201210871 六、發明說明： 【發明所屬之技術領域】 本發明係關於一種設置於鐵道車輛上且生成此鐵道車輛 所使用之壓縮空氣之鐵道車輛用空氣壓縮裝置。 【先前技術】 作為設置於鐵道車輛上且生成該鐵道車輛所使用之壓縮 空氣之鐵道車輛用空氣壞縮裝置，已知有於專利文獻1中所 揭示者。於專利文獻1所揭示之鐵道車輛用空氣壓縮裝置係 構成為於壓縮帶油之空氣後自壓縮空氣中將油進行分離而 生成壓縮空氣之裝置。藉此，此鐵道車輛用空氣壓縮裝置係 構成為可進行利用油膜之密封及潤滑。 又’於專利文獻1所揭示之鐵道車輛用空氣壓縮裝置中’ 為t免^ ’由之/JDL度為低溫時會發生之油之乳化(emUisi〇n)， 而设置有用以對油提供預熱之電預熱裝置。 [先前技術文獻] [專利文獻] [專利文獻1]曰本專利特表2〇〇9_529112號公報 - 【發明内容】 - (發明所欲解決之問題） 於使用如專利文獻丨所揭示之油生錢縮空氣之鐵道車 輛用工孔裝置中，必須抑制對_機之運作產生影變之 於油低溫時之乳化’而設置有上述預熱裝置^而，因^置 100J26540 201210871 有預熱裝置，故會招致裝置之大型化或複雜化，而招致成本 之增加。又，若預熱裝置發生故障，將無法避免油於低溫時 之乳化，而對壓縮機之運作產生影響。 鑒於上述實際情況，本發明之目的在於提供一種可抑制裝 置之大型化及複雜化而抑制成本之增加，同時可避免發生油 之乳化之鐵道車輛用空氣壓縮裝置。 (解決問題之手段） 用以達成上述目的之第1發明之鐵道車輛用空氣壓縮裝 置，係設置於鐵道車輛上且生成該鐵道車輛所使用之壓縮空 氣者，其包括有：壓縮機，其係壓縮自外部所吸入之空氣； 油供給路徑，其係對上述壓縮機供給油；油回收器，其係具 有油箱，且誘導於上述壓縮機中隨著油被壓縮之壓縮空氣， 自所誘導之壓縮空氣中將油分離並回收至上述油箱，同時連 通於上述油供給路徑；溫度感測器，其係檢測上述油回收器 内之油之溫度；壓力感測器，其係檢測蓄積通過上述油回收 器之壓縮空氣之空氣儲存器中之空氣壓力；排氣閥，其係可 將通過上述油回收器之壓縮空氣排放至外部；及控制裝置， 其係根據上述溫度感測器與上述壓力感測器之檢測結果，以 正常運轉模式及暖機運轉模式中之任一運轉模式控制運轉 狀態。然後，第1發明之鐵道車輛用空氣壓縮裝置之特徵在 於：上述正常運轉模式係構成為：於由上述壓力感測器所檢 測之壓力值，即檢測壓力值未滿既定之第1壓力值時使上述 100126540 4 201210871 壓縮機運作，同時於上述檢測屢力值成為高於 值之既定之第2壓力值以上時使上述麗縮機之運1壓力 運轉模式;且上述暖氣運轉模式係構成為:於：止之 測器所檢測之溫度，即檢測溫度未滿既定之溫戶且1度感 ，值成為上述第2壓力值以上時，使上‘機則 時使上述排氣閥運作而使壓縮空氣排放至外部之$乍’同 根據此發明，使構成為於壓縮帶油之空 轉模式。 將油進行分離且生成壓縮空氣之裝置的鐵道^空氣中 =之運轉狀態’由控制裝置《正常運轉模式及= 模式中之任—模式進行控制。錢，於空氣'、運轉 壓力即檢測壓力值未滿既定之第i壓力值時使壓 ::=_氣_中，並於檢測壓力值： 於正常運轉料下之運轉ϋΓΛ 式’進行 即檢~ ^於油回收器内之油溫 以=酿度未滿既定之溫度且檢測壓力值成為第2塵力值 、經由排氣閥一面使壓縮空 縮機運作之方式，進行於暖氣運轉模式下之 空乳儲存器内之空氣㈣降低時，於 將壓縮空氣蓄積於空氣儲存器中€轉=下將優先 存器内之空氣1力且油溫較低時，於暖確保空_ 因空氣之轉模式下將藉由 100126540 根據本發明之鐵道車輛用空氣遷縮裝置，可藉由 201210871 暖氣運轉模式避免發生油之乳化，而不需要如專利文獻丄 所揭示之預熱裝置。然後，藉由不需要預熱裝置，可抑制裝 置之大型化及複雜化而抑制成本之增加。 因此，根據本發明，可提供一種可抑制裝置之大型化及複 雜化而抑制成本之增加’㈣可避紐生狀乳化之鐵道車 輛用空氣壓縮裝置。 2發明之鐵道車輛用空氣壓縮裝置，其特徵在於：於第 1發明^道車輛用空氣壓縮裝置中，上述控制I置係於以 上述暖明轉模式㈣運轉狀態巾，當上述檢_力值未滿 值時，不管上述檢測溫度為何均切換為上述正 吊運轉桓式而控制運轉狀態。 =，，即便於暖*:運轉模式之運轉 未滿第1壓力值，就會轉變為正常：: 式，以確實地雜线料Μ之 轉杈 暖氣運轉模式之運轉中，可確保空氣:存器内= 器之壓縮空氣供給之不足。 輛之制動機器等空壓機 第3發明之鐵道車輛用空氣壓縮 1發明或苐2發明之鐵道車輛用空氣2徵在於：於第 裝置係於以上述暖氣運 轉模式控制：=二中:上述控制 壓力值成為高於上述第2壓力 心中，g上述檢測 時，不管上述檢測溫度為何均切換為:之第^力值以上 100,26540 W 式而控 201210871 制運轉狀態。 根據本發明，即便於排氣閥發生故障而成為閉闊之狀態， 且於日友氣運轉模狀運射當I㈣氣未排放至外部而使 工氣儲存1§内之空氣壓力成為高壓時，將於成為第3壓力值 以上時轉變為正常運轉模式。因此，即便於發生排氣間之故 障時亦可確貫地防止空氣儲存器内之空氣壓力過度地成為 南壓。 (發明效果） 根據本發明，可提供一種可抑制裝置之大型化及複雜化而 抑制成本之增加，同時可避免發生油之乳化之鐵道車輛用空 氣壓縮裝置。 【實施方式】 以下’一面參照圖示一面針對用以實施本發明之形態進行 說明。再者，本實施形態係設置於鐵道車輛上且為生成於此 鐵道車輛中所使用之壓縮空氣之鐵道車輛用空氣壓縮裝 置，可廣泛地應用於在壓縮帶油之空氣後自壓縮空氣中將油 進行分離而生成壓縮空氣之鐵道車輛用空氣壓縮裝置。 圖1係模式性地表示本發明之一實施形態之鐵道車輛用 空氣壓縮裝置1(以下亦僅稱為「空氣壓縮裝置丨」）之系統 構成之系統圖。圖1所示之空氣壓縮裝置1，係設置於未圖 示之鐵道車輛上。然後，於此空氣壓縮裝置丨中所生成之壓 縮空軋，係於鐵道車輛ψ使用於用以使制動機器等空壓機器 100126540 201210871 運作。再者，此空氣壓縮裝置1，例如，係設置於鐵道車輛 之編成之各車輛上。 圖1所示之空氣壓縮裝置1，係具備收容箱11、壓縮機 12、壓縮機驅動部13、聯結器14、聯結器箱15、冷卻風扇 16、後冷卻器17、空氣吸入部18、原空氣儲存器（本實施形 態中之空氣儲存器）19、油供給路徑20、油回收器21、油分 離元件22、水油用分離器23、除濕器24、油冷卻器25、溫 度開關（本實施形態中之溫度感測器）26、壓力感測器27、油 溫調整閥28、排氣閥29及控制裝置30等而構成。 然後，空氣壓縮裝置1係構成為將自空氣吸入部18所吸 入之空氣於利用壓縮機12進行壓縮並利用後冷卻器17進行 冷卻後，作為壓縮空氣而蓄積於原空氣儲存器19之裝置。 又，空氣壓縮裝置1係構成為具備油供給路徑20、油回收 器21、油分離元件22、水油用分離器23及油冷卻器25等， 並於壓縮帶油之空氣後自壓縮空氣中將油進行分離從而生 成壓縮空氣之裝置。藉此，構成為可進行壓縮熱之去除、與 利用油膜之密封及潤滑。以下，針對空氣壓縮裝置1之各構 成要素進行詳細之說明。 收容箱11係作為收容壓縮機12、壓縮機驅動部13、聯結 器箱15、冷卻風扇16、後冷卻器17、油供給路徑20、油回 收器21、油分離元件22、水油用分離器23、除濕器24、油 冷卻器25及控制裝置30等之箱狀之框體而設置。然後，於 100126540 8 201210871 此收容箱li，在其壁部設置有空氣吸入部ι8。 設置於收容箱11之空氣吸入部18，係作為用以吸入利用 壓縮機12所壓縮之空氣(外部空氣)之機構而設置，並以與 壓縮機12連通之方式所形成。然後，於此空氣吸入部18， 係δ又置有當所吸入之空氣通過時抑制沙塵等粉塵通過之吸 入過遽器18a。 又，於收容箱11，在位於利用冷卻風扇16所產生之冷卻 工氣之流動之上游側之壁部設置有過濾器部31。此過濾器 4 31，例如，係作為安裝於收容箱u之金屬絲網而設置。 然後’藉由冷卻風扇16之旋轉，使冷卻空氣之外部空氣經 由過濾U 31被吸入。再者，於圖J巾，對於所吸入之外 P工軋的’瓜動或經乾燥之狀態之空氣的流動，係中空之僅有 ㈣^狀態的粗箭頭所表示。又’對於含油滴、水滴、水蒸 氣之空氣之流動’係以帶有斜線之影線之狀態的粗箭頭所表 示又，對於油之流動，係以細箭頭所表示。 六^於㈣箱U之外部，係設置有原空氣儲存器Μ。原 氣儲存19係構成為具有空氣槽，該空 壓縮機12所壓縮後且通過油回收器21使油分離並^積^ 有所冷卻之壓縮空氣。於此原空氣物19 二存= 則器27。壓力感測器27係以作為檢測原空 虱4存斋19之空氣壓力(即蓄積於原空氣儲存 空氣之壓力)之感測器而設置。然後，壓力感測; 100126540 9 201210871 為可對控制裝置30輸出信號地連接，並將由壓力感測器27 所檢測之壓力值之信號輸入至控制裝置30。 壓縮機12係構成為與空氣吸入部18相連通，並壓縮經由 空氣吸入部18自外部所吸入之空氣。再者，壓縮機12係構 成為經由一體地形成於壓縮機本體之吸入閥32並與空氣吸 入部18相連通。吸入閥32係構成為具備有閥體、可使此閥 體緊壓及離開之閥座、及使閥體朝緊壓閥座之方向施以賦能 之彈簧。然後，藉由壓縮機12運作使壓縮機12側成為負壓， 利用外部空氣之壓力使閥體抵抗彈簧之彈力而自閥座離 開，使空氣被吸入壓縮機12内。 又，壓縮機12係作為例如具有互相朝反方向旋轉而壓縮 空氣之一對螺旋軸之螺旋式空氣壓縮機而設置。於配置有螺 旋軸之壓縮機本體之内部，自連通於吸入閥32之部分至連 通於油回收器21之部分為止空氣之壓力將會上升。再者， 雖然於本實施形態中係已以壓縮機12作為螺旋式空氣壓縮 機而設置之情形為例進行說明，但亦可並非如此。亦可以壓 縮機12作為滾動式空氣壓縮機、或使來自壓縮機驅動部13 之旋轉驅動力經由曲柄軸轉換成往復驅動力而被傳達且驅 動之往復式空氣壓縮機等而設置。 壓縮機驅動部13係具有電動馬達13a，並作為旋轉驅動 壓縮機12之驅動機構而設置。並且，電動馬達13a係構成 為根據來自控制裝置30之指令信號，由未圖示之驅動裝置 100126540 10 201210871 控制電力供給而運作。再者，於本實施形能中 以壓縮細動部13作為僅設置有電動科’雖然例不有 速機部分之驅動機構而設置之情形亦可並^未設置減 __動部13亦可作為具備連接於電動㈣m速 機部分之附減速機之馬達而設置。 a / 、 聯結益14係構成為將壓縮機驅動 接並將壓•驅動部13之驅動力傳達至壓^ 為軸聯結器而設置。聯結器箱15係作為收容聯二箱 t體而Γ置^後’聯結器箱15係配置於壓縮機^及壓縮 -° P13之間’同時相對於此等壓縮機12及壓縮機驅動 部13進行結合。 冷卻風屬16係相對於壓縮機驅動部13而安裝於連結有聯 、’口器15之側之相反側之端部。此冷卻風扇μ係作為軸流風 扇而°又置，且具備螺旋槳部及設置於此螺旋槳部周圍之筒狀 之外设部（未圖示）而構成。然後，冷卻風扇16係設置為使 電動馬達I3a之旋轉軸之驅動力在聯結器側之相反側傳達 至螺旋槳部。如此，冷卻風扇16係藉由來自電動馬達13a 之驅動力而被旋轉驅動’藉此，構成為利用自過濾器部31 所吸入之空氣產生冷卻空氣之流動 。再者，於本實施形態 中’雖然例示有若冷卻風扇16為軸流風扇之情形，但亦可 亚非如此’亦可使用多葉送風機等其他形態之冷卻風扇。 後冷卻器17係作為冷卻由壓縮機丨2所壓縮且殘留有壓縮 100126540 11 201210871 熱之壓縮空氣之熱交換器而設置。此後冷卻器17係相對於 冷卻風扇16’配置於藉由此冷卻風扇16所產生之冷卻空氣 之流動之上游側（再者，圖1係模式性地表示之系統圖，並 非特定於收容箱11内之後冷卻器17之配置者）。藉此，後 冷卻器17係利用由冷卻風扇16所產生之冷卻空氣自外部進 行冷卻’而且將冷卻通過後冷卻器17之内部之壓縮空氣。 再者’後冷卻器17係形成為與後述之油冷卻器25結合為一 體。又’後冷卻器17亦可相對於冷卻風扇16而配置於由此 冷卻風扇16所產生之冷卻空氣之流動之下游側。 油回收器21係構成為具備有含油壓縮空氣喷出路徑 21a、及油箱21b。含油壓縮空氣噴出路徑21a係作為連通 於壓縮機12及油箱21b之路徑而設置。壓縮機12之隨著油 一起被壓縮之壓縮空氣，係經由含油壓縮空氣喷出路徑21a 被誘導至油箱21b，與壓縮空氣一併自含油壓縮空氣喷出路 徑21a所噴出之油會被回收至油箱21b。 又’於含油壓縮空氣喷出路徑21a之油箱21b内之喷出部 分係設置有分離機33。若帶油之壓縮空氣通過含油壓縮空 氣噴出路徑21a而被誘導並自其喷出部分喷出，就會利用分 離機33將油自壓縮空氣分離，而於油箱21b内一面飛散一 面因重力下降而回收至油箱21b内。然後，油箱21b内係成 為儲存有經回收之油34之狀態。 溫度開關26係作為檢測油箱21b内之油34之溫度即油溫 100126540 12 201210871 之溫度感測器而設置。根據由作為此溫度感測器之溫度開關 26之檢測結果’判斷油箱21b内之油溫是否未滿於控制裝 置30中成為控制運轉狀態時之判斷基準之既定溫度之狀 態。然後，此溫度開關26係構成為例如於以由溫度開關％ 所檢測之溫度即檢測溫度作為油箱21b内之油溫未滿既定 溫度之情形及成為既定溫度以上之情形時，對控制裝置％ 輸出開關㈣之開關。再者，於溫度開關26中，為抑制於 既定溫度之附近之振顫之發生，亦可適當地設定開啟信 出溫度與關閉信號輪出溫度之間之差分。又，亦可使用以作 為溫度開關以外之形態所構成之溫度感測H。例如，亦可為 使用以對&制裝置3G輸出檢測溫度之信號之方式所構成之 溫度感測H，並於㈣裝置3G巾，根據此檢測溫度之信號 判斷是否為未滿既定溫度之狀態。 油供給路徑20係設置為連通於油回收器21之油箱加 及壓縮機12 ’並設置為作為將油自油箱：训對壓縮機i2供 給之路徑。油供給路徑20係構成為相對於壓縮機12之壓縮 機本體，而連通於與吸入閥32才目連通之吸入側即壓力較低 之低壓側。又，油供給路徑2G係構成為相對於油箱爪， 連通於較油箱21b内之油34之油面更低之位置。由於如此 使油供給路徑20連通於壓縮機12及油箱2ib，因此藉由自 含油壓縮空氣喷出路徑2U所噴出之壓縮空氣壓低油34之 油面，而經由油供給路徑20對壓縮機12供給油。再者，於 100126540 13 201210871 油供給路徑20之中途，係配置有作為過濾器要素之油過濾 器20a，可防止將油箱21b内之雜質（例如劣化之油所凝集之 浮渣狀物質等）供給至壓縮機12内。 油分離元件22係配置於連通油回收器21之油箱21b與後 冷卻器17之路徑上，其構成為具備有自壓縮機12之隨著油 一起被壓縮並通過油回收器21之壓縮空氣進一步將油分離 之過滤器要素。於此油分離元件22中，將油回收器21之未 回收之細微的油滴自壓縮空氣分離。 又，自油分離元件22係設置為使壓縮機連通道35朝向壓 縮機12或吸入閥29延伸。此壓縮機連通道35係設置為連 通油分離元件22之外殼部分之内部中的下部與壓縮機12， 並構成為藉由壓縮空氣使利用油分離元件22所分離之油被 壓升而供給至壓縮機12。再者，於壓縮機連通道35上，係 設置有用以抑制壓縮空氣之通過量之節流器。 又，於連通油分離元件22與後冷卻器17之路徑上，係設 置有容許既定壓力以上之壓縮空氣朝向後冷卻器17側通過 之保壓逆止閥36、及於壓縮空氣之壓力成為既定之過大壓 力以上時用以將壓縮空氣釋放至外部之安全閥37。 油冷卻器25係設置為與油供給路徑20之油箱21b側及壓 縮機12側相連通，且作為可將油箱21b内之油冷卻並供給 至油供給路徑20之熱交換器而設置。如上所述，此油冷卻 器25係形成為與後冷卻器17結合為一體。又，油冷卻器 100126540 14 201210871 25係相對於冷卻風扇16而配置於冷卻空氣之流動之上游側 (再者.，圖W。模式性地表示之系統圖，並非特定在收容箱 内之油冷部益25之配置者)。然後，藉由利用冷卻風扇 6所產生之冷卻空氣自外部冷卻油冷卻器^，而將通過油 冷卻器25之内部之油進行冷卻。再者•油冷卻器25亦可相 對於冷卻風扇16而配置於冷卻空氣之流動之下游側。 如上所述，油冷卻器25係設置為相對於油供給路徑I 在連通於油箱21b之側及連通於壓縮機12之側之2個位置 進行連通。藉此，油冷卻器25係構成為將自油箱21b流入 油供給路徑2〇之油之一部分經由自油供給路徑2〇所分支之 油路徑38a導入並進行冷卻，並使該已冷卻之油經由油路徑 38b返回至油供給路徑20。再者，經過利用油冷卻器所 進行之冷卻而返回油供給路徑20之油之流動，係藉由使自 含油壓縮空氣喷出路徑21a所喷出之壓縮空氣壓低油34之 油面所進行。 又’於油供給路徑20與油路徑38a相連通之位置，係設 置有可將朝向油路徑38a之油之流入口切換為連通狀態之 連通位置及遮斷狀態之遮斷位置之油溫調整閥28。此油溫 調整閥28例如係作為藉由根據溫度而改變體積之蠟或雙金 屬機構而運作之自制式(self-contained)之閥門機構所構成， 且構成為不必根據控制裝置30之控制而對應油箱21b内之 油溫獨立地運作❶即，油溫調整閥28係構成為對應油箱21b 100126540 15 201210871 内之油溫而獨立地切換至上述連通位置及遮斷位置中之任 从 '由溫·調整閥28係構成為對應油箱21 b内之 ^显而切換至於油冷卻器25中讓油循環之狀態及不讓油循 環之狀態令之任一者而調整油肖21b内之油溫。再者’藉由 此油霜闊28之運作，將油箱爪内之油溫控制為;超 過既疋溫度之範固内，可防止因油溫過高所導致之油之氧 化。 水油用分離11 23係配置於連通後冷卻II π與除濕器24 之路l上’且構成為具備有自利用後冷卻器η所冷卻之壓 縮空氣中將水分及油分分離之複數個過遽器要素。於此水油 用分離器23中’自_空氣中分離水分，同時亦將油分離 兀件22中未被分離之微量之油分自壓縮空氣中分離201210871 VI. Description of the Invention: [Technical Field] The present invention relates to a railway vehicle air compressing device which is installed on a railway vehicle and generates compressed air used in the railway vehicle. [Prior Art] As a railway vehicle air shrinkage device which is installed in a railway vehicle and generates compressed air used in the railway vehicle, it is known as disclosed in Patent Document 1. The air compressing device for a railway vehicle disclosed in Patent Document 1 is configured as a device for separating compressed oil from compressed air to generate compressed air after compressing the air with oil. Thereby, the railway vehicle air compressing device is configured to be sealed and lubricated by the oil film. Further, in the air compressing device for a railway vehicle disclosed in Patent Document 1, 'the emulsification (emUisi〇n) of the oil which occurs when the JDL degree is low is set, and the setting is useful to provide the oil. Thermal electric preheating device. [Prior Art] [Patent Document 1] [Patent Document 1] Japanese Patent Laid-Open Publication No. Hei. No. 9-529112 - [Disclosed] - The problem to be solved by the invention is to use an oily product as disclosed in the patent document. In the hole-hole device for the railway vehicle, it is necessary to suppress the emulsification of the oil at the low temperature when the operation of the machine is suppressed. The preheating device is provided, and since the 100J26540 201210871 has a preheating device, This will lead to an increase in the size or complexity of the device, which will incur an increase in costs. Further, if the preheating device fails, the emulsification of the oil at a low temperature cannot be avoided, and the operation of the compressor is affected. In view of the above-described circumstances, it is an object of the present invention to provide an air compressing device for a railway vehicle which can suppress an increase in size and complexity of the device and suppress an increase in cost while avoiding emulsification of oil. (Means for Solving the Problem) The air compressing device for a railway vehicle according to the first aspect of the present invention, which is provided in a railway vehicle and which generates compressed air for use in the railway vehicle, includes: a compressor Compressing air drawn from the outside; an oil supply path for supplying oil to the compressor; and an oil recovery unit having a fuel tank and induced by the compressed air compressed with the oil in the compressor The compressed air is separated and recovered to the above tank, and is connected to the oil supply path; the temperature sensor detects the temperature of the oil in the oil recovery device; and the pressure sensor detects the accumulation through the oil. An air pressure in the air reservoir of the compressed air of the recycler; an exhaust valve that discharges the compressed air passing through the oil recovery device to the outside; and a control device based on the temperature sensor and the pressure sense The detection result of the detector controls the operation state in any of the normal operation mode and the warm-up operation mode. In the air compressor according to the first aspect of the invention, the normal operation mode is configured such that a pressure value detected by the pressure sensor, that is, when the detected pressure value is less than a predetermined first pressure value, is configured. The above-mentioned 100126540 4 201210871 compressor is operated, and when the detection of the repetition force value is equal to or higher than a predetermined second pressure value of the value, the pressure operation mode of the refining machine is performed; and the heating operation mode is configured as follows: When the temperature detected by the detector is less than the predetermined temperature and the sense of temperature is 1 degree, the value is equal to or higher than the second pressure value, so that the upper valve is operated to make the exhaust valve operate and compress According to the invention, the air is discharged to the outside, and is configured to be in an idle mode in which the oil is compressed. The railway in the air that separates the oil and generates compressed air, the air is in the operating state, and is controlled by the control device "any of the normal operation mode and the = mode". Money, in the air', operating pressure, that is, when the detected pressure value is less than the predetermined i-th pressure value, the pressure is::=_gas_, and the pressure value is detected: the operation under the normal operation material 进行~ ^ The oil temperature in the oil recovery unit is in the heating operation mode when the temperature is less than the predetermined temperature and the detected pressure value becomes the second dust power value, and the compression air compressor is operated via the exhaust valve. When the air in the empty milk reservoir is lowered (4), the compressed air is stored in the air reservoir. When the air in the priority register is low and the oil temperature is low, the air is kept warm. In the rotary mode, the air retracting device for a railway vehicle according to the present invention can be prevented by the 201210871 heating operation mode without the need for a preheating device as disclosed in the patent document. Then, by eliminating the need for a preheating device, it is possible to suppress an increase in size and complexity of the device and to suppress an increase in cost. Therefore, according to the present invention, it is possible to provide an air compressing device for a railway vehicle which can suppress an increase in size and complexity of the apparatus and suppress an increase in cost. According to a second aspect of the invention, in the air compressing device for a vehicle according to the first aspect of the invention, in the air compressing device for a vehicle according to the first aspect of the invention, the control I is placed in the warm-up mode (four) operating state, and the detecting value is When the value is not full, the operation state is controlled by switching to the above-described positive suspension operation mode regardless of the above detection temperature. =, even if the heating*: The operation mode is less than the first pressure value, it will be changed to normal::, in the operation of the heating mode, the air can be stored in the operation mode. Insufficient supply of compressed air in the device. Air compressor for a railway vehicle according to a third aspect of the present invention, the invention relates to an air compressor for a railway vehicle according to the invention of the third aspect of the invention, characterized in that the first device is controlled by the heating operation mode: = two: the above control The pressure value is higher than the second pressure center, and in the above-described detection, regardless of the detection temperature, the second force value is switched to: the second force value is greater than 100, 26540 W, and the 201210871 operating state is controlled. According to the present invention, even if the exhaust valve is in a state of being closed, it is in a closed state, and when the I (four) gas is not discharged to the outside and the air pressure in the working gas storage 1 § becomes a high pressure, It will change to the normal operation mode when it becomes the third pressure value or more. Therefore, even when a failure between exhaust gases occurs, the air pressure in the air reservoir can be surely prevented from excessively becoming a south pressure. (Effect of the Invention) According to the present invention, it is possible to provide an air compressor for a railway vehicle which can suppress an increase in size and complexity of the apparatus and suppress an increase in cost while avoiding emulsification of oil. [Embodiment] Hereinafter, embodiments for carrying out the invention will be described with reference to the drawings. Furthermore, the present embodiment is a railway vehicle air compressing device which is installed in a railway vehicle and which generates compressed air used in the railway vehicle, and can be widely applied to self-compressed air after compressing the air with oil. An air compressor for railway vehicles that separates oil to generate compressed air. Fig. 1 is a system diagram schematically showing a system configuration of a railway vehicle air compressing device 1 (hereinafter also simply referred to as "air compressing device") according to an embodiment of the present invention. The air compressing device 1 shown in Fig. 1 is disposed on a railway vehicle not shown. Then, the compressed air rolling generated in the air compressing device is used in a railway vehicle to operate an air compressor such as a brake machine 100126540 201210871. Further, the air compressing device 1 is provided, for example, on each of the vehicles in which the railway vehicle is assembled. The air compressing device 1 shown in Fig. 1 includes a storage box 11, a compressor 12, a compressor drive unit 13, a coupler 14, a coupler case 15, a cooling fan 16, an aftercooler 17, an air intake unit 18, and an original Air reservoir (air reservoir in the present embodiment) 19, oil supply path 20, oil recovery unit 21, oil separation element 22, water oil separator 23, dehumidifier 24, oil cooler 25, temperature switch (this) The temperature sensor 26 in the embodiment, the pressure sensor 27, the oil temperature adjustment valve 28, the exhaust valve 29, the control device 30, and the like are configured. Then, the air compressing device 1 is configured such that the air sucked from the air intake unit 18 is compressed by the compressor 12 and cooled by the aftercooler 17, and then stored as compressed air in the raw air reservoir 19. Further, the air compressing device 1 is configured to include an oil supply path 20, an oil recovery device 21, an oil separating element 22, a water/oil separator 23, an oil cooler 25, and the like, and compresses the air with oil from the compressed air. A device that separates oil to produce compressed air. Thereby, it is configured to remove the heat of compression and seal and lubricate with the oil film. Hereinafter, each constituent element of the air compressing device 1 will be described in detail. The storage box 11 serves as a storage compressor 12, a compressor drive unit 13, a coupler case 15, a cooling fan 16, an aftercooler 17, an oil supply path 20, an oil recovery unit 21, an oil separation element 22, and a water and oil separator. 23. A box-shaped frame such as a dehumidifier 24, an oil cooler 25, and a control device 30 is provided. Then, at 100126540 8 201210871, the storage box li is provided with an air intake portion ι8 at the wall portion thereof. The air suction portion 18 provided in the storage box 11 is provided as a mechanism for sucking air (external air) compressed by the compressor 12, and is formed to communicate with the compressor 12. Then, the air intake portion 18 is provided with a suction dam 18a for suppressing the passage of dust such as dust or the like when the sucked air passes. Further, in the storage box 11, the filter portion 31 is provided in a wall portion on the upstream side of the flow of the cooling process gas generated by the cooling fan 16. This filter 4 31 is provided, for example, as a wire mesh attached to the storage box u. Then, by the rotation of the cooling fan 16, the outside air of the cooling air is sucked through the filter U 31. Further, in the Fig. J towel, the flow of the air in the state of being dried or dried by the P-rolling is indicated by a thick arrow in the state of only (4). Further, the flow of air containing oil droplets, water droplets, and water vapor is indicated by a thick arrow in the state of hatching with hatching, and the flow of oil is indicated by thin arrows. Six (4) outside the box U, is equipped with a raw air reservoir Μ. The raw gas storage 19 is configured to have an air tank, and the air compressor 12 is compressed and the oil is separated by the oil recovery unit 21 to accumulate the cooled compressed air. Here, the original air 19 is stored in the second place. The pressure sensor 27 is provided as a sensor for detecting the air pressure of the original space (i.e., the pressure accumulated in the original air storage air). Then, the pressure sensing; 100126540 9 201210871 is a signal connection to the control device 30, and a signal of the pressure value detected by the pressure sensor 27 is input to the control device 30. The compressor 12 is configured to communicate with the air intake portion 18 and compress the air taken in from the outside through the air suction portion 18. Further, the compressor 12 is configured to communicate with the air intake portion 18 via a suction valve 32 integrally formed in the compressor body. The suction valve 32 is configured to include a valve body, a valve seat that can press and disengage the valve body, and a spring that energizes the valve body in a direction in which the valve seat is pressed. Then, the compressor 12 is operated to make the compressor 12 side a negative pressure, and the pressure of the outside air causes the valve body to be separated from the valve seat against the spring force of the spring, so that the air is sucked into the compressor 12. Further, the compressor 12 is provided as, for example, a spiral air compressor having a pair of screw shafts that rotate in opposite directions to compress air. In the interior of the compressor body in which the solenoid shaft is disposed, the pressure of the air rises from the portion communicating with the suction valve 32 to the portion communicating with the oil recovery unit 21. Further, in the present embodiment, the case where the compressor 12 is provided as a spiral air compressor has been described as an example, but this is not the case. The compressor 12 may be provided as a rolling air compressor or a reciprocating air compressor that transmits and drives a rotational driving force from the compressor driving unit 13 to be driven by a reciprocating driving force via a crankshaft. The compressor drive unit 13 has an electric motor 13a and is provided as a drive mechanism for the rotary drive compressor 12. Further, the electric motor 13a is configured to operate by controlling the power supply by a drive device 100126540 10 201210871 (not shown) based on a command signal from the control device 30. Further, in the present embodiment, the compression and fine movement portion 13 may be provided as a drive mechanism in which only the electric drive section is provided, and the drive mechanism may be omitted. It is provided as a motor with a reducer connected to the electric (four) m-speed machine section. The a / and the link 14 are configured to drive the compressor and transmit the driving force of the pressure/drive unit 13 to the pressure coupling. The coupler case 15 is disposed between the compressor and the compression-° P13 as a two-chamber t-body and is disposed between the compressor and the compressor drive unit 13 Combine. The cooling air 16 is attached to the compressor drive unit 13 at the end opposite to the side to which the joint and the mouthpiece 15 are coupled. The cooling fan μ is disposed as an axial fan, and includes a propeller portion and a cylindrical outer portion (not shown) provided around the propeller portion. Then, the cooling fan 16 is disposed such that the driving force of the rotating shaft of the electric motor I3a is transmitted to the propeller portion on the opposite side of the coupling side. In this manner, the cooling fan 16 is rotationally driven by the driving force from the electric motor 13a, whereby the flow of the cooling air is generated by the air taken in from the filter unit 31. Further, in the present embodiment, the case where the cooling fan 16 is an axial fan is exemplified, but the cooling fan of another type such as a multi-blade fan may be used. The aftercooler 17 is provided as a heat exchanger that cools the compressed air compressed by the compressor 2 and has a heat of 100126540 11 201210871 remaining. Thereafter, the cooler 17 is disposed on the upstream side of the flow of the cooling air generated by the cooling fan 16 with respect to the cooling fan 16' (further, FIG. 1 is a system diagram schematically shown, and is not specific to the storage box 11 The configurator of the inner after cooler 17). Thereby, the aftercooler 17 cools from the outside by the cooling air generated by the cooling fan 16 and cools the compressed air passing through the inside of the aftercooler 17. Further, the 'aftercooler 17' is formed integrally with an oil cooler 25 to be described later. Further, the rear cooler 17 may be disposed on the downstream side of the flow of the cooling air generated by the cooling fan 16 with respect to the cooling fan 16. The oil recovery unit 21 is configured to include an oil-containing compressed air discharge path 21a and a tank 21b. The oil-containing compressed air discharge path 21a is provided as a path that communicates with the compressor 12 and the oil tank 21b. The compressed air compressed by the compressor 12 along with the oil is induced 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 recovered. Oil tank 21b. Further, a discharge unit 33 is provided in the discharge portion in the oil tank 21b of the oil-containing compressed air discharge path 21a. When the compressed air with oil is induced through the oil-containing compressed air discharge path 21a and ejected from the discharge portion, the separator 33 separates the oil from the compressed air, and the inside of the oil tank 21b is scattered while the gravity is lowered. It is recovered into the oil tank 21b. Then, the inside of the oil tank 21b is in a state in which the recovered oil 34 is stored. The temperature switch 26 is provided as a temperature sensor that detects the temperature of the oil 34 in the oil tank 21b, that is, the oil temperature of 100126540 12 201210871. Based on the detection result of the temperature switch 26 as the temperature sensor, it is judged whether or not the oil temperature in the oil tank 21b is less than the predetermined temperature at which the control unit 30 is in the control operation state. Then, the temperature switch 26 is configured to output the control device %, for example, when the temperature detected by the temperature switch %, that is, the detected temperature, is less than the predetermined temperature of the oil temperature in the oil tank 21b and is equal to or higher than a predetermined temperature. Switch (four) switch. Further, in the temperature switch 26, in order to suppress the occurrence of chattering in the vicinity of a predetermined temperature, the difference between the turn-on signal temperature and the turn-off signal turn-off temperature may be appropriately set. Further, it is also possible to use temperature sensing H which is formed in a form other than the temperature switch. For example, it is also possible to use a temperature sensing H configured to output a signal for detecting the temperature to the & device 3G, and to determine whether the state is below a predetermined temperature based on the signal of the detected temperature in the (4) device 3G towel. . The oil supply path 20 is provided to communicate with the oil tank of the oil recovery unit 21 and the compressor 12' and is provided as a path for supplying oil from the oil tank: to the compressor i2. The oil supply path 20 is configured to communicate with the compressor body of the compressor 12, and communicates with the suction side that communicates with the suction valve 32, that is, the low pressure side where the pressure is low. Further, the oil supply path 2G is configured to communicate with the tank jaws at a position lower than the oil level of the oil 34 in the oil tank 21b. Since the oil supply path 20 is communicated with the compressor 12 and the oil tank 2ib in this manner, the compressed air discharged from the oil-containing compressed air discharge path 2U lowers the oil level of the oil 34, and supplies the compressor 12 via the oil supply path 20. oil. Further, in the middle of the oil supply path 20, 100126540 13 201210871, the oil filter 20a as a filter element is disposed, and it is possible to prevent the supply of impurities (for example, scum-like substances aggregated by the deteriorated oil) in the oil tank 21b. To the compressor 12. The oil separating element 22 is disposed on a path connecting the oil tank 21b of the oil recovery unit 21 and the aftercooler 17, and is configured to be further provided with compressed air that has been compressed from the compressor 12 along with the oil and passed through the oil recovery unit 21. The filter element that separates the oil. In this oil separating element 22, the fine oil droplets which are not recovered by the oil recovery unit 21 are separated from the compressed air. Further, the oil separating element 22 is provided to extend the compressor connecting passage 35 toward the compressor 12 or the suction valve 29. The compressor connecting passage 35 is disposed to communicate with a lower portion of the inside of the outer casing portion of the oil separating member 22 and the compressor 12, and is configured to be supplied to the oil separated by the oil separating member 22 by compressed air. Compressor 12. Further, on the compressor connecting passage 35, a throttle for suppressing the passage of compressed air is provided. Further, in the path connecting the oil separation element 22 and the aftercooler 17, a pressure-retaining check valve 36 that allows compressed air having a predetermined pressure or higher to pass toward the aftercooler 17 side is provided, and the pressure of the compressed air is set. The relief valve 37 is used to release compressed air to the outside when the pressure is excessive. The oil cooler 25 is provided to communicate with the oil tank 21b side of the oil supply path 20 and the compressor 12 side, and is provided as a heat exchanger that can cool the oil in the oil tank 21b and supply it to the oil supply path 20. As described above, the oil cooler 25 is formed to be integrated with the aftercooler 17. Further, the oil cooler 100126540 14 201210871 25 is disposed on the upstream side of the flow of the cooling air with respect to the cooling fan 16 (further, Fig. W is a system diagram schematically shown, and is not specifically oil-cooled in the storage box. Part of the franchise 25). Then, the oil passing through the inside of the oil cooler 25 is cooled by cooling the oil cooler from the outside by the cooling air generated by the cooling fan 6. Further, the oil cooler 25 may be disposed on the downstream side of the flow of the cooling air with respect to the cooling fan 16. As described above, the oil cooler 25 is provided to communicate with the oil supply path I at two positions on the side communicating with the oil tank 21b and on the side communicating with the compressor 12. Thereby, the oil cooler 25 is configured to introduce and cool one of the oil flowing from the oil tank 21b into the oil supply path 2 via the oil passage 38a branched from the oil supply path 2, and to cool the cooled oil. The oil path 38b is returned to the oil supply path 20. Further, the flow of the oil returning to the oil supply path 20 by the cooling by the oil cooler is performed by lowering the compressed air discharged from the oil-containing compressed air discharge path 21a against the oil surface of the oil 34. Further, at a position where the oil supply path 20 communicates with the oil passage 38a, an oil temperature adjustment valve that can switch the inlet of the oil toward the oil passage 38a to the communication position and the interruption position of the interruption state is provided. 28. The oil temperature regulating valve 28 is constituted, for example, as a self-contained valve mechanism that operates by changing a volume of wax or a bimetallic mechanism according to temperature, and is configured not to correspond to the control of the control device 30. The oil temperature in the oil tank 21b operates independently, that is, the oil temperature adjusting valve 28 is configured to independently switch to the above-mentioned communication position and the blocking position corresponding to the oil temperature in the fuel tank 21b 100126540 15 201210871. The adjustment valve 28 is configured to adjust the oil temperature in the oil slab 21b in accordance with any of the conditions in the oil tank 21b, switching to the state in which the oil is circulated in the oil cooler 25, and the state in which the oil is not circulated. Furthermore, by the operation of the oil frosting 28, the oil temperature in the fuel tank jaws is controlled to exceed the temperature of the enthalpy temperature to prevent oxidation of the oil due to excessive oil temperature. The water and oil separation 11 23 series is disposed in the communication and then cools the II π and the dehumidifier 24 on the path 1 and is configured to have a plurality of passes that separate the moisture and the oil in the compressed air cooled by the aftercooler η after use. Elements. In the water oil separator 23, the water is separated from the air, and the oil which is not separated in the oil separation element 22 is separated from the compressed air.
者，於水油用分離器23中被分離之水分及油分，係自排放 閥39排出。 I 排氣閥29係作為可將通過油回收器21及後冷卻器^之 壓縮空氣排放至外部之閥而構成，例如作為電磁閥而設置。 此排氣閥2 9係構成為根據來自控制震置3 〇之指令作號 作。然後’排氣闕29係構成為藉由成為激磁狀態二作 開間將壓縮空氣排放至外部’並藉由成為消磁狀態而停止農 運作，透過閉闕停止將壓縮空氣對外部之排放。再者，於排 亂閱29停止運作而閉闊之狀態下，通過油回收器2 卻器Π之壓縮空氣，係經由水油用分離器]及除濕器^ 100126540 201210871 被送出至原空载儲存器19而加以蓄積。 除濕器24係配置於水油用分離器23與原空氣儲存器 之間，其構成為具備有包含對利用水油用分離器U將水八 及油分分離之壓縮空驗—錢行除社朗劑的過^ 要素、或進行中空纖維膜方式之除濕之過濾器要素。於此: 濕器24中’對要送出至原g氣儲存器19之壓縮空氣進行= 後之除濕。再者’於自除濕器24連通至原空氣儲存器Μ 之路徑上，係設置有容許既㈣力以上之壓縮空氣朝原空氣 儲存器19側通過之逆止閥40。 ；； 制裝置而設置。然後，此控制裝置3〇， 未圖示之 ’例如構成為具備有The moisture and oil separated in the water-oil separator 23 are discharged from the discharge valve 39. The exhaust valve 29 is configured as a valve that can discharge compressed air passing through the oil recovery unit 21 and the aftercooler to the outside, and is provided, for example, as a solenoid valve. The exhaust valve 29 is configured to be numbered according to an instruction from the control set. Then, the "exhaust gas enthalpy 29 is configured to discharge the compressed air to the outside by the oscillating state 2, and the agricultural operation is stopped by the degaussing state, and the discharge of the compressed air to the outside is stopped by the closing. In addition, in the state in which the exhausting operation 29 is stopped and the operation is closed, the compressed air passing through the oil recovery device 2 is sent to the original no-load storage via the water-oil separator] and the dehumidifier ^ 100126540 201210871. The device 19 accumulates. The dehumidifier 24 is disposed between the water oil separator 23 and the raw air reservoir, and is configured to include a compression air test for separating the water and the oil by using the water and oil separator U. The element of the agent or the filter element for dehumidification by the hollow fiber membrane method. Here, in the humidifier 24, the compressed air to be sent to the original g gas reservoir 19 is subjected to dehumidification. Further, in the path from the dehumidifier 24 to the original air reservoir ,, a check valve 40 that allows the compressed air of the (four) or more force to pass toward the original air reservoir 19 side is provided. ;; Set the device. Then, the control device 3', not shown, is configured to have
控制裝置3G係構成為可接收來自溫度開 才二制裝置30係作為控制空氣壓縮裝置丨之運轉狀熊之抑 體、界面1 收發信號。 關26之信The control device 3G is configured to receive a response from the temperature-sensing device 30 as a control bear for controlling the air compression device, and to transmit and receive signals on the interface 1. Off 26 letter
5虎、及來自：1^-、:目丨丨疮也名/i·*» _|_ 27之信號。 之運轉而控 控制排氣閥5 tiger, and from: 1 ^-,: acne is also known as /i·*» _|_ 27 signal. Control and control of the exhaust valve
控制裝置 之檢測結果 氣運轉模式， 100126540 17 201210871 運轉狀態。再者，正常運轉模式及暖氣運轉模式之切換，係 根據以溫度開關26所檢測之溫度即以檢測溫度及由壓力感 測器27所檢測之空氣壓力之壓力值即檢測壓力值，於控制 裝置30中所進行。 正常運轉模式係構成為當壓力感測器27之檢測壓力值 (即，原空氣儲存器19之空氣壓力）未滿既定之第1壓力值 時使壓縮機12運作，同時當上述檢測壓力值成為高於第1 壓力值之既定之第2壓力值以上時使壓縮機12之運作停止 之運轉模式。即於正常運轉模式下，當檢測壓力值未滿預先 所設定之第1壓力值時，根據來自控制裝置30之指令信號， 開始電動馬達13a之運轉且使壓縮機12運作而進行壓縮空 氣之生成。此時，排氣閥29係消磁而於停止運作之狀態下 維持閉閥狀態，而所生成之壓縮空氣係蓄積於原空氣儲存器 19中。然後，當檢測壓力值上升，成為預先所設定之第2 壓力值(例如880 kPa)以上時，根據來自控制裝置30之指令 信號，停止電動馬達13a之運轉而使壓縮機12停止，並使 壓縮空氣朝向原空氣儲存器19之壓縮空氣之蓄積停止。 於藉由鐵道車輛之制動機器等之空壓機器之運作而消耗 蓄積於原空氣儲存器19之壓縮空氣而使原空氣儲存器19 内之空氣壓力下降時，如上述之藉由進行在正常運轉模式下 之運轉使壓縮機12運作，就會進行壓縮空氣向原空氣儲存 器19之蓄積。然後，於正常運轉模式下，壓縮機12將根據 100126540 18 201210871 運^ 9之錢壓力下降之狀㈣間歇性地重複 運作二可隨時謀求原空氣儲存器19之空氣壓力之恢復 另一方面’日友氣運轉模式係構成為當溫度開關26之檢測 溫度（即油箱21b内之油溫）未滿既定之溫度且 器 27之檢測壓力值為上述之第2壓力值以上時，使壓:機Γ2 =同__29運作，使壓縮空氣排放至外部。^ 田m皿度未錢&之溫度且檢測壓力值為第2壓力值以 上時’以暖氣運轉模式控制運轉狀態，使藉由_機u之 運作所生成之壓縮空氣經過油回收器21及後冷卻器^後， 不蓄積於原空氣儲存器19中而自減閥29排放至外部。 如上述’於油箱21b内之油溫較低之狀態下，藉由以暖氣 運轉模式進行運轉，利用壓縮機12之空氣之壓縮所產生之 熱使油/mL上升，稭此可避免油34之乳化(einulsion)之發生。 即’鐵道車輛用空氣壓縮裝置1由於通常運轉率較低，故相 較於無暖機運轉模式時’有暖機運轉模式時可縮短油溫為較 低之狀態之時間。其結果’可避免或在早期就解決油34發 生乳化(emulsion)之情形。再者，控制裝置30可根據來自溫 度開關26之開關信號（即根據溫度開關26之檢測結果），判 斷檢測溫度是否為未滿上述既定之溫度之狀態。 又’控制裝置30係構成為在暖氣運轉模式下當控制運轉 狀態中壓力感測器27之檢測壓力值未滿上述第1壓力值 時，無關於溫度開關26之檢測溫度均切換至正常運轉模式 100126540 19 201210871 以控制運轉狀態。即，即便在暖氣運轉模式下之運轉中，當 產生原空氣儲存器19内之空氣壓力下降之情形時，亦以向 原空氣儲存器19進行壓縮空氣之供給之方式進行向正常運 轉模式之切換。然後，於此情形，控制裝置30係以於停止 排氣閥29之運作而閉閥之狀態下使壓縮機12運轉而使壓縮 空氣蓄積於原空氣儲存器19之方式控制運轉狀態。 又，控制裝置30係構成為在暖氣運轉模式下控制運轉狀 態當壓力感測器27之檢測壓力值成為高於上述第2壓力值 之既定之第3壓力值以上時，無關於溫度開關26之檢測溫 度均切換至正常運轉模式以控制運轉狀態。即，即便在暖氣 運轉模式下之運轉，當原空氣儲存器19内之空氣壓力過度 上升時，為避免排氣閥29發生故障而以無法開閥之狀態（維 持閉閥狀態之狀態）繼續在暖氣運轉模式下之運轉，將進行 向正常運轉模式之切換。 接著，針對上述空氣壓縮裝置1之運作進行說明。首先， 針對於空氣壓縮裝置1中進行在正常運轉模式下生成壓縮 空氣之運轉之狀態進行說明。於此狀態下，首先藉由利用壓 縮機12之運作所產生之負壓自空氣吸入部18吸入為外部空 氣之空氣。然後，藉由所吸入之空氣之壓力使此被吸入之空 氣通過開啟狀態之吸入閥3 2，而流入壓縮機12内。此時， 如上所述，自油供給路徑20將油供給至壓縮機12，於壓縮 機12内使被吸入之空氣隨著油一起被壓縮。 100126540 20 201210871 隨著油一起被壓縮之壓縮空氣，係通過含油壓縮空氣喷出 路徑21a，進一步經由分離機33喷出至油箱21b内。又， 由分離機33自壓縮空氣所分離之油，係回收至油箱21b内。 此被回收之油，係經由油供給路徑20對壓縮機12進行供 給。即，油係於油回收器21及壓縮機12之間進行循環。又， 若油箱21b内之油34之油溫上升且達到既定之高溫之狀 態，則油溫調整閥28就會自遮斷位置切換至連通位置，並 利用油冷卻器25進行油之冷卻。 被喷出至油箱21b内之壓縮空氣，係通過油分離元件22, 進一步將油進行分離。然後，通過油分離元件22之壓縮空 氣，係誘導至後冷卻器17，並利用後冷卻器17進行冷卻。 而且，由後冷卻器17所冷卻之壓縮空氣，係利用水油用分 離器23分離水分及油分，並利用除濕器24進一步進行除 濕，並蓄積於原空氣儲存器19中。 接著，針對藉由控制裝置30控制運轉狀態之空氣壓縮裝 置1之運轉模式之切換流程，一面參照圖2及圖3所示之流 程圖一面進一步進行說明。若根據來自上位之控制器之指令 信號使空氣壓縮裝置1開始運轉，則於控制裝置30中，將 根據溫度開關26之檢測結果，判斷油箱21b内之油溫是否 未滿既定之溫度（步驟S101)。 若利用控制裝置30判斷出油箱21b内之油溫並非未滿既 定之溫度（即油溫為既定之溫度以上）(步驟S101、否），則如 100126540 21 201210871 圖2所示，將轉變至正常運轉模式下之運轉（步驟S102〜 S108、S110〜S112)。另一方面，若利用控制裝置30判斷出 油箱21b内之油溫未滿既定之溫度（步驟S101、是），則如圖 3所示，將轉變至暖氣運轉模式下之運轉（步驟S201〜 S208)。再者，於圖2中，關於正常運轉模式之流程係以虛 線包圍而表示。又，於圖3中，關於暖氣運轉模式之流程係 以虛線包圍而表示。 如圖2所示，就正常運轉模式而言，首先，利用控制裝置 30判斷原空氣儲存器19内之空氣壓力（即壓力感測器27之 檢測壓力值）是否為第3壓力值以上（步驟S102)。然後，當 原空氣儲存器19内之空氣壓力未滿第3壓力值時（步驟 S102、否）進一步利用控制裝置30判斷原空氣儲存器19内 之空氣壓力是否未滿第1壓力值（步驟S103)。再者，針對當 空氣儲存器19内之空氣壓力為第3壓力值以上時（步驟 S102、是），如後述利用與暖氣運轉模式之流程之關係進行 說明。 當原空氣儲存器19内之空氣壓力並非未滿第1壓力值（即 空氣壓力為第1壓力值以上）時（步驟S103、否），原空氣儲 存器19内之空氣壓力係充分地確保之狀態，且重複步驟 S101之後之處理。另一方面，當原空氣儲存器19之空氣壓 力未滿第1壓力值時(步驟S103、是），控制裝置30係停止 排氣閥29之運作而設為閉閥狀態（步驟S104)，且使壓縮機 100126540 22 201210871 12進行運作（步驟Sl〇5)。然後 氣塵力未滿第Μ力值之期以存H 19内之空 腿、否）。藉此，當原空氣錯存哭2歲」2繼續運作(步驟 1壓力值時，至空_力達到第二空氡壓力未滿第 機12所生成之_空氣 值為止，使藉由㈣ 芸屌办夯抑产时 原二祝館存器19之蓄積。 右原工乳錯存則9内之空氣屬力成 畜積 驟遲、是 =Τ(步驟S1°7)。此在正常運轉模二： 裝置30之期制1之運轉停止指令之信號發送至控制 J ^由相21b内之油溫超過既定之溫度時繼 續進盯(步驟S1〇1〜Sl〇8)。又，若在控制裝心接收到來 自上位之控制器之運轉停止指令之信號(步驟si〇8、是)，則 空乳㈣裝置1之各機器之運作將會停止，並停 裝置1之運轉（步驟Sl〇9)。 孔&細 又’若於上述之步驟S101中判斷出油箱训内之油溫 滿既定之溫度（步驟咖、是），則轉變至圖3所示之在暖氣 運轉模式下之運轉(步驟S2G1〜S2Q8)。此時，首先，利用控 制裝置3G判斷原空氣儲存器19内之线壓妓否未滿第^ 壓力值(步驟S201)。織’當原空氣儲存器19内之空氣壓 力未滿第1壓力值時(步驟S201、是），原空氣儲存器㈣ 之空氣壓力為不足之狀態，將切換至圖2所示之正常運轉模 式，並進行步驟S102之後之處理。 100126540 23 201210871 當判斷出原空氣儲存器19内之空氣壓力並非未滿第丄壓 力值（即空氣壓力為第1壓力值以上）時(步驟讀、否），進 -步利雜制裝置3G判斷原空氣儲存器_之空氣壓力是 否為第2 Μ力值以上(步驟S2G2)。當判斷出原空氣儲存: 19内之空氣壓力並非為第2壓力值以上（即空氣壓力未滿第 2壓力值）時（步驟S202、否），不進行壓縮機12之運轉而重 複步驟S101之後之處理。 田J呵原工氣儲存加〈父軋璺力為 2壓力值以上時(步驟S202、是），控制裝置3〇係將排氣 29設為激磁狀態並使其運作並設為開閥狀態（步驟S 而使壓縮機12運作（步驟S2G4)。然後，判斷原空氣 =内之空氣壓力是否為第3壓力值以上（步驟伽5)十 —力為第3壓力值以上時(步驟咖、是） 運轉模式’並進行步驟_2 至正书 ㈣之空氣壓力並非為第3=處理。當原空氣物 3 Μ心以 _上（㈣錢力未滿第 3 [力值)時(步驟·、否），進—步判斷衫氣 Γ空氣壓力是否未滿第1壓力值(步驟㈣Μ原空氣儲 存器19内之空氣嚴力失、、装楚，两丄 孔1禮 4力未衫1㈣值之情_(步驟S206、 疋。刀換至正;^運轉极式，並進行步驟si〇2之後 、於步驟S206中’當判斷出原空氣儲存器19内之。 並非未滿第1壓力值（即办翁颅 S206以^ 為第1壓力值以上)時(步驟 6、否），右無來自上位之控制器之運轉停止指令之信號 100126540 24 201210871 ==控制裝置尋驟謝、否）’則重複步驟伽 於原空氣儲存器19内之空氣壓力未滿第3壓 未發送至期間，只要運細 _空氣排態下-面 運作繼續進行（料S2(U 12之 只連仃驟S2〇4〜S2〇7)。藉此， 縮所產生之熱使油溫上升，可避免油34之乳之壓 :步驟咖5中當判斷出原 二 壓力為第3壓力佶，v u π士， 7空虱 刀值U上時（步驟S2〇5、异） 讀之後在正常運轉模式下之處理。然後上 <驟進=步驟 當判斷出原空氣错存 ，二驟⑽中 (步驟S102、是），則“ 从力為第3壓力值以上 閉間狀態，將自控上=氣間29是否發生故障而處於 2〇 pep. 、置30對排氣閥29輸出用以使棑$ „ 9:、閥之運作停止指令(步驟S110)。 排乳閥 若進行上述步驟Sl1〇 之指令信號使壓縮機12 ::;二：會根據控制裳置3。 原空氣儲存器19内之1 =停止(步驟SU1)。然後’於 之期間（即空氣麗力為第二^力並非未滿第1麗力值之狀態 r停繼續進行(==):-空氣儲存ϋ】9内之空氣^土 $方面，若原 是)，就會進行步驟第1壓力值(步驟仙、 令信號未發送錢健置3 ^處理。藉此’若運轉停止指 „ (步驟誦、否），則經由步驟 25 201210871 (S101 〜S104)或步驟(sun、S201、S102〜S104)之卢里 行步驟S105之後之處理，直至原空氣儲存 处 進 土 态19内之空氣壓 力達到第2壓力值為止，將可謀求壓縮空氣向原 19之蓄積（步驟S105、si〇6)。 子益 又，於步驟S206中當判斷出原空氣儲存器19内扣产 力未滿第1壓力值時(步驟S206、是），如上述，二氣壓 S102之後在正常運轉模式下之處理。然、、、行乂驟 之處理’於步驟S i。3中當判斷出原空氣儲存器：:驟S: 壓力未滿第i壓力值(步驟sl〇3、是）， 之空氣 之後之處理。藉此，直至原空氣儲存^會内進行步驟㈣ 611丁命内之办名 到第2壓力值為止，可謀求壓縮空氣向原 ^^力達 蓄積（步驟S105、S106)。 ’、工子益19之 又，於暖氣運轉模式下，在原空氣儲存器19内之办 力未滿第3壓力值同時為第1壓力值以斤 二軋壓 行之期間（步驟S204〜S2G7)，若控制f ^運轉繼績進 J衣直30接收到來 位之控制器之運轉停止指令之信號（步驟S207、3 上 29 後，於I氣壓縮裝置1中之各機器之 '、、、、 裝置1之運轉停止（步驟S109)。 使二氣壓縮 於此’針對空氣㈣裝置i之運_式切換之料，一 參照為例示空氣壓縮裝置丨之運作之 y，" 面 一面、隹a 寻序圖之模式圖的圖4 100126540 面進—步進行說明。圖4係針對原空氣儲存器Μ内之空 26 201210871 氣壓力之變化（圖中以「空氣壓力」之標示所表示之圖表）、 壓縮機12之狀態之變化（圖中以「壓縮機」之標示所表示之 圖表）、排氣閥29之指令信號之狀態之變化（圖中以「排氣 閥指令」之標示所表示之圖表）、及油箱21b内之油溫之檢 測狀態之變化（圖中以「油溫下降檢測」之標示所表示之圖 表）伴隨時間之經過所例示之模式圖。 再者，於圖4之「空氣壓力」之圖表中，係表示自低壓侧 之第1壓力值附近涵蓋至高壓側之第3壓力值附近為止之壓 力區域之空氣壓力。又，於「壓縮機」之圖表中，係表示壓 縮機12為運作狀態或為停止狀態。又，於「排氣閥指令」 之圖表中，係表示對排氣閥29為輸出運作（開閥）之指令之 狀態、或為輸出停止（閉閥）之指令之狀態。又，於「油溫下 降檢測」之圖表中，係表示溫度開關26所檢測出之油箱21b 内之油溫未滿既定溫度之狀態為檢測出之狀態（圖中以「檢 測出」表示）或油溫未滿既定溫度之狀態為未檢測出之狀態 (圖中以「未檢測」表示）。 圖4之時序圖，係例示原空氣儲存器19之空氣壓力自未 滿第1壓力值之狀態發生變化之情形。於此狀態下排氣閥 29係停止（閉閥）且為壓縮機12運作之正常運轉模式。因 此，隨時間之經過原空氣儲存器19之空氣壓力將會上升。 然後，若原空氣儲存器19之空氣壓力達到第2壓力值，則 藉由控制裝置30之控制，停止壓縮機12之運作。於原空氣 100126540 27 201210871 儲存器19内之空氣壓力達到 輛之制動機器等由空屋機器所 值後，伴隨著鐵道車 原空氣儲存器19内之空氣壓:之壓縮空氣之消耗’將使 刀得續下降。 右猎由因空壓機器消耗壓縮空^ 之空氣>1力下降並未滿第〗:而使原空氣儲存器19内 始運作，直至達到第2塵力值為止則麼縮機】2將再次開 氣儲存器19之蓄積。然德 將進行壓縮空氣向原空 力值之時點，若檢測出油箱21b内、I於達到第2壓 狀態’則運轉模式將自正常運轉桓=油溫為未滿既定溫度之 此時，將對排氣閥29輸出料广切換至暖氣運轉模式。 29運作而將壓縮空氣排放至外部―)指令’—面使排氣閥 而進行暖氣運轉。此時，若⑼二面使壓縮機U繼 續運作 之消耗，則原空氣儲存^9、内=機器所導致之壓縮空氣 力值。 二軋壓力將維持於第2壓 於上述在暖氣運轉模式下之 之壓縮空氣之消耗開始，則原空^若因空壓機器所導致 就會開始下降。於此狀態W 19内之空氣壓力 運作，且排氣間29在運作（門^機12係繼續暖氣運轉之 轉)狀態下繼續進行在暖氣運 广 轉域在暖乳運轉模式下之運轉中若原空 軋儲存器19内之空氣壓力未滿 ’、 七 鸣弟1 Μ力值，就會切換至正 =轉模式’對排氣闊29輸出停止（閉闕）指令，並於排氣 閥Μ停止運作之狀態下使壓缩_運作，而進行使壓縮空 100126540 28 201210871 氣向原空氣儲存器19之蓄積。 於圖4中，在上述狀態下，係例示排氣閥29發生故障且 無關於來自控制裝置30之指令信號使排氣閥29維持閉閥之 狀態之情形。此時，若檢測出油箱21b内之油溫為未滿既定 溫度之狀態，則於原空氣儲存器19之空氣壓力達到第2壓 力值之階段時，自控制裝置30向排氣閥29輸出運作（開閥) 指令以進行向暖氣運轉模式之切換。然而，因排氣閥29發 生故障而維持閉閥狀態，故伴隨著用以暖氣運轉之壓縮機 12之運作，使原空氣儲存器19内之空氣壓力超過第2壓力 值而過度上升。 於空氣壓縮裝置1中，在上述情形時，若原空氣儲存器 19内之空氣壓力達到第3壓力值，則進行向正常運轉模式 之切換，並停止壓縮機12之運作，而防止原空氣儲存器19 内之空氣壓力超過第3壓力值之過度上升。再者，此時排氣 閥29雖然發生故障而處於閉閥狀態，但自控制裝置30對排 氣閥29輸出停止（閉閥）指令。然後，如上述在切換至正常 運轉模式以後，在因空壓機器所導致之壓縮空氣之消耗的同 時若原空氣儲存器19内之空氣壓力下降且空氣壓力未滿第 1壓力值，則進行在正常運轉模式下之壓縮機12之運作， 而進行壓縮空氣向原空氣儲存器19之蓄積。 如以上所說明，根據本實施形態，作為於壓縮帶油之空氣 後自壓縮空氣中將油分離而生成壓縮空氣之裝置所構成的 100126540 29 201210871 鐵道車輛用空氣壓縮 30以正常運編’係#由控制裝置 制。然後，當原空氣儲存n19/^m核式進行控 未滿既定之第lm力值 广…即娜力值 積於原空氣儲存⑽中，、喊12運作且使壓縮空氣蓄 2㈣值以上時以峨機並:== 直成為更高壓之第 常運轉模^下之運轉。另τ权方式進行在正 即檢測溫度未滿既定之1日/當油回收器21内之油溫 以上時，以-面經壓力值成為第2壓力值 使壓縮機12運作之方式進使㈣空氣排放至外部一面 ^ 方式進仃在暖氣運轉模式下之運轉。因 此，當原空^存器19内之空氣壓力下降時，在正常運轉 模式下，優^，㈣縮空氣向原空氡科器⑺之蓄積。 另一方面’：運二原空氣儲存器19内之空氣愿力且油溫較 低時’在暖乳轉镇式下’藉由空氣之墨縮所產生之执使油 溫上升將#^之乳化之發生。藉此，根據鐵道車輛用空 氣壓縮裝ί丨，蜡由暖氣運轉模式可避免油之乳化之發生， 且不需要如專利文獻i所揭示之預熱裝置。然後，藉:不需 要預熱裝Ϊ，⑽制裝置之大型化及複雜化而抑制成本之增 ·γι»·< « 置之大型化 之乳化之鐵 因此，根據本實施形態，可提供一種可抑制裝 及複雜化而抑制成本之增加，同時可避免發生、、由 道車輛用空氣壓縮裴置1。 100126540 30 201210871 又，根據空氣壓縮裝置1，即便於暖氣運轉模式下之運轉 中若原空氣儲存器19内之空氣壓力未滿第1壓力值，則轉 變為正常運轉模式以確實地確保原空氣儲存器19内之空氣 壓力。因此，即便於暖氣運轉模式下之運轉中，亦可確保原 空氣儲存器19内之空氣壓力為既定壓力以上，可確實地防 止於鐵道車輛中向制動機器等空壓機器之壓縮空氣供給之 不足。 又，根據空氣壓縮裝置1，即便於排氣閥29發生故障而 成為閉閥之狀態，且於暖氣運轉模式下之運轉中當壓縮空氣 未排放至外部而使原空氣儲存器19内之空氣壓力成為高壓 之情形時，亦於成為第3壓力值以上時會轉變為正常運轉模 式。因此，即便於排氣閥29發生故障時，亦可確實地防止 原空氣儲存器19内之空氣壓力變為過度之高壓。 以上，雖然已針對本發明之實施形態進行說明，但本發明 並非受限於上述實施形態者，於申請專利範圍所揭示之範圍 内可進行各種變更而加以實施。於本實施形態中，雖然以具 備後冷卻器、油分離元件、水油用分離器、除濕器、及油冷 卻器等構成為例進行說明，但針對此等構成，但亦可不需具 備。又，於本實施形態中，雖然以於收容箱中收容有壓縮機、 油回收器等各機器之形態為例進行說明，但亦可不必為此形 態。 (產業上之可利用性） 100126540 31 201210871 本發明可廣泛地應用於設置於鐵道車輛上且生成此鐵道 車輛所使用之壓縮空氣之鐵道車輛用空氣壓縮裝置。 【圖式簡單說明】 圖1係模式性地表示本發明之一實施形態之鐵道車輛用 空氣壓縮裝置之系統構成之系統圖。 圖2係用以說明圖1所示之鐵道車輛用空氣壓縮裝置之運 作之流程圖。 圖3係用以說明圖1所示之鐵道車輛用空氣壓縮裝置之運 作之流程圖。 圖4係為說明圖1所示之鐵道車輛用空氣壓縮裝置之運作 而例示之時序圖之模式圖。 【主要元件符號說明】 1 鐵道車輛用空氣壓縮裝置 11 收容箱 12 壓縮機 13 壓縮機驅動部 13a 電動馬達 14 聯結器 15 聯結器箱 16 冷卻風扇 17 後冷卻器 18 空氣吸入部 100126540 32 201210871 18a 吸入過濾器 19 原空氣儲存器（空氣儲存器） 20 油供給路徑 20a 油過濾器 21 油回收器 21a 含油壓縮空氣喷出路徑 21b 油箱 22 油分離元件 23 水油用分離器 24 除濕器 25 油冷卻器 26 溫度開關（溫度感測器） 27 壓力感測器 28 油溫調整閥 29 排氣閥 30 控制裝置 31 過濾器部 32 吸入閥 33 分離機 34 油 35 壓縮機連通道 36 保壓逆止閥 100126540 33 201210871 37 38a 38b 39 40 安全閥 油路徑 油路徑 排放閥 逆止閥 100126540 34Detection result of control device Gas operation mode, 100126540 17 201210871 Operation status. Further, the switching between the normal operation mode and the heating operation mode is based on the temperature detected by the temperature switch 26, that is, the detected temperature and the pressure value of the air pressure detected by the pressure sensor 27, that is, the detected pressure value, in the control device. Performed in 30. The normal operation mode is configured to operate the compressor 12 when the detected pressure value of the pressure sensor 27 (ie, the air pressure of the original air reservoir 19) is less than the predetermined first pressure value, and when the detected pressure value becomes An operation mode in which the operation of the compressor 12 is stopped when the temperature is higher than the predetermined second pressure value of the first pressure value. That is, in the normal operation mode, when the detected pressure value is less than the first pressure value set in advance, the operation of the electric motor 13a is started based on the command signal from the control device 30, and the compressor 12 is operated to generate compressed air. . At this time, the exhaust valve 29 is demagnetized and maintained in a closed state in a state where the operation is stopped, and the generated compressed air is accumulated in the original air reservoir 19. When the detected pressure value rises to a predetermined second pressure value (for example, 880 kPa) or more, the operation of the electric motor 13a is stopped according to a command signal from the control device 30, and the compressor 12 is stopped and compressed. The accumulation of compressed air of air toward the original air reservoir 19 is stopped. When the compressed air accumulated in the original air reservoir 19 is consumed by the operation of the air compressor such as the brake device of the railway vehicle to lower the air pressure in the original air reservoir 19, as described above, the normal operation is performed. The operation in the mode causes the compressor 12 to operate, and the accumulation of compressed air into the original air reservoir 19 is performed. Then, in the normal operation mode, the compressor 12 will intermittently repeat the operation according to the pressure of the money of 100126540 18 201210871 (4). The air pressure of the original air reservoir 19 can be recovered at any time on the other hand. The friendly operation mode is configured such that when the detected temperature of the temperature switch 26 (ie, the oil temperature in the oil tank 21b) is less than a predetermined temperature and the detected pressure value of the device 27 is equal to or higher than the second pressure value described above, the pressure is made: = Operate with __29 to discharge compressed air to the outside. ^ When the temperature of the field is not the same as the temperature of the second pressure value, the operating state is controlled by the heating operation mode, and the compressed air generated by the operation of the machine u passes through the oil recovery unit 21 and After the aftercooler, it is not accumulated in the original air reservoir 19 and is discharged from the down valve 29 to the outside. As described above, in the state where the oil temperature in the oil tank 21b is low, by operating in the heating operation mode, the oil/mL is increased by the heat generated by the compression of the air of the compressor 12, thereby avoiding the oil 34. The occurrence of emulsification (einulsion). In other words, since the normal air compressor 1 has a low normal operation rate, it is possible to shorten the time when the oil temperature is low in the warm-up operation mode when there is no warm-up operation mode. As a result, the occurrence of emulsion of the oil 34 can be avoided or solved at an early stage. Further, the control device 30 can judge whether or not the detected temperature is below the predetermined temperature based on the switching signal from the temperature switch 26 (i.e., based on the detection result of the temperature switch 26). Further, the control device 30 is configured such that when the detected pressure value of the pressure sensor 27 is less than the first pressure value in the control operation state in the heating operation mode, the detected temperature of the temperature switch 26 is switched to the normal operation mode. 100126540 19 201210871 to control the operating status. That is, even in the operation in the heating operation mode, when the air pressure in the raw air reservoir 19 is lowered, the normal air operation mode is switched so that the compressed air is supplied to the original air reservoir 19. Then, in this case, the control device 30 controls the operation state such that the compressor 12 is operated while the compressed air is stored in the original air reservoir 19 while the operation of the exhaust valve 29 is stopped. Further, the control device 30 is configured to control the operation state in the heating operation mode. When the detected pressure value of the pressure sensor 27 is equal to or higher than a predetermined third pressure value of the second pressure value, the temperature switch 26 is not involved. The detected temperature is switched to the normal operation mode to control the operating state. In other words, even if the air pressure in the original air reservoir 19 rises excessively even in the operation in the heating operation mode, in order to prevent the exhaust valve 29 from malfunctioning, the valve cannot be opened (the state in which the valve is closed) continues. The operation in the heating operation mode is switched to the normal operation mode. Next, the operation of the above air compressing device 1 will be described. First, a state in which the operation of generating compressed air in the normal operation mode is performed in the air compressing device 1 will be described. In this state, air which is external air is first taken in from the air suction portion 18 by the negative pressure generated by the operation of the compressor 12. Then, the sucked air passes through the suction valve 32 in the open state by the pressure of the sucked air, and flows into the compressor 12. At this time, as described above, oil is supplied from the oil supply path 20 to the compressor 12, and the sucked air is compressed together with the oil in the compressor 12. 100126540 20 201210871 The compressed air compressed together with the oil is discharged through the oil-containing compressed air discharge path 21a to the oil tank 21b via the separator 33. Further, the oil separated from the compressed air by the separator 33 is recovered into the oil tank 21b. This recovered oil is supplied to the compressor 12 via the oil supply path 20. That is, the oil is circulated between the oil recovery unit 21 and the compressor 12. When the oil temperature of the oil 34 in the oil tank 21b rises and reaches a predetermined high temperature state, the oil temperature adjusting valve 28 is switched from the blocking position to the communication position, and the oil cooler 25 is used to cool the oil. The compressed air discharged into the oil tank 21b passes through the oil separation element 22 to further separate the oil. Then, the compressed air passing through the oil separating member 22 is induced to the aftercooler 17, and is cooled by the aftercooler 17. Further, the compressed air cooled by the aftercooler 17 separates moisture and oil by the water and oil separator 23, and is further dehumidified by the dehumidifier 24, and is stored in the raw air reservoir 19. Next, the flow of switching the operation mode of the air compressing device 1 for controlling the operating state by the control device 30 will be further described with reference to the flowcharts shown in Figs. 2 and 3 . When the air compressing device 1 starts to operate according to a command signal from the upper controller, the control device 30 determines whether the oil temperature in the oil tank 21b is less than a predetermined temperature based on the detection result of the temperature switch 26 (step S101). ). If it is determined by the control device 30 that the oil temperature in the oil tank 21b is not less than the predetermined temperature (that is, the oil temperature is equal to or higher than the predetermined temperature) (step S101, No), as shown in FIG. 2, as shown in FIG. 2, the transition to normal is performed. The operation in the operation mode (steps S102 to S108, S110 to S112). On the other hand, when the control device 30 determines that the oil temperature in the oil tank 21b is less than the predetermined temperature (step S101, YES), as shown in FIG. 3, the operation is shifted to the heating operation mode (steps S201 to S208). ). Further, in Fig. 2, the flow of the normal operation mode is represented by a dotted line. Further, in Fig. 3, the flow of the heating operation mode is indicated by a broken line. As shown in FIG. 2, in the normal operation mode, first, the control device 30 determines whether or not the air pressure in the raw air reservoir 19 (that is, the detected pressure value of the pressure sensor 27) is equal to or greater than the third pressure value (steps). S102). Then, when the air pressure in the original air reservoir 19 is less than the third pressure value (step S102, No), it is further determined by the control device 30 whether the air pressure in the raw air reservoir 19 is less than the first pressure value (step S103). ). In the case where the air pressure in the air reservoir 19 is equal to or higher than the third pressure value (step S102, YES), the relationship between the flow and the heating operation mode will be described later. When the air pressure in the original air reservoir 19 is not less than the first pressure value (that is, the air pressure is equal to or higher than the first pressure value) (step S103, No), the air pressure in the raw air reservoir 19 is sufficiently ensured. State, and the processing after step S101 is repeated. On the other hand, when the air pressure of the original air reservoir 19 is less than the first pressure value (YES in step S103), the control device 30 stops the operation of the exhaust valve 29 and is in the valve closed state (step S104), and The compressor 100126540 22 201210871 12 is operated (step S1〇5). Then the dust force is less than the period of the third force to save the empty leg in H 19, no). Therefore, when the original air is crying and crying for 2 years, 2 continues to operate (step 1 pressure value, the air _ force reaches the second air pressure is less than the _ air value generated by the machine 12, so that (4) 芸屌 屌 夯 夯 夯 原 原 原 原 原 原 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右 右2: The signal of the operation stop command of the device 30 is sent to the control J. When the oil temperature in the phase 21b exceeds the predetermined temperature, the staring is continued (steps S1〇1 to S1〇8). When the heart receives the signal of the operation stop command from the upper controller (step si〇8, YES), the operation of each machine of the empty (four) device 1 is stopped, and the operation of the device 1 is stopped (step S10) If the oil in the tank training is full of the predetermined temperature (step coffee, yes), the operation is changed to the operation in the heating operation mode shown in FIG. 3 (step & Steps S2G1 to S2Q8) At this time, first, the control device 3G determines whether the line pressure in the original air reservoir 19 is less than the second pressure value ( Step S201). When the air pressure in the original air reservoir 19 is less than the first pressure value (step S201, YES), the air pressure of the original air reservoir (4) is insufficient, and is switched to the state shown in FIG. The normal operation mode is performed, and the processing after step S102 is performed. 100126540 23 201210871 When it is judged that the air pressure in the original air reservoir 19 is not less than the first pressure value (that is, the air pressure is equal to or greater than the first pressure value) (step reading) No), the 3G of the inlet-step-by-step device determines whether the air pressure of the original air reservoir is greater than or equal to the second pressure value (step S2G2). When it is determined that the original air storage: 19 the air pressure is not the second When the pressure value is equal to or higher than the pressure value (that is, the air pressure is less than the second pressure value) (step S202, No), the process after step S101 is repeated without performing the operation of the compressor 12. Field J is the original gas storage plus <parent rolling force When the pressure is equal to or higher than the two pressure values (YES in step S202), the control device 3 sets the exhaust gas 29 to the energized state and operates it to be in the valve open state (step S causes the compressor 12 to operate (step S2G4). Then, judge the original air = inner space Whether the pressure is greater than or equal to the third pressure value (step gamma 5) - ten is greater than the third pressure value (step coffee, yes) operation mode 'and the air pressure from step _2 to the text (four) is not the third = treatment When the original air object 3 is _ upper ((4), the power is less than the 3rd [force value] (steps, no), it is determined whether the air pressure of the shirt is not full of the first pressure value (step (4)Μ The air in the original air reservoir 19 is severely lost, and the Chu is installed. The two boring holes 1 ritual 4 are not shirts 1 (four) value _ (step S206, 疋. The knife is changed to positive; ^ the running pole, and the step si After 〇2, in step S206, 'the inside of the original air reservoir 19 is judged. When the first pressure value is not less than the first pressure value (ie, the upper pressure value is above the first pressure value) (step 6, no), there is no signal from the upper controller's operation stop command. 100126540 24 201210871 == control device Seek for a thank-you, no) 'Repeat the steps to converge the air pressure in the original air reservoir 19 before the third pressure is not sent to the period, as long as the operation _ air discharge state-to-surface operation continues (material S2 (U 12 Only the steps S2〇4~S2〇7) can be used. Thereby, the heat generated by the shrinkage causes the oil temperature to rise, and the pressure of the oil 34 can be avoided: in step 5, when the original two pressure is determined to be the third pressure佶, vu π士, 7 when the 虱 knife value is U (step S2〇5, different) After the reading, the processing is performed in the normal operation mode. Then, the above <jump-in step is judged that the original air is staggered, two steps (10) (Step S102, YES), "The force is the third pressure value or more, and the self-control state = whether the air chamber 29 is faulty or not, and is placed at 2 〇 pep. Let 棑 $ „9: the operation stop command of the valve (step S110). If the milk discharge valve performs the above-mentioned step S1 〇 command signal Retracting machine 12 ::; 2: will be placed according to the control 3. The original air storage 19 1 = stop (step SU1). Then 'during the period (ie, the air force is the second ^ force is not less than the first The state of the Lili value is stopped (==): - air storage ϋ] 9 air, soil, if the original is), the first pressure value will be carried out (step sen, the signal is not sent Qian Jian) 3 ^ processing. By this, if the operation stops pointing „ (step 诵, NO), the processing after step S105 is performed via step 25 201210871 (S101 to S104) or steps (sun, S201, S102 to S104). When the air pressure in the first air storage state 19 reaches the second pressure value, the compressed air can be accumulated in the original 19 (steps S105 and si 〇 6). When the production capacity of the raw air reservoir 19 is less than the first pressure value (step S206, YES), as described above, the second air pressure S102 is processed in the normal operation mode. However, the processing of the step is performed in the step When determining the original air reservoir in S i. 3:: S: The pressure is less than the i-th pressure value (step sl1, yes After the air is processed, it is possible to perform the step (4) in the original air storage to the second pressure value, so that the compressed air can be accumulated to the original force (steps S105, S106). In the heating operation mode, the force in the original air reservoir 19 is less than the third pressure value and the first pressure value is in the range of the second pressure (step S204~). S2G7), if the control f ^ operation succeeds to enter the signal of the operation stop command of the controller that receives the incoming position (steps S207, 3 and 29, after the machine in the I gas compression device 1), The operation of the device 1 is stopped (step S109). The second gas is compressed here. For the air (four) device i, the material is switched, the reference is to illustrate the operation of the air compression device, and the surface of the image is shown in Fig. 4 100126540. Face-to-step instructions. Figure 4 is a graph showing changes in the air pressure in the original air reservoir 2012 26 201210871 (indicated by the "air pressure" in the figure) and the state of the compressor 12 ("compressor" in the figure) The state indicated by the indication), the change of the state of the command signal of the exhaust valve 29 (the diagram indicated by the indication of the "exhaust valve command" in the figure), and the change of the detection state of the oil temperature in the fuel tank 21b (Fig. The diagram shown in the "Indicator of Oil Temperature Drop Detection" is a pattern diagram exemplified by the passage of time. Further, in the graph of "air pressure" in Fig. 4, the air pressure in the pressure region from the vicinity of the first pressure value on the low pressure side to the vicinity of the third pressure value on the high pressure side is shown. Further, in the graph of "compressor", the compressor 12 is in an operating state or in a stopped state. Further, in the graph of the "exhaust valve command", the state in which the exhaust valve 29 is in the state of the output operation (opening of the valve) or the state in which the output is stopped (closed) is indicated. Further, in the graph of "oil temperature drop detection", the state in which the oil temperature in the oil tank 21b detected by the temperature switch 26 is less than the predetermined temperature is the detected state (indicated by "detected" in the figure) or The state in which the oil temperature is less than the predetermined temperature is the undetected state (indicated by "not detected" in the figure). The timing chart of Fig. 4 illustrates a case where the air pressure of the raw air reservoir 19 changes from a state in which the first pressure value is not exceeded. In this state, the exhaust valve 29 is stopped (closed) and is in the normal operation mode in which the compressor 12 operates. Therefore, the air pressure of the original air reservoir 19 will rise over time. Then, if the air pressure of the original air reservoir 19 reaches the second pressure value, the operation of the compressor 12 is stopped by the control of the control unit 30. In the original air 100126540 27 201210871 The air pressure in the reservoir 19 reaches the value of the brake machine, etc., which is valued by the empty house machine, accompanied by the air pressure in the original air storage 19 of the railway car: the consumption of compressed air will make the knife Continued to decline. The right hunting is caused by the air compressor that consumes the compressed air. The force is not full. The original air reservoir 19 is operated until the second dust force value is reached. The accumulation of the air reservoir 19 is again performed. Rand will perform the compressed air to the original air force value. If the fuel tank 21b is detected and I reaches the second pressure state, the operation mode will be normal operation 桓=the oil temperature is less than the predetermined temperature, and the row will be aligned. The output of the gas valve 29 is widely switched to the heating operation mode. 29 Operation and discharge of compressed air to the outside -) Command - Surface to make the exhaust valve for heating operation. At this time, if (9) the two sides make the compressor U continue to operate, the original air is stored, and the internal air = the value of the compressed air force caused by the machine. The second rolling pressure will be maintained at the second pressure. The consumption of compressed air in the heating operation mode starts, and the original air will start to drop due to the air compressor. In this state, the air pressure in the state W 19 operates, and the exhaust chamber 29 continues to operate in the warm-up operation mode in the warm-up operation mode in the state of operation (the door 12 is continued to rotate the heating operation). If the air pressure in the empty rolling reservoir 19 is not full, and the seven-sounding force 1 is the value of the force, it will switch to the positive=turn mode' command to stop (closed) the exhaust gas 29 output, and stop at the exhaust valve. In the state of operation, the compression_operation is performed, and the accumulation of the compressed air 100126540 28 201210871 gas into the original air reservoir 19 is performed. In Fig. 4, in the above state, the exhaust valve 29 is broken and the exhaust valve 29 is maintained in a closed state without a command signal from the control device 30. At this time, when it is detected that the oil temperature in the oil tank 21b is less than the predetermined temperature, the operation is output from the control device 30 to the exhaust valve 29 when the air pressure of the raw air reservoir 19 reaches the second pressure value. (Open valve) Command to switch to the heating operation mode. However, since the exhaust valve 29 is in a state of being in a closed state due to a failure, the operation of the compressor 12 for heating operation causes the air pressure in the raw air reservoir 19 to rise excessively beyond the second pressure value. In the air compressing device 1, in the above case, if the air pressure in the raw air reservoir 19 reaches the third pressure value, switching to the normal operation mode is performed, and the operation of the compressor 12 is stopped, and the original air reservoir is prevented. The air pressure in 19 exceeds the third pressure value and rises excessively. Further, at this time, the exhaust valve 29 is in a closed state due to a failure, but the self-control device 30 outputs a stop (closed valve) command to the exhaust valve 29. Then, after switching to the normal operation mode as described above, if the air pressure in the original air reservoir 19 drops and the air pressure is less than the first pressure value while the compressed air is consumed by the air compressor, the normal operation is performed. The operation of the compressor 12 in the operation mode is performed to accumulate compressed air to the original air reservoir 19. As described above, according to the present embodiment, as a device for compressing oil-laden air and separating the oil from the compressed air to generate compressed air, 100126540 29 201210871 The air for the railway vehicle is compressed 30 to normal operation. Made by the control device. Then, when the original air storage n19/^m nucleus is controlled to be less than the established lm force value is wide...that is, the nucleus value is accumulated in the original air storage (10), the shouting 12 is operated, and the compressed air is stored at 2 (four) value or more. Downtime and: == Straight to become the operation of the higher-pressure normal operation mode. In the other way, when the temperature is not higher than the predetermined oil temperature in the oil recovery unit 21, the pressure is changed to the second pressure value to make the compressor 12 operate. The air is discharged to the outside side ^ mode to operate in the heating mode. Therefore, when the air pressure in the original air reservoir 19 drops, in the normal operation mode, the air is accumulated in the original space (7). On the other hand': when the air in the second air storage device 19 is willing and the oil temperature is low, 'in the warm milk to rotate the town', the oil temperature rises by the ink shrinkage of the air will be #^之Emulsification occurs. Thereby, according to the air compressor for the railway vehicle, the wax can be prevented from being emulsified by the heating operation mode, and the preheating device disclosed in Patent Document i is not required. Then, it is not necessary to preheat the decoration, and the size and complexity of the device (10) are increased to suppress the increase in cost. γι»·< «The emulsified iron which is enlarged in size. Therefore, according to the present embodiment, a provision can be provided. It is possible to suppress the increase in cost by suppressing the assembly and complication, and at the same time avoiding the occurrence of air compression by the vehicle. 100126540 30 201210871 Further, according to the air compressing device 1, even if the air pressure in the original air reservoir 19 is less than the first pressure value during the operation in the heating operation mode, the air compressor 1 is switched to the normal operation mode to securely secure the original air reservoir. Air pressure within 19. Therefore, even in the operation in the heating operation mode, the air pressure in the original air reservoir 19 can be ensured to be equal to or higher than the predetermined pressure, and the shortage of the compressed air supply to the air compressor of the brake device or the like can be reliably prevented. . Further, according to the air compressing device 1, even if the exhaust valve 29 fails, the valve is in a closed state, and in the operation in the heating operation mode, the compressed air is not discharged to the outside, and the air pressure in the raw air reservoir 19 is made. When it is a high pressure, it will change to a normal operation mode when it becomes a 3rd pressure value. Therefore, even when the exhaust valve 29 malfunctions, it is possible to surely prevent the air pressure in the raw air reservoir 19 from becoming excessively high. The embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the invention. In the present embodiment, the configuration of the aftercooler, the oil separation element, the water and oil separator, the dehumidifier, and the oil cooler is described as an example. However, the configuration may be omitted. Further, in the present embodiment, the configuration in which the respective devices such as the compressor and the oil recovery device are housed in the storage box will be described as an example, but it is not necessary to adopt this form. (Industrial Applicability) 100126540 31 201210871 The present invention is widely applicable to a railway vehicle air compressing device which is installed on a railway vehicle and generates compressed air used in the railway vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a system diagram schematically showing a system configuration of an air compressing device for a railway vehicle according to an embodiment of the present invention. Fig. 2 is a flow chart for explaining the operation of the air compressing device for a railway vehicle shown in Fig. 1. Fig. 3 is a flow chart for explaining the operation of the air compressing device for a railway vehicle shown in Fig. 1. Fig. 4 is a schematic view showing a timing chart exemplified by the operation of the air compressing device for a railway vehicle shown in Fig. 1. [Description of main component symbols] 1 Air compressor for railway vehicles 11 Storage box 12 Compressor 13 Compressor drive unit 13a Electric motor 14 Coupling unit 15 Coupling box 16 Cooling fan 17 After cooler 18 Air intake unit 100126540 32 201210871 18a Inhalation Filter 19 Original air reservoir (air reservoir) 20 Oil supply path 20a Oil filter 21 Oil recovery unit 21a Oil-containing compressed air discharge path 21b Oil tank 22 Oil separation element 23 Water oil separator 24 Dehumidifier 25 Oil cooler 26 Temperature switch (temperature sensor) 27 Pressure sensor 28 Oil temperature adjustment valve 29 Exhaust valve 30 Control device 31 Filter unit 32 Suction valve 33 Separator 34 Oil 35 Compressor connection channel 36 Pressure check valve 100126540 33 201210871 37 38a 38b 39 40 Safety valve oil path oil path discharge valve check valve 100126540 34