compressor according to a fourth aspect of the present invention is the railcar air compressor of the third aspect, wherein a plurality of the holes are provided, and each of the plurality of holes is different from the coupling case. A tool for operating a fixing bolt for attaching and fixing the device from the inside of the coupling case is formed to be insertable.

According to the present invention, the coupling case is provided with a plurality of holes through which compressed air that exhibits the cooling effect of the coupling and the dustproof effect of the compressor is discharged to the outside. For this reason, the compressed air which exhibited the cooling effect and the dustproof effect can be dispersed and discharged to the outside more efficiently. The plurality of holes are formed so that a tool for operating a fixing bolt for attaching and fixing another device to the coupling case from the inside of the coupling case can be inserted. For this reason, the hole for discharging compressed air can also be used as a hole for inserting a tool and attaching another device to the coupling case. Examples of other devices attached to the coupling case include a separator that separates moisture from the compressed air after cooling, and a dehumidifier that further dehumidifies the compressed air. In addition, if the railway vehicle air compressor is configured as a device that generates compressed air by separating oil from compressed air after compressing air with oil, oil recovery as other equipment A separator, a water oil separator, a dehumidifier, etc. can be attached to the coupling case.

A railcar air compressor according to a fifth aspect of the present invention is the railcar air compressor according to the fourth aspect of the invention, wherein an oil supply path for supplying oil to the compressor and the compressor is compressed with oil. An oil recovery unit that is guided by compressed air to collect oil and communicates with the oil supply path, and that the compressed air compressed with oil in the compressor is guided to the oil recovery unit and discharged. An oil-filled compressed air discharge path that communicates between the compressor and the oil collector, and a path that communicates between the oil collector and the after cooler, are compressed together with oil in the compressor, and collects the oil An oil separation element that separates oil from the compressed air that has passed through the vessel, and a dehumidifier that dehumidifies the compressed air cooled by the aftercooler. And the air compressor for railway vehicles which concerns on 5th invention, The said oil-containing compressed air discharge path | route is fixed to the 1st attachment surface which is an attachment surface in the said compressor, and the compressor side flange part is attached. The oil collector side flange portion fixedly attached to the second mounting surface, which is the mounting surface of the oil recovery device, is fixed between the compressor side flange portion and the oil collector side flange portion. And a fixed pipe part having a plurality of metal pipes communicating with each other, the fixed pipe part being formed between the compressor side flange part and the oil collector side flange part. A detour path portion configured to bend and bend a plurality of times in between and include the plurality of pipes, and perpendicular or oblique to both the first mounting surface and the second mounting surface And having an intermediate flange section, a that is disposed along connecting said plurality of pipes in series to.

According to this invention, an air compressor for a railway vehicle includes an oil supply path, an oil-filled compressed air discharge path, an oil recovery unit, an oil separation element, and a dehumidifier. It is comprised as an apparatus which isolate | separates and produces | generates compressed air. For this reason, it is comprised as an air compressor for railway vehicles which can perform compression heat removal, oil film sealing and lubrication. Moreover, in this air compressor for a railway vehicle, a tool is inserted through a plurality of holes for discharging compressed air that exhibits the cooling effect of the coupling and the dust-proof effect of the compressor, and the fixing bolt is operated, and the coupling is operated. Other devices are attached and fixed to the case, and the positional relationship between the compressor and the oil recovery unit is also fixed. For this reason, when the piping which comprises the compressed air discharge path containing oil installed as a fixed path | route is piping as disclosed in patent document 2, when attaching this piping with respect to a compressor and an oil recovery device, However, the degree of freedom of position adjustment for installing this pipe is limited. And while adjusting the position of the attachment part of this pipe (oil-containing compressed air discharge path) with respect to the fixing position set in the compressor and the oil recovery unit, this pipe is installed, and the air compressor for the railway vehicle is installed. The assembly work is a difficult task.

However, in the present invention, the fixed pipe portion installed as a fixed path in the oil-filled compressed air discharge path is configured such that a plurality of pipes are connected in series via the intermediate flange portion. The intermediate flange portion is disposed along a surface that is perpendicular to or oblique to the first mounting surface to which the compressor side flange portion is fixed and the second mounting surface to which the oil collector side flange portion is fixed. Is done. Therefore, the first mounting surface and the second mounting surface with the compressor side flange portion and the oil collector side flange portion fixed to the fixing positions set on the first mounting surface and the second mounting surface, respectively. The oil-filled compressed air discharge path can be easily installed while appropriately adjusting the positional relationship of the plurality of pipes in the intermediate flange portion which is perpendicular to or oblique to the mounting direction and has an improved degree of freedom in the connected state. As a result, it is possible to easily install an oil-filled compressed air discharge path between the compressor and the oil collector having a fixed positional relationship without generating excessive stress, and assemble an air compressor for a railway vehicle. Work can be facilitated and workability can be improved.

Further, a detour path portion that is bent and extended a plurality of times is provided in the fixed piping portion in the oil-filled compressed air discharge path. For this reason, the freedom degree of arrangement | positioning of an intermediate | middle flange part is fully securable. And even if it receives the influence of the heat by the compressed air in a state where the temperature is high immediately after being discharged from the compressor, the detour path portion is in the direction of detouring between the compressor side flange portion and the oil collector side flange portion. By thermally expanding, it is possible to suppress the influence of the positional relationship between the compressor side flange part and the oil recovery unit side flange part from occurring. Thereby, the thermal expansion of the oil-filled compressed air discharge path affects the positional relationship between the compressor with the compressor-side flange portion fixed and the oil collector with the oil collector-side flange portion fixed. Can be efficiently suppressed. Therefore, according to the present invention, the oil-filled compressed air discharge path can be easily installed without generating excessive stress between the compressor and the oil recovery unit in which the positional relationship is fixed. A rail vehicle that can improve the workability of the assembly work and efficiently suppress the thermal expansion of the oil-filled compressed air discharge path from affecting the positional relationship between the compressor and the oil collector. An air compression apparatus can be provided.

A railcar air compressor according to a sixth aspect of the present invention is the railcar air compressor according to the fifth aspect of the present invention, wherein the detour path portion includes the first mounting surface and the first mounting surface disposed along surfaces perpendicular to each other. A pair of linear portions extending in parallel to the second mounting surface; and a bent portion that connects the pair of linear portions and bends in a semicircular arc shape, and the intermediate flange portion is formed of the pair of linear portions. While being installed in the middle of one, it is arrange | positioned along the surface perpendicular | vertical with respect to both the said 1st attachment surface and the said 2nd attachment surface.

According to this invention, the detour path portion is composed of a pair of straight portions and a semicircular arc-shaped bent portion, and an intermediate flange portion perpendicular to the first and second mounting surfaces is installed in the middle of one of the pair of straight portions. The For this reason, the detour path portion can be arranged compactly and in a space-saving manner between the first and second mounting surfaces, and a vertical surface that is the surface in which the mounting direction hardly interferes with the first and second mounting surfaces. The arrangement configuration of the intermediate flange portion installed along can be easily realized.

A railcar air compressor according to a seventh aspect of the present invention is the railcar air compressor according to any one of the third to sixth aspects, wherein the railcar air compressor is spaced apart from the hole and covers the periphery of the hole. And a cover formed so as to open toward the downstream side of the flow of the cooling air from the cooling fan.

According to the present invention, the cover that opens to the downstream side of the flow of the cooling air from the cooling fan and covers the periphery of the hole for discharging the compressed air in the coupling case is provided. For this reason, it is possible to prevent the cooling air from the cooling fan from entering the coupling case from the compressed air discharge hole, and it is possible to efficiently prevent dust such as sand dust from entering the coupling case together with the cooling air. Can be prevented.

A railcar air compressor according to an eighth aspect of the invention for achieving the first object is a railcar air compressor that is installed in a railcar and generates compressed air used in the railcar. A compressor that compresses the air sucked from the air suction portion, an electric motor, and a compressor driving portion that drives the compressor; and the compressor driving portion and the compressor are connected to each other. Cooling that is driven to rotate by a driving force from the electric motor and a coupling case that transmits the driving force of the compressor driving unit to the compressor, a coupling case that houses the coupling, and generates a flow of cooling air A fan, an aftercooler for cooling the compressed air compressed by the compressor, the compressor, the compressor driving unit, the coupling case, the cooling fan, and the after While accommodating a cooler, the accommodation case in which the air suction part is installed, a compressed air delivery part for delivering compressed air cooled by the after-cooler, and the air suction part are provided, through which the sucked air passes. And a suction filter that suppresses the passage of dust. A railcar air compressor according to a sixth aspect of the present invention includes the air suction device disposed in the housing case and through at least one of the electric motor and the coupling case sealed against the outside. And a second air supply path that communicates the air sucked from the air suction part to at least one of the electric motor and the coupling so as to be able to blow out. It is characterized by.

According to the present invention, a compressor, a compressor drive unit, a coupling and a coupling case, a cooling fan, and an after cooler are housed in a compact manner in a housing case and packaged. A vehicle air compressor can be realized. And in this invention, the 2nd air supply path which connects an air suction part and a compressor via at least any one of an electric motor and a sealed coupling case is provided, and in the air suction part. When air is sucked in, the passage of dust is suppressed by the suction filter. As a result, external cold air sucked in while dust intrusion is blocked by the suction filter is sucked by the negative pressure on the compressor side and blown out to at least one of the electric motor and the coupling. It will be. For this reason, the cold air blown out to at least one of the electric motor and the coupling can efficiently cool the electric motor or the coupling, and sufficient cooling performance can be ensured. Furthermore, air sucked through the suction filter is blown out to the electric motor or the coupling, so that dust such as dust enters the compressor or the electric motor through the coupling case. Can be suppressed. Note that the air blown out to the electric motor or the coupling is sucked into the compressor and compressed.

Therefore, according to the present invention, it is possible to exhibit a sufficient dustproof performance for suppressing dust and other dust from entering the compressor or the electric motor through the coupling case, and the coupling or the electric motor. It is possible to provide an air compressor for a railway vehicle that can ensure sufficient cooling performance.

A railcar air compressor according to a ninth aspect of the present invention is the railcar air compressor according to any one of the first to eighth aspects, wherein the cooling fan is provided as an axial fan, the aftercooler, An axial fan, the compressor driving unit, the coupling, and the compressor are disposed along the same axial direction, and the axial direction is at least one of a railroad track direction and a sleeper direction. The storage case is disposed along one side, the storage case is disposed inside a cowl that covers a lower portion of the railway vehicle, and both axial ends of the storage case are disposed on both sides of the cowl in the axial direction. It is characterized by being arranged with respect to the inner wall through a buffer region that forms a space that becomes a region for storing air.

A railway vehicle air compressor configured by housing each component in a housing case may be disposed in a lower cowl of the railway vehicle to reduce aerodynamic resistance. And, when the environment where the railway vehicle in which the railway vehicle air compressor is installed is a cold district and the traveling speed of the railway vehicle is high, the aftercooler is arranged at the lower part of the housing case, There is a possibility that high-speed cold air (for example, −20 ° C.) flowing outside the cowl will flow into the housing case and freeze the water in the aftercooler. On the other hand, since the space in the height direction at the lower part of the railway vehicle is narrow, the bottom part of the cowl and the housing case are arranged close to each other. For this reason, in the above case, it is difficult to install a heat insulating structure between the aftercooler at the bottom of the housing case and the bottom of the cowl.

However, according to the present invention, the housing case is disposed in the lower cowl of the railway vehicle, and the aftercooler, the axial fan, the compressor driving unit, the coupling and the compressor are disposed in the housing case in the axial direction. Are arranged along at least one of the track direction and the sleeper direction of the railway vehicle. For this reason, an aftercooler is not arrange | positioned at the lower part of a storage case, but it can prevent that the water | moisture content in an aftercooler freezes with the cold air outside the cowl lower. Moreover, since each said component is arrange | positioned along the axial direction through which the cooling air which generate | occur | produces with an axial fan flows, it can cool efficiently by the axial fan (cooling fan) in a storage case. . In the present invention, both end portions in the axial direction of the housing case are arranged with respect to the inner walls on both sides in the axial direction of the cowl via a buffer region that is a space for storing air. For this reason, it is prevented that the cold air of the side of a cowl flows in directly from the both ends of an axial direction of a storage case. That is, when the environment in which the railway vehicle in which the railway vehicle air compressor is installed is a cold district and the traveling speed of the railway vehicle is high, the air flowing into the cowl from the side of the cowl is Since the speed is sufficiently reduced in the buffer area, it is possible to prevent high-speed cold air from flowing into the housing case. Thereby, in the aftercooler arrange | positioned along an axial direction with an axial fan, it can prevent that an internal water | moisture content freezes.

A railcar air compressor according to a tenth aspect of the invention for achieving the second object is a railcar air compressor that is installed in a railcar and generates compressed air used in the railcar. A compressor that compresses the air sucked from the air suction unit, an electric motor, and a compressor driving unit that drives the compressor, and is rotationally driven by a driving force from the electric motor, and cooling air A cooling fan that generates a flow of air, an aftercooler that cools compressed air compressed by the compressor, an oil supply path that supplies oil to the compressor, and a compressor that is compressed with oil in the compressor Oil is guided to recover oil and communicates with the oil supply path, and compressed air compressed with oil in the compressor is guided to the oil collector and discharged. The oil-filled compressed air discharge path that communicates the pre-compressor and the oil recovery unit, and the path that communicates the oil recovery unit and the after cooler, are compressed with oil in the compressor and An oil separation element that separates oil from compressed air that has passed through an oil recovery device, a dehumidifier that dehumidifies compressed air cooled by the aftercooler, the compressor, the compressor drive unit, and the cooling fan A housing case that houses the aftercooler, the oil collector, the oil separation element, and the dehumidifier, and that is provided with the air suction portion. And the air compressor for a railway vehicle according to the tenth aspect of the present invention is the compressor-side flange portion, wherein the oil-filled compressed air discharge path is fixedly attached to the first attachment surface which is the attachment surface of the compressor; The oil collector side flange portion fixedly attached to the second mounting surface, which is the mounting surface of the oil recovery device, is fixed between the compressor side flange portion and the oil collector side flange portion. And a fixed pipe part having a plurality of metal pipes communicating with each other, the fixed pipe part being formed between the compressor side flange part and the oil collector side flange part. A detour path portion configured to bend and bend a plurality of times in between and include the plurality of pipes, and perpendicular or oblique to both the first mounting surface and the second mounting surface An intermediate flange portion connecting the plurality of pipes in series are arranged along a plane, and having a.

According to this invention, an air compressor for a railway vehicle includes an oil supply path, an oil-filled compressed air discharge path, an oil recovery unit, an oil separation element, and a dehumidifier. It is comprised as an apparatus which isolate | separates and produces | generates compressed air. For this reason, it is comprised as an air compressor for railway vehicles which can perform compression heat removal, oil film sealing and lubrication. Further, in the present invention, the compressor, the compressor drive unit, the cooling fan, the after cooler, the oil recovery unit, the oil separation element and the dehumidifier are packaged by being compactly accommodated in the accommodation case, and can be attached to the railway vehicle. A very good air compressor for a railway vehicle can be realized.

And in this invention, the fixed piping part installed as a fixed path | route in an oil-filled compressed air discharge path is comprised so that several piping may be connected in series via an intermediate | middle flange part. The intermediate flange portion is disposed along a surface that is perpendicular to or oblique to the first mounting surface to which the compressor side flange portion is fixed and the second mounting surface to which the oil collector side flange portion is fixed. Is done. Therefore, the first mounting surface and the second mounting surface with the compressor side flange portion and the oil collector side flange portion fixed to the fixing positions set on the first mounting surface and the second mounting surface, respectively. The oil-filled compressed air discharge path can be easily installed while appropriately adjusting the positional relationship of the plurality of pipes in the intermediate flange portion which is perpendicular to or oblique to the mounting direction and has an improved degree of freedom in the connected state. As a result, it is possible to easily install an oil-filled compressed air discharge path between the compressor and the oil collector having a fixed positional relationship without generating excessive stress, and assemble an air compressor for a railway vehicle. Work can be facilitated and workability can be improved.

Further, a detour path portion that is bent and extended a plurality of times is provided in the fixed piping portion in the oil-filled compressed air discharge path. For this reason, the freedom degree of arrangement | positioning of an intermediate | middle flange part is fully securable. And even if it receives the influence of the heat by the compressed air in a state where the temperature is high immediately after being discharged from the compressor, the detour path portion is in the direction of detouring between the compressor side flange portion and the oil collector side flange portion. By thermally expanding, it is possible to suppress the influence of the positional relationship between the compressor side flange part and the oil recovery unit side flange part from occurring. Thereby, the thermal expansion of the oil-filled compressed air discharge path affects the positional relationship between the compressor with the compressor-side flange portion fixed and the oil collector with the oil collector-side flange portion fixed. Can be efficiently suppressed.

Therefore, according to the present invention, the oil-filled compressed air discharge path can be easily installed without generating excessive stress between the compressor and the oil recovery unit in which the positional relationship is fixed. A rail vehicle that can improve the workability of the assembly work and efficiently suppress the thermal expansion of the oil-filled compressed air discharge path from affecting the positional relationship between the compressor and the oil collector. An air compression apparatus can be provided.

An air compressor for a railway vehicle according to an eleventh aspect of the present invention is the air compressor for a railway vehicle according to the tenth aspect of the present invention, wherein the detour path portion includes the first mounting surface and the first mounting surface disposed along surfaces perpendicular to each other. A pair of linear portions extending in parallel to the second mounting surface; and a bent portion that connects the pair of linear portions and bends in a semicircular arc shape, and the intermediate flange portion is formed of the pair of linear portions. While being installed in the middle of one, it is arrange | positioned along the surface perpendicular | vertical with respect to both the said 1st attachment surface and the said 2nd attachment surface.

A railway vehicle air compressor according to a twelfth aspect of the invention for achieving the third object described above is a railway vehicle air compressor that is installed in a railway vehicle and generates compressed air used in the railway vehicle. A compressor that compresses the air sucked from the air suction unit, an electric motor, and a compressor driving unit that drives the compressor, and is rotationally driven by a driving force from the electric motor, and cooling air A cooling fan that generates a flow of air, an aftercooler that cools the compressed air compressed by the compressor, an oil supply path that supplies oil to the compressor, and an oil tank, and The compressed air that has been compressed is induced to collect oil in the oil tank and communicate with the oil supply path, and the oil recovery unit is installed in the oil recovery unit. The oil level gauge, the oil recovery unit, and the after cooler are arranged in a path communicating with each other, and the oil is compressed with the oil by the compressor and separated from the compressed air that has passed through the oil recovery unit. The temperature of the oil in the oil tank, the oil dehumidifier that dehumidifies the compressed air cooled by the aftercooler, the oil cooler that cools the oil collected in the oil tank, Oil temperature adjustment valve that adjusts the oil temperature by switching between oil circulation state and non-circulation state according to oil temperature, normal operation mode, warm air operation mode, and oil level check An operation mode can be set in each mode, and a controller for controlling an operation state based on any one of the operation modes, the compressor, the compressor driving unit, and the cooling fan Said aftercooler, said oil collector, the oil separating element, the dehumidifier, the oil cooler, and accommodates the controller, and a, a housing case in which the air suction unit is installed. In the air compressor for a railway vehicle according to a twelfth aspect of the present invention, the controller is in a state where the controller is not set in the oil level check mode, and the oil temperature is not more than a predetermined first temperature. In the case of the operation mode, the operation state is controlled so that the compressor is continuously operated and the compressed air is discharged to the outside, and the oil level check mode is not set and the oil temperature is In the normal operation mode in which the first temperature is exceeded, the compressor is intermittently operated according to the air pressure in the air tank that is installed outside the storage case and stores the compressed air, and the air tank When the operation state is controlled so that compressed air dehumidified by the dehumidifier is sent out and the oil level check mode is set, the oil temperature is a predetermined second value. The compressor until an oil level check condition that is at least one of a condition exceeding the temperature and a condition that a predetermined time has elapsed since the oil level check mode is set is satisfied. The operation state is controlled so that the compressed air is discharged to the outside, and the operation is stopped when the oil level check condition is satisfied.

According to the present invention, a compressor, a compressor drive unit, a cooling fan, an after cooler, an oil recovery unit, an oil separation element, a dehumidifier, an oil cooler, and a controller are housed in a compact housing case and packaged. It is possible to realize an air compressor for a railway vehicle that is very excellent in attachment to a vehicle. Further, according to the present invention, the controller that controls the operation state of the railway vehicle air compressor based on the operation mode controls the operation state corresponding to the oil level check mode in addition to the normal operation mode and the warm-up operation mode. It is configured to be able to. In this railcar air compressor, when the oil level check mode is set, the oil level check condition regarding the oil temperature or the time after the oil level check mode is set is established based on the control of the controller. The compressor is continuously operated until the operation is completed, and the operation is stopped when the condition is satisfied. For this reason, the operation state of the oil temperature adjusting valve and the oil temperature at the time when the operation in the oil level check mode is stopped can be stabilized in substantially the same state. As a result, the operation in the oil level confirmation mode is performed and stopped, and when the oil level is stable after a predetermined time has elapsed, the oil cooler stays in the path connecting the oil cooler and the oil tank. The amount of oil will converge to approximately the same amount. Therefore, when the operator confirms the oil level in the oil tank with the oil level gauge, if the total amount of oil circulating in the device is the same, it depends on the operating state of the oil temperature adjustment valve when the operation is stopped. It is suppressed that the position of the oil level fluctuates and converges to a stable and substantially the same oil level position. For this reason, the worker can easily and accurately determine whether or not oil supply is necessary. In addition, as described above, after the operation in the oil level check mode is performed and stopped, the oil level check work by the oil level gauge is performed after a predetermined time has passed so that the influence of the oil level fluctuation due to the operation can be ignored. It is desirable that the operation be performed in a state where the oil level is stable.

Therefore, according to the present invention, it is possible to provide an air compressor for a railway vehicle that can easily and accurately determine whether or not oil supply is necessary.

A railcar air compressor according to a thirteenth aspect of the present invention is the railcar air compressor of the twelfth aspect of the present invention, further comprising a temperature sensor that detects the oil temperature, and based on the detection result of the temperature sensor, It is determined whether or not the temperature is equal to or lower than the first temperature, and the controller determines the oil level confirmation condition that the oil temperature exceeds the second temperature based on a detection result of the temperature sensor. It is characterized by determining whether or not is established.

According to the present invention, the temperature sensor that is provided to determine the timing of shifting from the warm-up operation mode to the normal operation mode and that detects the oil temperature is a temperature for determining whether or not the oil level confirmation condition is satisfied. It will also be used as a sensor. For this reason, the temperature sensor used for detecting the oil temperature in the warm-up operation mode and the normal operation mode can also be used in the oil level confirmation mode. Thereby, simplification of an apparatus structure can be achieved.

A railcar air compressor according to a fourteenth aspect of the present invention is the railcar air compressor according to the twelfth or thirteenth aspect of the present invention, wherein the oil temperature adjusting valve is responsive to the oil temperature without being controlled by the controller. It is characterized by operating independently.

According to the present invention, the oil temperature adjusting valve is provided as a self-supporting adjusting valve that operates independently according to the oil temperature without being controlled by the controller. For this reason, it is possible to reduce the size and simplify the structure of the oil temperature adjusting valve that adjusts the oil temperature by switching between the state in which the oil is circulated in the oil cooler and the state in which the oil is not circulated according to the oil temperature in the oil tank. it can. And since it is a self-supporting regulating valve not controlled by the controller, the operation can be stabilized and the reliability can be improved. Therefore, in an air compressor for a railway vehicle in which the oil temperature control valve is reduced in size and improved in operation reliability, the operation state of the oil temperature control valve is almost constant when operation is stopped to check the oil level. Thus, it is possible to realize a configuration that can be stabilized in the same state and that can easily and accurately determine whether or not oil supply is necessary.

A railcar air compressor according to the fifteenth aspect of the present invention for achieving the fourth object is a railcar air compressor that is installed in a railcar and generates compressed air used in the railcar. A compressor that compresses the air sucked from the air suction unit, an electric motor, a compressor driving unit that drives the compressor, and is driven to rotate by a driving force from the electric motor; A cooling fan that generates a flow of air, a housing that houses the compressor, the compressor driving unit, and the cooling fan, and a housing case in which the air suction unit is disposed, and the cooling fan that is disposed in the housing case. And a filter unit having a filter unit that suppresses the passage of foreign matter when the air sucked as the cooling air passes by the rotation of the. And the air compressor for railway vehicles which concerns on 15th invention WHEREIN: The said filter part is toward the inner side of the said storage case from the convex part formed so that it may protrude toward the outer side of the said storage case, and the said convex part. The concave portion formed so as to be recessed through the inclined surface is formed into a concave and convex shape, and the filter unit has a portion formed in a plate shape and is attached to the filter portion so as to cover the concave portion. The plurality of convex portions and the plurality of concave portions formed on the filter portion further include a plate member, and the convex portions and the concave portions are arranged so as to continuously extend in the vertical direction. It is characterized by.

According to the present invention, a compressor, a compressor driving unit, a cooling fan, and the like are compactly accommodated in a housing case and packaged, and an air compressor for a railway vehicle that is very excellent in attachment to the railway vehicle is realized. Can do. And the filter part which is provided in the filter unit installed in the storage case and suppresses the passage of foreign matters when the air sucked as cooling air passes therethrough includes a convex part facing outward and a concave part facing inward. Concave and convex shape that repeats is given. For this reason, the foreign matter colliding with the filter portion together with the sucked air moves so as to gather from the convex portion to the concave portion along the slope due to the flow of the sucked air. And a recessed part is arrange | positioned so that it may extend continuously along an up-down direction with a convex part, Furthermore, the plate member is attached to the recessed part so that this recessed part may be covered. For this reason, the air sucked in from the filter part passes through the side of the plate member, and the foreign matter that has moved so as to gather in the concave part falls down along the concave part without remaining attached to the concave part, Will be removed. Thereby, it is suppressed that a foreign material remains adhering to the filter portion, and the foreign material attached to the filter portion is broken into fine pieces and penetrates into the housing case by being exposed to the sucked air for a long time. Can be prevented. In addition, it is possible to prevent the foreign matter that has adhered to the filter portion for a long time from becoming a nucleus and further aggregating other foreign matters. Therefore, when the air sucked as cooling air passes, it is possible to suppress the foreign matter from adhering for a long time, and it is possible to realize the structure of the filter unit that can remove the foreign matter once attached.

Therefore, according to the present invention, when the air sucked in as cooling air passes through the filter unit, it is possible to prevent foreign matter from adhering for a long time and to remove the foreign matter once attached. An air compression apparatus can be provided.

A railcar air compressor according to a sixteenth aspect of the present invention is the railcar air compressor according to the fifteenth aspect of the present invention, wherein the plate member is disposed so as to cover the recess from the inside of the housing case. To do.

According to this invention, since the plate member is arranged so as to cover the recess from the inside of the housing case, the foreign matter moved to the recess does not contact the smooth surface of the plate member, and the surface of the filter portion is rough and has high friction. It will be in the state which contacted. For this reason, it is suppressed that the foreign material which moved to the recessed part is wound up so that it may slide on the surface of a board member under the influence of the sucked air, and is scattered on the surface of a filter part. Accordingly, it is possible to prevent the foreign matter once gathered in the concave portion from being scattered and to remove the foreign matter efficiently.

A railcar air compressor according to a seventeenth aspect of the present invention is the railcar air compressor according to the fifteenth or sixteenth aspect of the invention, wherein the filter unit is a plurality of the filters arranged in the direction of passage of the air sucked as the cooling air. A first filter unit that is one of the plurality of filter units, and a second filter unit that is different from the first filter unit among the plurality of filter units, The recesses are arranged so that the positions thereof are shifted in the passing direction.

According to the present invention, the plurality of filter portions arranged in the passage direction of the sucked air are provided, and the first and second filter portions in the plurality of filter portions are shifted in positions in the air passage direction. A recess is disposed. For this reason, even when a small foreign substance passes through the convex portion of one filter portion (for example, the first filter portion) disposed on the upstream side in the air passage direction, it is downstream of the filter portion. It will be efficiently captured by the concave portion of the filter portion (for example, the second filter portion) disposed on the side. And a foreign substance can be removed below from the recessed part of this filter part. Thereby, in a filter unit provided with a plurality of filter parts which can prevent foreign matter from adhering for a long time and remove foreign matter, foreign matter can be removed more efficiently.

An air compressor for a railway vehicle according to an eighteenth aspect of the present invention is the air compressor for a railway vehicle according to any one of the fifteenth and seventeenth aspects of the present invention, wherein the filter portion is provided as a metal net on which the uneven shape is formed. It is characterized by being.

According to the present invention, since the filter portion is provided as a metal mesh, the filter portion having a structure in which the concave and convex portions extending in the vertical direction are repeatedly formed can be easily formed using a metal mesh. .

According to the configuration of the first aspect of the present invention, it is possible to exhibit a sufficient dustproof performance for suppressing dust and other dust from entering the compressor or the electric motor, and sufficiently cool the coupling or the electric motor. It is possible to provide an air compressor for a railway vehicle that can ensure a possible cooling performance. Further, according to the configuration according to the second aspect of the present invention, the oil-filled compressed air discharge path can be easily installed without causing excessive stress between the compressor and the oil recovery unit whose positional relationship is fixed. It is possible to improve the workability of the assembly work of the air compressor for a railway vehicle and to improve the efficiency that the thermal expansion of the oil-filled compressed air discharge path affects the positional relationship between the compressor and the oil collector. An air compressor for a railway vehicle that can be well suppressed can be provided. Moreover, according to the structure which concerns on the 3rd viewpoint of this invention, the air compressor for railway vehicles which can determine easily and exactly whether oil replenishment is required can be provided. Moreover, according to the structure which concerns on the 4th viewpoint of this invention, when the air inhaled as cooling air passes in a filter part, while suppressing that a foreign material adheres for a long time, the foreign material which adhered once is removed. An air compressor for a railway vehicle that can be removed can be provided.

1 is a system diagram schematically showing a system configuration of an air compressor for a railway vehicle according to a first embodiment of the present invention. It is a top view which shows apparatuses, such as a compressor accommodated in the accommodation case in the air compressor for railway vehicles shown in FIG. 1, a compressor drive part, a cooling fan. It is a figure which shows the coupling case seen from the arrow A direction in the air compressor for railway vehicles shown in FIG. It is a figure shown about the state where the air compressor for rail vehicles shown in Drawing 1 was installed in the rail car, and is a mimetic diagram showing a component typically with a block diagram. It is a systematic diagram which shows typically the system configuration | structure of the air compressor for railway vehicles which concerns on 2nd Embodiment of this invention. It is a systematic diagram which shows typically the system configuration | structure of the air compressor for railway vehicles which concerns on 3rd Embodiment of this invention. It is a systematic diagram which shows typically the system configuration | structure of the air compressor for railway vehicles which concerns on 4th Embodiment of this invention. It is a top view which shows apparatuses, such as a compressor accommodated in the storage case in the air compressor for railway vehicles which concerns on 5th Embodiment of this invention, a compressor drive part, a cooling fan. It is a front view of each apparatus of the air compressor for railway vehicles shown in FIG. It is a side view of each apparatus of the air compressor for railway vehicles shown in FIG. It is a side view which shows a part of member which comprises the compressed air discharge path with oil in the air compressor for rail vehicles shown in FIG. 8, a rear view, and a top view with respect to the rear view. It is the front view, bottom view, and side view which show a part of member which comprises the oil-containing compressed air discharge path | route in the air compressor for railway vehicles shown in FIG. It is a schematic cross section which shows the connection structure of the propeller part of the cooling fan and electric motor in the air compressor for railway vehicles shown in FIG. It is a systematic diagram which shows typically the system configuration | structure of the air compressor for railway vehicles which concerns on 6th Embodiment of this invention. It is a flowchart for demonstrating the action | operation in the air compressor for railway vehicles shown in FIG. It is a schematic diagram which shows a component typically with a block diagram about the system configuration | structure of the air compressor for railway vehicles which concerns on 7th Embodiment of this invention. It is sectional drawing shown with a part of storage case about the filter unit in the air compressor for railway vehicles shown in FIG. It is a partially expanded sectional view which expands and shows a part of filter unit shown in FIG.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. In the first to fifth embodiments and the seventh embodiment, an air compressor for a railway vehicle that generates compressed air by separating the oil from the compressed air after compressing the air with the oil will be described as an example. However, the present invention is not limited to this example, and the present invention can be widely applied as an air compressor for a railway vehicle that is installed in a railway vehicle and generates compressed air used in the railway vehicle. The sixth 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. The present invention can be widely applied in railway vehicle air compressors that generate compressed air by separating them.

(First embodiment)
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 a first 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 various pneumatic equipment in a railway vehicle.

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, and a compressed air delivery unit. 19, oil supply path 20, oil-filled compressed air discharge path 21a, oil recovery unit 21, oil separation element 22, water / oil separator 23, dehumidifier 24, oil cooler 25, air supply path 26, cover 27, etc. It is prepared for.

The air compressor 1 is configured as a device that compresses the air sucked from the air sucking portion 18 with the compressor 12 and cools it with the aftercooler 17 and then sends it as compressed air from the compressed air sending portion 19. In addition, the air compressor 1 includes an oil supply path 20, an oil-filled compressed air discharge path 21a, an oil recovery unit 21, an oil separation element 22, a water / oil separator 23, an oil cooler 25, and the like, so that oil is supplied. After compressing the accompanying air, it is comprised as an apparatus which isolate | separates oil from compressed air and produces | generates compressed 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-filled compressed air discharge path 21 a, an oil recovery device 21, and an oil separation element 22. , A water-oil separator 23, a dehumidifier 24, an oil cooler 25, an air supply path 26, and the like are provided as a box-shaped housing. And in this storage case 11, the air suction part 18 and the compressed air delivery part 19 are 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 part 18 is provided with a suction filter 18a that suppresses the passage of dust such as dust when the sucked air passes. Moreover, the compressed air delivery part 19 is provided as a mechanism which delivers the compressed air cooled with the aftercooler 17 mentioned later. The compressed air delivery unit 19 is installed outside the housing case 11 to supply compressed air generated to an air tank (compressed air reservoir) (not shown) that is installed outside the housing case 11 and stores compressed air. It is provided as a piping system extending toward

Further, the housing case 11 is provided with a filter portion 28 in a wall portion located on the upstream side of the flow of cooling air generated by a cooling fan 16 described later. For example, the filter unit 28 is provided as a wire mesh attached to the housing case 11. As the cooling fan 16 rotates, outside air serving as cooling air is sucked through the filter unit 28. 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. In addition, the flow of air including oil droplets, water droplets, and water vapor is indicated by thick arrows with hatched lines. The oil flow is indicated by thin arrows.

The compressor 12 communicates with the air suction portion 18 and is configured to compress the air sucked from the air suction portion 18. The compressor 12 is configured to communicate with the air suction portion 18 via a suction valve 29 formed integrally with the compressor body. The suction valve 29 includes a valve body, a valve seat on which the valve body can be seated and separated, and a spring that urges 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 where the screw is arranged, the pressure of air rises from a portion communicating with the suction valve 29 to a portion communicating with an oil recovery unit 21 described later. 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 has an electric motor 13 a and is provided as a drive mechanism that rotationally drives the compressor 12. In the present embodiment, the compressor drive unit 13 is illustrated as a drive mechanism provided with only the electric motor 13a and not provided with the speed reducer portion. 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. . In the coupling 14, in addition to a metal shaft member, a flange member, and the like, a rubber member for exhibiting functions of vibration isolation and shock absorption is also used.

FIG. 2 is a plan view showing devices such as the compressor 12, the compressor driving unit 13, the coupling case 15, the cooling fan 16, and the aftercooler 17 that are housed in the housing case 11 in the air compressor 1. FIG. 3 is a diagram showing the coupling case 15 viewed from the direction of arrow A in FIG. Note that the air compressor 1 is in a state in which a device such as the compressor 12 is housed in the housing case 11 with the posture shown in FIG. 2 in the front-rear direction (that is, the direction of arrow A is the direction from the rear to the front of the vehicle). It will be installed with respect to a railway vehicle (not shown) with a posture.

The coupling case 15 shown in FIGS. 1 to 3 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 coupling case 15 is provided with a plurality of holes 30 that open to the outside. In addition, in this embodiment, the form by which the two holes 15a are provided in the both sides of the up-down direction in the vehicle rear side of the coupling case 15 is illustrated. As will be described later, the plurality of holes 15a externally discharges the air blown from the air supply path 26 to the coupling 14 (the compressed air expands and becomes equal to the atmospheric pressure in the coupling case 15). It is formed so that it can be discharged. In FIG. 2, the direction of the flow of air discharged from the hole 15a is indicated by a two-dot chain line arrow B.

As shown in FIGS. 2 and 3, each of the plurality of holes 15 a has a plurality of fixing bolts 30 that are fixing means for attaching and fixing other devices to the bottom of the coupling case 15. A tool (for example, a wrench) for operating from the inside of the coupling case 15 is formed to be insertable. In the present embodiment, the coupling case 15 configured so that a plurality of (two) fixing bolts 30 can be operated from one hole 15a is illustrated, but this need not be the case. One fixing bolt 30 may be operable from one hole 15a. In the present embodiment, the housing portion of the oil separation element 22 as another device is fixed to the coupling case 15 with the fixing bolt 30, but this need not be the case. Other devices other than the oil separation element 22 may be fixed.

Further, as shown in FIGS. 1 and 2, a cover 27 is fixed to the coupling case 15. The cover 27 is arranged so as to be separated from the hole 15a in the coupling case 15 and to cover the upper and side periphery of the hole 15a. The cover 27 is formed so as to open toward the downstream side of the flow of cooling air from the cooling fan 16 described later (the flow of cooling air flowing in the direction indicated by the arrow C in the two-dot chain line in FIG. 2). Yes.

The cooling fan 16 is attached to the compressor drive 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 16a and a cylindrical case portion 16b installed around the propeller portion 16a. In FIG. 1, the case portion 16b is not shown, and FIG. 2 shows a cross section of the case portion 16b.

The cooling fan 16 is installed so that the driving force of the rotating shaft of the electric motor 13a is transmitted to the propeller portion 16a 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 is thereby configured to generate a flow of cooling air by the air sucked from the filter unit 28. 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 after cooler 17 is provided as a heat exchanger that cools the compressed air that has been compressed by the compressor 12 and remains compressed. As shown in FIG. 2, 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, and is fixed to the case portion 16b. 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.

As shown well in FIG. 1, the oil recovery unit 21 includes 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 31 is installed in the discharge part in the oil tank 21b in the compressed air discharge path 21a containing oil. When compressed air with oil passes through the compressed air discharge passage 21a containing oil and is discharged from the discharge portion, large oil droplets are separated by the separator 31 and fall by gravity while being scattered in the oil tank 21b. Thus, it is collected in the oil tank 21b. And the oil tank 21b will be in the state which the collect | recovered oil 32 stored, as shown in FIG.

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 communicates with the compressor main body in the compressor 12 on the suction side communicating with the suction valve 29 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 32 in the oil tank 21b. Since the oil supply path 20 communicates with the compressor 12 and the oil tank 21b in this way, the compressed air discharged from the oil-filled compressed air discharge path 21a pushes down the oil level of the oil 32, so that 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.

As well shown in FIG. 1, the oil separation element 22 is disposed in a path that communicates the compressor 12 and the aftercooler 17, and is compressed with oil in the compressor 12 and passes through the oil collector 21. It comprises a filter element that separates oil from compressed air. In this oil separation element 22, fine oil droplets that have not been collected in the oil collector 21 are separated from the compressed air.

Further, a compressor communication path 34 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 34 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 passage 34 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 35 that allows passage of compressed air of a predetermined pressure or higher to the aftercooler 17 side, and a pressure of the compressed air. And a safety valve 36 for allowing compressed air to escape to the outside when the pressure exceeds an excessive pressure.

The oil cooler 25 shown in FIGS. 1 and 2 is provided so as to communicate with the oil tank 21b side and the compressor 12 side in the oil supply path 20, and cools the oil in the oil tank 21b to the oil supply path 20. It is provided as a heat exchanger that can be supplied. As described above, the oil cooler 25 is formed integrally with the aftercooler 17 and is fixed to the case portion 16b. The oil cooler 25 is disposed on the upstream side of the flow of the cooling air with respect to the cooling fan 16, and the oil cooler 25 is cooled from the outside by the cooling air generated by the cooling fan 16. The oil passing through the inside of the tank will be cooled.

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 21b and the side communicating with the compressor 12. Thus, the oil cooler 25 cools the oil when the oil path is switched from the oil tank 21b to the oil path 38a by the oil temperature adjustment valve 39, and the cooled oil passes through the oil path 38b to the oil supply path. It is configured to return to 20. The flow of the oil returning to the oil supply path 20 after cooling in 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 32.

In addition, the location where the oil supply path 20 and the oil path 38a communicate with each other is set to an arbitrary position between a communication position where the oil inlet to the oil path 38a is in a communication state and a blocking position where the oil passage 38a is in a blocking state. A possible oil temperature adjustment valve 39 is installed. The oil temperature adjustment valve 39 uses a shape memory alloy or bimetal that changes its shape according to the temperature, and senses the oil temperature to change itself and change the opening of the valve. The oil temperature control valve 39 controls the oil path so that the oil temperature falls within a predetermined temperature range, prevents oil emulsification due to the oil temperature being too low, and further prevents the oil from being caused by the oil temperature being too high. Oxidation will be prevented. On the other hand, the oil tank 21b is provided with a temperature switch 40 for detecting the temperature (oil temperature) of the oil 32 in the oil tank 21b. The temperature switch 40 outputs a signal for forcibly stopping the entire apparatus when the detected oil temperature is equal to or higher than a predetermined upper limit temperature. Note that the oil temperature adjustment valve 39 may be an electromagnetic valve, and the oil temperature adjustment valve 39 may be controlled according to the oil temperature detected by the temperature switch 40. However, the configuration of the oil temperature adjusting valve 39 as in the present embodiment is simplified in configuration as compared with the case where an electromagnetic valve or the like is used, and as a result, the reliability is improved.

The water oil separator 23 shown in FIG. 1 is arranged in a path that connects the aftercooler 17 and a dehumidifier 24 described later, and separates water and oil from the compressed air cooled by the aftercooler 17. The filter element is provided. 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. In addition, the water | moisture content isolate | separated in the separator 23 for water oil is discharged | emitted from the drain valve 41. FIG.

The dehumidifier 24 shown in FIG. 1 is disposed between the water / oil separator 23 and the compressed air delivery unit 19, and further dehumidifies the compressed air from which water and oil have been separated by the water / oil separator 23. It is a hollow fiber membrane type dehumidifier that performs the above. In addition, it may be configured as a filter element containing a desiccant. In the dehumidifier 24, the final dehumidification is performed on the compressed air delivered from the compressed air delivery unit 19. A check valve 42 that allows passage of compressed air of a predetermined pressure or higher to the compressed air delivery unit 19 side is provided in a path that connects the dehumidifier 24 and the compressed air delivery unit 19. It is provided to prevent backflow from the air reservoir.

1 constitutes the first air supply path in the present embodiment, and is provided as a piping system arranged in the housing case 11. The air supply path 26 is provided as a path for communicating the compressed air path from the after cooler 17 to the compressed air delivery unit 19 and the coupling case 15, and the compressed air cooled by the after cooler 17 is cupped. The ring 14 is configured to be blown out.

In the present embodiment, the air supply path 26 is provided so as to communicate the compressed air path between the dehumidifier 24 and the compressed air delivery unit 19 and the coupling case 15. Thereby, the air supply path 26 is configured to supply the compressed air that has been dehumidified by the dehumidifier 24 to the coupling 14 so as to be able to blow out. The air supply path 26 is not limited to the above-described form exemplified in the present embodiment, and is provided so as to communicate the compressed air path between the water-oil separator 23 and the dehumidifier 24 and the coupling case 15. It may be done. The air supply path 26 may be provided so as to communicate the compressed air path between the aftercooler 17 and the water / oil separator 23 and the coupling case 15.

FIG. 4 is a diagram showing a state in which the air compressor 1 is installed in the railway vehicle 100, and is a schematic diagram schematically showing constituent elements in a block diagram. In FIG. 4, a part of the lower part of the railway vehicle 100, a cowl 101 covering the lower part of the railway vehicle 100, the housing case 11, and the like are shown in cross section, and the direction of the flow of cooling air generated by the cooling fan 16 is shown. This is indicated by a two-dot chain arrow C. The housing case 11 of the air compressor 1 is disposed inside the cowl 101 and is fixed to the lower part of the railway vehicle 100 via a structural member 102.

In addition, an opening 101b through which the lower part of the housing case 11 is exposed is formed in the lower part of the cowl 101. The side surface portion of the lower end portion of the housing case 11 is disposed adjacent to the edge portion of the opening 101b of the cowl 101 via a slight gap. Further, the lower surface portion of the housing case 11 exposed from the opening 101 b is disposed along the same surface as the lower surface portion of the cowl 101. Accordingly, the housing case 11 is disposed so that the lower surface thereof is flush with the lower surface of the cowl 101, and the lower portion thereof is installed so as to constitute a part of the cowl 101.

Further, as described above, an opening hole 11a is formed in the lower portion of the housing case 11 arranged so as to be flush with the lower portion of the cowl 101. The opening hole 11a is formed so as to be positioned below the drain valve 41 that discharges moisture and the like separated by the water / oil separator 23. Thereby, in the air compressor 1, the water | moisture content etc. which were discharged | emitted from the drain valve 41 are comprised so that it may discharge | emit to the exterior of the storage case 11 and the cowl 101 by the effect | action of gravity.

The drain valve 41 is provided with a silencer (not shown) having a silencing function. And around the lower part of the drain valve 41, the intrusion of outside air into the housing case 11 is suppressed, and noise from the compressor 12 and the like is prevented from leaking from the opening hole 11a to the outside of the housing case 11. A lower case 44 is provided so as to surround at least the silencer. The lower case 44 is formed so that the lower end side opens with respect to the opening hole 11 a of the housing case 11.

Now, in the opening hole 11a of the storage case 11, a first cover plate 45 disposed on the upper surface side of the lower portion of the storage case 11 (inside in the lower portion of the storage case 11) and the lower surface side of the lower case of the storage case 11 (storage) A second cover plate 46 is disposed on the outer side of the lower portion of the case 11. The first cover plate 45 is fixed to the edge portion of the opening hole 11 a on the upper surface side of the lower portion of the housing case 11 and is installed so as to cover the lower end side formed in the lower case 44. On the other hand, the 2nd cover board 46 is being fixed in the lower surface side of the lower part of the storage case 11 with respect to the edge part of the opening hole 11a. Due to such an installation configuration, the lower part of the drain valve 41, the first cover plate 45, and the second cover plate 46 are integrally accommodated in the lower case 44 and the opening hole 11a of the accommodation case 11. It is configured as follows.

The first cover plate 45 and the second cover plate 46 are both provided as flat members, and a plurality of through holes (not shown) are formed in each. In the first cover plate 45 and the second cover plate 46, the opening hole 11a passes through the center position of each through hole in the first cover plate 45 and the center position of each through hole in the second cover plate 46. A plurality of through holes are formed so as to be shifted in the vertical direction, which is the direction in which they are formed. The first cover plate 45 and the second cover plate 46 are made of, for example, a punching metal in which a plurality of (many) circular through holes having substantially the same size are formed. The front and back surfaces of each of the first cover plate 45 and the second cover plate 46 are coated with fluororesin.

As described above, since the lower part of the housing case 11 is configured to be flush with the lower part of the cowl 101, the outer side of the lower part of the housing case 11 is located when the railway vehicle 100 travels at a high speed. You will be exposed to high-speed outside air. For this reason, high-speed outside air that has been in a turbulent state due to the disturbance of the flow path by wheels or the like below the railway vehicle 100 enters the housing case 11 from the opening hole 11a. If the temperature is low, moisture in the vicinity of the drain valve 41 and the silencer provided in the drain valve 41 may be frozen, and the air compressor 1 may be adversely affected. Further, if the outside air contains dust or the like, it may adhere to the drain valve 41 or its silencer and cause clogging, which may adversely affect the air compressor 1.

However, in the air compressor 1, the first and second cover plates (45, 46) installed in the opening holes 11a are provided, and the center positions of the through holes in the first cover plate 45 and the second cover plate 46 are provided. A plurality of through holes are respectively arranged so that the center positions of the through holes in FIG. For this reason, since the outside air that has passed through the first cover plate 45 hits a position shifted from the through hole of the second cover plate 46, the speed is reduced and the amount of outside air flowing into the housing case 11 is reduced. can do. On the other hand, moisture and the like discharged from the drain valve 41 are caused to pass through the through hole of the first cover plate 45 and the through hole of the second cover plate 46 by the action of gravity and to the outside of the housing case 11 and the cowl 101. And can be discharged. Accordingly, a simple mechanism in which the first and second cover plates (45, 46) are installed so that the outside air is difficult to enter the housing case 11 and the water discharged from the drain valve 41 can be discharged to the outside. Can be realized. Further, since the first and second cover plates (45, 46) having a configuration in which the positions of the through holes are shifted so as to block the linear propagation of sound are provided, the first and second cover plates (45, 46) are provided. The noise generated from the silencer, the compressor 12 and the like can be attenuated and reduced by the first and second cover plates (45, 46).

Further, in the air compressor 1, the lower part of the drain valve 41, the first cover plate 45, and the second cover plate 46 are accommodated integrally with the lower case 44 and the opening hole 11 a of the accommodation case 11. It is configured as follows. And in the storage case 11, the area | region below the drain valve 41 from the lower part of the drain valve 41 to the opening hole 11a of the storage case 11 is the lower case 44 and the 1st and 2nd covers (45, 46). It is configured as a small chamber-like region. Furthermore, between the area below the drain valve 41 partitioned into the small chambers and the inside of the housing case 11, there are places where air can flow in and out and places where sound can be linearly transmitted only through air. Therefore, the clearance is limited to a gap between the lower case 44 and the housing case 11 or the drain valve 41. For this reason, it can suppress more reliably that external air penetrate | invades in the accommodation case 11, and especially the noise which generate | occur | produces from the compressor 12 grade | etc., Can be reduced more effectively. Furthermore, since the area below the drain valve 41 is configured as an area partitioned like a small chamber, the heat of the heater provided in the silencer of the drain valve 41 becomes difficult to escape, so that power consumption can be reduced. it can.

Moreover, in the air compressor 1, the front and back surfaces of each of the first cover plate 45 and the second cover plate 46 are coated with fluororesin. For this reason, even if the water adhering to the first cover plate 45 and the second cover plate 46 is frozen, the frozen water is immediately peeled off from the first cover plate 45 and the second cover plate 46 and released to the outside. Will be. In addition, even when moisture or dust adheres to the outside of the first cover plate 45 and the second cover plate 46, the moisture and dust will peel off before they aggregate and grow large, It is possible to prevent intrusion into the housing case 11.

In addition, the 1st cover board 45 and the 2nd cover board 46 do not necessarily need to be formed using the punching metal, and may be comprised by the member of another form. Further, the lower case 44 is not necessarily provided. Further, the drain valve 41 provided with the silencer may not be provided so that the lower part of the drain valve 41 is disposed inside the lower case 44. For example, the drain valve 41 provided with the silencer may be provided so that the entire drain valve 41 is disposed inside the lower case 44, or the silencer is provided in the opening provided on the upper surface of the lower case 44. It may be a form in which the openings are adjacent. Moreover, the form arrange | positioned so that the drain valve 41 provided with the silencer may oppose with respect to the inner surface of the side wall in the lower case 44 may be sufficient.

2 and 4, the air compressor 1 includes a compressor 12, a coupling 14, a compressor drive unit 13, a cooling fan 16 as an axial fan, an after cooler 17 and oil. The cooler 25 is arrange | positioned along the same axial direction. Further, this axial direction is arranged along the sleeper direction of the railway vehicle (the direction is perpendicular to the track direction, and the direction perpendicular to the track direction is the sleeper direction even in the case of a track where no sleepers are used). The In addition, although the said axial direction has illustrated the form arrange | positioned along a sleeper direction in this embodiment, it does not need to be this way and the said axial direction is arrange | positioned along the track direction of the rail vehicle 100. May be.

Further, as shown in FIG. 4, both end portions of the housing case 11 in the axial direction (an end portion where the suction portion 18 is provided and an end portion where the filter portion 28 is provided) are arranged on both sides of the cowl 101 in the axial direction. The inner wall 101a is disposed via a buffer region 43 that forms a space that serves as a region for storing air. In addition, the wall part of the cowl 101 which forms the inner wall 101a is provided as a wall part in which a plurality of holes are formed in, for example, an armor door shape.

Next, the operation of the above-described air compressor 1 will be described. In a state where the operation of the air compressor 1 is being performed, first, air as 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 29 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.

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 31. Further, the oil separated from the compressed air by the separator 31 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. Further, when the oil temperature of the oil 32 in the oil tank 21b becomes equal to or higher than the upper limit temperature, the oil temperature adjustment valve 39 is completely switched from the shut-off position to the communication position, and the oil cooler 25 cools the oil.

The compressed air discharged into the oil tank 21b passes through the oil separation element 22 and the 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 from water and oil by the water / oil separator 23, further dehumidified by the dehumidifier 24, and sent from the compressed air delivery unit 19. .

Further, a part of the compressed air dehumidified by the dehumidifier 24 is guided into the coupling case 15 through the air supply path 26. And the air induced in the coupling case 15 (compressed air is induced while expanding into the coupling case 15, and when the air is blown into the coupling case 15, the pressure is the same as that in the coupling case 15. Are continuously blown out to the coupling 14 and further discharged from the plurality of holes 15a of the coupling case 15 to the outside.

As described above, according to the air compressor 1, the compressor 12, the compressor drive unit 13, the coupling 14 and the coupling case 15, the cooling fan 16, the after cooler 17, the oil recovery device 21, the oil separation element 22, A water-oil separator 23, a dehumidifier 24, and an oil cooler 25 are compactly accommodated and packaged in the accommodation case 11, and an air compressor for a railway vehicle that is very excellent in attachment to the railway vehicle 100 is realized. Can do. Further, in the air compressor 1, the air supply path 26 that blows out the cooled compressed air before being sent from the compressed air delivery part 19 on the downstream side of the aftercooler 17 in the housing case 11 to the coupling 14. Is provided. For this reason, the coupling 14 can be efficiently cooled by the cooled compressed air blown out to the coupling 14, and sufficient cooling performance can be ensured. Furthermore, air is continuously supplied into the coupling case 15, and the air continuously blows out of the coupling case 15. For this reason, it is possible to prevent dust such as dust from entering the compressor 12 through the coupling case 15.

Therefore, according to the present embodiment, it is possible to exhibit a sufficient dustproof performance to suppress dust and other dust from entering the compressor 12 through the coupling case 15 and to sufficiently connect the coupling 14. It is possible to provide a railway vehicle air compressor 1 that can ensure cooling performance. Further, it has an effect of cooling a bearing on the coupling 14 side of the compressor 12 (not shown) and a bearing on the coupling 14 side of the compressor driving unit 13 (not shown).

The air compressor 1 also includes an oil supply path 20, an oil recovery device 21, an oil separation element 22, a water / oil separator 23, and a dehumidifier 24, and compresses air accompanied with oil and then supplies oil from the compressed air. It is configured as a device that generates compressed air by separation. For this reason, the air compressor 1 is configured as an air compressor for a railway vehicle capable of removing compression heat, sealing with an oil film, and lubricating. In the air compressor 1, the compressed air before being sent from the compressed air delivery unit 19 on the downstream side of the dehumidifier 24 by the air supply path 26, that is, the oil is separated by the oil separation element 22, and the aftercooler. The compressed air that has been cooled at 17 and further separated from water and oil by the water / oil separator 23 and dehumidified is introduced into the coupling case 15. For this reason, the coupling 14 is cooled and the dust inside the coupling case 15 is protected in a state in which the adhesion of oil to the coupling 14 can be prevented or suppressed and the adhesion of moisture causing rust is also prevented. The dust of the compressor 12 is also achieved. *

Further, according to the air compressor 1, the coupling case 15 is provided with a hole 15a, and the compressed air blown to the coupling 14 is discharged to the outside through the hole 15a. For this reason, the air that exhibits the cooling effect of the coupling 14 by being blown out from the air supply path 26 to the coupling 14 and the dustproof effect of the compressor 12 by being blown into the coupling case 15 is cupped. Without staying in the ring case 15, it can be discharged to the outside, and a cooling effect and a dustproof effect can be exhibited efficiently.

Further, according to the air compressor 1, the coupling case 15 is provided with a plurality of holes 15a for discharging the air exhibiting the cooling effect of the coupling 14 and the dustproof effect of the compressor 12 to the outside. For this reason, the compressed air which exhibited the cooling effect and the dustproof effect can be dispersed and discharged to the outside more efficiently. The plurality of holes 15a is inserted with a tool for operating the fixing bolt 30 for attaching and fixing the oil separation element 22 as another device to the coupling case 15 from the inside of the coupling case 15. It is made possible. For this reason, the hole 15a for discharging compressed air can be used also as the hole 15a for inserting a tool into the coupling case 15 by inserting a tool.

Further, according to the air compressor 1, the cover 27 that opens to the downstream side of the flow of the cooling air from the cooling fan 16 and covers the space around the hole 15a for discharging the compressed air in the coupling case 15 is provided. Is provided. For this reason, it is possible to prevent the cooling air from the cooling fan 16 from entering the coupling case 15 through the compressed air discharge hole 15a, and dust such as sand dust enters the coupling case 15 together with the cooling air. Can be prevented efficiently.

Further, according to the air compressor 1, the housing case 11 is disposed in the cowl 101 at the lower part of the railway vehicle 100, and in this housing case 11, the after cooler 17, the cooling fan 16 that is an axial fan, the compressor driving unit 13, the axial direction in which the coupling 14 and the compressor 12 are arranged is arranged along the sleeper direction of the railway vehicle. For this reason, the aftercooler 17 is not disposed in the lower part of the housing case 11, and it is possible to prevent moisture in the aftercooler 17 from being frozen by the cold air outside the cowl 101. Moreover, since each said component is arrange | positioned along the said axial direction through which the cooling air which generate | occur | produces with the cooling fan 16 which is an axial fan flows, the cooling with the cooling fan 16 in the storage case 11 is performed efficiently. be able to. In the air compressor 1, both end portions in the axial direction of the housing case 11 are arranged with respect to the inner walls 101 a on both sides in the axial direction of the cowl 101 via buffer regions 43 that are air storage spaces. ing. For this reason, it is prevented that the cold air of the side of the cowl 101 flows in directly from the both ends of the housing case 11 in the axial direction. That is, when the environment in which the railway vehicle 100 in which the air compressor 1 is installed travels is in a cold region and the traveling speed of the railway vehicle 100 is high, the air that flows into the cowl 101 from the side of the cowl 101. Since the speed sufficiently decreases in the buffer area 43, it is possible to prevent high-speed cold air from flowing into the housing case 11. Thereby, in the aftercooler 17 arrange | positioned along the axial direction with the cooling fan 16 which is an axial flow fan, it can prevent that an internal water | moisture content freezes.

(Second Embodiment)
Next, a railway vehicle air compressor 2 (hereinafter also simply referred to as “air compressor 2”) according to a second embodiment of the present invention will be described. FIG. 5 is a system diagram schematically showing the system configuration of the air compressor 2. The air compressor 2 shown in FIG. 5 is installed in a railway vehicle (not shown) similarly to the air compressor 1 of the first embodiment. And the compressed air produced | generated in this air compressor 2 is used in order to operate various pneumatic equipment in a railway vehicle.

5 includes a storage 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, and a compressed air delivery unit. 19, oil supply path 20, oil-filled compressed air discharge path 21a, oil recovery device 21, oil separation element 22, water-oil separator 23, dehumidifier 24, oil cooler 25, air supply path 50, cover 27, etc. It is prepared for.

And the air compressor 2 compresses the air suck | inhaled from the air suction part 18 with the compressor 12 like the air compressor 1 of 1st Embodiment, and cools with the aftercooler 17, Then, the compressed air sending part 19 It is comprised as an apparatus which sends out as compressed air from. Moreover, the air compressor 2 is the same as the air compressor 1 of 1st Embodiment, the oil supply path 20, the oil-containing compressed air discharge path 21a, the oil recovery device 21, the oil separation element 22, and the water oil separator 23 By providing the oil cooler 25, etc., it is configured as a device that generates compressed air by separating the oil from the compressed air after compressing the air with the oil. Thereby, it is comprised so that the removal of compression heat, the sealing by an oil film, and lubrication can be performed. Moreover, the air compressor 2 is installed with the form similar to the air compressor 1 of 1st Embodiment shown in FIG. 4 with respect to a rail vehicle.

However, the air compressor 2 is different in configuration from the air compressor 1 of the first embodiment in that an air supply path 50 is provided instead of the air supply path 26. Hereinafter, in the description of the air compression device 2, the difference from the first embodiment will be described, and the elements that are configured similarly to the first embodiment will be described by attaching the same reference numerals in the drawings. Omitted.

The air supply path 50 shown in FIG. 5 constitutes the first air supply path in the present embodiment, and is provided as a piping system arranged in the housing case 11. The air supply path 50 is provided as a path for communicating the path of compressed air from the aftercooler 17 to the compressed air delivery unit 19 and the electric motor 13a, and the compressed air cooled by the aftercooler 17 is supplied to the electric motor. It is configured so as to be able to blow out to 13a.

In the present embodiment, the air supply path 50 is provided so as to communicate the compressed air path between the dehumidifier 24 and the compressed air delivery unit 19 and the electric motor 13a. Thereby, the air supply path 50 is configured to supply the compressed air, which has been dehumidified by the dehumidifier 24, to the electric motor 13a so as to be blown out. The air supply path 50 is not limited to the above-described form exemplified in the present embodiment, and is provided so as to communicate the compressed air path between the water / oil separator 23 and the dehumidifier 24 and the electric motor 13a. It may be. The air supply path 50 may be provided so as to communicate the compressed air path between the aftercooler 17 and the water / oil separator 23 and the electric motor 13a.

As described above, according to the air compressor 2, the compressor 12, the compressor drive unit 13, the coupling 14 and the coupling case 15, the cooling fan 16, the after cooler 17, the oil recovery device 21, the oil separation element 22, The water-oil separator 23, the dehumidifier 24, and the oil cooler 25 are compactly accommodated and packaged in the accommodation case 11, and an air compressor for a railway vehicle that has a very excellent attachment property to the railway vehicle can be realized. it can. In the air compressor 2, the air supply path 50 that blows out the cooled compressed air before being sent from the compressed air delivery unit 19 on the downstream side of the aftercooler 17 in the housing case 11 to the electric motor 13 a. Is provided. For this reason, the electric motor 13a can be efficiently cooled by the cooled air blown to the electric motor 13a, and sufficient cooling performance can be ensured. Furthermore, since air is continuously blown out to the electric motor 13a, the air is continuously blown out of the casing of the electric motor 13a. For this reason, it can suppress that dusts, such as dust, penetrate | invade into the electric motor 13a.

Therefore, according to the present embodiment, it is possible to exhibit a sufficient dustproof performance that suppresses dust and other dust from entering the electric motor 13a, and also to secure a cooling performance that can sufficiently cool the electric motor 13a. The railway vehicle air compressor 2 can be provided.

(Third embodiment)
Next, a railcar air compressor 3 (hereinafter also simply referred to as “air compressor 3”) according to a third embodiment of the present invention will be described. FIG. 6 is a system diagram schematically showing the system configuration of the air compressor 3. The air compressor 3 shown in FIG. 6 is installed in a railway vehicle (not shown), similarly to the air compressor 1 of the first embodiment. And the compressed air produced | generated in this air compressor 3 is used in order to operate various pneumatic equipment in a railway vehicle.

6 includes a storage 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, and a compressed air delivery unit. 19, oil supply path 20, oil-filled compressed air discharge path 21a, oil recovery unit 21, oil separation element 22, water-oil separator 23, dehumidifier 24, oil cooler 25, air supply path 51, and the like. Has been.

And the air compressor 3 compresses the air suck | inhaled from the air suction part 18 with the compressor 12 like the air compressor 1 of 1st Embodiment, after cooling with the aftercooler 17, Then, the compressed air sending part 19 It is comprised as an apparatus which sends out as compressed air from. Moreover, the air compressor 3 is the same as the air compressor 1 of 1st Embodiment, the oil supply path 20, the oil-containing compressed air discharge path 21a, the oil recovery device 21, the oil separation element 22, and the water-oil separator 23 By providing the oil cooler 25, etc., the apparatus is configured as an apparatus that generates compressed air by compressing air accompanied with oil and then separating the oil from the compressed air. Thereby, it is comprised so that the removal of compression heat, the sealing by an oil film, and lubrication can be performed. Moreover, the air compressor 3 is installed with the form similar to the air compressor 1 of 1st Embodiment shown in FIG. 4 with respect to a rail vehicle.

However, the air compressor 3 is configured such that the coupling case 15 is sealed from the outside, the cover 27 is not provided, and the air supply path 51 is not the air supply path 26. In the point provided, the structure differs from the air compressor 1 of 1st Embodiment. Hereinafter, in the description of the air compression device 3, the difference from the first embodiment will be described, and elements that are configured similarly to the first embodiment will be described by attaching the same reference numerals in the drawings. Omitted.

As shown in FIG. 6, the coupling case 15 is not provided with the hole 15a as in the first embodiment, and is configured to be sealed from the outside. The coupling case 15 is configured to communicate with the air suction portion 18 and the suction valve 29 via an air supply path 51 described later.

The air supply path 51 constitutes the second air supply path in the present embodiment, and is provided as a piping system arranged in the housing case 11. The air supply path 51 is provided as a path for communicating the air suction portion 18 and the suction valve 29 communicating with the compressor 12 via the coupling case 15, and the air suction portion 18 is connected to the coupling 14. It is configured to supply cold air (outside air) sucked from the air so that it can be blown out.

As described above, according to the air compressor 3, the compressor 12, the compressor drive unit 13, the coupling 14 and the coupling case 15, the cooling fan 16, the after cooler 17, the oil recovery device 21, the oil separation element 22, The water-oil separator 23, the dehumidifier 24, and the oil cooler 25 are compactly accommodated in the accommodation case 11 and packaged, thereby realizing an air compressor for a railway vehicle that is extremely excellent in attachment to the railway vehicle. it can. In the air compression device 3, an air supply path 51 is further provided that connects the air suction portion 18 and the compressor 12 via the sealed coupling case 15, and air is sucked in the air suction portion 18. At this time, the passage of dust is suppressed by the suction filter 18a. As a result, external cold air sucked in while dust intrusion is blocked by the suction filter 18 a is sucked by the negative pressure on the compressor 12 side and blown out to the coupling 14. For this reason, the coupling air can be efficiently cooled by the cold air blown out to the coupling 14, and sufficient cooling performance can be ensured. Furthermore, since air sucked through the suction filter 18a is blown out to the coupling 14, dust such as dust may enter the compressor 12 through the coupling case 15. Can be suppressed. The air blown out to the coupling 14 is sucked into the compressor 12 and compressed.

Therefore, according to the present embodiment, it is possible to exhibit sufficient dustproof performance to suppress dust and other dust from entering the compressor 12 through the coupling case 15 and to sufficiently cool the coupling 14. Therefore, it is possible to provide the railway vehicle air compressor 3 that can ensure sufficient cooling performance.

(Fourth embodiment)
Next, a railcar air compressor 4 (hereinafter also simply referred to as “air compressor 4”) according to a fourth embodiment of the present invention will be described. FIG. 7 is a system diagram schematically showing the system configuration of the air compressor 4. The air compressor 4 shown in FIG. 7 is installed in a railway vehicle (not shown) similarly to the air compressor 1 of the first embodiment. And the compressed air produced | generated in this air compressor 4 is used in order to operate various pneumatic equipment in a railway vehicle.

7 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, and a compressed air delivery unit. 19, an oil supply path 20, an oil-filled compressed air discharge path 21a, an oil recovery unit 21, an oil separation element 22, a water / oil separator 23, a dehumidifier 24, an oil cooler 25, an air supply path 52, and the like. Has been.

And the air compressor 4 compresses the air suck | inhaled from the air suction part 18 with the compressor 12 like the air compressor 1 of 1st Embodiment, after cooling with the aftercooler 17, Then, the compressed air sending part 19 It is comprised as an apparatus which sends out as compressed air from. Moreover, the air compressor 4 is the same as the air compressor 1 of 1st Embodiment, the oil supply path 20, the oil-containing compressed air discharge path 21a, the oil recovery device 21, the oil separation element 22, and the water oil separator 23 By providing the oil cooler 25, etc., it is configured as a device that generates compressed air by compressing air accompanied by oil and then separating the oil from the compressed air. Thereby, it is comprised so that the removal of compression heat, the sealing by an oil film, and lubrication can be performed. Moreover, the air compressor 4 is installed with the form similar to the air compressor 1 of 1st Embodiment shown in FIG. 4 with respect to a rail vehicle.

However, the air compressor 4 has a configuration in which the coupling case 15 is sealed from the outside, a point in which the cover 27 is not provided, and an air supply path 52 instead of the air supply path 26. In the point provided, the structure differs from the air compressor 1 of 1st Embodiment. Hereinafter, in the description of the air compressing device 4, the difference in configuration from the first embodiment will be described, and elements configured in the same manner as in the first embodiment will be described by attaching the same reference numerals in the drawings. Omitted.

As shown in FIG. 7, the coupling case 15 is not provided with the hole 15a as in the first embodiment, and is configured to be sealed from the outside.

The air supply path 52 constitutes the second air supply path in the present embodiment, and is provided as a piping system disposed in the housing case 11. The air supply path 52 is provided as a path for communicating the air suction portion 18 and the suction valve 29 communicating with the compressor 12 via the electric motor 13a, and is connected to the electric motor 13a from the air suction portion 18. The sucked cold air (outside air) is configured to be blown out.

As described above, according to the air compressor 4, the compressor 12, the compressor drive unit 13, the coupling 14 and the coupling case 15, the cooling fan 16, the after cooler 17, the oil recovery device 21, the oil separation element 22, The water-oil separator 23, the dehumidifier 24, and the oil cooler 25 are compactly accommodated in the accommodation case 11 and packaged, thereby realizing an air compressor for a railway vehicle that is extremely excellent in attachment to the railway vehicle. it can. The air compressor 4 further includes an air supply path 52 that communicates the air suction portion 18 and the compressor 12 via the electric motor 13a. When the air is sucked by the air suction portion 18, the suction filter is provided. The passage of dust is suppressed at 18a. Thus, the external cold air sucked in while dust intrusion is blocked by the suction filter 18a is sucked by the negative pressure on the compressor 12 side and blown out to the electric motor 13a. For this reason, the electric air 13a can be efficiently cooled by the cold air blown out to the electric motor 13a, and sufficient cooling performance can be ensured. Furthermore, since the air sucked through the suction filter 18a is blown out to the electric motor 13a, it is possible to suppress dust and other dust from entering the electric motor 13a. The air blown out to the electric motor 13a is sucked into the compressor 12 and compressed.

Therefore, according to the present embodiment, it is possible to exhibit a sufficient dustproof performance that suppresses dust and other dust from entering the electric motor 13a, and also to secure a cooling performance that can sufficiently cool the electric motor 13a. The railway vehicle air compressor 4 can be provided.

(Fifth embodiment)
Next, a railcar air compressor 5 (hereinafter also simply referred to as “air compressor 5”) according to a fifth embodiment of the present invention will be described. FIG. 8 shows a compressor 12 housed in a housing case (a housing case configured in the same manner as the housing case 11 of the first embodiment, not shown in FIG. 8) in the air compressor 5, and a compressor drive. It is a top view which shows each apparatus, such as a part 13, the coupling case 15, the cooling fan 16, the aftercooler 17, and the oil recovery device 21. FIG. 9 is a front view of each device of the air compressor 5 shown in FIG. FIG. 10 is a side view of each device of the air compressor 5 shown in FIG.

The air compressor 5 shown in FIG. 8 is installed in a railway vehicle (not shown) similarly to the air compressor 1 of the first embodiment. And the compressed air produced | generated in this air compressor 5 is used in order to operate various pneumatic equipment in a railway vehicle. The air compressor 5 has a housing case (not shown) (hereinafter referred to as a “housing case 11”) as shown in FIG. It is installed with respect to a rail vehicle (not shown) with the attitude | position accommodated in.

The air compressor 5 includes a storage 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, and an air suction unit configured in the same manner as in the first embodiment. 18, a compressed air delivery unit 19, an oil supply path 20, an oil recovery unit 21, an oil separation element 22, a water / oil separator 23, a dehumidifier 24, an oil cooler 25, an air supply path 26, a cover 27, and the like. Yes. In the following description of the air compression device 5, elements similar to those in the first embodiment will be described by attaching the same reference numerals in the drawings or quoting the same reference numerals. Omitted.

In the same manner as the air compressor 1 of the first embodiment, the air compressor 5 compresses the air sucked from the air suction unit 18 with the compressor 12, cools it with the after cooler 17, and then compresses it with the compressed air delivery unit 19. It is configured as a device that delivers as air. The air compression device 5 includes the oil supply path 20, the oil recovery unit 21, the oil-containing compressed air discharge path 60, the oil separation element 22, the water / oil separator 23, the oil cooler 25, and the like, so that the first Similar to the air compressor 1 of the embodiment, the apparatus is configured as an apparatus that generates compressed air by compressing air with oil and then separating the oil from the compressed air. Thereby, it is comprised so that the removal of compression heat, the sealing by an oil film, and lubrication can be performed.

However, the air compressor 5 is different in configuration from the air compressor 1 of the first embodiment in that an oil-containing compressed air discharge path 60 is provided instead of the oil-containing compressed air discharge path 21a. Hereinafter, the oil-containing compressed air discharge path 60 having a configuration different from that of the first embodiment will be described. In the description of the fifth embodiment, a connection structure between the propeller portion 16a of the cooling fan 16 and the electric motor 13a will also be described.

The compressed air discharge passage 60 shown in FIG. 8 to FIG. 10 guides the compressor 12 and the oil collector 21 so that the compressed air compressed with oil in the compressor 12 is guided to the oil collector 21 and discharged. Is provided as a path that communicates with each other. The oil-containing compressed air discharge path 60 includes a compressor side flange portion 61, an oil recovery device side flange portion 62, and a fixed pipe portion 63.

FIG. 11 is a view showing a part of the members constituting the oil-filled compressed air discharge path 60 in the air compressor 5, and includes a side view (FIG. 11 (a)) and a rear view (FIG. 11 (c)) and a plan view of the rear view thereof (FIG. 11 (b)). 12 is a front view (FIG. 12 (a), a bottom view (FIG. 12 (b)) showing a part of members constituting the oil-filled compressed air discharge path 60 in the air compressor 5 shown in FIG. 11 is a side view (FIG. 12C), which illustrates the members constituting the compressor side flange portion 61 and the members constituting a part of the fixed piping portion 63. 11 (a) is shown as a cross-sectional view taken along the line DD in FIG. 11 (c), and FIG 12 shows the members constituting the oil recovery unit side flange 62 and the fixed piping 63. A partly cutaway cross section in FIG. 12 (a) is shown as a cross-sectional view taken along the line EE in FIG. 12 (c).

As shown in FIGS. 8 to 11, the compressor side flange portion 61 is provided, for example, as a flat plate member having a through hole formed in the central portion. The compressor side flange portion 61 is fixed to one end portion of the fixed piping portion 63 by, for example, fitting or welding. And the compressor side flange part 61 is fixed and attached with respect to the 1st attachment surface 66 which is an attachment surface arrange | positioned along the up-down direction by the front side (side shown in FIG. 9) in the compressor 12. FIG. . The first mounting surface 66 is formed with a hole (not shown) that communicates with the discharge side of the compressor 12, so that the hole and one end of the oil-filled compressed air discharge path 60 communicate with each other. The compressor side flange portion 61 is attached. At this time, the compressor side flange portion 61 is fixed to the first mounting surface 66 by a plurality of bolts. Further, a seal member (not shown) such as an O-ring seal is appropriately disposed between the compressor side flange portion 61 and the first mounting surface 66.

As shown in FIG. 8 to FIG. 10 and FIG. 12, the oil collector side flange portion 62 is provided as a disk-shaped member having a through hole formed in the central portion, for example. The oil collector side flange portion 62 is fixed to the other end portion of the fixed pipe portion 63 by, for example, fitting or welding. And the oil recovery device side flange part 62 is fixed and attached to the 2nd attachment surface 67 which is an attachment surface arrange | positioned along the up-down direction by the side of the compressor 12 (side shown in FIG. 10). It is done. In the present embodiment, the first mounting surface 66 and the second mounting surface 67 are respectively disposed along the mutually perpendicular surfaces (that is, the first mounting surface 66 and the second mounting surface 67). One of them will be arranged along a plane perpendicular to the other). The second mounting surface 67 is formed with a hole (not shown) that communicates with the upstream side (the side into which compressed air flows) in the oil recovery unit 21, and this hole and the other of the compressed air discharge path 60 containing oil. The oil recovery unit side flange 62 is attached so that the end communicates with the end. At this time, the oil collector side flange portion 62 is attached and fixed to the second attachment surface 67 with a plurality of bolts. Further, a seal member (not shown) such as an O-ring seal is appropriately disposed between the oil collector side flange portion 62 and the second mounting surface 67.

As shown in FIGS. 8 to 12, the fixed pipe portion 63 is installed as a route fixed between the compressor side flange portion 61 and the oil recovery device side flange portion 62, and has a bypass route portion 64 and an intermediate flange portion. 65.

The detour path portion 64 is provided as a path portion extending between the compressor side flange portion 61 and the oil recovery device side flange portion 62 so as to bend and detour a plurality of times. In the present embodiment, the detour path portion 64 is configured as a path that once detours upward between the compressor side flange portion 61 and the oil collector side flange portion 62 to communicate the compressor 12 and the oil collector 21. Has been. That is, the detour path portion 64 is a region above the range in the vertical direction between the height position where the compressor-side flange portion 61 is disposed and the height position where the oil collector-side flange portion 62 is disposed. It is configured as a route having a part that once detours.

The detour path portion 64 includes a first pipe 64a and a second pipe 64b, which are a plurality of metal pipes communicating with each other. Each of the first pipe 64a and the second pipe 64b is provided as a pipe having a circular cross section that is bent in the longitudinal direction, and is formed of, for example, stainless steel. In addition, in this embodiment, although the case where the bypass path part 64 is configured to include two pipes (64a, 64b) connected in series is illustrated, this need not be the case, and You may implement the detour route part comprised with three or more piping connected.

The first pipe 64a is provided with a bent portion formed in an arc shape and end portions that are short and protrude linearly at both ends thereof. The central angle with respect to the arc-shaped portion of the first pipe 64a is set to about 90 degrees. The compressor side flange portion 61 is fixed to one end portion of the first pipe 64a by fitting or welding as described above.

The second pipe 64b is bent and formed in a semicircular arc shape that is continuous with the arc-shaped portion having a central angle set to approximately 90 degrees and the arc-shaped portion having a central angle of approximately 90 degrees. A portion (that is, an arc-shaped portion whose central angle is set to about 180 degrees). In the second pipe 64b, there are short linear portions on both ends of the arc-shaped portion having a central angle of about 90 degrees and on both ends of the semi-arc-shaped portion. Is provided. As described above, the oil collector side flange 62 is fixed to the end of the second pipe 64b on the side where the arc-shaped portion having a central angle of 90 degrees is provided by fitting or welding. In the present embodiment, the surface direction in which the arc-shaped portion with the central angle of about 90 degrees in the second pipe 64b is arranged and the surface direction in which the semi-arc-shaped portion is arranged are perpendicular to each other. Is set.

The intermediate flange portion 65 is disposed along a plane perpendicular to both the first mounting surface 66 and the second mounting surface 67, and is provided as a portion that connects the first pipe 64a and the second pipe 64b in series. Yes. The intermediate flange portion 65 includes a first intermediate flange 65a and a second intermediate flange 65b. In the present embodiment, the case where the intermediate flange portion 65 is disposed along a plane perpendicular to the first mounting surface 66 and the second mounting surface 67 will be described as an example, but this need not be the case. The intermediate flange portion 65 may be disposed along a surface that is oblique with respect to the first mounting surface 66 and the second mounting surface 67.

The first intermediate flange 65a is provided, for example, as a flat plate member having a through hole formed in the central portion. The first intermediate flange 65a is fixed to the first pipe 64a at the end opposite to the side on which the compressor side flange 61 is fixed, for example, by fitting or welding. Moreover, the 2nd intermediate | middle flange 65b is provided as a flat member in which the through-hole was formed in the center part, for example. The second intermediate flange 65b is fixed to the second pipe 64b, for example, by fitting or welding at the end opposite to the side on which the oil collector side flange 62 is fixed.

The first intermediate flange 65a and the second intermediate flange 65b are coupled by a plurality of bolts in a state in which end surfaces (mating surfaces) are combined so that the first pipe 64a and the second pipe 64b communicate with each other. Further, the mating surface of the first intermediate flange 65a that is mated with the second intermediate flange 65b is formed so as to surround the through hole and extend in an annular shape, and a seal member such as an O-ring seal is disposed. A seal groove 68 is formed. The seal groove 68 may be formed not in the first intermediate flange 65a but in the second intermediate flange 65b.

The detour path portion 64 is connected to the first pipe 64a and the second pipe 64b having the above-described shape, so that the first mounting surface 66 and the second mounting surface arranged along the surfaces perpendicular to each other. A pair of straight portions extending in parallel to 67 and a bent portion that connects the pair of straight portions and bends in a semicircular arc shape are provided. The intermediate flange portion 65 is provided in the middle of one of the pair of linear portions in the detour path portion 64 by providing the first intermediate flange 65a and the second intermediate flange 65b described above, and the first flange It is comprised so that it may arrange | position along a surface perpendicular | vertical with respect to both the attachment surface 66 and the 2nd attachment surface 67. FIG.

Next, a connection structure between the propeller portion 16a of the cooling fan 16 and the electric motor 13a will be described. FIG. 13 is a schematic cross-sectional view schematically showing a cross section at a connection portion between the propeller portion 16a and the electric motor 13a. The connection structure between the propeller unit 16a and the electric motor 13a as shown in FIG. 13 is not limited to the air compressor 5 but also in the air compressors (1 to 4) in the first to fourth embodiments. Is provided.

As shown in FIG. 13, a propeller shaft portion 71 formed in a cylindrical shape is provided on the center side in the radial direction of the propeller portion 16a. That is, the plurality of blades (blades) in the propeller portion 16 a are installed so as to extend radially outward with respect to the propeller shaft portion 71. The propeller shaft portion 71 is attached to the rotation shaft 69 at the end of the rotation shaft 69 of the electric motor 13a opposite to the coupling 14 side.

In addition, the end of the rotating shaft 69 of the electric motor 13a is fitted in the through hole in the cylindrical propeller shaft portion 71. The fan holding member 72 formed in a disk shape is disposed so as to contact the end of the rotating shaft 69 fitted to the propeller shaft 71 and the end of the propeller shaft 71, and the fan holding member 72. Bolts 73 that pass through the shaft and screw into the end portions of the rotary shaft 69 are installed. As a result, the propeller shaft portion 71 is fixed and prevented from falling off with respect to the rotating shaft 69 of the electric motor 13a.

The rotating shaft 69 of the electric motor 13a is rotatably held via a bearing 74 with respect to the casing 70 of the electric motor 13a (only a part of the electric motor 13a on the side opposite to the coupling 14 is shown). Yes. A seal member 75 is attached to the casing 70 on the outer side with respect to the bearing 74 (that is, on the upstream side of the flow of cooling air generated by the cooling fan 16). The seal member 75 is formed in a ring shape, and is disposed between the inner periphery of the opening in the casing 70 through which the rotation shaft 69 passes and the outer periphery of the rotation shaft 69, and is in close contact with the inner periphery of the opening of the casing 70. In addition, it is installed in close contact with the outer periphery of the rotating shaft 69 so as to be in sliding contact therewith. In addition, between the part where the seal member 75 is slidably contacted with the rotating shaft 69 and the part where the propeller shaft part 71 is fitted and attached, the end part side (that is, toward the propeller shaft part 71 side). ) A stepped portion 69a having a stepped diameter is provided.

Further, the air compressor 5 is further provided with a motor end side cover 76. The motor end side cover 76 has a disc-shaped portion 76a formed with a through hole in the central portion and formed in a disc shape, and a cylindrical portion formed in a cylindrical shape at the outer peripheral edge portion of the disc-shaped portion 76a. 76b. The disc-shaped portion 76a and the cylindrical portion 76b are integrally formed. The motor end cover 76 has a disk-like portion 76a at the end portion side of the rotating shaft 69 (that is, the side closer to the propeller shaft portion 71 and having a smaller diameter). It is installed with respect to the rotating shaft 69 so as to penetrate the through hole. The motor end side cover 76 is fixed such that the disk-shaped portion 76a is sandwiched between the stepped portion 69a of the rotating shaft 69 and the end portion of the propeller shaft portion 71 on the seal member 75 side. In this state, it is installed on the end side of the electric motor 13a. That is, the motor end portion cover 76 is fixed between the step portion 69 of the rotating shaft 69 and the end portion of the propeller shaft portion 71 by a fixing force by the bolt 73 and the fan pressing member 72. Since the motor end side cover 76 is fixed as described above, it rotates together with the propeller portion 16a.

In addition, in the state where the motor end side cover 76 is fixed as described above, the cylindrical portion 76b has a gap on the outer side in the radial direction of the rotary shaft 69 with respect to the portion holding the seal member 75 in the casing 70. Are arranged to face each other. The disc-shaped portion 76 a is disposed so as to face the seal member 75 via a gap on the propeller shaft portion 71 side in a direction parallel to the axial direction of the rotation shaft 69. For this reason, a labyrinth space 77 that is partitioned as a gap-like space portion that interlaces with the labyrinth structure is formed between the seal member 75 and the portion of the casing 70 that holds the seal member 75 and the motor end side cover 76. It is configured.

The direction of the flow of cooling air generated by the cooling fan 16 is a direction from the propeller portion 16a toward the electric motor 13a (a direction indicated by a two-dot chain line arrow C in FIG. 13). For this reason, when the motor end side cover 76 is not provided, the cooling air directly hits the seal member 75, and in an environment where there is a lot of dust, dust enters the electric motor 13a and There is a possibility of affecting the durability and performance of the motor 13a.

On the other hand, in the air compression device 5 (the same applies to the air compression devices 1 to 4 of the first to fourth embodiments), the disk-shaped portion 76a and the cylinder disposed to face the end of the casing 70 and the seal member 75. Since the motor end side cover 76 having the shaped portion 76b is provided, the cooling air is prevented from directly hitting the seal member 75. The motor end portion cover 76 faces the end portion of the casing 70 and the seal member 75 via the labyrinth space 77, and the cylindrical portion 76b opens toward the downstream side of the cooling air. The opening of the cylindrical portion 76b is arranged in a direction orthogonal to the flow direction of the cooling air (the direction of arrow C in the figure). Therefore, according to the air compressor 5 (the same applies to the air compressors 1 to 4 of the first to fourth embodiments), the motor end side cover 76 having the disk-shaped portion 76a and the cylindrical portion 76b is simply installed. With this configuration, it is possible to prevent dust from entering at a high level.

Next, an operation performed when the oil-containing compressed air discharge path 60 is installed in the assembly of the air compressor 5 will be described. When the air compressor 5 is assembled, a tool is inserted from a plurality of holes 15a (only one is shown in FIG. 8) formed in the coupling case 15, and the oil separation element 22 with respect to the coupling case 15 is moved. In addition, the positional relationship between the compressor 12 and the oil recovery unit 21 is also fixed. In this state, the oil-filled compressed air discharge path 60 is installed. At this time, first, the first pipe 64a to which the compressor side flange portion 61 and the first intermediate flange 65a are fixed is at a predetermined fixed position on the first mounting surface 66 of the compressor 12 in the compressor side flange portion 61. Fixed. On the other hand, the second pipe 64b to which the oil collector side flange portion 62 and the second intermediate flange 65b are fixed is located at a predetermined fixed position on the second mounting surface 67 of the oil collector 21 in the oil collector side flange portion 62. Fixed.

As described above, in a state where the compressor side flange portion 61 is fixed to the first mounting surface 66 and the oil recovery unit side flange portion 62 is fixed to the second mounting surface 67, the first intermediate flange 65a and the second intermediate flange 65a. The flange 65 b is disposed along a plane perpendicular to the first mounting surface 66 and the second mounting surface 67. In this state, the relative positional relationship between the first intermediate flange 65a and the second intermediate flange 65b is appropriately adjusted, and the first intermediate flange 65a and the second intermediate flange 65b are coupled. Thereby, installation of the oil-containing compressed air discharge path 60 is completed.

As described above, according to the air compressor 5, the compressor 12, the compressor drive unit 13, the coupling 14 and the coupling case 15, the cooling fan 16, the after cooler 17, the oil recovery device 21, the oil separation element 22, The water-oil separator 23, the dehumidifier 24, and the oil cooler 25 are compactly accommodated in the accommodation case 11 and packaged, thereby realizing an air compressor for a railway vehicle that is extremely excellent in attachment to the railway vehicle. it can.

In the air compressor 5, the fixed pipe portion 63 installed as a fixed path in the oil-filled compressed air discharge path 60 has a plurality of pipes (64 a and 64 b) connected in series via the intermediate flange portion 65. Configured to be The intermediate flange portion 65 extends along a plane perpendicular to the first mounting surface 66 to which the compressor side flange portion 61 is fixed and the second mounting surface 67 to which the oil recovery device side flange portion 62 is fixed. Arranged. For this reason, in the state which fixed the compressor side flange part 61 and the oil collector side flange part 62 in the position for fixation set in the 1st attachment surface 66 and the 2nd attachment surface 67, respectively, the 1st attachment surface 66 In the intermediate flange portion 65, which is perpendicular to the second mounting surface 67 and hardly interferes with the mounting direction and has an improved degree of freedom in the connected state, the compressed air containing oil can be easily adjusted while appropriately adjusting the positional relationship between the plurality of pipes (64a, 64b). A discharge path 60 can be installed. Accordingly, the oil-filled compressed air discharge path 60 can be easily installed without generating excessive stress between the compressor 12 and the oil recovery unit 21 in which the positional relationship is fixed. Assembling work can be facilitated and workability can be improved.

Further, in the air compressor 5, the fixed pipe portion 63 in the oil-filled compressed air discharge path 60 is provided with a bypass path portion 64 that is bent and extended a plurality of times. For this reason, the freedom degree of arrangement | positioning of the intermediate | middle flange part 65 is fully securable. And even if it receives the influence of the heat by the compressed air of a high temperature state immediately after discharging from the compressor 12, it bypasses in the direction detoured between the compressor side flange part 61 and the oil collector side flange part 62. It can be suppressed that the positional relationship between the compressor side flange portion 61 and the oil recovery device side flange portion 62 is affected by the thermal expansion of the path portion 64. Thereby, the thermal expansion of the oil-filled compressed air discharge path 60 affects the positional relationship between the compressor 12 to which the compressor-side flange portion 61 is fixed and the oil collector 21 to which the oil collector-side flange portion 62 is fixed. Can be efficiently suppressed.

Therefore, according to the present embodiment, the oil-filled compressed air discharge path 60 can be easily installed without causing excessive stress between the compressor 12 and the oil recovery unit 21 in which the positional relationship is fixed. It is possible to improve the workability of the assembling work of the air compression device, and it is efficient that the thermal expansion of the oil-filled compressed air discharge path 60 affects the positional relationship between the compressor 12 and the oil recovery unit 21. It is possible to provide an air compressor 5 for a railway vehicle that can be suppressed.

Further, according to the air compressor 5, the detour path portion 64 is constituted by a pair of straight portions and a semicircular arc-shaped bent portion, and the first and second mounting surfaces (66, 67) are provided in the middle of one of the pair of straight portions. An intermediate flange portion 65 perpendicular to) is installed. For this reason, the detour path portion 64 can be disposed compactly and in a space-saving manner between the first and second mounting surfaces (66, 67), and the mounting direction is the most with respect to the first and second mounting surfaces (66, 67). It is possible to easily realize the arrangement configuration of the intermediate flange portion 65 that is installed along a vertical surface that is difficult to interfere with.

In addition, as an air compressor 5 provided with an oil-filled compressed air discharge path 60, a rail vehicle in which an air supply path 26 is provided and a plurality of holes 15a into which tools are inserted is formed in the coupling case 15. Although the explanation has been made by taking the air compressor as an example, this need not be the case. That is, in the rail car air compressor 5 provided with the oil-filled compressed air discharge path 60, the air supply path (first air supply path) 26 is not provided, and a tool insertion hole is provided in the coupling case 15. You may implement the form in which 15a is not formed. Also in this embodiment, the oil-filled compressed air discharge path 60 can be easily installed without causing excessive stress between the compressor 12 and the oil recovery unit 21 in which the positional relationship is fixed. The assembly work can be improved, and the thermal expansion of the oil-filled compressed air discharge path 60 can be efficiently suppressed from affecting the positional relationship between the compressor 12 and the oil recovery unit 21. It is possible to provide an air compressor for a railway vehicle capable of In addition, an air compressor for a railway vehicle in which the form of the oil-filled compressed air discharge path 21a in the air compression for a railway vehicle according to the second to fourth embodiments is changed to the form of the oil-filled compressed air discharge path 60 in the present embodiment. You may implement.

(Sixth embodiment)
Next, a railcar air compressor 6 according to a sixth embodiment of the present invention will be described. FIG. 14 is a system diagram schematically showing a system configuration of a railway vehicle air compressor 6 (hereinafter also simply referred to as “air compressor 6”) according to a sixth embodiment of the present invention. The air compressor 6 shown in FIG. 14 is installed in a railway vehicle (not shown). And the compressed air produced | generated in this air compressor 6 is used in order to operate various pneumatic equipment in a railway vehicle. In addition, this air compression apparatus 6 is installed in each vehicle in the formation of a railway vehicle, for example.

14 includes a storage 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, and a compressed air delivery unit. 19, oil supply path 20, oil recovery device 21, oil separation element 22, water / oil separator 23, dehumidifier 24, oil cooler 25, oil temperature adjustment valve 39, temperature switch (temperature sensor) 40, controller 90, oil It comprises a surface meter 91 and the like.

As with the air compressor 1 of the first embodiment, the air compressor 6 compresses the air sucked from the air sucker 18 with the compressor 12, cools it with the after cooler 17, and then compresses it with the compressed air delivery part 19. It is configured as a device that sends out as air. The air compression device 6 includes an oil supply path 20, an oil recovery device 21, an oil separation element 22, a water / oil separator 23, an oil cooler 25, and the like, and compresses after compressing air with 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.

However, the air compressor 6 can set the operation mode to the warm air operation mode, the normal operation mode, and the oil level check mode, and the air compressor 6 can be set based on one of these operation modes. The configuration is different from the air compressor 1 of the first embodiment in that a controller 90 configured to control the operation state is provided. In the following description of the air compressing device 6, elements similar to those in the first embodiment are denoted by the same reference numerals in the drawings, and the description thereof is omitted. The oil level gauge 91, the temperature switch 40, The oil temperature adjustment valve 39 and the controller 90 will be described.

The oil level meter 91 is installed in the oil tank 21 b in the oil recovery device 21. And it is provided as a measurement means which can measure the position of the oil level of the oil 32 in the oil tank 21b. An operator who confirms the oil level in the oil tank 21 b confirms the position of the oil level with the oil level gauge 91. As the oil level gauge 91, various forms of oil level gauges can be used. For example, use an oil level gauge, float type oil level gauge, ultrasonic type oil level gauge, pressure type oil level gauge, etc. provided as a window part where the operator can visually recognize the oil level position from the outside. Can do.

The temperature switch 40 is provided as a temperature sensor that detects the oil temperature that is the temperature of the oil 32 in the oil tank 21b. Based on the detection result of the temperature sensor, as will be described later, the oil temperature in the oil tank 21b is a predetermined temperature (a first criterion in the present embodiment) that serves as a criterion for controlling the operating state in the controller 90. It is determined whether or not the temperature is the following state. The temperature switch 40 is configured as a switch that outputs an on / off signal to the controller 90 when the oil temperature in the oil tank 21b is equal to or lower than a predetermined temperature and when the oil temperature exceeds a predetermined temperature. In the temperature switch 40, a differential between the ON signal output temperature and the OFF signal output temperature may be set as appropriate in order to suppress the occurrence of chattering in the vicinity of a predetermined temperature.

The oil temperature adjustment valve 39 is installed at a location where the oil supply path 20 and the oil path 38a communicate with each other, and is switched between a communication position where the oil inlet to the oil path 38a is in a communication state and a cutoff position where the oil inlet path is in a cutoff state. It is provided as possible. The oil temperature adjustment valve 39 is configured as, for example, a self-supporting valve mechanism that is operated by wax or a bimetal mechanism whose volume changes depending on the temperature, and the oil temperature in the oil tank 21b is not based on control by the controller 90 described later. It is configured to operate independently according to the operation. In other words, the oil temperature adjustment valve 39 is configured to be switched to either the communication position or the shut-off position independently according to the oil temperature in the oil tank 21b. Thereby, the oil temperature adjustment valve 39 switches the oil temperature in the oil tank 21b to either the state in which the oil is circulated in the oil cooler 25 or the state in which the oil is not circulated according to the oil temperature in the oil tank 21b. Configured to adjust. By the operation of the oil temperature adjusting valve 39, the oil temperature in the oil tank 21b is controlled so as to be within a predetermined temperature range, and oil emulsification due to the oil temperature being too low is prevented and the oil temperature is high. Oxidation of the oil due to being too much will be prevented.

Moreover, in the air compressor 6, the oil cooler 25 is arrange | positioned with respect to the cooling fan 16 in the upstream of the flow of cooling air similarly to the air compressor 1 of 1st Embodiment (FIG. 14 is model). It is a systematic diagram shown and does not specify the arrangement of the oil cooler 25 in the housing case 11). The oil cooler 25 may be disposed on the downstream side of the cooling air flow with respect to the cooling fan 16.

The controller 90 is provided as a control device that controls the operating state of the air compressor 6 and is accommodated in the accommodation case 11. The controller 90 includes, for example, a CPU (Central Processing Unit) (not shown), a memory, an interface circuit, and the like, and is configured to be able to transmit and receive signals to and from a host control device (not shown). ing.

The controller 90 is configured to be able to receive a signal from the temperature switch 40 and a signal from a pressure sensor that detects the air pressure in the air tank that stores compressed air outside the housing case 11. The controller 90 is configured to control the operation of the compressor 12 by controlling the operation of the electric motor 13a. The controller 90 is configured to control the opening / closing operation of the drain valve 41.

The controller 90 can set the operation mode to the warm-up operation mode, the normal operation mode, and the oil level check mode, and controls the operation state of the air compressor 6 based on any one of these operation modes. It is configured to. When starting the operation of the air compressor 6, the operator generates compressed air that is set by switching the operation mode of either the warm air operation mode or the normal operation mode in the controller 90 with respect to the upper control device. An operation is performed so as to input an operation mode command of either the mode or the oil level confirmation mode.

When a command for the oil level confirmation mode is input to the higher-level control device, this command signal is transmitted from the higher-level control device to the controller 90, and the operation mode of the controller 90 is changed to the oil level by receiving this command signal. The surface check mode is set, and the operation state of the air compressor 6 is controlled based on the oil level check mode. On the other hand, when a command for the compressed air generation mode is input to the host controller, this command signal is transmitted from the host controller to the controller 90. In the state where this command signal is received, the controller 90 has not received the command signal for the oil level confirmation mode, the operation mode of the controller 90 is not set to the oil level confirmation mode, and the operation state of the air compressor 6 is Is controlled based on a warm-up operation mode or a normal operation mode, which will be described later. Note that switching between the warm-up operation mode and the normal operation mode when the compressed air generation mode is input is performed by the controller 90 as described later. When the operation is started in the compressed air generation mode, normally, the operation in the normal operation mode is performed after the operation in the warm air operation mode, so that the generation of the compressed air is intermittently continued. .

In the controller 90, the oil temperature in the oil tank 21b detected by the temperature switch 40 and in the state in which the oil level check mode is not set (a command signal in the compressed air generation mode is received) of the present embodiment. When the temperature is equal to or lower than a predetermined temperature that is the first temperature, the operation mode is set to the warm-up operation mode. Note that the controller 90 determines whether or not the oil temperature in the oil tank 21b is equal to or lower than the predetermined temperature based on an on / off signal from the temperature switch 40 (that is, based on a detection result of the temperature switch 40). Will be judged). When the warm-up operation mode is set, the controller 90 controls the operation state of the air compressor 6 so that the compressor 12 is continuously operated (continuously operated). At this time, the controller 90 controls the operating state of the air compressor 6 so that the drain valve 41 is opened and the compressed air is discharged from the drain valve 41 to the outside.

The operation in the warm-up operation mode as described above is performed, for example, when the oil temperature in the oil tank 21b at the start of operation is low. By performing the operation in the warm air operation mode, the compressed air is discharged to the outside until the oil temperature reaches the predetermined temperature (first temperature) and the state of the compressed air is stabilized. Become. In the present embodiment, an example in which the on / off signal from the temperature switch 40 is input to the controller 90 has been described as an example, but this need not be the case. For example, a temperature signal detected by a temperature sensor that detects the oil temperature in the oil tank 21b is input to the controller 90, and the controller 90 determines whether the oil temperature is equal to or lower than the first temperature based on the temperature signal. It may be a form for determining whether or not.

Further, in the controller 90, the oil level check mode is not set (the command signal for the compressed air generation mode is received), and the oil temperature of the oil tank 21b detected by the temperature switch 40 is the predetermined value. When the temperature exceeds this temperature, the operation mode is set to the normal operation mode. When the normal operation mode is set, the controller 90 intermittently operates the compressor 12 according to the air pressure in the air tank that stores the compressed air outside the housing case 11. At this time, the controller 90 controls the operating state of the air compression device 6 so that the drain valve 41 is closed and the compressed air dehumidified by the dehumidifier 24 is sent to the air tank.

During operation in the normal operation mode, the operation (operation) of the compressor 12 is started when the air pressure in the air tank drops below a predetermined pressure, and the compressed air is sent to the air tank. . On the other hand, when the air pressure in the air tank rises above a predetermined pressure, the operation of the compressor 12 is stopped and the delivery of the compressed air to the air tank is stopped. Such an operation state is repeated according to the air pressure in the air tank, and the intermittent operation of the compressor 12 is performed.

Also, in the controller 90, when the command signal for the oil level confirmation mode is received from the host control device, the operation mode is set to the oil level confirmation mode. When the oil level check mode is set, the controller 90 continues the compressor 12 until an oil level check condition, which is a condition for a predetermined time to elapse since the oil level check mode is set, is satisfied. The operating state of the air compressor 6 is controlled so as to operate (continuous operation). At this time, the controller 90 changes the operating state of the air compressor 6 so that the compressed air is discharged from the drain valve 41 with the drain valve 41 open until the above oil level confirmation condition is satisfied. Control. Further, in addition to the above control, the controller 90 stops the operation of the compressor 12 and stops the operation of the air compressor 6 when the oil level confirmation condition is satisfied.

In the oil level check mode, the oil level check mode command signal from the host controller is collectively transmitted to the air compressor 6 installed in each vehicle in the formation of the railway vehicle. As a result, the air compressors 6 are started simultaneously at the same timing. Then, after the operation in the oil level confirmation mode in the air compressor 6 of each vehicle is performed and stopped, the predetermined time is such that the influence of the expanding bubbles contained in the oil returning to the oil tank 21b can be ignored. After the elapse of time, the oil level check operation is performed by the operator with the oil level gauge 91 in a state where the oil level in the oil tank 21b is stable.

When the operation in the oil level check mode is completed, since the compressor 12 is continuously operated for a predetermined time (because the oil level check condition is satisfied), The oil temperature rises and the oil cooler 25 is cooling. That is, the oil temperature adjustment valve 39 is in the communication position, and the operation state of the oil temperature adjustment valve 39 is stable in the same state that is substantially constant. For this reason, the amount of oil staying in the oil cooler 25 and the oil path 38a communicating with the oil cooler 25 and the oil tank 21b converges to substantially the same amount. Thereby, if the total amount of oil circulating in the apparatus is the same, the operator converges to the position of the substantially stable oil level, so the operator confirms the oil level in the oil tank 21b with the oil level gauge 91, It is possible to easily and accurately determine whether or not oil supply is necessary.

Next, the operation of the air compressor 6 described above will be described. First, the state in which the operation in the normal operation mode is performed in the air compressor 6 will be described. In a state where the air compressor 6 is operated in the normal operation mode, 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 29 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.

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 31. Further, the oil separated from the compressed air by the separator 31 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 32 in the oil tank 21b rises to a predetermined high temperature state, the oil temperature adjustment valve 39 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 the 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 by the water / oil separator 23, further dehumidified by the dehumidifier 24, and sent from the compressed air delivery unit 19 to the air tank. It will be.

Next, the operation mode switching flow of the air compressor 6 whose operation state is controlled by the controller 90 will be further described with reference to the flowchart shown in FIG. When the operation of the air compressor 6 is started, a command signal based on the operator's input operation is transmitted from the host controller to the controller 90. As this command signal, either a command signal in the compressed air generation mode or a command signal in the oil level confirmation mode is transmitted to the controller 90. When receiving the command signal for the compressed air generation mode, the controller 90 determines that the oil level check mode is not set (step S101, No), and then based on the signal from the temperature switch 40, the oil level check mode is set. It is determined whether or not the oil temperature in the tank 21b is equal to or lower than a predetermined temperature (first temperature) (step S102).

When the controller 90 determines that the oil temperature in the oil tank 21b is equal to or lower than the predetermined temperature (step S102, Yes), the operation in the warm-up operation mode is performed (step S103). That is, the controller 90 controls the operating state of the air compressor 6 so that the compressor 12 is continuously operated and the compressed air is discharged from the drain valve 41 to the outside. The operation in the warm air operation mode is continued while the oil temperature in the oil tank 21b is equal to or lower than a predetermined temperature (steps S102 and S103).

If it is determined that the oil temperature in the oil tank 21b has exceeded the predetermined temperature after the operation in the warm-up operation mode is continued (No in step S102), the operation in the normal operation mode is performed. (Step S104). That is, the controller 90 operates the air compressor 6 so that the compressor 12 is intermittently operated according to the air pressure in the air tank and the compressed air dehumidified by the dehumidifier 24 is sent to the air tank. To control. The operation in the normal operation mode is performed when the oil temperature in the oil tank 21b exceeds a predetermined temperature until the operator performs an operation to input an operation stop command to the host control device. (Steps S102, S104, S105). When the operator inputs an operation stop command and the controller 90 receives the command signal (step S105, Yes), the operation of the air compressor 6 is stopped (step S106). The operation of the device 6 in the normal operation mode is ended. Although not shown in FIG. 15, the operation of the air compressor 6 is also stopped when an operation stop command signal is received during operation in the warm-up operation mode or operation in the oil level check mode. The

Further, when the operation of the air compressor 6 is started and a command signal for the oil level check mode is received by the controller 90 as a command signal from the host controller, the controller 90 determines that the oil level check mode has been set. (Step S101, Yes). Then, the operation in the oil level confirmation mode is performed (steps S107 and S108). That is, the controller 90 continuously operates the compressor 12 and supplies compressed air until a predetermined time has elapsed since the oil level check mode was set (until the oil level check condition is satisfied). The operation state of the air compressor 6 is controlled so as to be discharged from the drain valve 41 to the outside. Further, when a predetermined time has elapsed and the oil level check condition is satisfied (step S107, Yes), the controller 90 stops the operation of the compressor 12 and stops the operation of the air compressor 6 (step S106). . As a result, the operation of the air compressor 6 in the oil level check mode is completed, and the oil level check operation is possible.

As described above, according to the air compressor 6, the compressor 12, the compressor drive unit 13, the cooling fan 16, the after cooler 17, the oil recovery device 21, the oil separation element 22, the water oil separator 23, and the dehumidifier 24, the oil cooler 25, and the controller 90 are compactly accommodated in the accommodation case 11 and packaged, and an air compressor for a railway vehicle that is very excellent in attachment to the railway vehicle can be realized. Further, in the air compressor 6, the controller 90 that controls the operation state of the air compressor 6 based on the operation mode changes the operation state corresponding to the oil level check mode in addition to the normal operation mode and the warm-up operation mode. It is configured to be controllable. In the air compressor 6, when the oil level check mode is set, the compressor is operated based on the control of the controller 90 until the oil level check condition regarding the time since the oil level check mode is set is satisfied. 12 operates continuously, and the operation is stopped when the condition is satisfied. For this reason, when the operation in the oil level check mode is stopped, the operation state of the oil temperature adjusting valve 39 can be stabilized in the substantially constant same state. Thereby, the operation in the oil level check mode is performed and stopped, and the oil path that communicates the oil cooler 25 with the oil cooler 25 and the oil tank 21b when the oil level is stable after a predetermined time has passed. The amount of oil staying at 38a will converge to approximately the same amount. Therefore, when the operator checks the oil level in the oil tank 21b with the oil level gauge 91, if the total amount of oil circulating in the apparatus is the same, the oil temperature adjusting valve 39 when the operation is stopped It is suppressed that the position of the oil level fluctuates depending on the operating state, and converges to a stable substantially the same position of the oil level. For this reason, the worker can easily and accurately determine whether or not oil supply is necessary.

Therefore, according to this embodiment, it is possible to provide the railway vehicle air compressor 6 capable of easily and accurately determining whether or not oil supply is necessary.

Further, according to the air compressor 6, the oil temperature adjusting valve 39 is provided as a self-supporting adjusting valve that operates independently according to the oil temperature without being controlled by the controller 90. For this reason, the structure of the oil temperature adjustment valve 39 that adjusts the oil temperature by switching between the state in which oil is circulated in the oil cooler 25 and the state in which the oil is not circulated according to the oil temperature in the oil tank 21b. Compared with the structure which consists of, size reduction and simplification can be achieved. And since it is a self-supporting regulating valve not controlled by the controller 90, the reliability can be improved. Therefore, in the air compressor 6 in which the oil temperature adjusting valve 39 is reduced in size and improved in operation reliability, the operation state of the oil temperature adjusting valve 39 when the operation is stopped for checking the oil level is almost constant. Thus, it is possible to realize a configuration that can be stabilized in the same state and can easily and accurately determine whether or not oil replenishment is necessary.

(Seventh embodiment)
Next, a railcar air compressor 7 according to a seventh embodiment of the present invention will be described. FIG. 16 is a schematic diagram schematically showing components of a system configuration of a railcar air compressor 7 (hereinafter also simply referred to as “air compressor 7”) according to a seventh embodiment of the present invention in a block diagram. It is. The air compressor 7 shown in FIG. 16 is installed, for example, in the lower part of a railway vehicle (not shown). And the compressed air produced | generated in this air compressor 7 is used in order to operate various pneumatic equipment in a railway vehicle.

16 includes an accommodation case 61, a compressor 62, a compressor drive unit 63, a coupling 64, a coupling case 65, a cooling fan 66, an after cooler 67, an air suction unit 68, and a compressed air delivery unit. 69, an oil recovery unit 70, an oil separation element 71, a water / oil separator 72, a dehumidifier 73, an oil cooler 74, a filter unit 75, and the like.

The air compressor 7 is configured as a device that compresses the air sucked from the air sucker 68 with the compressor 62 and cools it with the aftercooler 67 and then sends it out as compressed air from the compressed air feeder 69. The air compressor 7 includes an oil recovery unit 70, an oil separation element 71, a water / oil separator 72, an oil cooler 74, and the like, so that the oil is separated from the compressed air after compressing the air with the oil. Thus, it is configured as a device that generates compressed 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 7 will be described in detail.

The storage case 61 includes a compressor 62, a compressor drive unit 63, a coupling case 65, a cooling fan 66, an after cooler 67, an oil recovery unit 70, an oil separation element 71, a water oil separator 72, a dehumidifier 73, and an oil. It is provided as a box-shaped housing for accommodating the cooler 74 and the like. And in this storage case 61, the air suction part 68, the compressed air delivery part 69, and the filter unit 75 are installed in the wall part.

The air suction portion 68 installed in the housing case 61 is provided as a mechanism for sucking air (outside air) compressed by the compressor 62 and is formed to communicate with the compressor 62. The air suction portion 68 is provided with a suction filter (not shown) that suppresses passage of dust such as dust when the sucked air passes. The compressed air delivery unit 69 is provided as a mechanism for delivering compressed air cooled by an aftercooler 67 described later. For example, the compressed air delivery unit 69 is installed outside the housing case 61 so as to supply compressed air generated to an air tank (compressed air reservoir) (not shown) that stores compressed air. It is provided as a piping system connected to the outside.

The compressor 62 communicates with the air suction portion 68 and is configured to compress the air sucked from the air suction portion 68. Although illustration of a specific structure is omitted, the compressor 62 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 pressure of air rises from a portion communicating with the air suction portion 68 to a portion communicating with an oil recovery unit 70 described later. The compressor 62 may be provided as an air compressor other than the screw type. For example, the compressor 62 is a scroll type air compressor, or a reciprocating type air compression in which the rotational driving force from the compressor driving unit 63 is converted into a reciprocating driving force via a crankshaft and transmitted. It may be provided as a machine.

The compressor drive unit 63 has an electric motor (not shown), and is provided as a drive mechanism that rotationally drives the compressor 62. The compressor driving unit 63 may be provided as a driving mechanism that directly outputs a driving force from the rotating shaft of the electric motor without being provided with a reduction gear portion, and is also a reduction gear connected to the electric motor. It may be provided as a motor with a reduction gear provided with a mechanical part.

The coupling 64 is configured to connect the compressor driving unit 63 and the compressor 62 to transmit the driving force of the compressor driving unit 63 to the compressor 62, and is provided as a shaft coupling, for example. . The coupling case 65 is provided as a box-like body that accommodates the coupling 64. The coupling case 65 is disposed between the compressor 62 and the compressor driving unit 63 and is coupled to the compressor 62 and the compressor driving unit 63.

The cooling fan 66 is attached to the compressor driving unit 63 at the end opposite to the side to which the coupling 65 is connected. The cooling fan 66 is provided as an axial fan, for example. And the cooling fan 66 is installed so that the drive force of the rotating shaft of the electric motor of the compressor drive part 63 may be transmitted on the opposite side to the coupling 64 side. As described above, the cooling fan 66 is rotationally driven by the driving force from the electric motor of the compressor driving unit 63, thereby generating a flow of cooling air by air sucked from the filter unit 75 described later. ing. In FIG. 16, the direction of the air flow generated by the rotation of the cooling fan 66 is indicated by a two-dot chain line arrow F. The cooling fan 66 may be provided as a cooling fan other than the axial fan. For example, as the cooling fan 66, another form of cooling fan such as a sirocco fan can be used.

The aftercooler 67 is provided as a heat exchanger that cools the compressed air that has been compressed by the compressor 62 and remains compressed. The aftercooler 67 is disposed on the upstream side of the flow of cooling air generated by the cooling fan 66 with respect to the cooling fan 66. Thereby, the aftercooler 67 is cooled from the outside by the cooling air generated by the cooling fan 66, and the compressed air passing through the inside of the aftercooler 67 is further cooled. The aftercooler 67 is integrally formed with an oil cooler 74 described later. Further, the aftercooler 67 may be disposed on the downstream side of the flow of the cooling air generated by the cooling fan 66 with respect to the cooling fan 66.

FIG. 17 is a cross-sectional view showing the filter unit 75 together with a part of the housing case 61. FIG. 18 is a partially enlarged sectional view showing a part of the filter unit 75 shown in FIG. 17 in an enlarged manner. 17 is a cross-sectional view showing a part of the filter unit 75 and the housing case 61 as viewed from above, and the direction perpendicular to the drawing of FIG. 17 is the vertical direction. The air compressor 7 is installed on a railway vehicle (not shown) so that a direction perpendicular to the cross-sectional view of FIG.

The filter unit 75 shown in FIGS. 16 to 18 is installed on the wall portion located upstream of the flow of cooling air generated by the cooling fan 66 with respect to the housing case 61. The filter unit 75 includes a plurality of (in this embodiment, three examples) filter portions 76 (76a, 76b, 76c), a filter frame 77, and a plurality of plate members 78. Yes.

The filter frame 77 is provided, for example, as a frame structure formed in a rectangular tube shape, is fixed to the housing case 61, and is installed so as to surround the periphery of the opening formed in the housing case 61. The air sucked as cooling air passes inside the filter frame 77 and is sucked into the housing case 61. A filter unit 76 is fixed inside the filter frame 77.

The filter unit 76 is provided as a filtering unit that suppresses the passage of foreign matters (not shown) such as dust when air sucked as cooling air passes by rotation of the cooling fan 66 passes. The filter unit 76 is provided with a plurality of filter units (76a, 76b, 76c) arranged in the passage direction of air sucked as cooling air (the direction indicated by the two-dot chain line arrow F in FIG. 17).

As shown in FIGS. 17 and 18, which are sectional views seen from above in a state where the air compressor 7 is installed in the railway vehicle, each filter portion 76 (76 a, 76 b, 76 c) has a convex portion 79 and a concave portion 80. Are formed in an uneven shape that repeats in the horizontal direction. And this filter part 76 is provided as a metal net | network (namely, metal net | network) in which said uneven | corrugated shape was formed. In addition, a plurality of convex portions 79 and concave portions 80 are formed in each filter portion 76 (76a, 76b, 76c). Note that the outer periphery of each filter portion 76 is fixed to the inner wall of the filter frame 77.

Each convex part 79 in each filter part 76 is formed in a mountain shape so as to protrude while forming a ridge line part of a part protruding in a triangular prism shape toward the outside of the housing case 61. On the other hand, each concave part 80 in each filter part 76 is inclined from the convex part 79 arranged adjacent to both sides in the horizontal direction toward the inside of the housing case 61 (in the direction from the outside to the inside of the housing case 61). And is formed in a valley shape so as to be recessed through an oblique surface.

As described above, the convex portion 79 and the concave portion 80 are formed in an uneven shape that repeats in the horizontal direction, so that the horizontal cross section of each filter portion 76 (76a, 76b, 76c) constitutes a triangular wave cross section. ing. And the some convex part 79 and the some recessed part 80 which were formed in each filter part 76 are arrange | positioned so that each of each convex part 79 and each recessed part 80 may extend continuously along an up-down direction. In addition, a first filter unit (for example, a filter unit 76b) that is one of the plurality of filter units 76 and a second filter unit that is different from the first filter unit of the plurality of filter units 76 ( For example, in the filter part 76a and the filter part 76c), the position of the recessed part 80 is arrange | positioned so that it may slip | deviate in the passage direction (arrow F direction of FIG. 17) of air. And the recessed part 80 in the filter part 76b is shifted | deviated to the position which opposes in the air passage direction with respect to the convex part 79 in the filter part 76a and the filter part 76c. In this embodiment, contrary to the above example, one of the filter part 76a and the filter part 76c constitutes the first filter part, and the filter part 76b constitutes the second filter part. It is good.

A plurality of plate members 78 are attached to each of the filter portions 76 so as to have a plate-shaped portion and cover the recess 80. Each plate member 78 is disposed so as to cover each recess 80 from the inside of the housing case 61. Thereby, each plate member 78 is arranged so as to extend in the vertical direction together with each recess 80. Further, the plate member 78 has a cross-sectional shape (a cross-sectional shape in which one side of the triangle is missing) constituting two sides of a triangle, and a metal member (for example, angle steel) extending in a columnar shape with this cross-sectional shape. It is provided as. Each plate member 78 is fixed to each filter portion 76 by welding, for example, in a state where the plate member 78 overlaps the recess 80 from the inside of the housing case 61.

In FIG. 18, the flow of air sucked as cooling air by the rotation of the cooling fan 66 is indicated by broken arrows. As shown in FIG. 18, the air sucked as the cooling air passes through the filter portion 76 at a place other than the concave portion 80 where the plate member 78 is attached and the air flow is blocked. Further, when foreign matter flows into the filter portion 76 together with the cooling air, the foreign matter gathers toward the concave portion 80 along the slope of the surface of the filter portion 76 even when the foreign matter collides with the convex portion 79. Will move like so. Since the flow of the cooling air is blocked on the surface of the recess 80, the foreign matter that has moved to gather in the recess 80 falls down along the recess 80 and is removed.

16 includes an oil-containing compressed air discharge path 70a and an oil tank 70b. The oil-containing compressed air discharge path 70a is provided as a path communicating with the compressor 62 and the oil tank 70b. The compressed air compressed with oil in the compressor 62 is guided to the oil tank 70b via the oil-containing compressed air discharge path 70a, and the oil discharged from the oil-containing compressed air discharge path 70a together with the compressed air is oil. It will be collected in the tank 70b. In addition, the centrifuge (not shown) is installed in the discharge part (not shown) in the oil tank 70b in the compressed air discharge path 70a containing oil, for example. When compressed air with oil passes through the oil-containing compressed air discharge path 70a and is discharged from the discharge portion, large oil droplets are separated by the centrifugal separator and scattered in the oil tank 70b by gravity. It falls and is collected in the oil tank 70b.

An oil supply path 81 is provided between the oil tank 70b of the oil recovery unit 70 and the compressor 62 so as to communicate with them, and supplies oil to the compressor 62 from the oil tank 70b. . The oil supply path 81 is configured to supply oil to the compressor 62 by pushing down the oil level of the oil collected in the oil tank 70b by the compressed air discharged from the oil-filled compressed air discharge path 70a. Has been.

An oil separation element 71 shown in FIG. 16 is disposed in a path that allows the compressor 62 and the aftercooler 67 to communicate with each other. Is provided with a filter element for separating the two. In this oil separation element 71, fine oil droplets that have not been collected by the oil collector 70 are separated from the compressed air.

The oil cooler 74 shown in FIG. 16 is provided so as to communicate with the oil tank 70b side and the compressor 62 side in the oil supply path 81, and can cool the oil in the oil tank 70b and supply it to the oil supply path 81. It is provided as a heat exchanger. In FIG. 16, a path for communicating the oil cooler 74 with the oil tank 70 b and the compressor 62 is not shown. The oil cooler 74 is formed integrally with the aftercooler 67 as described above. The oil cooler 74 is disposed on the upstream side of the flow of the cooling air with respect to the cooling fan 66, and the oil cooler 74 is cooled from the outside by the cooling air generated by the cooling fan 66, thereby the oil cooler 74. The oil passing through the inside of the tank will be cooled. A temperature switch (not shown) for detecting the oil temperature in the oil tank 70b and an oil temperature adjusting valve (not shown) that operates independently according to the oil temperature in order to control the flow of oil in the oil cooler 74. ) Is controlled so that the temperature of the oil supplied to the compressor 62 falls within a predetermined temperature range. The oil cooler 74 may be disposed on the downstream side of the cooling air flow with respect to the cooling fan 66.

A water / oil separator 72 shown in FIG. 16 is disposed in a path that connects the aftercooler 67 and a dehumidifier 73 described later, and is a filter that separates moisture and oil from the compressed air cooled by the aftercooler 67. Constructed with elements. In the water-oil separator 72, moisture is separated from the compressed air, and a small amount of oil that has not been separated in the oil separation element 71 is also separated from the compressed air.

A dehumidifier 73 shown in FIG. 16 is disposed between the water / oil separator 72 and the compressed air delivery unit 69, and further dehumidifies the compressed air from which water and oil have been separated by the water / oil separator 72. And a filter element containing a desiccant for performing dehumidification or a filter element for dehumidifying in a hollow fiber membrane system. In the dehumidifier 73, the final dehumidification is performed on the compressed air delivered from the compressed air delivery unit 69.

Next, the operation of the above-described air compressor 7 will be described. In a state where the air compressor 7 is in operation, first, air that is outside air is sucked from the air suction portion 68 by the negative pressure generated by the operation of the compressor 62 and flows into the compressor 62. At this time, as described above, the oil is supplied to the compressor 62 from the oil supply path 81, and the sucked air is compressed with the oil in the compressor 62.

Compressed air compressed with oil passes through the oil-containing compressed air discharge path 70a and is discharged into the oil tank 70b. Further, the oil separated from the compressed air by the centrifugal separator provided in the discharge portion of the oil-containing compressed air discharge path 70a is collected in the oil tank 70b. The recovered oil is supplied to the compressor 62 via the oil supply path 81. That is, the oil circulates between the oil recovery unit 70 and the compressor 62. Further, when the oil temperature of the oil in the oil tank 70b rises to a predetermined temperature or higher, the oil cooler 74 cools the oil.

The compressed air discharged into the oil tank 70b passes through the oil separation element 71, and the oil is separated. The compressed air that has passed through the oil separation element 71 is guided to the aftercooler 67 and is cooled in the aftercooler 67. Further, the compressed air cooled by the aftercooler 67 is separated from moisture and oil by the water / oil separator 72, further dehumidified by the dehumidifier 73, and sent from the compressed air delivery unit 69. .

Further, the rotation of the cooling fan 66 causes the outside air to be sucked in as cooling air through the filter portion 76 of the filter unit 75, and the cooling air flows in the housing case 61. When foreign matter flows into the filter portion 76 together with the cooling air, the foreign matter moves so as to collide with the surface of the filter portion 76 and gather toward the concave portion 80, and further downward along the concave portion 80. It will be dropped and removed.

As described above, according to the air compressor 7, the compressor 62, the compressor drive unit 63, the cooling fan 66, and the like are compactly accommodated in the accommodation case 61 and packaged, and the attachment property to the railway vehicle is extremely high. An excellent air compressor for a railway vehicle can be realized. And the filter part 76 which is provided in the filter unit 75 installed in the storage case 61 and suppresses the passage of foreign matters when the air sucked as the cooling air passes through is provided with a convex portion 79 facing the outside of the storage case 61. Concave and convex shapes that repeat the concave portion 80 facing inward are provided. For this reason, the foreign matter colliding with the filter part 76 together with the sucked air moves so as to gather from the convex part 79 to the concave part 80 along the slope by the flow of the sucked air. And the recessed part 80 is arrange | positioned so that it may extend continuously with the convex part 79 along an up-down direction, and the plate member 78 is attached to the recessed part 80 so that this recessed part 80 may be covered. For this reason, the air sucked from the filter part 76 passes through the side of the plate member 78, and the foreign matter that has moved so as to gather in the concave part 80 does not remain attached to the concave part 80, but remains along the concave part 80. It will fall down and be removed. As a result, the foreign matter is prevented from remaining attached to the filter portion 76, and the foreign matter attached to the filter portion 76 breaks down into a small amount by being exposed to the sucked air for a long time. Can be prevented. In addition, it is possible to prevent the foreign matter adhered to the filter unit 76 for a long time from becoming a nucleus and further aggregating other foreign matters. Accordingly, it is possible to realize a structure of the filter unit 76 that can remove foreign matters when air sucked as cooling air passes and can prevent foreign matters from adhering for a long time. Even if the foreign matter adheres to the filter unit 76 for a long time, since it has an uneven shape, the area to which the foreign matter can adhere increases compared to the planar shape. Therefore, the obstruction of the cooling air suction is reduced.
As described above, it is possible to lengthen a maintenance cycle such as cleaning as a result of suppressing the foreign matter from adhering for a long time and increasing the area where foreign matter can be attached.

Therefore, according to the present embodiment, when the air sucked as the cooling air passes through the filter unit 76, it is possible to suppress the foreign matter from adhering for a long time and to remove the foreign matter once attached. An air compressor 7 for a railway vehicle can be provided.

Further, according to the air compression device 7, the plate member 78 is disposed so as to cover the recess 80 from the inside of the housing case 62, so that the foreign matter moved to the recess 80 does not contact the smooth surface of the plate member 78, It will be in the state which contacted the rough surface in the filter part 76 with a large friction. For this reason, it is suppressed that the foreign material which moved to the recessed part 80 is rolled up so that it may slide on the surface of the board member 78 under the influence of the sucked air, and is scattered on the surface of the filter part 76. Therefore, it is possible to suppress the foreign matter once gathered in the recess 80 from being scattered, and the foreign matter can be efficiently removed.

Moreover, according to the air compressor 7, the several filter part 76 (76a, 76b, 76c) located in a line with the passage direction of the inhaled air is provided, The 1st and 2nd filter in these several filter parts 76 is provided. In the portion, the recess 80 is disposed at a position shifted in the air passage direction. For this reason, even when a small foreign matter passes through the convex portion 80 of one filter portion 76a (for example, the first filter portion) disposed on the upstream side in the air passage direction, the filter portion The filter portion 76b (for example, the second filter portion) disposed on the downstream side of 76a is efficiently captured by the concave portion 80. Then, foreign matters can be removed downward from the recess 80 of the filter portion 76b. Thereby, in the filter unit 75 provided with the several filter part 76 which can suppress that a foreign material adheres for a long time and can remove a foreign material, a foreign material can be removed still more efficiently.

Moreover, according to the air compressor 7, since the filter part 76 is provided as a metal net, the metal part is used for the filter part 76 having a structure in which the concave and

convex portions

80 and 79 extending in the vertical direction are repeated. And can be formed easily.

The first to seventh embodiments of the present invention have been described above. However, 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. It can be done. For example, an air compressor for a railway vehicle provided with both the air supply path 26 according to the first embodiment and the air supply path 50 according to the second embodiment may be implemented. Moreover, you may implement the air compressor for railroad vehicles provided with both the air supply path 51 which concerns on 3rd Embodiment, and the air supply path 52 which concerns on 4th Embodiment. Moreover, as a modification of the first to fourth embodiments, an air compressor for a railway vehicle that compresses air without oil may be implemented. In addition, as a modification of the fifth embodiment, the rail vehicle in which the route configuration of the detour route portion in the oil-filled compressed air discharge route, the arrangement configuration of the intermediate flange portion, and the like are not limited to the embodiment illustrated in the fifth embodiment, and various changes are made. An air compressor may be implemented.

In the sixth embodiment, as the oil temperature adjusting valve, a self-standing adjusting valve that operates independently according to the oil temperature in the oil tank without being based on the control of the controller has been described as an example, but this is not the case. Also good. The oil temperature adjustment valve may operate based on a command from the controller.

In the sixth embodiment, an example has been described in which the oil level confirmation condition is set as a condition in which a predetermined time has elapsed since the oil level confirmation mode was set, but this is not the case. Also good. The oil level check condition may be set as a condition in which the oil temperature in the oil tank exceeds a predetermined temperature (second temperature). Further, when such an oil level check condition is set, the controller detects the oil temperature based on the detection result of the temperature sensor (the temperature switch 40 in this embodiment) that detects the oil temperature in the oil tank. It may be configured to determine whether or not the second temperature is exceeded (whether or not the oil level confirmation condition is satisfied). According to this modification, a temperature sensor that is provided to determine the timing of transition from the warm air operation mode to the normal operation mode and detects the oil temperature is used to determine whether or not the oil level confirmation condition is satisfied. It will also be used as a temperature sensor. For this reason, the temperature sensor used for detecting the oil temperature in the warm-up operation mode and the normal operation mode can also be used in the oil level confirmation mode. Thereby, simplification of an apparatus structure can be achieved.

For example, the number of filter units is not limited to the number exemplified in the present embodiment, and may be changed. Moreover, you may implement the filter unit provided with only one filter part. Moreover, you may change and implement about the uneven | corrugated shape in a filter part, and the shape of a board member. In addition, the first filter unit and the second filter unit are arranged so as to deviate from each other. However, the first filter unit and the second filter unit are not necessarily arranged to deviate from each other, and the amount of deviation may be changed as appropriate. In other words, when the amount of deviation is zero (when there is no deviation), the possibility of foreign objects passing is high, but the air supply resistance is minimized, and when there is a deviation as in this embodiment, the air supply resistance is Since the maximum possibility of foreign matter passing through is reduced, the amount of shift may be determined appropriately. Moreover, about a board member, you may arrange | position so that a recessed part may be covered from the outer side of a storage case. In this case, it is possible to efficiently prevent the foreign matter from being scattered by performing uneven processing or roughening treatment on the surface of the plate member. Further, the present invention may be applied to an air compressor for a railway vehicle that compresses air without oil.

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.

DESCRIPTION OF SYMBOLS 1 Rail vehicle air compressor 11 Storage case 12 Compressor 13 Compressor drive part 13a Electric motor 14 Coupling 15 Coupling case 16 Cooling fan 17 After cooler 18 Air suction part 19 Compressed air delivery part 26 Air supply path (1st Air supply path)

Claims

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 the air sucked from the air suction portion;
A compressor driving unit that has an electric motor and drives the compressor;
A coupling for connecting the compressor drive unit and the compressor to transmit the driving force of the compressor drive unit to the compressor;
A coupling case for housing the coupling;
A cooling fan that is rotationally driven by a driving force from the electric motor and generates a flow of cooling air;
An aftercooler for cooling the compressed air compressed by the compressor;
A housing case in which the compressor, the compressor driving unit, the coupling case, the cooling fan, and the after cooler are housed, and the air suction portion is installed;
A compressed air delivery section for delivering compressed air cooled by the aftercooler;
A compressed air path disposed in the housing case and extending from the aftercooler to the compressed air delivery unit, and at least one of the electric motor and the coupling case; A first air supply path for supplying cooled compressed air to at least one of the electric motor and the coupling so as to be able to blow out;
An air compressor for a railway vehicle, comprising:
The air compressor for a railway vehicle according to claim 1,
An oil supply path for supplying oil to the compressor;
An oil recovery unit that is guided by compressed air that is compressed with oil in the compressor to recover the oil and communicates with the oil supply path;
An oil separation element that is disposed in a path communicating with the oil collector and the after cooler, and that separates oil from compressed air that has been compressed with oil in the compressor and passed through the oil collector;
A water / oil separator for separating water and oil from the compressed air cooled by the aftercooler;
A dehumidifier that is disposed between the water oil separator and the compressed air delivery unit, and further dehumidifies the compressed air from which water and oil have been separated by the water oil separator;
Further comprising
The first air supply path is provided to communicate the compressed air path between the dehumidifier and the compressed air delivery unit and the coupling case, and the compressed air dehumidified by the dehumidifier is provided. An air compressor for a railway vehicle, wherein the air compressor is supplied so as to be able to blow out to the coupling.
The air compressor for a railway vehicle according to claim 1 or 2,
The first air supply path is provided as a path communicating with the coupling case, and supplies the compressed air cooled by the aftercooler to the coupling so as to be blown out.
The coupling case is provided with a hole that opens to the outside, and the hole is formed so that air blown from the first air supply path to the coupling can be discharged to the outside. An air compressor for a railway vehicle, characterized by
An air compressor for a railway vehicle according to claim 3,
A plurality of the holes are provided,
Each of the plurality of holes is formed so that a tool for operating a fixing bolt for attaching and fixing another device to the coupling case from the inside of the coupling case can be inserted. An air compressor for railway vehicles.
An air compressor for a railway vehicle according to claim 4,
An oil supply path for supplying oil to the compressor;
An oil recovery unit that is guided by compressed air that is compressed with oil in the compressor to recover the oil and communicates with the oil supply path;
An oil-filled compressed air discharge path communicating the pre-compressor and the oil collector so as to guide and discharge compressed air compressed with oil in the compressor to the oil collector;
An oil separation element that is disposed in a path communicating with the oil collector and the after cooler, and that separates oil from compressed air that has been compressed with oil in the compressor and passed through the oil collector;
A dehumidifier for dehumidifying the compressed air cooled by the aftercooler;
Further comprising
The oil-filled compressed air discharge path is
A compressor side flange portion fixed and attached to a first attachment surface which is an attachment surface in the compressor;
An oil collector-side flange portion fixed and attached to a second mounting surface which is a mounting surface in the oil collector;
A fixed pipe part that is installed as a path fixed between the compressor-side flange part and the oil collector-side flange part, and has a plurality of metal pipes communicating with each other;
Have
The fixed piping part extends to bend a plurality of times between the compressor side flange part and the oil recovery unit side flange part, and the detour path part is configured to include the plurality of pipes, and An intermediate flange portion that is arranged along a surface that is perpendicular to or oblique to both the first mounting surface and the second mounting surface and connects the plurality of pipes in series; Air compressor for railway vehicles.
An air compressor for a railway vehicle according to claim 5,
The detour path portion connects a pair of straight portions extending parallel to the first mounting surface and the second mounting surface, which are disposed along surfaces perpendicular to each other, and the pair of straight portions. A bent portion that bends in a semicircular arc shape,
The intermediate flange portion is disposed in the middle of one of the pair of linear portions, and is disposed along a plane perpendicular to both the first mounting surface and the second mounting surface. An air compressor for railway vehicles.
The air compressor for a railway vehicle according to any one of claims 3 to 6,
A cover is further provided that is spaced apart from the hole and covers the periphery of the hole, and is formed to open toward the downstream side of the flow of cooling air from the cooling fan. An air compressor for a railway vehicle, characterized in that
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 the air sucked from the air suction portion;
A compressor driving unit that has an electric motor and drives the compressor;
A coupling for connecting the compressor drive unit and the compressor to transmit the driving force of the compressor drive unit to the compressor;
A coupling case for housing the coupling;
A cooling fan that is rotationally driven by a driving force from the electric motor and generates a flow of cooling air;
An aftercooler for cooling the compressed air compressed by the compressor;
A housing case in which the compressor, the compressor driving unit, the coupling case, the cooling fan, and the after cooler are housed, and the air suction portion is installed;
A compressed air delivery section for delivering compressed air cooled by the aftercooler;
A suction filter that is provided in the air suction portion and suppresses the passage of dust when the sucked air passes;
The air suction portion and the compressor are communicated with each other through at least one of the electric motor and the coupling case sealed with respect to the outside, which is disposed in the housing case, and the electric motor and the A second air supply path for supplying air sucked from the air suction portion to at least one of the couplings so that the air can be blown out;
An air compressor for a railway vehicle, comprising:
The air compressor for a railway vehicle according to any one of claims 1 to 8,
The cooling fan is provided as an axial fan,
The aftercooler, the axial fan, the compressor driving unit, the coupling, and the compressor are arranged along the same axial direction,
The axial direction is disposed along at least one of the railroad track direction and the sleeper direction,
The housing case is disposed inside a cowl covering a lower portion of the railway vehicle;
Both end portions in the axial direction of the housing case are disposed via buffer regions that form spaces for air pools with respect to inner walls disposed on both sides of the cowl in the axial direction. An air compressor for a railway vehicle, characterized by
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 the air sucked from the air suction portion;
A compressor driving unit that has an electric motor and drives the compressor;
A cooling fan that is rotationally driven by a driving force from the electric motor and generates a flow of cooling air;
An aftercooler for cooling the compressed air compressed by the compressor;
An oil supply path for supplying oil to the compressor;
An oil recovery unit that is guided by compressed air that is compressed with oil in the compressor to recover the oil and communicates with the oil supply path;
An oil-filled compressed air discharge path communicating the pre-compressor and the oil collector so as to guide and discharge compressed air compressed with oil in the compressor to the oil collector;
An oil separation element that is disposed in a path communicating with the oil collector and the after cooler, and that separates oil from compressed air that has been compressed with oil in the compressor and passed through the oil collector;
A dehumidifier for dehumidifying the compressed air cooled by the aftercooler;
A housing case in which the compressor, the compressor driving unit, the cooling fan, the after cooler, the oil recovery unit, the oil separation element and the dehumidifier are housed, and the air suction unit is installed,
With
The oil-filled compressed air discharge path is
A compressor side flange portion fixed and attached to a first attachment surface which is an attachment surface in the compressor;
An oil collector-side flange portion fixed and attached to a second mounting surface which is a mounting surface in the oil collector;
A fixed pipe part that is installed as a path fixed between the compressor-side flange part and the oil collector-side flange part, and has a plurality of metal pipes communicating with each other;
Have
The fixed piping part extends to bend a plurality of times between the compressor side flange part and the oil recovery unit side flange part, and the detour path part is configured to include the plurality of pipes, and An intermediate flange portion that is arranged along a surface that is perpendicular to or oblique to both the first mounting surface and the second mounting surface and connects the plurality of pipes in series; Air compressor for railway vehicles.
An air compressor for a railway vehicle according to claim 10,
The detour path portion connects a pair of straight portions extending parallel to the first mounting surface and the second mounting surface, which are disposed along surfaces perpendicular to each other, and the pair of straight portions. A bent portion that bends in a semicircular arc shape,
The intermediate flange portion is disposed in the middle of one of the pair of linear portions, and is disposed along a plane perpendicular to both the first mounting surface and the second mounting surface. An air compressor for railway vehicles.
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 the air sucked from the air suction portion;
A compressor driving unit that has an electric motor and drives the compressor;
A cooling fan that is rotationally driven by a driving force from the electric motor and generates a flow of cooling air;
An aftercooler for cooling the compressed air compressed by the compressor;
An oil supply path for supplying oil to the compressor;
An oil recovery unit having an oil tank, wherein compressed air compressed with oil in the compressor is guided to recover the oil to the oil tank and communicate with the oil supply path;
An oil level gauge installed in the oil recovery device and capable of measuring the position of the oil level in the oil tank;
An oil separation element that is disposed in a path that communicates the oil recovery unit and the after cooler, and that separates oil from compressed air that has been compressed with the compressor and passed through the oil recovery unit;
A dehumidifier for dehumidifying the compressed air cooled by the aftercooler;
An oil cooler for cooling the oil collected in the oil tank;
An oil temperature adjustment valve that adjusts the oil temperature by switching between the state in which the oil is circulated in the oil cooler and the state in which the oil is not circulated according to the oil temperature that is the temperature of the oil in the oil tank;
A controller that can set an operation mode to a normal operation mode, a warm-up operation mode, and an oil level check mode, and that controls an operation state based on any one of the operation modes;
The compressor, the compressor drive unit, the cooling fan, the after cooler, the oil recovery unit, the oil separation element, the dehumidifier, the oil cooler, and the controller are accommodated, and the air suction unit is installed. A storage case,
With
The controller is
In the warm-up operation mode in which the oil temperature is not set to the oil level check mode and the oil temperature is equal to or lower than a predetermined first temperature, the compressor is continuously operated and compressed air is supplied. Control the operating state to discharge to the outside,
In the normal operation mode in which the oil level check mode is not set and the oil temperature exceeds the first temperature, the compressed air is stored outside the housing case. The operating state is controlled so that the compressor is intermittently operated according to the air pressure in the air tank and the compressed air dehumidified by the dehumidifier is sent to the air tank,
When the oil level check mode is set, the condition that the oil temperature exceeds a predetermined second temperature, the condition that the time that has elapsed since the oil level check mode is set passes a predetermined time, Until the oil level check condition, which is at least one of the conditions, is satisfied, the compressor is continuously operated and the operation state is controlled so that compressed air is discharged to the outside, and the oil level check condition is satisfied. Then, the air compressor for railway vehicles is characterized in that the operation is stopped.
An air compressor for a railway vehicle according to claim 12,
A temperature sensor for detecting the oil temperature;
Based on the detection result of the temperature sensor, it is determined whether or not the oil temperature is equal to or lower than the first temperature,
The controller determines whether or not the oil level confirmation condition that the oil temperature exceeds the second temperature is satisfied based on a detection result of the temperature sensor. Air compressor.
The air compressor for a railway vehicle according to claim 12 or claim 13,
The air compressor for a railway vehicle is characterized in that the oil temperature adjusting valve operates independently according to the oil temperature without being controlled by the controller.
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 the air sucked from the air suction portion;
A compressor driving unit that has an electric motor and drives the compressor;
A cooling fan that is rotationally driven by a driving force from the electric motor and generates a flow of cooling air;
A housing case that houses the compressor, the compressor driving unit, and the cooling fan, and in which the air suction unit is installed,
A filter unit that is installed in the housing case and has a filter unit that suppresses the passage of foreign substances when air sucked in as the cooling air by rotation of the cooling fan passes;
With
The filter portion has a concavo-convex structure in which a convex portion formed so as to protrude toward the outside of the housing case and a concave portion formed so as to be recessed from the convex portion toward the inside of the housing case via an inclined surface are repeated. Formed into a shape,
The filter unit further includes a plate member attached to the filter portion so as to cover the concave portion having a plate-shaped portion;
The railway vehicle, wherein the plurality of convex portions and the plurality of concave portions formed in the filter portion are arranged so that each of the convex portions and the concave portions continuously extend in the vertical direction. Air compressor.
An air compressor for a railway vehicle according to claim 15,
The air compressor for a railway vehicle, wherein the plate member is disposed so as to cover the recess from the inside of the housing case.
The air compressor for a railway vehicle according to claim 15 or 16,
The filter unit has a plurality of the filter parts arranged in the direction of passage of air sucked as the cooling air,
In the first filter unit that is one of the plurality of filter units and the second filter unit that is different from the first filter unit among the plurality of filter units, the position of the concave portion is An air compressor for a railway vehicle, wherein the air compressor is arranged so as to be displaced in a passing direction.
The air compressor for a railway vehicle according to any one of claims 15 to 17,
The air compressor for a railway vehicle, wherein the filter portion is provided as a metal net having the uneven shape.