TWI641760B - Air compression device - Google Patents

Abstract

The present application discloses an air compression device comprising: a compression mechanism that compresses air to generate compressed air; a frame that houses the compression mechanism; and a cooling device that cools the compressed air outside the frame.

Description

Air compression device

The present invention relates to an air compression device that produces compressed air.

Air compression devices that generate compressed air are utilized in a variety of applications. The compressed air generated by the air compressing device mounted on the vehicle (for example, a railway vehicle) may be supplied to a pneumatic device that applies a braking force to the brake device of the vehicle or opens and closes the door of the vehicle.

Patent Document 1 proposes an air compressing device mounted on a railway vehicle. The air compressing device has a housing that houses a compression mechanism that compresses air. The frame surrounding the compression mechanism can appropriately protect the compression mechanism from flying stones or other flying objects while the vehicle is traveling. In addition, the frame prevents leakage of sound from the compression mechanism (anti-sound function). Furthermore, the frame protects the compression mechanism from the dust (dustproof function) that causes the compression mechanism to malfunction.

The compression mechanism generally performs a rotary motion to generate compressed air. The rotational motion of the compression mechanism causes vibration, and thus the compressor is constructed as a vibration generating source. Therefore, when the air compressing device is directly attached to the vehicle, the vibration is easily transmitted to the vehicle by accommodating the casing of the compressing mechanism. That is, the vibration of the compression mechanism is transmitted to the frame supporting the compression mechanism and transmitted to the frame of the vehicle connected to the frame. The transmission of vibrations to the vehicle can cause discomfort to the rider in the vehicle. That is, the ride comfort of the vehicle deteriorates.

[Previous Technical Literature] [Patent Literature]

[Patent Document 1] Utility New Case Registration No. 3150077

It is an object of the present invention to provide an air compression device that reduces vibration transmitted to a vehicle.

An air compressing apparatus according to an aspect of the present invention includes: a compression mechanism that compresses air to generate compressed air; a casing that houses the compression mechanism; and a cooling device that cools the compressed air outside the casing.

The air compressing device described above can be designed to have a small frame by providing a cooling device outside the frame without securing a space for arranging the cooling device in the casing. By miniaturizing the casing, it is possible to suppress the amplification of the vibration of the compression mechanism and to reduce the vibration transmitted to the vehicle.

The objects, features, and advantages of the invention will be apparent from the description and appended claims.

10‧‧‧Air compression device

11‧‧‧Air compression device

62‧‧‧Control Department

64‧‧‧Cooling device

100‧‧‧Air compression device

100A‧‧‧Air compression device

200‧‧‧ frame

200A‧‧‧ frame

210‧‧‧ top board

210A‧‧‧ top board

211‧‧‧ Main Board

212‧‧‧Rim ribs

213‧‧‧Rim ribs

214‧‧‧Bending line

215‧‧‧Bend line

216‧‧‧ front corner

217‧‧‧back corner

218‧‧‧ outer ribs

219‧‧‧Rim ribs

220‧‧‧right panel

230‧‧‧ left panel

240‧‧‧1st plate

241‧‧‧ concave corner

242‧‧‧ concave corner

243‧‧‧ concave corner

244‧‧‧ concave corner

245‧‧‧cut line

246‧‧‧cut line

247‧‧‧cut line

248‧‧‧cut line

250‧‧‧2nd plate

251‧‧‧Anti-vibration rubber

252‧‧‧Anti-vibration rubber

253‧‧‧Anti-vibration rubber

254‧‧‧Anti-vibration rubber

261‧‧‧cut line

262‧‧‧cut line

263‧‧‧cut line

264‧‧‧cut line

271‧‧‧Bend line

272‧‧‧Bending line

273‧‧‧Bending line

274‧‧‧Bending line

280‧‧‧ openings

281‧‧‧Inner ribs

282‧‧‧Inner ribs

283‧‧‧Inner ribs

284‧‧‧Inner ribs

291‧‧‧1st extended rib

292‧‧‧1st extended rib

293‧‧‧1st extended rib

294‧‧‧1st extended rib

295‧‧‧2nd extended rib

296‧‧‧2nd extended rib

297‧‧‧2nd extended rib

298‧‧‧2nd extended rib

300‧‧‧Compression mechanism

300A‧‧‧Compression mechanism

310‧‧‧Compressor

311‧‧‧埠

312‧‧‧ fixed pedestal

320‧‧‧Motor

321‧‧‧Motor frame

322‧‧‧Connection bracket

323‧‧‧Front fin group

324‧‧‧ rear fin group

325‧‧‧Upper fin group

326‧‧‧low fin group

327‧‧‧ upper surface

330‧‧‧Transmission agency

331‧‧‧Upper pulley

332‧‧‧ Lower pulley

333‧‧‧ Endless belt

334‧‧‧Tighten pulley

340‧‧‧Compression mechanism

350‧‧‧Compressor

351‧‧‧埠

400‧‧‧Connection structure

400A‧‧‧Connection structure

401‧‧‧right connection structure

402‧‧‧Left connection structure

410‧‧‧Anti-vibration department

411‧‧‧Anti-vibration rubber

412‧‧‧Anti-vibration rubber

413‧‧‧Anti-vibration rubber

414‧‧‧Anti-vibration rubber

420‧‧‧Frame components

421‧‧‧ Lower Frame Department

422‧‧‧Upper Frame Department

423‧‧‧Intermediate Frame Department

424‧‧‧through holes

425‧‧‧through hole

430‧‧‧Frame components

431‧‧‧ Lower Frame Department

432‧‧‧Upper Frame Department

433‧‧‧Intermediate Frame Department

434‧‧‧through holes

435‧‧‧through holes

500‧‧‧skeleton structure

510‧‧‧floor

511‧‧‧Reinforced ribs

512‧‧‧2nd reinforcing rib

513‧‧‧ tablet

514‧‧‧ opposite area

515‧‧‧ surrounding area

520‧‧‧Intermediate board

521‧‧‧Connecting plate

522‧‧‧Left support board

523‧‧‧Main board

524‧‧‧ Lower board

525‧‧‧ frame ribs

526‧‧‧ Grid ribs

531‧‧‧1st pillar

532‧‧‧2nd pillar

533‧‧‧3rd pillar

534‧‧‧4th pillar

535‧‧‧ middle pillar

536‧‧‧1st intermediate frame

537‧‧‧2nd intermediate frame

541‧‧ Ears

542‧‧ Ears

543‧‧ Ears

544‧‧ Ears

550‧‧‧Fixed wall

551‧‧‧ tablet

552‧‧‧ protruding wall

553‧‧‧Filter cover

560‧‧‧ rotating wall

561‧‧‧Base frame

562‧‧‧ rotating frame

563‧‧‧ Hinges

564‧‧‧ rod lock

565‧‧‧檐板

570‧‧‧ pipe wall

571‧‧‧Base plate

572‧‧‧Pipe Department

573‧‧‧Open area

610‧‧‧Dehumidification device

620‧‧‧Control Department

630‧‧‧ Guide tube

631‧‧‧Spray tube

632‧‧‧Spray tube

633‧‧ ‧ confluence tube

640‧‧‧Cooling device

641‧‧‧ Cooling tube

642‧‧‧protection frame

650‧‧‧External cooling mechanism

651‧‧‧Fan device

660‧‧‧Internal cooling mechanism

661‧‧‧Fan device

662‧‧‧Cold flow adjustment box

670‧‧‧Internal cooling mechanism

671‧‧‧ front board

672‧‧‧Back board

673‧‧‧peripheral board

674‧‧‧ outer edge

675‧‧‧ inner edge

676‧‧‧ outer edge

677‧‧‧ inner edge

680‧‧ ‧ Confluence Department

681‧‧‧Management

682‧‧‧Check valve

683‧‧‧ check valve

690‧‧‧Fixed tablets

700‧‧‧Air intake guide structure

710‧‧‧Intake pipe

711‧‧‧Supply tube

712‧‧‧Supply tube

720‧‧‧Filter device

731‧‧‧Trimming seal

732‧‧‧Scratch seal

733‧‧‧Trimming seal

FXT‧‧‧ screws

TCH‧‧‧ vehicles

Fig. 1 is a conceptual diagram of an air compressing device according to a first embodiment.

Fig. 2 is a conceptual diagram of an air compressing device according to a second embodiment.

Fig. 3 is a conceptual diagram of an air compressing device according to a third embodiment.

Fig. 4A is a schematic perspective view of an air compressing device according to a fourth embodiment.

Fig. 4B is another schematic perspective view of the air compressing device shown in Fig. 4A.

Fig. 5 is a schematic perspective view of a plate member used for manufacturing a top plate of the air compressing device shown in Fig. 4A (fifth embodiment).

Fig. 6 is a schematic plan view showing a first plate member of the air compressing device shown in Fig. 4A.

Fig. 7 is a schematic perspective view of the first plate shown in Fig. 6.

Figure 8 is a schematic perspective view of the top plate of the air compressing device shown in Figure 4A.

Fig. 9 is a schematic perspective view showing an exemplary skeleton structure incorporated in a casing of the air compressing device shown in Fig. 4A (sixth embodiment).

Fig. 10 is a schematic perspective view showing a holding plate portion of the skeleton structure shown in Fig. 9.

Fig. 11 is another schematic perspective view of the air compressing device shown in Fig. 4A (seventh embodiment).

Fig. 12 is another schematic perspective view of the air compressing device shown in Fig. 4A (eighth embodiment).

Fig. 13A is a schematic perspective view of a cold flow adjusting tank of the air compressing device shown in Fig. 12.

Figure 13B is a schematic rear view of the cold flow adjustment tank shown in Figure 13A.

Fig. 14A is another schematic perspective view of the skeleton structure shown in Fig. 9 (ninth embodiment).

Fig. 14B is another schematic perspective view of the skeleton structure shown in Fig. 14A (ninth embodiment).

Fig. 15 is a schematic plan view showing the internal structure of the air compressing device shown in Fig. 4A (tenth embodiment).

Fig. 16 is a schematic cross-sectional view showing an intake guide structure of the air compressing device shown in Fig. 15.

Figure 17 is a schematic enlarged perspective view showing a portion of a guide tube guided by the air compressing device shown in Figure 15.

<First embodiment>

The inventors have found that a small frame body is easy to have high rigidity. Further, the inventors of the present invention have found that by arranging a compression mechanism serving as a vibration generating source in the casing, it is possible to suppress the amplification of the vibration of the compression mechanism by miniaturizing the casing, and to maintain the vibration transmitted to the vehicle at a low level. quasi. In the first embodiment, an exemplary air compressing device constructed based on these findings will be described.

Fig. 1 is a conceptual diagram of an air compressing device 10 according to the first embodiment. Referring to Fig. 1, an air compressing device 10 will be described.

The air compressing device 10 includes a housing 200, a compression mechanism 300, and a cooling device 64. The compression mechanism 300 is disposed in the housing 200. The compression mechanism 300 is attached to the casing 200 to compress air to generate compressed air. The compression mechanism 300 can also include a general scroll compressor. Alternatively, the compression mechanism 300 can also include a general rotary compressor. Alternatively, the compression mechanism 300 can also include a general swing compressor. Alternatively, the compression mechanism 300 can also include a generally reciprocating compressor. The principle of this embodiment is not limited to the specific generation technique for generating compressed air.

As described above, the compressed air is generated by the compression operation of the compression mechanism 300, so that the compressed air becomes a high temperature. The cooling device 64 is used to cool the compressed air.

The cooling device 64 is disposed outside the casing 200. Therefore, the designer of the design air compressing device 10 can also ensure the space for arranging the cooling device 64 in the frame 200. Therefore, the designer can assign a smaller size value to the frame 200. By miniaturizing the casing 200, the amplification of the vibration of the compression mechanism 300 can be suppressed, and the vibration transmitted to the vehicle can be reduced. Further, the housing 200 has a soundproof function or a dustproof function for the compression mechanism 300. The cooling device 64 can also be directly held by the frame 200. Alternatively, the cooling device 64 can also be held by other retaining members. The principle of the present embodiment is not limited to the specific holding structure of the cooling device 64.

The compressed air generated by the compression mechanism 300 flows into the cooling device 64 through a suitable conduit extending between the compression mechanism 300 and the cooling device 64. The compression mechanism 300 that compresses the air to generate compressed air becomes a high temperature. Therefore, the storage space covered by the casing 200 accommodating the compression mechanism 300 is more likely to become higher in temperature than the external environment outside the casing 200. Since the external environment outside the casing 200 is lower than the internal space of the casing 200, the cooling device 64 provided outside the casing 200 can effectively cool the compressed air as compared with the case where it is disposed in the internal space of the casing 200.

The cooling device 64 may also have a tubular body that extends the compressed air on one side. In order to more effectively cool the compressed air, the tube body can also be in the form of a material having high thermal conductivity. In order to improve heat dissipation. It is also possible to additionally install a plurality of fins on the tube body. Alternatively, the cooling device 64 can have other configurations that can cool the compressed air. The principle of this embodiment is not limited to the specific structure of the cooling device 64.

<Second embodiment>

In addition to the cooling device, a variety of other devices may be disposed outside the frame. In the second embodiment, an exemplary air compressing device provided with a control unit disposed outside the casing will be described. If a control unit is provided in a frame having a low vibration transmission level, the designer may not improve the shock resistance of the internal electronic device.

Fig. 2 is a conceptual diagram of the air compressing device 11 of the second embodiment. The symbols used in common with the first embodiment are used in a conceptually common manner with the first embodiment. Referring to Fig. 2, an air compressing device 11 will be described.

The air compressing device 11 includes a housing 200, a compression mechanism 300, and a cooling device 64, as in the first embodiment. The description of the first embodiment is applied to these requirements.

The air compressing device 11 further includes a control unit 62. The control unit 62 is electrically connected to the compression mechanism 300 by an appropriate signal line. The compression mechanism 300 compresses the air under the control of the control unit 62 to generate compressed air.

The control unit 62 is disposed outside the casing 200. Therefore, the designer of the design air compressing device 11 can also secure the space for arranging the control portion 62 in the housing 200. As a result, the designer can assign a smaller size value to the frame 200. By miniaturizing the frame 200, the vibration transmitted to the vehicle can be reduced. The control unit 62 can also be directly held by the housing 200. Alternatively, the control unit 62 can be held by other holding members. The principle of the present embodiment is not limited to the specific holding structure of the control unit 62.

<Third embodiment>

The designer of the design air compression device can design a smaller frame having high rigidity based on the design principle described in connection with the above embodiments. The designer can also incorporate a technique for reducing vibration transmission by attaching the frame to the connection portion of the vehicle. In the third embodiment, A technique for reducing vibration transmitted from an air compression device to a vehicle.

Fig. 3 is a conceptual diagram of an air compressing device 100 according to a third embodiment. The symbols used in common with the second embodiment are used in a conceptually common manner with the second embodiment. An air compressing device 100 will be described with reference to Fig. 3 .

The air compression device 100 is mounted to the vehicle TCH. The vehicle TCH can also be a variety of devices that utilize compressed air (railways, large trucks or mobile construction machinery). The principle of this embodiment is not limited to the specific type of the vehicle TCH.

The mounting position of the air compression device 100 relative to the vehicle TCH can also be determined in a manner suitable for the design of the vehicle TCH. If the vehicle TCH is a railway vehicle, the air compression device 100 may also be fixed to the frame of the passenger car (ie, under the floor of the vehicle TCH). The principle of the present embodiment is not limited to the specific mounting position of the air compressing device 100 with respect to the vehicle TCH.

The air compressing device 100 includes a housing 200, a compression mechanism 300, a control unit 62, and a cooling device 64, as in the second embodiment. The description of the second embodiment is applied to these requirements.

The air compressor 100 further includes a connection structure 400. The connection structure 400 is used for the connection between the frame 200 and the vehicle TCH. The frame 200 includes a top plate 210 that is opposite to the floor of the vehicle TCH. The top plate 210 is attached to the frame of the vehicle TCH using the connection structure 400.

The compression mechanism 300 is housed in the casing 200. Therefore, the compression mechanism 300 is located below the top plate 210. As described in connection with the first embodiment, the compression mechanism 300 may include a scroll compressor, a rotary compressor, a swing compressor, or a reciprocating compressor.

The compression mechanism 300 can also be a combination of any of the above compressors and a motor. The compressor and motor can also be arranged on a common horizontal plane. In this case, the compressor can also be directly connected to the motor. Instead, the compressor and motor can also be arranged in a vertical direction. In this case, the compression mechanism 300 may also include a transmission mechanism that transmits a driving force from the motor to the compressor. If the compressor and the motor are arranged in the vertical direction, the designer can face the horizontal surface of the frame 200. The area gives a smaller value. Thereby, the occupied area in the horizontal direction of the air compressing device 100 disposed under the floor of the vehicle TCH can be reduced. It is possible to ensure the installation space of each machine when it is necessary to install more machines under the floor of the vehicle TCH. The principle of this embodiment can be applied to various configurations of the compression mechanism 300. Therefore, the principle of the embodiment is not limited to the specific structure of the compression mechanism 300.

The compressed air is used in a variety of air compressors mounted on the vehicle TCH (for example, an air compressor used to apply braking force to the brake device of the vehicle TCH, or an air compressor used for opening and closing the door of the vehicle TCH) ) Acting. The principle of this embodiment is not limited to the specific use of compressed air.

The connection structure 400 is disposed between the top plate 210 and the vehicle TCH. The connection structure 400 includes an anti-vibration portion 410 that is in contact with the top plate 210. The compression mechanism 300 is a vibration source that generates vibration during the generation of compressed air. The anti-vibration portion 410 reduces the amplitude of the vibration transmitted from the compression mechanism 300 to the vehicle TCH. The anti-vibration portion 410 may also include a general anti-vibration member formed of a material such as rubber or resin. The principle of the present embodiment is not limited to the specific components used as the vibration isolating portion 410.

<Fourth embodiment>

The designer can design a plurality of air compressing devices based on the design principles described in connection with the third embodiment. In the fourth embodiment, an exemplary air compressing device will be described.

4A and 4B are schematic perspective views of an air compressing device 100A according to a fourth embodiment. The air compressing device 100A will be described with reference to Figs. 3 to 4B.

The air compressing device 100A includes a housing 200A and a connection structure 400A. The casing 200A corresponds to the casing 200 described with reference to Fig. 3 . The connection structure 400A corresponds to the connection structure 400 described with reference to FIG. A compression mechanism (not shown) that generates compressed air is housed in the casing 200A.

The casing 200A includes a top plate 210A (see FIG. 4A), a substantially rectangular right panel 220 (see FIG. 4A), and a substantially rectangular left panel 230 (see FIG. 4B). Top plate 210A and The top plate 210 described with reference to FIG. 3 corresponds. The top plate 210A is laterally substantially horizontal as a whole, whereas the right panel 220 and the left panel 230 are substantially vertically erected.

The top plate 210A includes a main plate portion 211 (see FIG. 4A) and outer edge ribs 212 and 213 (see FIGS. 4A and 4B). The main plate portion 211 forms a substantially rectangular upper surface of the frame body 200A. The outer edge rib 212 is bent downward by the main plate portion 211 and is connected to the right panel 220. The bending line 214 (refer to FIG. 4A) formed between the outer edge rib 212 and the main plate portion 211 forms one of the corner lines of the frame body 200A. The outer edge rib 213 is bent downward by the main plate portion 211 and is connected to the left panel 230. The bending line 215 (see FIG. 4B) formed between the outer edge rib 213 and the main plate portion 211 forms the other one of the corner lines of the frame body 200A.

As shown in FIG. 4A, the top plate 210A forms a front corner line 216 and a back corner line 217. The front corner 216 extends between the front ends of the bend lines 214, 215. The rear corner line 217 extends between the rear ends of the bending lines 214, 215 (ends on the opposite sides of the front end). The bend lines 214, 215, the front corner line 216, and the back corner line 217 form a substantially rectangular upper surface profile of the frame body 200A.

The connection structure 400A includes a right connection structure 401 and a left connection structure 402. As shown in FIG. 4A, the right connection structure 401 includes anti-vibration rubbers 411, 412, and a frame member 420. The anti-vibration rubber 411 is disposed at a corner formed by the bending line 214 and the front corner 216. The anti-vibration rubber 412 is disposed at a corner formed by the bending line 214 and the relief line 217. The frame member 420 has a substantially C-shaped cross section. The frame member 420 is disposed along the bend line 214. The left connection structure 402 includes anti-vibration rubbers 413, 414, and a frame member 430. The anti-vibration rubber 413 is disposed at a corner formed by the bending line 215 (see FIG. 4B) and the front corner 216. The anti-vibration rubber 414 is disposed at a corner formed by the bending line 215 and the relief line 217. The frame member 430 has a substantially C-shaped cross section. As shown in FIG. 4B, the frame member 430 is disposed along the bend line 215.

The anti-vibration rubbers 411, 412, 413, and 414 can also be formed of a rubber that can reduce the amplitude of the vibration. The anti-vibration rubbers 411, 412, 413, and 414 correspond to the anti-vibration portion 410 described with reference to Fig. 3 .

As shown in FIG. 4A, the frame member 420 of the right connection structure 401 includes a lower frame portion 421, an upper frame portion 422, and an intermediate frame portion 423. Anti-vibration rubber 411, 412 is from top plate 210A It is sandwiched between the lower frame portion 421. The right connection structure 401 is appropriately fixed to the casing 200A by the screws FXT penetrating through the top plate 210A, the anti-vibration rubbers 411 and 412, and the lower frame portion 421. The upper frame portion 422 is connected to a vehicle (not shown). The intermediate frame portion 423 holds the upper frame portion 422 at a position spaced apart from the lower frame portion 421.

Through holes 424 and 425 are formed in the upper frame portion 422. The through holes 424 and 425 are used for connection between the right connection structure 401 and a vehicle (not shown). The designer can also determine the position of the through holes 424, 425 in a manner suitable for the construction of the vehicle. Therefore, the principle of the present embodiment is not limited to the specific positions of the through holes 424 and 425.

The designer may also form only one of the through holes 424, 425. Alternatively, an additional through hole may be formed in the upper frame portion 422. The principle of this embodiment is not limited by the formation of several through holes in the upper frame portion 422.

In the present embodiment, the operator can insert an appropriate fixture such as a screw into the through holes 424 and 425 to attach the air compressing device 100A to the vehicle. Instead, the designer can also provide a snap-fit structure that can be engaged with the vehicle by the upper frame portion. The principle of this embodiment is not limited to the specific connection structure between the upper frame portion and the vehicle.

As shown in FIG. 4A, the frame member 430 of the left connection structure 402 includes a lower frame portion 431, an upper frame portion 432, and an intermediate frame portion 433. The anti-vibration rubbers 413 and 414 are sandwiched between the top plate 210A and the lower frame portion 431. The left connecting structure 402 is appropriately fixed to the casing 200A by screws (not shown) penetrating the top plate 210A, the anti-vibration rubbers 413 and 414, and the lower frame portion 431. The upper frame portion 432 is connected to a vehicle (not shown). The intermediate frame portion 433 holds the upper frame portion 432 at a position spaced apart from the lower frame portion 431.

Through holes 434 and 435 are formed in the upper frame portion 432. The through holes 434 and 435 are used for connection between the left connection structure 402 and a vehicle (not shown). The designer can also determine the position of the through holes 434, 435 in a manner suitable for the construction of the vehicle. Therefore, the principle of the present embodiment is not limited to the specific positions of the through holes 434 and 435.

The designer may also form only one of the through holes 434, 435. Instead, it can also An additional through hole is formed in the upper frame portion 432. The principle of the present embodiment is not limited by the formation of several through holes in the upper frame portion 432.

In the present embodiment, the operator can insert an appropriate fixture such as a screw into the through holes 434 and 435 to mount the air compressing device 100A to the vehicle. Instead, the designer can also provide a snap-fit structure that can be engaged with the vehicle by the upper frame portion. The principle of this embodiment is not limited to the specific connection structure between the upper frame portion and the vehicle.

<Fifth Embodiment>

When the design principle of the air compressing device described in connection with the fourth embodiment is used, high mechanical strength is required for the corner portion of the top plate to support the weight of the air compressing device, and the central portion of the top plate is at the same angle. The part does not require high mechanical strength. In the fifth embodiment, a manufacturing technique of a top plate having appropriate mechanical strength will be described.

Fig. 5 is a schematic perspective view of a plate member used in the manufacture of the top plate 210A. The top plate 210A will be described with reference to Figs. 4A and 5 .

As shown in FIG. 5, the top plate 210A is formed of a rectangular first plate member 240 and a rectangular second plate member 250. The first plate 240 is larger than the second plate 250. As shown in FIG. 4A, the second plate member 250 is disposed substantially at the center of the first plate member 240 that has been subjected to cutting or bending, and is surrounded by the first plate member 240.

Fig. 6 is a schematic plan view before the bending process of the first plate member 240 is performed. The processing of the first plate member 240 will be described with reference to Figs. 4A to 6 .

The solid line in Fig. 6 indicates a cut line or a contour line. The dotted line in Fig. 6 means a bending line.

The four corner portions of the rectangular first plate member 240 shown in Fig. 5 are cut out to form four concave corner portions 241, 242, 243, and 244 which are recessed at substantially right angles. The bending line 214 illustrated with reference to FIG. 4A extends between the concave corner portions 241, 242. The outer edge rib 212 is a rectangular region that protrudes from the bending line 214 toward the outer edge of the first plate member 240 with reference to FIG. 4A. The bending line 215 illustrated with reference to FIG. 4B extends between the concave corner portions 243, 244. The outer edge rib 213 is a rectangular region that protrudes from the bending line 215 toward the outer edge of the first plate member 240 with reference to FIG. 4B.

The front corner line 216 is extended between the concave corner portions 241, 243 with reference to FIG. 4A. The rear corner line 217 is extended between the concave corner portions 242, 244 with reference to FIG. 4A. The substantially rectangular region surrounded by the bending lines 214 and 215, the front corner line 216, and the back corner line 217 is used as the underfloor of the vehicle when the air compressing device 100A is placed under the floor of a vehicle (not shown). It is used as part of the main board portion 211 (refer to FIG. 4A). In the present embodiment, the opposing surface is exemplified by the upper surface of the main plate portion 211.

As shown in FIG. 6, the first plate member 240 includes outer edge ribs 218 and 219. The outer edge rib 218 is a rectangular region that protrudes from the front corner line 216 toward the outer edge of the first plate member 240. The outer edge rib 219 is a rectangular region that protrudes from the relief line 217 toward the outer edge of the first plate member 240. The outer edge ribs 212, 213, 218, 219 may also be perforated. The operator who assembles the air compressing device 100A may also insert a suitable fixture such as a screw into the through hole formed in the outer edge ribs 212, 213, 218, and 219 to constitute the top plate 210A of the frame 200A.

The cut-in lines 245, 246 substantially parallel to the bend line 214 are formed in the area surrounded by the bend lines 214, 215, the front corner line 216, and the back corner line 217. The cut line 245 is formed closer to the bend line 214 than the cut line 246.

Cut lines 247, 248 that are substantially at right angles to the cut line 245 are formed between the cut lines 245, 246. The cut-in lines 247, 248 extend generally parallel to the front corner line 216. The sheets of the area surrounded by the cut-in lines 245, 246, 247, 248 are removed from the first sheet 240.

Further, cut-in lines 261 and 262 which are orthogonal to the incision line 245 and extend toward the outer edge of the first plate member 240 are formed from both ends of the incision line 245. The cut line 261 extends from the front end of the cut line 245. The cut-in line 262 extends from the rear end of the cut-in line 245.

Further, a bending line 271 extending between the ends of the cutting lines 261 and 262 is formed. A substantially rectangular region surrounded by the incision lines 245, 261, 262 and the bending line 271 is used as the inner edge rib 281 of the reinforcing top plate 210A.

Further, cut-in lines 263 and 264 which are orthogonal to the incision line 246 and extend toward the outer edge of the first plate member 240 are formed from both ends of the incision line 246. The cut line 263 is before the cut line 246 End extension. The cut-in line 264 extends from the rear end of the cut-in line 246.

Further, a bending line 272 extending between the ends of the cutting lines 263 and 264 is formed. The substantially rectangular region surrounded by the incision lines 246, 263, and 264 and the bending line 272 is used as the inner edge rib 282 of the reinforcing top plate 210A.

Further, a bending line 273 extending between the ends of the cutting lines 245 and 246 is formed. The bending line 273 and the incision lines 261, 263 are arranged in a line shape. A substantially rectangular region surrounded by the incision lines 245, 246, 247 and the bending line 273 is used as the inner edge rib 283.

Further, a bending line 274 extending between the ends of the incision lines 245, 246 is formed. The bending line 274 and the incision lines 262, 264 are arranged in a line shape. A substantially rectangular region surrounded by the incision lines 245, 246, 248 and the bending line 274 is used as the inner edge rib 284.

Fig. 7 is a schematic perspective view of a first plate member 240 subjected to cutting or bending. The first plate member 240 will be further described with reference to Figs. 4A and 7 .

As shown in FIG. 7, the first plate member 240 is bent along the bending line 214. As a result, the outer edge rib 212 is bent substantially at right angles to the main plate portion 211.

The first plate member 240 is bent along the bending line 215. As a result, the outer edge rib 213 is formed to be bent at a substantially right angle with respect to the main plate portion 211.

The first plate member 240 is bent along the front corner line 216. As a result, the outer edge rib 218 is bent at a substantially right angle with respect to the main plate portion 211.

The first plate member 240 is bent along the relief line 217. As a result, the outer edge rib 219 is formed to be bent at a substantially right angle with respect to the main plate portion 211.

The rim ribs 212, 213, 218, 219 form a generally rectangular outer contour of the top plate 210A.

The first plate member 240 is bent along the bending line 271. As a result, the inner edge rib 281 which is bent at a substantially right angle with respect to the main plate portion 211 is formed.

The first plate member 240 is bent along the bending line 272. As a result, an inner edge rib 282 that is bent at a substantially right angle with respect to the main plate portion 211 is formed.

The first plate member 240 is bent along the bending line 273. As a result, the inner edge rib 283 which is bent at a substantially right angle with respect to the main plate portion 211 is formed.

The first plate member 240 is bent along the bending line 274. As a result, the inner edge rib 284 which is bent at a substantially right angle with respect to the main plate portion 211 is formed.

As a result of the bending process for forming the inner edge ribs 281, 282, 283, 284, a substantially rectangular opening formed by the bending lines 271, 272, 273, 274 and the incision lines 261, 262, 263, 264 is formed. Department 280.

As shown in FIG. 4A, the second plate member 250 closes the opening portion 280 (see FIG. 7). The connection structure 400A is connected to the first plate member 240 and the vehicle, and is not connected to the second plate member 250. As a result, the second plate member 250 receives a lower mechanical load than the first plate member 240. Therefore, the operator who manufactures the top plate 210A can connect the second plate member 250 to the first plate member 240 by a simple joining technique called spot welding. The operator may perform bending or cutting on the second plate member 250 before the second plate member 250 is attached to the opening portion 280. The principle of the present embodiment is not limited to the specific processing technique applied to the second plate member 250.

Fig. 8 is a schematic perspective view of the top plate 210A. The top plate 210A will be described with reference to FIGS. 4A and 8.

As shown in FIG. 8, the top plate 210A includes first extended ribs 291, 292, 293, and 294, and second extended ribs 295, 296, 297, and 298. Each of the first extended ribs 291, 292, 293, and 294 and the second extended ribs 295, 296, 297, and 298 is welded to the lower surface of the main plate portion 211 at a substantially right angle. Each of the first extended ribs 291, 292, 293, and 294 and the second extended ribs 295, 296, 297, and 298 may be a short metal piece. Since the length of the welding processing section for attaching the first extended ribs 291, 292, 293, and 294 and the second extended ribs 295, 296, 297, and 298 to the main plate portion 211 is short, the operator can set the first one. The extended ribs 291, 292, 293, and 294 and the second extended ribs 295, 296, 297, and 298 are welded to the main plate portion 211, and the mechanical strength of the top plate 210A is easily increased.

The first extension rib 291 is extended between the right end of the inner edge rib 283 and the outer edge rib 212. Stretch. The first extension rib 291 is linearly arranged with the inner edge rib 283 and is connected to the outer edge rib 212 at substantially right angles. The first extension rib 292 extends between the right end of the inner edge rib 284 and the outer edge rib 212. The first extension rib 292 is linearly arranged with the inner edge rib 284 and is connected to the outer edge rib 212 at substantially right angles. The first extension rib 293 extends between the left end of the inner edge rib 283 and the outer edge rib 213. The first extension rib 293 is linearly arranged with the inner edge rib 283 and is connected to the outer edge rib 213 at substantially right angles. The first extension rib 294 extends between the left end of the inner edge rib 284 and the outer edge rib 213. The first extended rib 294 is linearly arranged with the inner edge rib 284 and is connected to the outer edge rib 213 at substantially right angles. The set of the first extended ribs 291, 292, 293, and 294 is substantially parallel to the set of the outer edge ribs 218, 219. In the present embodiment, the first direction is exemplified by the extending direction of the outer edge ribs 218 and 219 (that is, the extending direction of the front corner line 216 and the rear corner line 217). The first outer rib is exemplified by one of the outer edge ribs 218, 219. The first inner rib is exemplified by one of the inner edge ribs 283, 284 that are substantially parallel with respect to the set of the outer edge ribs 218, 219.

The second extension rib 295 extends between the first extension rib 291 and the outer edge rib 218. The second extension rib 295 is linearly arranged with the inner edge rib 281, and is connected to the outer edge rib 218 and the first extension rib 291 at substantially right angles. The second extension rib 296 extends between the first extension rib 292 and the outer edge rib 219. The second extension rib 296 is linearly arranged with the inner edge rib 281, and is connected to the outer edge rib 219 and the first extension rib 292 at substantially right angles. The second extension rib 297 extends between the first extension rib 293 and the outer edge rib 218. The second extension rib 297 is linearly arranged with the inner edge rib 282, and is connected to the outer edge rib 218 and the first extension rib 293 at substantially right angles. The second extension rib 298 extends between the first extension rib 294 and the outer edge rib 219. The second extended rib 298 is linearly arranged with the inner edge rib 282, and is connected to the outer edge rib 219 and the first extended rib 294 at substantially right angles. The set of the second extended ribs 295, 296, 297, and 298 is substantially parallel to the group of the outer edge ribs 212, 213 extending substantially at right angles to the set of the outer edge ribs 218, 219. In the present embodiment, the second direction is exemplified by the extending direction of the outer edge ribs 212, 213 (that is, the extending direction of the bending lines 214, 215). The second outer rib is exemplified by one of the outer edge ribs 212, 213. The second inner rib is exemplified by one of the inner edge ribs 281, 282 that are substantially parallel with respect to the set of outer ribs 212, 213.

The top plate 210A includes anti-vibration rubbers 251, 252, 253, 254. Similarly to the anti-vibration rubbers 411, 412, 413, and 414 described with reference to FIG. 4A, the anti-vibration rubbers 251, 252, 253, and 254 may be formed of rubber capable of reducing the amplitude of vibration.

The anti-vibration rubber 251 is disposed in a substantially rectangular region surrounded by the first elongated rib portion 291, the second extended rib portion 295, and the outer edge rib portions 212, 218. The main plate portion 211 is sandwiched by the vibration isolating rubbers 411 and 251 in a substantially rectangular region surrounded by the first extended rib portion 291, the second extended rib portion 295, and the outer edge rib portions 212 and 218. The anti-vibration rubber 252 is disposed in a substantially rectangular region surrounded by the first elongated rib portion 292, the second extended rib portion 296, and the outer edge rib portions 212, 219. The main plate portion 211 is sandwiched by the anti-vibration rubbers 412 and 252 in a substantially rectangular region surrounded by the first extended rib portion 292, the second extended rib portion 296, and the outer edge rib portions 212 and 219. The anti-vibration rubber 253 is disposed in a substantially rectangular region surrounded by the first extended rib 293, the second extended rib 297, and the outer edge ribs 213 and 218. The main plate portion 211 is sandwiched by the anti-vibration rubbers 413 and 253 in a substantially rectangular region surrounded by the first extended rib portion 293, the second extended rib portion 297, and the outer edge rib portions 213 and 218. The anti-vibration rubber 254 is disposed in a substantially rectangular region surrounded by the first elongated rib portion 294, the second extended rib portion 298, and the outer edge rib portions 213 and 219. The main plate portion 211 is sandwiched by the vibration isolating rubbers 414 and 254 in a substantially rectangular region surrounded by the first extended rib portion 294, the second extended rib portion 298, and the outer edge rib portions 213 and 219. By the vibration isolating rubber provided at the four corners of the top plate 210A, the vibration of the compression mechanism housed inside the casing 200A can be transmitted to the front of the vehicle via the casing 200A to attenuate the vibration.

<Sixth embodiment>

The designer can also design a plurality of skeleton structures for supporting the top plate described in connection with the fifth embodiment. In the sixth embodiment, an exemplary skeleton structure will be described.

FIG. 9 is a schematic perspective view of an exemplary skeleton structure 500 incorporated in the housing 200A. The skeleton structure 500 will be described with reference to Figs. 8 and 9 .

The skeleton structure 500 includes a bottom plate 510, an intermediate plate 520, a first pillar 531, a second pillar 532, a third pillar 533, a fourth pillar 534, a center pillar 535, a first intermediate frame 536, and a second intermediate frame 537. Like the top plate 210A described with reference to Fig. 8, the bottom plate 510 has a substantially rectangular shape. The bottom plate 510 is horizontally disposed substantially horizontally below the top plate 210A. The intermediate plate 520 is horizontally disposed transversely between the top plate 210A and the bottom plate 510.

Each of the first pillar 531, the second pillar 532, the third pillar 533, and the fourth pillar 534 extends upward from the four corner portions of the bottom plate 510. The upper end of the first pillar 531 is inserted into a substantially rectangular region (see FIG. 8) surrounded by the first elongated rib 291, the second elongated rib 295, and the outer edge ribs 212, 218. The upper end of the second pillar 532 is inserted into a substantially rectangular region (see FIG. 8) surrounded by the first elongated rib 292, the second elongated rib 296, and the outer edge ribs 212 and 219. The upper end of the third pillar 533 is inserted into a substantially rectangular region (see FIG. 8) surrounded by the first elongated rib 293, the second elongated rib 297, and the outer edge ribs 213 and 218. The upper end of the fourth pillar 534 is inserted into a substantially rectangular region (see FIG. 8) surrounded by the first elongated rib 294, the second elongated rib 298, and the outer edge ribs 213 and 219.

The first intermediate frame 536 extends substantially horizontally between the first pillar 531 and the third pillar 533. The first intermediate frame 536 is located substantially directly below the outer edge rib 218 with reference to FIG. Like the outer rib 218, the first intermediate frame 536 extends in the extending direction of the front corner 216. The second intermediate frame 537 extends substantially horizontally between the second pillar 532 and the fourth pillar 534. The second intermediate frame 537 is located substantially directly below the outer edge rib 219 which is formed by the contour line of the opposite side of the top plate 210A formed by the outer edge rib 218. Like the outer rib 219, the second intermediate frame 537 extends in the extending direction of the rear corner line 217. In the present embodiment, the first outer rib portion is exemplified by one of the outer edge ribs 218 and 219. The third outer rib is exemplified by the other of the outer edge ribs 218, 219.

The intermediate plate 520 is supported by the first intermediate frame 536 and the second intermediate frame 537. In the middle The board 520 is equipped with various devices disposed in the housing 200A.

The intermediate plate 520 includes a connection plate portion 521, a left support plate 522, and a holding plate portion 523. The holding plate portion 523 is disposed below the connecting plate portion 521 and the left supporting plate 522. Each of the connecting plate portion 521 and the left supporting plate 522 is formed in a substantially T shape (plan view). The connecting plate portion 521 and the left supporting plate 522 are held by the holding plate portion 523.

FIG. 10 is a schematic perspective view of the holding plate portion 523. The intermediate plate 520 will be further described with reference to Figs. 9 and 10 .

The holding plate portion 523 includes a lower plate 524, a frame rib portion 525, a grill rib portion 526, and ear portions 541, 542, 543, and 544. The lower plate 524 is placed laterally below the connecting plate portion 521 (see FIG. 9) and the left supporting plate 522 (see FIG. 9). The frame rib 525 protrudes upward from the outer peripheral edge of the rectangular shape of the lower plate 524. The grille rib 526 is erected in a rectangular space surrounded by the frame rib 525, and a plurality of rectangular spaces are formed in the frame rib 525. The connecting plate portion 521 and the left supporting plate 522 are welded to the upper edges of the grill rib 526, the frame rib 525, and the ears 541, 542, 543, and 544.

As shown in FIG. 9 , the ear portion 541 protrudes forward from the frame rib 525 and is coupled to the first intermediate frame 536 in the vicinity of the first pillar 531 . The ear portion 542 protrudes rearward from the frame rib 525 and is coupled to the second intermediate frame 537 in the vicinity of the second pillar 532. The ear portion 543 protrudes forward from the frame rib 525 and is coupled to the first intermediate frame 536 in the vicinity of the third pillar 533. The ear portion 544 protrudes rearward from the frame rib 525 and is coupled to the second intermediate frame 537 in the vicinity of the fourth pillar 534.

An anti-vibration piece that can reduce the amplitude of the vibration may be disposed between the ear portions 541 and 543 and the first intermediate frame 536. An anti-vibration piece that can reduce the amplitude of the vibration may be disposed between the ear portions 542 and 544 and the second intermediate frame 537. The principle of the present embodiment is not limited to the specific connection structure between the ear portions 541, 543 and the first intermediate frame 536 and between the ear portions 542, 544 and the second intermediate frame 537.

<Seventh embodiment>

The designer can mount a plurality of devices in the skeleton structure described in connection with the sixth embodiment. In the seventh embodiment, a variety of devices attached to the skeleton structure will be described.

Fig. 11 is a schematic perspective view of an air compressing device 100A. The outer surface structure of the casing 200A will be described with reference to Figs. 3 to 4B, Fig. 9 and Fig. 11 .

As shown in FIG. 4A, the housing 200A includes a fixed wall 550 and a rotating wall 560. The fixed wall 550 is a substantially rectangular region surrounded by the first pillar 531 (see FIG. 9), the third pillar 533 (see FIG. 9), the first intermediate frame 536 (see FIG. 9), and the top plate 210A. The operator who assembles the frame 200A can also attach the fixed wall 550 to the first pillar 531, the third pillar 533, the first intermediate frame 536, and the top plate 210A using screws. In this case, the fixed wall 550 is easily removed from the skeleton structure 500 (see FIG. 9). The operator inspecting and/or repairing the air compression device 100A can remove the fixed wall 550 from the skeleton structure 500 and access various devices disposed between the top plate 210A and the intermediate plate 520.

As shown in FIG. 4A, the rotating wall 560 is fixed below the fixed wall 550. The rotating wall 560 includes a substantially rectangular base frame 561, a substantially rectangular rotating frame 562, two hinges 563, three lever locks 564, and a plurality of jaws 565. The base frame 561 is fixed to the first pillar 531 (see FIG. 9), the third pillar 533 (see FIG. 9), and the first intermediate frame 536 (see FIG. 9) by a suitable fixture such as a screw. Two hinges 563 are attached to the upper edges of the base frame 561 and the rotating frame 562. The rotating frame 562 is rotatable up and down about the hinge 563. The three lever locks 564 connect the base frame 561 and the lower edge of the rotating frame 562. The operator can unlock the lever lock 564 without using a special tool such as a screwdriver or a wrench. Thereafter, the operator can rotate the rotating frame 562 upward to access various devices disposed between the bottom plate 510 (see FIG. 9) and the intermediate plate 520 (see FIG. 9). The lever lock 564 can also be a commercially available lock component. The principle of this embodiment is not limited to the specific configuration of the lever lock 564. The seesaw 565 is fixed to the rotating frame 562. The seesaw 565 extends substantially horizontally within the rotating frame 562. The seesaws 565 are arranged in the vertical direction. The gas outside the frame 200A may flow into the frame 200A from the space between the adjacent seesaws 565. The air flowing into the casing 200A can also be used for cooling by a compression mechanism (not shown).

As shown in FIG. 11, the air compressing device 100A includes a dehumidifying device 610 and a control unit 620. The dehumidifying device 610 closes a substantially rectangular space surrounded by the bottom plate 510 (see FIG. 9), the second intermediate frame 537 (see FIG. 9), the fourth pillar 534 (see FIG. 9), and the center pillar 535 (see FIG. 9). . The dehumidifying device 610 dehumidifies the compressed air generated by a compression mechanism (not shown) in the housing 200A. The dehumidification device 610 can also have a general dehumidification mechanism including a hollow fiber membrane. The principle of this embodiment is not limited to the specific structure of the dehumidifying apparatus 610.

The control unit 620 houses a plurality of electrical components (not shown) for controlling a plurality of devices disposed in the housing 200A, and a plurality of circuits (not shown). The control unit 620 blocks a substantially rectangular space surrounded by the bottom plate 510 (see FIG. 9), the second intermediate frame 537 (see FIG. 9), the second support 532 (see FIG. 9), and the center pillar 535 (see FIG. 9). . The control unit 620 corresponds to the control unit 62 described with reference to Fig. 3 .

As shown in FIG. 11, the frame 200A includes a duct wall 570. The duct wall 570 partially seals a substantially rectangular space surrounded by the top plate 210A, the second intermediate frame 537 (see FIG. 9), the second pillar 532 (see FIG. 9), and the fourth pillar 534 (see FIG. 9). The duct wall 570 includes a base plate 571 and a duct portion 572. The base plate 571 is fixed to the top plate 210A, the second pillar 532, and the fourth pillar 534. On the base plate 571, an elongated opening region 573 extending substantially horizontally is formed. The opening region 573 is used for the delivery of air used for cooling of a compression mechanism (not shown) in the casing 200A. The duct portion 572 surrounds the open area 573.

As shown in FIG. 11, the air compressing device 100A is provided with a guide pipe 630 that guides compressed air to the outside of the casing 200A. The base end of the guide tube 630 is connected to a compression mechanism (not shown) in the housing 200A. As shown in FIG. 11, the guide tube 630 is bent to the left side in a substantially rectangular space surrounded by the duct portion 572, and penetrates the duct portion 572. Therefore, the front end of the guide tube 630 appears outside the duct portion 572.

As shown in FIG. 4B, the air compressing device 100A includes a cooling device (aftercooler) 640 disposed outside the casing 200A. The cooling device 640 corresponds to the cooling device 64 described with reference to FIG. The cooling device 640 is disposed behind the duct wall 570. Cooling device 640 includes a cooling tube 641 and protection frame 642. The upstream end of the cooling pipe 641 is connected to the downstream end of the guide pipe 630. The downstream end of the cooling pipe 641 is connected to the dehumidifying device 610. Therefore, the compressed air can flow from the guide pipe 630 to the dehumidifying device 610 through the cooling pipe 641. The cooling pipe 641 extends in the horizontal direction, and the compressed air is gradually guided downward on one side. As described above, since the cooling device 640 is disposed behind the duct wall 570, the compressed air flowing along the cooling pipe 641 is cooled by the air ejected from the duct portion 572.

The protective frame 642 surrounds the extended area of the cooling tube 641. Therefore, the cooling pipe 641 is appropriately protected from flying foreign matter (for example, stone).

As shown in FIG. 11, the air compressing device 100A includes an outer cooling mechanism 650. The outer cooling mechanism 650 includes four fan devices 651. The fan unit 651 is fixed below the duct portion 572 and is fixed to the base plate 571. The external cooling mechanism 650 blows air to the cooling pipe 641 (see FIG. 4B). As a result, the compressed air flowing along the cooling pipe 641 is sufficiently cooled. The cooled compressed air flows into the dehumidifying device 610. The compressed air dehumidified by the dehumidifying device 610 can also be stored in the storage tank thereafter. The compressed air in the storage tank is consumed by the operation of the air compressor mounted on the vehicle (not shown).

<Eighth Embodiment>

The designer can configure various devices such as a compressor or a motor in the frame. In the eighth embodiment, an exemplary internal structure of the air compressing device will be described.

Fig. 12 is a schematic perspective view of the air compressing device 100A. The air compressing device 100A will be described with reference to Figs. 3, 4A, 9, 10 and 12.

As shown in FIG. 12, the air compressing device 100A includes a compression mechanism 300A and an internal cooling mechanism 660. The compression mechanism 300A generates compressed air. The internal cooling mechanism 660 cools the compression mechanism 300A. The compression mechanism 300A corresponds to the compression mechanism 300 described with reference to FIG.

The compression mechanism 300A includes a compressor 310, a motor 320, and a transmission mechanism 330. Compressor 310 compresses air to produce compressed air. The compressor 310 is disposed between the top plate 210A and the intermediate plate 520. The compressor 310 can also be directly fixed to the upper surface of the connecting plate portion 521. Alternatively, an anti-vibration member capable of reducing the amplitude of the vibration may be disposed between the compressor 310 and the connecting plate portion 521. The principle of the present embodiment is not limited to the specific connection structure between the compressor 310 and the connecting plate portion 521. In the present embodiment, the first mounting surface is exemplified by the upper surface of the connecting plate portion 521.

The motor 320 is disposed between the bottom plate 510 (see FIG. 9) and the intermediate plate 520. The motor 320 can also be directly attached to the lower surface of the lower plate 524 as explained with reference to FIG. Alternatively, an anti-vibration member capable of reducing the amplitude of the vibration may be disposed between the motor 320 and the lower plate 524. The principle of this embodiment is not limited to the specific connection structure between the motor 320 and the lower plate 524. In the present embodiment, the second mounting surface is exemplified by the lower surface of the lower plate 524.

Since the structure of the intermediate plate 520 described in connection with the sixth embodiment can simultaneously pierce the connecting plate portion 521 and the lower plate 524, if both the compressor 310 and the motor 320 are mounted on the intermediate plate 520, the compressor 310 and the motor 320 are connected. The accuracy associated with the relative positional relationship becomes very high.

The motor 320 generates a driving force for driving the compressor 310 based on a control signal output from the control unit 620. The compressor 310 and the motor 320 are arranged in the vertical direction, so that the designer can give a small value to the area of the horizontal section of the frame 200A.

The transmission mechanism 330 transmits a driving force from the motor 320 to the compressor 310. The right panel 220 described with reference to Fig. 4A is erected in the vicinity of the transmission mechanism 330, and is fixed to the skeleton structure 500 by screws (see Fig. 9). The right panel 220 is easily removed from the skeleton structure 500, so that the operator can easily access the transmission mechanism 330.

The transmission mechanism 330 includes an upper pulley 331, a lower pulley 332, an endless belt 333, and a tension pulley 334. The upper pulley 331 is mounted to the compressor 310. The lower pulley 332 is attached to the motor 320. The endless belt 333 is wound around the upper pulley 331, the lower pulley 332, and the tension pulley 334. The tension pulley 334 imparts an appropriate tension to the endless belt 333.

The internal cooling mechanism 660 includes a fan device 661 and a cold flow adjustment box 662. The fixed wall 550 includes a flat plate 551 and a protruding wall 552. The flat plate 551 is composed of a first pillar 531 (see FIG. 9), a third pillar 533 (see FIG. 9), a first intermediate frame 536 (see FIG. 9), and a top plate 210A. The enclosed space is partially enclosed. The projection wall 552 is attached to the flat plate 551 using a suitable fixture such as a commercially available lever lock or a screw. The protruding wall 552 protrudes outward from the flat plate 551. The fan unit 661 is attached to the protruding wall 552 by an opening region (not shown) formed in the flat plate 551. Therefore, the designer may not assign a larger size value to the skeleton structure 500 (refer to FIG. 9).

Like the motor 320, the fan unit 661 can also be operated under the control of the control unit 620. When the fan unit 661 is actuated, the air in the casing 200A is sucked by the fan unit 661. In the meantime, the gas outside the casing 200A flows into the casing 200A through the rotating wall 560. The air that has flowed into the casing 200A is sucked by the fan device 661 through a gap formed in the horizontal direction between the intermediate plate 520 and the first intermediate frame 536. The fan unit 661 sends the sucked air to the cold flow adjustment tank 662.

The cold flow adjustment tank 662 is disposed between the fan unit 661 and the compressor 310. The cold flow adjustment tank 662 adjusts the shape of the cooling air blown from the fan unit 661.

Fig. 13A is a schematic perspective view of the cold flow adjustment tank 662. FIG. 13B is a schematic rear view of the cold flow adjustment tank 662. The cold flow adjustment tank 662 will be described using Figs. 11 to 13B.

As shown in FIGS. 13A and 13B, the cold flow adjustment tank 662 includes a front plate 671, a rear plate 672, and an outer peripheral plate 673. The front plate 671 is opposed to the fan unit 661 (see FIG. 12). The front plate 671 includes an outer edge 674 and an inner edge 675. The outer edge 674 forms a generally rectangular outer contour of the front panel 671. The inner edge 675 forms a generally circular open area. The diameter of the open area formed by the inner edge 675 is substantially equal to the rotational diameter of the fan blades of the fan assembly 661. Alternatively, the diameter of the open area is set to be slightly larger than the rotational diameter of the fan blade. Therefore, the cooling air generated by the fan unit 661 can efficiently flow into the cold flow adjustment tank 662.

The rear plate 672 is erected between the front plate 671 and the compressor 310 (refer to FIG. 12). The back plate 672 includes an outer edge 676 and an inner edge 677. As with the outer edge 674 of the front panel 671, the outer edge 676 of the rear panel 672 forms a generally rectangular outer contour of the rear panel 672. Like most general compressors, compressor 310 has a substantially imaginary plane that includes the axis of rotation of compressor 310. A rectangular profile. The inner edge 677 of the rear plate 672 forms a generally rectangular open area formed to fit the shape and size of the cross section of the compressor 310. The outer peripheral plate 673 is coupled to the outer edges 674, 676 of the front plate 671 and the rear plate 672. Therefore, the cooling air flowing into the substantially circular opening region formed by the inner edge 675 of the front plate 671 flows out from the substantially rectangular opening region formed by the inner edge 677 of the rear plate 672, effectively contacting the compressor 310. . Therefore, the compressor 310 is effectively cooled.

The cooling air generated by the fan unit 661 passes through the cold flow adjustment tank 662 and flows to the compressor 310. The cooling air collides with the compressor 310. As a result, the cooling air can take heat from the compressor 310.

As shown in FIG. 12, the compressor 310 is disposed between the cold flow adjustment tank 662 and the duct wall 570. Therefore, the cooling wind generated by the fan unit 661 takes heat from the compressor 310 and then flows to the duct wall 570. Thereafter, the cooling air is discharged from the duct portion 572 formed in the duct wall 570.

<Ninth Embodiment>

The internal structure described in connection with the eighth embodiment contributes to the reduction in the area of the frame on the horizontal cross section. In the ninth embodiment, a design technique for reducing the size value of the casing in the height direction will be described.

14A and 14B are schematic perspective views of a skeleton structure 500. The relationship between the motor 320 and the bottom plate 510 will be described with reference to Figs. 10, 14A and 14B.

As shown in FIG. 14A, the motor 320 includes a motor housing 321, a two connection brackets 322, a front fin group 323, a rear fin group 324, an upper fin group 325, and a lower fin group 326. A mechanism for generating a driving force for driving the compressor 310 (see FIG. 14B) (that is, a mechanism in which a general motor such as a so-called rotating core, a stator core, or a coil is incorporated) is housed in the motor housing 321 .

Each of the front fin group 323, the rear fin group 324, the upper fin group 325, and the lower fin group 326 includes a plurality of fins. Front fin group 323, rear fin group 324, upper fin group 325, and lower fin Group 326 causes an exotherm from motor frame 321 .

The front fin group 323 protrudes forward from the motor housing 321 . The rear fin group 324 protrudes rearward from the motor housing 321 . The front fin group 323 and the rear fin group 324 are at a height position, and are located between the upper fin group 325 and the lower fin group 326, and protrude in the horizontal direction, and thus are from the bottom plate 510 and the intermediate plate 520 (refer to FIG. 14B). Separately separated. Therefore, the front fin group 323 and the rear fin group 324 do not interfere with the bottom plate 510 and the intermediate plate 520.

The two connection brackets 322 include a flat upper surface 327. The upper surface 327 is attached to the lower surface of the lower plate 524 with reference to FIG. The upper edges of the fins that protrude upward from the upper fin group 325 are located further below the upper surface 327. Therefore, the motor 320 eliminates interference between the upper fin group 325 and the lower plate 524 and is fixed to the lower surface of the lower plate 524.

The bottom plate 510 includes a reinforcing rib 511, a second reinforcing rib 512, and a flat plate 513. The flat plate 513 encloses a rectangular region having four corner portions formed by the first pillar 531, the second pillar 532, the third pillar 533, and the fourth pillar 534. The reinforcing rib 511 and the second reinforcing rib 512 protrude upward from the flat plate 513. The reinforcing rib 511 extends substantially in parallel with respect to the first intermediate frame 536. The second reinforcing rib 512 is substantially orthogonal to the reinforcing rib 511.

As shown in FIG. 14B, the second reinforcing rib 512 is located on the left side of the motor housing 321 . Therefore, the second reinforcing rib 512 does not interfere with the motor housing 321 .

As shown in FIG. 14A, the plate 513 includes a facing region 514 and a surrounding region 515. The opposing region 514 opposes the fin group 326 that protrudes downward. The surrounding area 515 encloses the facing area 514. The reinforcing rib 511 is attached to the surrounding area 515 and protrudes upward. Therefore, the reinforcing rib 511 does not interfere with the lower fin group 326.

The reinforcing rib 511 and the second reinforcing rib 512 are formed at positions that do not interfere with the lower fin group 326. Therefore, the designer can also give a large value to the height dimensions of the reinforcing rib 511 and the second reinforcing rib 512. Therefore, the bottom plate 510 can have a sufficiently large mechanical strength. Even if the reinforcing rib 511 and the second reinforcing rib 512 have a large height dimension in order to achieve sufficient mechanical strength of the bottom plate 510, the reinforcing rib 511 and the second reinforcing rib 512 do not interfere. The fin group 326 allows the designer to arrange the bottom plate 510 in the vicinity of the motor 320. Therefore, the designer can assign a smaller value to the height dimension of the skeleton structure 500.

<Tenth embodiment>

The designer can also configure a plurality of compressors in the frame. If the air compressing device has a plurality of compressors, the air compressing device can generate a large amount of compressed air in a short time. In the tenth embodiment, an air compressing device including a plurality of compressors will be described.

Fig. 15 is a schematic plan view showing the internal structure of the air compressing device 100A. The air compressing device 100A will be further described with reference to Fig. 15 .

The air compressing device 100A includes a compression mechanism 340 and an internal cooling mechanism 670. The compression mechanism 340 produces compressed air. The internal cooling mechanism 670 cools the compression mechanism 340. The compression mechanism 340 is in a mirror image relationship with the compression mechanism 300A described in connection with the eighth embodiment. Therefore, the description of the compression mechanism 300A of the eighth embodiment is applied to the compression mechanism 340. The internal cooling mechanism 670 is structurally identical to the internal cooling mechanism 660 described in connection with the eighth embodiment. Therefore, the description of the internal cooling mechanism 660 of the eighth embodiment is applied to the internal cooling mechanism 670.

The compression mechanism 340 includes a compressor 350. Like compressor 310 of compression mechanism 300A, compressor 350 produces compressed air. The compressor 310 includes a crucible wall 311. The compressor 350 includes a crucible wall 351. The crucible wall 311 of the compressor 310 is opposed to the crucible wall 351 of the compressor 350. Each of the crucible walls 311 and 351 forms an intake port (not shown) through which air is blown outside the casing 200A and a delivery port (not shown) through which compressed air is discharged.

The air compressing device 100A further includes an air intake guiding structure 700 disposed between the dam walls 311 and 351. The gas outside the casing 200A passes through the intake guide structure 700 and flows into each of the compressors 310 and 350. Each of the compressors 310, 350 compresses the outside air through the intake guide structure 700 to generate compressed air. The compressed air is sent out of the casing 200A by the guide pipe 630 described in connection with the seventh embodiment.

FIG. 16 is a schematic cross-sectional view of the intake air guiding structure 700. 4A, 15 and 16, the intake air guiding structure 700 will be described.

As shown in FIG. 4A, the fixed wall 550 includes a filter cover 553. The filter cover 553 is disposed in a concave area of a mountain formed by the convex wall 552. Like the protruding wall 552, the filter cover 553 is attached to the flat plate 551. The operator can remove the filter cover 553 from the flat plate 551.

As shown in FIG. 16, the intake guide structure 700 includes an intake duct 710, a filter device 720, and a trim seal 731. The filter device 720 is disposed between the filter cover 553 and the intake duct 710. The trimming seal 731 is a gas ring member that hermetically connects the filter device 720 to the intake duct 710.

The intake duct 710 is formed as a hollow box member having a substantially rectangular parallelepiped shape. If the compressors 310, 350 are actuated, a negative pressure environment is created within the intake conduit 710. As a result, the gas outside the casing 200A passes through the filter cover 553 and flows into the casing 200A. Thereafter, the outside air passes through the filtering device 720. The filtering device 720 removes dust that floats in the air outside the inflow. The air purified by the filtering device 720 flows into the intake duct 710.

The intake air guiding structure 700 further includes two supply pipes 711 and 712 and two trim sealing rings 732 and 733. A trim seal 732 is used to connect the supply tube 711 to the intake duct 710. A trim seal 733 is used to connect the supply tube 712 to the intake duct 710.

The supply tube 711 is connected to the crucible wall 311 of the compressor 310 from a trim seal 732 mounted on the intake duct 710. The foreign gas system is purified by the filter device 720 and flows into the compressor 310 through the intake pipe 710 and the supply pipe 711.

The supply tube 712 is connected to the crucible wall 351 of the compressor 350 from a trim seal 733 mounted to the intake duct 710. The foreign gas system is purified by the filter device 720 and flows into the compressor 350 through the intake pipe 710 and the supply pipe 712.

Fig. 17 is a schematic enlarged perspective view showing a portion of the guide tube 630 that guides the air compressed by the compression mechanisms 300A and 340 to the outside of the casing 200A. The guide tube 630 will be described with reference to Figs. 15 and 17 .

As shown in FIG. 15, the guide tube 630 includes discharge tubes 631 and 632, a confluence portion 680, and Confluence tube 633. The discharge pipe 631 guides the compressed air generated by the compressor 310 to the merging portion 680 disposed in the vicinity of the fixed wall 550. The discharge pipe 632 guides the compressed air generated by the compressor 350 to the merging portion 680. The merging pipe 633 extends from the merging portion 680 to the duct wall 570 on the opposite side of the fixed wall 550, and is connected to the cooling device 640 outside the casing 200A.

The guide tube 630 imparts a longer flow path in the frame 200A to the compressed air. The cooling air generated by the internal cooling mechanisms 660 and 670 flows into the casing 200A while being discharged from the duct portion 572. Therefore, the compressed air can be cooled in the casing 200A for a long time by the cooling air generated by the internal cooling mechanisms 660, 670.

As shown in FIG. 17, the merging portion 680 includes a manifold 681 and two check valves 682 and 683. The check valves 682, 683 are mounted to the manifold 681. The discharge pipe 631 is connected to the check valve 682. The compressed air flowing along the discharge pipe 631 flows into the manifold 681 through the check valve 682. The check valve 682 blocks the flow of compressed air returning from the manifold 681 to the discharge pipe 631. The discharge pipe 632 is connected to the check valve 683. The compressed air flowing along the discharge pipe 632 flows into the manifold 681 through the check valve 683. The check valve 683 blocks the flow of compressed air returning from the manifold 681 to the discharge pipe 632.

Inside the manifold 681, a combined inner tube (not shown) that merges two flows of compressed air is formed. The compressed air that merges by the merged inner tubes passes through the merged tubes 633 and is discharged from the manifold 681. The merging pipe 633 is connected to the cooling device 640 (see Fig. 15).

As shown in FIG. 15, the air compressing device 100A includes two fixing pieces 690. As shown in FIG. 17, the dam wall 311 includes a fixed pedestal 312 that protrudes toward the dam wall 351 of the compressor 350. The fixing piece 690 is disposed on the fixed pedestal 312. The fixing piece 690 corresponding to the compressor 350 is also attached to a fixed pedestal (not shown) that protrudes from the dam wall 351, similarly to the fixing piece 690 corresponding to the compressor 310. In the present embodiment, the fixing member is exemplified by the fixing piece 690.

As shown in FIG. 15, each of the discharge pipes 631 and 632 is steered toward the fixed wall 550 from the base end portion connected to the dam walls 311 and 351. The two fixing pieces 690 are attached to the path from the turning portion of the base end portion toward the fixed wall 550, and the discharge pipes 631, 632 are fixed, respectively. Therefore, from the compressor The vibration generated by 310, 350 does not impose an excessive load on the guide tube 630.

In the present embodiment, the guide tube 630 is formed entirely of a metal pipe member. Instead, a portion of the guide tube 630 may also be formed of a so-called rubber or resin tube member having low rigidity.

Designers can design a variety of air compression devices based on the design principles described in connection with the various embodiments described above. One of the various features described in association with one of the various embodiments described above may be applied to an air compression device as described in connection with another embodiment.

An exemplary air compressing device described in connection with the above various embodiments mainly has the following features.

An air compressing apparatus according to an aspect of the embodiment includes a compression mechanism that compresses air to generate compressed air, a casing that houses the compression mechanism, and a cooling device that is coupled to the outside of the casing to cool the compressed air .

According to the above configuration, the cooling device cools the compressed air outside the frame, so that the designer of the air compressing device can secure the space for accommodating the cooling device without the frame. Therefore, the designer can assign a smaller size value to the frame. As a result, the frame body can have high rigidity. By miniaturizing the casing, the amplification of the vibration of the compression mechanism can be suppressed, and thus the amount of vibration transmission transmitted to the vehicle is maintained at a low level.

In the above configuration, the air compressing device may further include a control unit that controls the compression mechanism. The control unit may be disposed outside the housing.

According to the above configuration, since the control unit is disposed outside the casing, the designer who designs the air compressing device can secure the space for accommodating the cooling device without the inside of the casing. Therefore, the designer can assign a smaller size value to the frame. As a result, the frame body can have high rigidity. By miniaturizing the casing, the amplification of the vibration of the compression mechanism can be suppressed, and thus the amount of vibration transmission transmitted to the vehicle is maintained at a low level. Further, the control unit is provided in such a frame having a low vibration transmission level, whereby it is not necessary to improve the vibration resistance of the internal electronic device.

In the above configuration, the air compressing device may further include a connecting structure that connects the frame to the floor of the vehicle. The frame may also include a top plate opposite to the floor. The connection structure may include an anti-vibration portion that comes into contact with the top plate and that reduces vibration transmitted from the compression mechanism to the vehicle.

According to the above configuration, the connection structure includes the vibration-proof portion that comes into contact with the top plate of the casing and reduces the vibration transmitted from the compression mechanism to the floor of the vehicle, so that the vibration transmitted to the vehicle is lowered.

In the above configuration, the top plate may include: a first plate member including a facing surface opposite to the floor surface; and a second plate member that is closed to form a rectangular opening portion of the opposing surface. The first plate member may further include: an outer edge rib portion bent from the opposite surface to form a rectangular outer shape profile of the top plate; and an inner edge rib portion bent from the opposite surface to form The outline of the above opening. The connection structure may connect the first plate material to the floor under the floor.

According to the above configuration, the first plate member of the top plate includes the outer edge rib portion and the inner edge rib portion bent from the opposite surface, so that the designer who designs the air compressing device can easily form a strong structure. The connection structure connects the first plate to the vehicle. Therefore, the air compression device is properly held by the vehicle.

In the above configuration, the outer rib portion may include a first outer rib portion extending in the first direction, and a second outer rib portion extending in a second direction different from the first direction. The inner edge rib may include a first inner rib extending in the first direction and a second inner rib extending in the second direction. The top plate may further include: a first extended rib extending from the first inner rib in the first direction; and a second extended rib extending from the second inner rib in the second direction . The vibration isolating portion may include an anti-vibration rubber disposed in a rectangular region surrounded by the first outer rib portion, the second outer rib portion, the first extended rib portion, and the second extended rib portion.

According to the above configuration, the rectangular region in which the vibration-proof rubber is disposed is composed of the first outer rib and the second The outer rib, the first extended rib, and the second extended rib are surrounded by each other, and thus have high rigidity. Therefore, the vibration transmitted to the vehicle is appropriately lowered.

In the above configuration, the outer rib portion may include a third outer rib portion formed as a contour line of the opposite side opposite to the contour line formed by the first outer rib portion. The frame body may further include: a bottom plate laterally disposed below the top plate; and a first intermediate frame disposed vertically below the first outer rib portion between the bottom plate and the top plate in the first direction a second intermediate frame extending vertically in the first direction between the bottom plate and the top plate, and an intermediate plate extending from the first intermediate frame and the The second intermediate frame is supported. The compression mechanism may further include a compressor disposed between the top plate and the intermediate plate, and a motor disposed between the bottom plate and the intermediate plate.

According to the above configuration, the compressor is disposed between the top plate and the intermediate plate, and the motor is disposed between the bottom plate and the intermediate plate, so that the designer of the air compressing device can give a smaller area to the frame in the horizontal plane. Size value. As a result, since the occupied area in the horizontal direction of the air compressing device provided under the floor of the vehicle can be reduced, it is possible to secure a space in which the other device can be placed under the floor of the vehicle.

In the above configuration, the intermediate plate may include a holding plate portion coupled to the first intermediate frame and the second intermediate frame, and a connecting plate portion held by the holding plate portion. The connecting plate portion may include a first mounting surface on which the compressor is mounted. The holding plate portion may include a second mounting surface on the opposite side of the first mounting surface.

According to the above configuration, since the motor is attached to the second mounting surface on the side opposite to the first mounting surface, the error factor associated with the relative position between the compressor and the motor is small.

In the above configuration, the motor may include a motor casing having a generating mechanism for generating a driving force for driving the compressor, and a plurality of fins protruding downward from the motor casing. The bottom plate may further include: an opposite region that faces the plurality of fins; a surrounding region around the opposite region; and a reinforcing rib portion It protrudes upward from the above surrounding area.

According to the above configuration, the reinforcing rib protrudes upward from the peripheral region around the opposing region of the plurality of fins, and thus the interference between the reinforcing rib and the plurality of fins is less likely to occur. Therefore, the designer can set the amount of protrusion of the reinforcing rib to a larger value. As a result, the rigidity of the frame becomes high. In addition, the designer can set the height of the frame to a smaller value.

[Industrial availability]

The principles of the above embodiments are preferably utilized in a variety of technical fields where compressed air is required.

Claims (8)

An air compression device comprising: a compression mechanism that compresses air to generate compressed air; a frame that houses the compression mechanism; and a cooling device that cools the compression compressed by the compression mechanism outside the frame a conduit connecting the compression mechanism and the cooling device; and a connection structure connecting the frame to the vehicle; and the connection structure having an anti-vibration portion that reduces the compression mechanism from the compression mechanism to the vehicle Vibration transmission. The air compressing device according to claim 1, further comprising: a control unit that controls the compression mechanism; and the control unit is disposed outside the housing. The air compressing device of claim 1 or 2, further comprising: said connecting structure connecting said frame to a floor of said vehicle; said frame comprising a top plate opposite said floor; said vibration preventing portion Contact with the top plate and reduce vibration transmission from the compression mechanism to the vehicle. The air compressing device of claim 3, wherein the top plate comprises: a first plate comprising a facing surface opposite to the floor; and a second plate sealing the rectangular opening of the opposing surface And the first plate member includes: an outer edge rib that is bent from the opposite surface to form a rectangular outer shape of the top plate; and an inner edge rib that is bent from the opposite surface, Forming an outline of the opening portion; The connection structure connects the first plate material to the floor under the floor. The air compressing device according to claim 4, wherein the outer rib portion includes: a first outer rib portion extending in a first direction; and a second outer rib portion extending in a second direction different from the first direction And the inner rib portion includes: a first inner rib extending in the first direction; and a second inner rib extending in the second direction; the top plate including: a first extended rib The first inner rib is extended in the first direction; and the second extended rib is extended from the second inner rib in the second direction; the anti-vibration portion includes anti-vibration rubber, and the anti-vibration rubber The surface is disposed in a rectangular region surrounded by the first outer rib portion, the second outer rib portion, the first extended rib portion, and the second extended rib portion. The air compressing device of claim 5, wherein the outer rib portion includes: a third rib portion formed as a contour line opposite to a contour line formed by the first outer rib portion; and the frame body includes a bottom plate laterally disposed below the top plate; a first intermediate frame extending vertically below the first outer rib portion, extending between the bottom plate and the top plate in the first direction; and a second intermediate frame The first outer frame extends perpendicularly below the third outer rib, and extends between the bottom plate and the top plate in the first direction; and the intermediate plate is supported by the first intermediate frame and the second intermediate frame; The mechanism includes a compressor disposed between the top plate and the intermediate plate, and a motor disposed between the bottom plate and the intermediate plate. The air compressing device according to claim 6, wherein the intermediate plate includes: a holding plate portion coupled to the first intermediate frame and the second intermediate frame; and a connecting plate portion held by the holding plate portion; The connecting plate portion includes a first mounting surface on which the compressor is mounted; The holding plate portion includes a second mounting surface on a side opposite to the first mounting surface, and the motor is attached to the second mounting surface. The air compressing device of claim 6, wherein the motor comprises: a motor frame having a generating mechanism for generating a driving force for driving the compressor; and a plurality of fins, which are downward from the motor frame And the bottom plate includes: an opposite region facing the plurality of fins; a surrounding region around the opposite region; and a reinforcing rib protruding upward from the surrounding region.