WO2016194751A1 - Air compression device - Google Patents

Abstract

An air compression device comprising: a compression mechanism that compresses air and generates compressed air; a case in which the compression mechanism is housed; and a cooling device that cools the compressed air, outside the case.

Description

Air compressor

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

Compressed air generating device is used for various purposes. Compressed air generated by an air compressor mounted on a vehicle (for example, a railway vehicle) may be supplied to a brake device that applies a braking force to the vehicle or a pneumatic device that opens and closes the door of the vehicle.

Patent Document 1 proposes an air compression device mounted on a railway vehicle. The air compression apparatus has a housing that houses a compression mechanism that compresses air. The casing surrounding the compression mechanism can appropriately protect the compression mechanism from stepping stones and other flying objects when the vehicle is running. In addition, the casing can prevent leakage of sound emitted from the compression mechanism (soundproof function). Furthermore, the housing can protect the compression mechanism from dust that causes the compression mechanism to fail (dust-proof function).

Compressor mechanism generally performs rotational movement to generate compressed air. Since the rotational movement of the compression mechanism causes vibration, the compression mechanism becomes a vibration generation source. Therefore, if the air compressor is directly attached to the vehicle, the vibration is likely to be transmitted to the vehicle through the casing in which the compression mechanism is accommodated. That is, the vibration of the compression mechanism is transmitted to the housing that supports the compression mechanism, and is transmitted to the vehicle frame connected to the housing. The vibration transmission to the vehicle gives discomfort to the passengers in the vehicle. That is, the riding comfort of the vehicle is deteriorated.

Utility Model Registration No. 3150077

An object of the present invention is to provide an air compression device that can reduce vibration transmitted to a vehicle.

An air compression device according to one aspect of the present invention cools the compressed air outside the casing, a compression mechanism that compresses air and generates compressed air, a casing that houses the compression mechanism, and the casing. A cooling device.

In the above-described air compressor, it is not necessary to secure a space for disposing the cooling device in the housing by installing the cooling device outside the housing, so that the housing can be designed to be small. By downsizing the housing, it is possible to suppress the amplification of vibration of the compression mechanism and to reduce vibration transmitted to the vehicle.

The objects, features and advantages of the present invention will become more apparent from the following detailed description and the accompanying drawings.

It is a conceptual diagram of the air compressor of 1st Embodiment. It is a conceptual diagram of the air compressor of 2nd Embodiment. It is a conceptual diagram of the air compressor of 3rd Embodiment. It is a schematic perspective view of the air compressor of 4th Embodiment. FIG. 4B is another schematic perspective view of the air compression device shown in FIG. 4A. It is a schematic perspective view of the board member used for manufacture of the top plate of the air compressor shown in Drawing 4A (fifth embodiment). It is a schematic plan view of the 1st board | plate material of the air compressor shown by FIG. 4A. It is a schematic perspective view of the 1st board | plate material shown by FIG. It is a schematic perspective view of the top plate of the air compressor shown in FIG. 4A. FIG. 4B is a schematic perspective view of an exemplary skeleton structure incorporated in the housing of the air compression device shown in FIG. 4A (sixth embodiment). FIG. 10 is a schematic perspective view of a holding plate portion of the frame structure shown in FIG. 9. FIG. 4B is another schematic perspective view of the air compression device shown in FIG. 4A (seventh embodiment). FIG. 4B is another schematic perspective view of the air compression device shown in FIG. 4A (8th embodiment). It is a schematic perspective view of the cold flow adjustment box of the air compressor shown in FIG. It is a schematic rear view of the cold flow adjustment box shown in FIG. 13A. FIG. 10 is another schematic perspective view of the frame structure shown in FIG. 9 (9th embodiment). FIG. 14B is another schematic perspective view of the frame structure shown in FIG. 14A (9th embodiment). FIG. 4B is a schematic plan view showing the internal structure of the air compression device shown in FIG. 4A (tenth embodiment). FIG. 16 is a schematic cross-sectional view of an intake guide structure of the air compression device shown in FIG. 15. FIG. 16 is a schematic enlarged perspective view of a part of a guide tube guided by the air compression device shown in FIG. 15.

<First Embodiment>
The present inventors have found that a small casing tends to have high rigidity. In addition, the present inventors can suppress amplification of vibration of the compression mechanism by reducing the size of the casing if the compression mechanism serving as a vibration generation source is arranged in the casing, and the vibration is transmitted to the vehicle. It was found that the vibration can be maintained at a low level. In the first embodiment, an exemplary air compressor constructed based on these findings will be described.

FIG. 1 is a conceptual diagram of the air compressor 10 of the first embodiment. With reference to FIG. 1, an air compressor 10 is described.

The air compressor 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 compresses air in the housing 200 to generate compressed air. The compression mechanism 300 may include a general scroll compressor. Alternatively, the compression mechanism 300 may include a general rotary compressor. Further alternatively, the compression mechanism 300 may include a typical swing compressor. Further alternatively, the compression mechanism 300 may include a typical reciprocating compressor. The principle of this embodiment is not limited to a specific production technique for producing compressed air.

As described above, since the compressed air is generated by the compression operation of the compression mechanism 300, 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 who designs the air compressing device 10 does not have to secure a space for arranging the cooling device 64 in the housing 200. Therefore, the designer can give the housing 200 a small dimension value. By downsizing the housing 200, amplification of vibration of the compression mechanism 300 can be suppressed, and vibration transmitted to the vehicle can be reduced. Further, the housing 200 has a soundproof function and a dustproof function for the compression mechanism 300. The cooling device 64 may be directly held by the housing 200. Alternatively, the cooling device 64 may be held by another holding member. The principle of the present embodiment is not limited to a specific holding structure for the cooling device 64.

Compressed air generated by the compression mechanism 300 flows into the cooling device 64 through an appropriate pipe line extending between the compression mechanism 300 and the cooling device 64. The compression mechanism 300 that generates compressed air by compressing air becomes high temperature. Therefore, the housing space covered with the housing 200 that houses the compression mechanism 300 is likely to be hotter than the external environment outside the housing 200. Since the external environment outside the housing 200 is lower in temperature than the internal space of the housing 200, the cooling device 64 installed outside the housing 200 is compared to the case where the cooling device 64 is installed in the internal space of the housing 200. Thus, the compressed air can be efficiently cooled.

The cooling device 64 may have a tubular body that meanders while extending compressed air. In order to cool the compressed air more efficiently, the tubular body may be formed of a material having high thermal conductivity to improve heat dissipation. In addition, a large number of heat radiation fins may be attached to the tube. Alternatively, the cooling device 64 may have other structures that can cool the compressed air. The principle of this embodiment is not limited to a specific structure of the cooling device 64.

Second Embodiment
In addition to the cooling device, various other devices may be disposed outside the housing. In the second embodiment, an exemplary air compression device including a control unit arranged outside the housing will be described. If the control unit is provided in a housing having a low vibration transmission level, the designer does not have to improve the earthquake resistance of the internal electronic device.

FIG. 2 is a conceptual diagram of the air compressor 11 of the second embodiment. The reference numerals used in common with the first embodiment are used for elements that are conceptually common with the first embodiment. The air compressor 11 will be described with reference to FIG.

As in the first embodiment, the air compression device 11 includes a housing 200, a compression mechanism 300, and a cooling device 64. The description of the first embodiment is incorporated in these elements.

The air compressor 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 air and generates compressed air under the control of the control unit 62.

The control unit 62 is disposed outside the housing 200. Therefore, the designer who designs the air compressing device 11 does not have to secure a space for arranging the control unit 62 in the housing 200. As a result, the designer can give the casing 200 a small dimension value. By downsizing the housing 200, vibration transmitted to the vehicle can be reduced. The control unit 62 may be held directly on the housing 200. Alternatively, the control unit 62 may be held by another holding member. The principle of the present embodiment is not limited to a specific holding structure for the control unit 62.

<Third Embodiment>
A designer who designs an air compression device can design a small housing with high rigidity based on the design principles described in connection with the above-described embodiments. The designer may incorporate a technique for reducing vibration transmission at a connection portion that connects the housing to the vehicle. In the third embodiment, a technique for reducing vibration transmission from the air compressor to the vehicle will be described.

FIG. 3 is a conceptual diagram of the air compressor 100 of the third embodiment. The reference numerals used in common with the second embodiment are used for elements that are conceptually common to the second embodiment. The air compression apparatus 100 is demonstrated with reference to FIG.

The air compressor 100 is attached to the vehicle TCH. The vehicle TCH may be various devices (railcars, large trucks, and mobile construction machines) that use compressed air. The principle of this embodiment is not limited to a specific type of vehicle TCH.

The mounting position of the air compression device 100 with respect to the vehicle TCH may be determined so as to conform to the design of the vehicle TCH. If the vehicle TCH is a railway vehicle, the air compressor 100 may be fixed to a passenger car frame (ie, under the floor of the vehicle TCH). The principle of this embodiment is not limited to the specific attachment position of the air compression apparatus 100 with respect to the vehicle TCH.

As in the second embodiment, the air compression device 100 includes a housing 200, a compression mechanism 300, a control unit 62, and a cooling device 64. The description of the second embodiment is incorporated in these elements.

The air compressor 100 further includes a connection structure 400. Connection structure 400 is used for connection between housing 200 and vehicle TCH. The casing 200 includes a top plate 210 that faces the bottom 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 accommodated in the housing 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 may be a combination of any of the above-described compressors and a motor. The compressor and motor may be aligned on a common horizontal plane. In this case, the compressor may be directly connected to the motor. Alternatively, the compressor and motor may be aligned vertically. In this case, the compression mechanism 300 may include a transmission mechanism that transmits driving force from the motor to the compressor. If the compressor and motor are aligned in the vertical direction, the designer can give a small value to the area of the housing 200 on the horizontal plane. Thereby, the occupation area in the horizontal direction of the air compressor 100 installed under the floor of the vehicle TCH can be reduced. When many devices need to be installed under the floor of the vehicle TCH, the installation space for each device can be secured. The principle of the present embodiment can be applied to various structures of the compression mechanism 300. Therefore, the principle of the present embodiment is not limited to a specific structure of the compression mechanism 300.

Compressed air is supplied from various pneumatic devices mounted on the vehicle TCH (for example, pneumatic devices used in brake devices for applying braking force to the vehicle TCH, and pneumatic devices used to drive the door of the vehicle TCH). ) Is used for operation. The principle of this embodiment is not limited to a specific application of compressed air.

The connection structure 400 is disposed between the top board 210 and the vehicle TCH. The connection structure 400 includes a vibration isolator 410 that contacts the top plate 210. The compression mechanism 300 becomes a vibration source that generates vibration while generating compressed air. Anti-vibration unit 410 reduces the amplitude of vibration transmitted from compression mechanism 300 to vehicle TCH. The anti-vibration unit 410 may include a general anti-vibration component formed of a material such as rubber or resin. The principle of the present embodiment is not limited to a specific component used as the vibration isolation unit 410.

<Fourth embodiment>
The designer can design various air compression apparatuses based on the design principle described in relation to the third embodiment. In the fourth embodiment, an exemplary air compressor is described.

4A and 4B are schematic perspective views of the air compression device 100A of the fourth embodiment. The air compressor 100A will be described with reference to FIGS. 3 to 4B.

The air compressor 100A includes a housing 200A and a connection structure 400A. The housing 200A corresponds to the housing 200 described with reference to FIG. 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 accommodated in the housing 200A.

The housing 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). The top plate 210A corresponds to the top plate 210 described with reference to FIG. The top plate 210A lies generally horizontally, while the right panel 220 and the left panel 230 are erected substantially vertically.

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 housing 200A. The outer edge rib 212 is bent downward from the main plate portion 211 and connected to the right panel 220. A folding line 214 (see FIG. 4A) formed between the outer edge rib 212 and the main plate portion 211 forms one of the corner lines of the housing 200A. The outer edge rib 213 is bent downward from the main plate portion 211 and connected to the left panel 230. A folding line 215 (see FIG. 4B) formed between the outer edge rib 213 and the main plate portion 211 forms another one of the corner lines of the housing 200A.

As shown in FIG. 4A, the top plate 210A forms a front corner line 216 and a rear corner line 217. The front corner line 216 extends between the front ends of the folding lines 214 and 215. The rear corner line 217 extends between the rear ends (ends opposite to the front ends) of the folding lines 214 and 215. The folding lines 214 and 215, the front corner line 216, and the rear corner line 217 form a substantially rectangular upper surface contour of the housing 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 and 412 and a frame member 420. The anti-vibration rubber 411 is disposed at a corner formed by the folding line 214 and the front corner line 216. The anti-vibration rubber 412 is disposed at a corner formed by the folding line 214 and the rear corner line 217. The frame member 420 has a substantially C-shaped cross section. The frame member 420 is disposed along the folding line 214. The left connection structure 402 includes anti-vibration rubbers 413 and 414 and a frame member 430. The anti-vibration rubber 413 is disposed at the corner formed by the folding line 215 (see FIG. 4B) and the front corner line 216. The anti-vibration rubber 414 is disposed at a corner formed by the folding line 215 and the rear corner 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 folding line 215.

The anti-vibration rubbers 411, 412, 413, and 414 may be formed of rubber that can reduce the amplitude of vibration. The anti-vibration rubbers 411, 412, 413, and 414 correspond to the anti-vibration unit 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 part 421, an upper frame part 422, and an intermediate frame part 423. The anti-vibration rubbers 411 and 412 are sandwiched between the top plate 210 </ b> A and the lower frame portion 421. The right connection structure 401 is appropriately fixed to the housing 200 </ b> A by screws FXT that penetrate the top plate 210 </ b> A, the anti-vibration rubbers 411 and 412, and the lower frame portion 421. The upper frame part 422 is connected to a vehicle (not shown). The intermediate frame part 423 holds the upper frame part 422 at a position separated from the lower frame part 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 may determine the positions of the through holes 424 and 425 so as to match the structure of the vehicle. Therefore, the principle of the present embodiment is not limited to a specific position of the through holes 424 and 425.

The designer may 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 at all depending on how many through holes are formed in the upper frame portion 422.

In this embodiment, the operator can insert an appropriate fixing tool such as a screw into the through holes 424 and 425 and attach the air compression device 100A to the vehicle. Alternatively, the designer may provide the upper frame portion with an engagement structure that can engage with the vehicle. The principle of the present embodiment is not limited to a 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 connection structure 402 is appropriately fixed to the housing 200 </ b> A by screws (not shown) penetrating the top plate 210 </ b> A, the anti-vibration rubbers 413 and 414, and the lower frame portion 431. The upper frame part 432 is connected to a vehicle (not shown). The intermediate frame portion 433 holds the upper frame portion 432 at a position separated 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 may determine the positions of the through holes 434 and 435 so as to match the structure of the vehicle. Therefore, the principle of this embodiment is not limited to a specific position of the through holes 434 and 435.

The designer may form only one of the through holes 434, 435. Alternatively, an additional through hole may be formed in the upper frame portion 432. The principle of the present embodiment is not limited at all depending on how many through holes are formed in the upper frame portion 432.

In this embodiment, the operator can insert an appropriate fixing tool such as a screw into the through holes 434 and 435 and attach the air compression device 100A to the vehicle. Alternatively, the designer may provide the upper frame portion with an engagement structure that can engage with the vehicle. The principle of the present embodiment is not limited to a specific connection structure between the upper frame portion and the vehicle.

<Fifth Embodiment>
If the design principle of the air compressor described in relation to the fourth embodiment is used, high mechanical strength is required at the corners of the top plate to support the weight of the air compressor. In the central part of the top plate, a high mechanical strength is not required as compared with the corners. In the fifth embodiment, a technique for manufacturing a top plate having appropriate mechanical strength will be described.

FIG. 5 is a schematic perspective view of a plate member used for manufacturing 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 210 </ b> A is formed of a rectangular first plate member 240 and a rectangular second plate member 250. The first plate member 240 is larger than the second plate member 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 first plate member 240 is bent. With reference to FIG. 4A thru | or FIG. 6, the process with respect to the 1st board | plate material 240 is demonstrated.

The solid line in FIG. 6 represents a cutting line or an outline. The dotted line in FIG. 6 means a folding line.

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

The front angle corner line 216 described with reference to FIG. 4A extends between the recessed corner portions 241 and 243. The rear corner line 217 described with reference to FIG. 4A extends between the concave corners 242 and 244. A substantially rectangular area surrounded by the folding lines 214, 215, the front corner line 216, and the rear corner line 217 is located under the vehicle floor when the air compressor 100A is installed under the vehicle floor (not shown). Used as a part of the opposing main plate portion 211 (see FIG. 4A). In the present embodiment, the facing 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 area protruding from the front corner line 216 toward the outer edge of the first plate member 240. The outer edge rib 219 is a rectangular area protruding from the rear corner line 217 toward the outer edge of the first plate member 240. A perforation process may be applied to the outer edge ribs 212, 213, 218, 219. An operator who assembles the air compression apparatus 100A may configure a top plate 210A of the housing 200A by inserting an appropriate fixing tool such as a screw into a through hole formed in the outer edge ribs 212, 213, 218, and 219.

Cut lines 245 and 246 that are substantially parallel to the folding line 214 are formed in a region surrounded by the folding lines 214 and 215, the front corner line 216, and the rear corner line 217. The cut line 245 is formed closer to the folding line 214 than the cut line 246.

Cut lines 247 and 248 that are substantially perpendicular to the cut line 245 are formed between the cut lines 245 and 246. The cut lines 247 and 248 extend substantially parallel to the front corner line 216. The plate pieces in the region surrounded by the cut lines 245, 246, 247, 248 are removed from the first plate member 240.

Cut lines 261 and 262 that extend from both ends of the cut line 245 perpendicular to the cut line 245 toward the outer edge of the first plate member 240 are further formed. The cut line 261 extends from the front end of the cut line 245. The cut line 262 extends from the rear end of the cut line 245.

A folding line 271 extending between the ends of the cut lines 261 and 262 is further formed. A substantially rectangular region surrounded by the cut lines 245, 261, 262 and the folding line 271 is used as an inner edge rib 281 that reinforces the top plate 210A.

Cut lines 263 and 264 that extend from both ends of the cut line 246 perpendicular to the cut line 246 toward the outer edge of the first plate member 240 are further formed. The cut line 263 extends from the front end of the cut line 246. The cut line 264 extends from the rear end of the cut line 246.

A folding line 272 extending between the ends of the cut lines 263 and 264 is further formed. A substantially rectangular region surrounded by the cut lines 246, 263, 264 and the folding line 272 is used as an inner edge rib 282 that reinforces the top plate 210A.

A folding line 273 extending between the front ends of the cut lines 245 and 246 is further formed. The folding line 273 is aligned with the cut lines 261 and 263. A substantially rectangular region surrounded by the cut lines 245, 246 and 247 and the folding line 273 is used as the inner edge rib 283.

A folding line 274 extending between the rear ends of the cut lines 245 and 246 is further formed. The folding line 274 is aligned with the cut lines 262 and 264. A substantially rectangular region surrounded by the cut lines 245, 246 and 248 and the folding line 274 is used as the inner edge rib 284.

FIG. 7 is a schematic perspective view of the first plate member 240 that has been subjected to cutting or bending. With reference to FIG. 4A and FIG. 7, the 1st board | plate material 240 is further demonstrated.

As shown in FIG. 7, the first plate member 240 is bent along the folding line 214. As a result, the outer edge rib 212 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 folding line 215. As a result, the outer edge rib 213 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 front corner line 216. As a result, outer edge ribs 218 that are bent at substantially right angles to the main plate portion 211 are formed.

The first plate member 240 is bent along the rear corner line 217. As a result, outer edge ribs 219 that are bent at substantially right angles to the main plate portion 211 are formed.

The outer edge ribs 212, 213, 218, and 219 form a substantially rectangular outer contour of the top plate 210A.

The first plate member 240 is bent along the folding line 271. As a result, an inner edge rib 281 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 folding 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 folding line 273. As a result, an inner edge rib 283 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 folding line 274. As a result, an inner edge rib 284 is formed that is bent at a substantially right angle with respect to the main plate portion 211.

As a result of bending to form the inner edge ribs 281, 282, 283, 284, substantially rectangular openings formed by the folding lines 271, 272, 273, 274 and the cut lines 261, 262, 263, 264 are formed. 280 is formed.

As shown in FIG. 4A, the second plate 250 closes the opening 280 (see FIG. 7). The connection structure 400A is connected to the first plate member 240 and the vehicle, but 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 top plate 210A can connect the 2nd board | plate material 250 to the 1st board | plate material 240 using simple connection techniques, such as spot welding. The operator may apply bending or cutting to the second plate 250 before attaching the second plate 250 to the opening 280. The principle of the present embodiment is not limited to a 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 210 </ b> A includes first extension ribs 291, 292, 293, 294 and second extension ribs 295, 296, 297, 298. Each of the first extension ribs 291, 292, 293, 294 and the second extension ribs 295, 296, 297, 298 is welded at a substantially right angle to the lower surface of the main plate portion 211. Each of the first extension ribs 291, 292, 293, 294 and the second extension ribs 295, 296, 297, 298 may be a short metal piece. Since the length of the welding processing section for attaching the first extension ribs 291, 292, 293, 294 and the second extension ribs 295, 296, 297, 298 to the main plate portion 211 is short, the operator can use the first extension rib 291. , 292, 293, 294 and second extension ribs 295, 296, 297, 298 can be welded to the main plate portion 211, and the mechanical strength of the top plate 210A can be easily increased.

The first extension rib 291 extends between the right end of the inner edge rib 283 and the outer edge rib 212. The first extension rib 291 is aligned with the inner edge rib 283 in a straight line, and is connected to the outer edge rib 212 at a substantially right angle. 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 aligned with the inner edge rib 284 in a straight line, and is connected to the outer edge rib 212 at a substantially right angle. 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 aligned with the inner edge rib 283 in a straight line and is connected to the outer edge rib 213 at a substantially right angle. The first extension rib 294 extends between the left end of the inner edge rib 284 and the outer edge rib 213. The first extension rib 294 is aligned with the inner edge rib 284 in a straight line, and is connected to the outer edge rib 213 at a substantially right angle. The set of first extending ribs 291, 292, 293, 294 is substantially parallel to the set of 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 and 219. The first inner rib is exemplified by one of inner edge ribs 283 and 284 that are substantially parallel to the set of outer edge ribs 218 and 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 aligned with the inner edge rib 281 in a straight line, and is connected to the outer edge rib 218 and the first extension rib 291 at a substantially right angle. The second extension rib 296 extends between the first extension rib 292 and the outer edge rib 219. The second extension rib 296 is aligned with the inner edge rib 281 in a straight line, and is connected to the outer edge rib 219 and the first extension rib 292 at a substantially right angle. The second extension rib 297 extends between the first extension rib 293 and the outer edge rib 218. The second extension rib 297 is aligned with the inner edge rib 282 in a straight line, and is connected to the outer edge rib 218 and the first extension rib 293 at a substantially right angle. The second extension rib 298 extends between the first extension rib 294 and the outer edge rib 219. The second extension rib 298 is aligned with the inner edge rib 282 in a straight line, and is connected to the outer edge rib 219 and the first extension rib 294 at a substantially right angle. The set of second extending ribs 295, 296, 297, and 298 is substantially parallel to the set of outer edge ribs 212 and 213 that extend substantially at right angles to the set of outer edge ribs 218 and 219. In the present embodiment, the second direction is exemplified by the extending direction of the outer edge ribs 212 and 213 (that is, the extending direction of the folding lines 214 and 215). The second outer rib is exemplified by one of the outer edge ribs 212 and 213. The second inner rib is exemplified by one of the inner edge ribs 281 and 282 that are substantially parallel to the set of outer edge ribs 212 and 213.

The top plate 210A includes anti-vibration rubbers 251, 252, 253, and 254. Similar 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 that can reduce the amplitude of vibration. Good.

The anti-vibration rubber 251 is disposed in a substantially rectangular region surrounded by the first extension rib 291, the second extension rib 295, and the outer edge ribs 212 and 218. The main plate portion 211 is sandwiched between the anti-vibration rubbers 411 and 251 in a substantially rectangular region surrounded by the first extension rib 291, the second extension rib 295 and the outer edge ribs 212 and 218. The anti-vibration rubber 252 is disposed in a substantially rectangular region surrounded by the first extension rib 292, the second extension rib 296, and the outer edge ribs 212 and 219. The main plate portion 211 is sandwiched between the anti-vibration rubbers 412 and 252 in a substantially rectangular region surrounded by the first extension rib 292, the second extension rib 296, and the outer edge ribs 212 and 219. The anti-vibration rubber 253 is disposed in a substantially rectangular region surrounded by the first extension rib 293, the second extension rib 297, and the outer edge ribs 213 and 218. The main plate portion 211 is sandwiched between the anti-vibration rubbers 413 and 253 in a substantially rectangular region surrounded by the first extension rib 293, the second extension rib 297, and the outer edge ribs 213 and 218. The anti-vibration rubber 254 is disposed in a substantially rectangular region surrounded by the first extension rib 294, the second extension rib 298, and the outer edge ribs 213 and 219. The main plate portion 211 is sandwiched between anti-vibration rubbers 414 and 254 in a substantially rectangular region surrounded by the first extension rib 294, the second extension rib 298, and the outer edge ribs 213 and 219. The anti-vibration rubbers provided at the four corners of the top plate 210A can attenuate the vibrations of the compression mechanism housed in the housing 200A before being transmitted to the vehicle through the housing 200A. .

<Sixth Embodiment>
The designer may design various framework structures for supporting the top plate described in connection with the fifth embodiment. In the sixth embodiment, an exemplary skeleton structure is described.

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

The frame structure 500 includes a bottom plate 510, an intermediate plate 520, a first support column 531, a second support column 532, a third support column 533, a fourth support column 534, an intermediate support column 535, a first intermediate frame 536, A second intermediate frame 537. Similar to the top plate 210A described with reference to FIG. 8, the bottom plate 510 has a substantially rectangular shape. The bottom plate 510 lies substantially horizontally below the top plate 210A. The intermediate plate 520 lies substantially horizontally between the top plate 210A and the bottom plate 510.

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

The first intermediate frame 536 extends substantially horizontally between the first support column 531 and the third support column 533. The first intermediate frame 536 is positioned substantially directly below the outer edge rib 218 described with reference to FIG. Similar to the outer edge rib 218, the first intermediate frame 536 extends in the extending direction of the front corner line 216. The second intermediate frame 537 extends substantially horizontally between the second support column 532 and the fourth support column 534. The second intermediate frame 537 is positioned substantially directly below the outer edge rib 219 that forms a contour line opposite to the outer contour line of the top plate 210 </ b> A formed by the outer edge rib 218. Similar to the outer edge 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 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 and 219.

The intermediate plate 520 is supported by the first intermediate frame 536 and the second intermediate frame 537. Various devices arranged in the housing 200A are attached to the intermediate plate 520.

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 connection plate portion 521 and the left support plate 522. Each of the connection plate portion 521 and the left support plate 522 is formed in a substantially T shape (in plan view). The connection plate portion 521 and the left support plate 522 are held by the holding plate portion 523.

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

The holding plate portion 523 includes a lower plate 524, a frame rib 525, a lattice rib 526, and ear portions 541, 542, 543, and 544. The lower plate 524 lies below the connecting plate portion 521 (see FIG. 9) and the left support plate 522 (see FIG. 9). The frame rib 525 protrudes upward from the rectangular outer peripheral edge of the lower plate 524. The lattice ribs 526 are erected in a rectangular space surrounded by the frame ribs 525, and form a plurality of rectangular spaces in the frame ribs 525. The connection plate portion 521 and the left support plate 522 are welded to the lattice rib 526, the frame rib 525, and the upper edges of the ear portions 541, 542, 543, and 544.

As shown in FIG. 9, the ear part 541 protrudes forward from the frame rib 525 and is connected to the first intermediate frame 536 near the first support column 531. The ear 542 protrudes rearward from the frame rib 525 and is connected to the second intermediate frame 537 near the second support column 532. The ear portion 543 projects forward from the frame rib 525 and is connected to the first intermediate frame 536 near the third support column 533. The ear portion 544 protrudes rearward from the frame rib 525 and is connected to the second intermediate frame 537 near the fourth support column 534.

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

<Seventh embodiment>
The designer can attach various devices to the framework structure described in connection with the sixth embodiment. In a seventh embodiment, various devices are described that are attached to the frame structure.

FIG. 11 is a schematic perspective view of the air compressor 100A. The outer surface structure of the housing 200A will be described with reference to FIGS. 3 to 4B, 9 and 11.

4A, the housing 200A includes a fixed wall 550 and a rotating wall 560. The fixed wall 550 is a substantially rectangular area surrounded by the first column 531 (see FIG. 9), the third column 533 (see FIG. 9), the first intermediate frame 536 (see FIG. 9), and the top plate 210A. Block. An operator who assembles the housing 200A may attach the fixed wall 550 to the first support column 531, the third support column 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). An operator inspecting and / or repairing the air compressor 100A can remove the fixed wall 550 from the framework 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 rotation wall 560 includes a substantially rectangular base frame 561, a substantially rectangular rotation frame 562, two hinges 563, three lever locks 564, and a number of flange plates 565. The base frame 561 is fixed to the first support column 531 (see FIG. 9), the third support column 533 (see FIG. 9), and the first intermediate frame 536 (see FIG. 9) by appropriate fixing tools such as screws. The two hinges 563 are attached to the upper edges of the base frame 561 and the rotation frame 562. The rotation frame 562 can rotate up and down around the hinge 563. The three lever locks 564 connect the lower edges of the base frame 561 and the rotation frame 562. The operator can unlock the lever lock 564 without using a dedicated tool such as a driver or a wrench. Thereafter, the operator can rotate the rotation frame 562 upward to access various devices arranged between the bottom plate 510 (see FIG. 9) and the intermediate plate 520 (see FIG. 9). it can. The lever lock 564 may be a commercially available lock part. The principle of this embodiment is not limited to the specific structure of the lever lock 564. The flange plate 565 is fixed to the rotation frame 562. The flange plate 565 extends substantially horizontally within the rotation frame 562. The saddle plate 565 is aligned in the vertical direction. Outside air outside the housing 200A can flow into the housing 200A from the space between the adjacent ribs 565. The air flowing into the housing 200A may be used for cooling a compression mechanism (not shown).

As shown in FIG. 11, the air compressor 100A includes a dehumidifier 610 and a controller 620. The dehumidifier 610 is surrounded by a bottom plate 510 (see FIG. 9), a second intermediate frame 537 (see FIG. 9), a fourth support column 534 (see FIG. 9), and an intermediate support column 535 (see FIG. 9). Blocks a substantially rectangular space. The dehumidifier 610 dehumidifies compressed air generated by a compression mechanism (not shown) in the housing 200A. The dehumidifying device 610 may have a general dehumidifying mechanism having a hollow fiber membrane. The principle of this embodiment is not limited to the specific structure of the dehumidifying device 610.

The control unit 620 accommodates various electric elements (not shown) and various circuits (not shown) for controlling various devices arranged in the housing 200A. The controller 620 is surrounded by a bottom plate 510 (see FIG. 9), a second intermediate frame 537 (see FIG. 9), a second support column 532 (see FIG. 9), and an intermediate support column 535 (see FIG. 9). Blocks a substantially rectangular space. The control unit 620 corresponds to the control unit 62 described with reference to FIG.

As shown in FIG. 11, the housing 200 </ b> A includes a duct wall 570. The duct wall 570 has a substantially rectangular shape surrounded by the top plate 210A, the second intermediate frame 537 (see FIG. 9), the second support column 532 (see FIG. 9), and the fourth support column 534 (see FIG. 9). Partially block the space. 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 support column 532, and the fourth support column 534. The base plate 571 is formed with an elongated opening region 573 extending substantially horizontally. The opening region 573 is used for sending air used for cooling a compression mechanism (not shown) in the housing 200A. The duct portion 572 surrounds the opening region 573.

As shown in FIG. 11, the air compressor 100A includes a guide tube 630 that guides the compressed air to the outside of the housing 200A. The proximal 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 bends leftward in a substantially rectangular space surrounded by the duct portion 572 and penetrates the duct portion 572. Therefore, the tip of the guide tube 630 appears outside the duct portion 572.

4B, the air compression device 100A includes a cooling device (aftercooler) 640 disposed outside the housing 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. The cooling device 640 includes a cooling pipe 641 and a protective 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 into the dehumidifier 610 from the guide tube 630 through the cooling tube 641. The cooling pipe 641 extends in the horizontal direction and guides the compressed air gradually downward while meandering. 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 discharged from the duct portion 572.

The protective frame 642 surrounds the extended region of the cooling pipe 641. Therefore, the cooling pipe 641 is appropriately protected from flying foreign objects (for example, stones).

As shown in FIG. 11, the air compressor 100A includes an outer cooling mechanism 650. The outer cooling mechanism 650 includes four fan devices 651. The fan device 651 is fixed to the base plate 571 below the duct portion 572. The outer cooling mechanism 650 blows air toward 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 dehumidifier 610. The compressed air dehumidified by the dehumidifying device 610 may then be accommodated in a storage tank. The compressed air in the storage tank is consumed according to the operation of the pneumatic device mounted on the vehicle (not shown).

<Eighth Embodiment>
The designer can arrange various devices such as a compressor and a motor in the housing. In the eighth embodiment, an exemplary internal structure of the air compressor is described.

FIG. 12 is a schematic perspective view of the air compressor 100A. The air compressor 100A will be described with reference to FIGS. 3, 4A, 9, 10 and 12. FIG.

As shown in FIG. 12, the air compression device 100A includes a compression mechanism 300A and an internal cooling mechanism 660. The compression mechanism 300A generates compressed air. The inner 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. The compressor 310 compresses air and generates compressed air. The compressor 310 is disposed between the top plate 210A and the intermediate plate 520. The compressor 310 may be directly fixed to the upper surface of the connection plate portion 521. Alternatively, an anti-vibration member that can reduce the amplitude of vibration may be disposed between the compressor 310 and the connection plate portion 521. The principle of the present embodiment is not limited to a specific connection structure between the compressor 310 and the connection plate portion 521. In the present embodiment, the first attachment surface is exemplified by the upper surface of the connection plate portion 521.

The motor 320 is disposed between the bottom plate 510 (see FIG. 9) and the intermediate plate 520. The motor 320 may be directly fixed to the lower surface of the lower plate 524 described with reference to FIG. Alternatively, a vibration isolating member that can reduce the amplitude of vibration may be disposed between the motor 320 and the lower plate 524. The principle of the present embodiment is not limited to a 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.

The structure of the intermediate plate 520 described in connection with the sixth embodiment enables simultaneous drilling of the connecting plate portion 521 and the lower plate 524, so that both the compressor 310 and the motor 320 are attached to the intermediate plate 520. Then, the accuracy regarding the relative positional relationship between the compressor 310 and the motor 320 becomes very high.

The motor 320 generates a driving force for driving the compressor 310 in accordance with a control signal output from the control unit 620. Since the compressor 310 and the motor 320 are aligned in the vertical direction, the designer can give a small value to the area of the horizontal cross section of the housing 200A.

The transmission mechanism 330 transmits driving force from the motor 320 to the compressor 310. The right panel 220 described with reference to FIG. 4A is erected next to the transmission mechanism 330 and is fixed to the frame structure 500 (see FIG. 9) with screws. Since the right panel 220 is easily removed from the skeleton structure 500, 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 attached 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 gives 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 bulging wall 552. The flat plate 551 partially forms a space surrounded by the first column 531 (see FIG. 9), the third column 533 (see FIG. 9), the first intermediate frame 536 (see FIG. 9), and the top plate 210A. close. The bulging wall 552 is attached to the flat plate 551 using an appropriate fixture such as a commercially available lever lock or screw. The bulging wall 552 bulges outward from the flat plate 551. The fan device 661 is attached to the bulging wall 552 through an opening region (not shown) formed in the flat plate 551. Therefore, the designer does not have to give a large dimension value to the skeleton structure 500 (see FIG. 9).

As with the motor 320, the fan device 661 may operate under the control of the control unit 620. When the fan device 661 operates, the air in the housing 200 </ b> A is sucked by the fan device 661. During this time, outside air outside the housing 200A flows into the housing 200A through the rotating wall 560. The air that has flowed into the housing 200 </ b> A is sucked into the fan device 661 through a horizontally elongated gap formed between the intermediate plate 520 and the first intermediate frame 536. The fan device 661 sends out the sucked air to the cold flow adjustment box 662.

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

FIG. 13A is a schematic perspective view of the cold flow adjustment box 662. FIG. 13B is a schematic rear view of the cold flow adjustment box 662. The cold flow adjustment box 662 will be described with reference to FIGS. 11 to 13B.

As shown in FIGS. 13A and 13B, the cold flow adjustment box 662 includes a front plate 671, a rear plate 672, and an outer peripheral plate 673. The front plate 671 faces the fan device 661 (see FIG. 12). The front plate 671 includes an outer edge 674 and an inner edge 675. The outer edge 674 forms a substantially rectangular outline of the front plate 671. The inner edge 675 forms a substantially circular opening region. The diameter of the open area formed by the inner edge 675 is approximately equal to the rotational diameter of the fan blades of the fan device 661. Alternatively, the diameter of the opening region is set slightly larger than the rotation diameter of the fan blades. Therefore, the cooling air generated by the fan device 661 can efficiently flow into the cold flow adjustment box 662.

The rear plate 672 is erected between the front plate 671 and the compressor 310 (see FIG. 12). The rear plate 672 includes an outer edge 676 and an inner edge 677. Similar to the outer edge 674 of the front plate 671, the outer edge 676 of the rear plate 672 forms a substantially rectangular outline of the rear plate 672. Like many common compressors, the compressor 310 has a substantially rectangular cross-sectional profile on a vertical virtual plane that includes the rotation axis of the compressor 310. An inner edge 677 of the rear plate 672 forms a substantially rectangular opening region formed so as to match the shape and size of the cross section of the compressor 310. The outer peripheral plate 673 is connected to outer edges 674 and 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 and efficiently hits the compressor 310. It will be. Therefore, the compressor 310 is efficiently cooled.

The cooling air generated by the fan device 661 flows toward the compressor 310 through the cold flow adjustment box 662. 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 box 662 and the duct wall 570. Therefore, the cooling air generated by the fan device 661 takes heat from the compressor 310 and then flows toward the duct wall 570. Thereafter, the cooling air is discharged from a duct portion 572 formed in the duct wall 570.

<Ninth Embodiment>
The internal structure described in connection with the eighth embodiment contributes to a reduction in the area of the housing on the horizontal cross section. In the ninth embodiment, a design technique for reducing the dimension value of the housing in the height direction will be described.

14A and 14B are schematic perspective views of the frame structure 500. FIG. 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, 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 generating mechanism that generates a driving force for driving the compressor 310 (see FIG. 14B) (that is, a mechanism built in a general motor such as a rotary core, a stator core, and a coil) 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 large number of fins. The front fin group 323, the rear fin group 324, the upper fin group 325, and the lower fin group 326 promote heat dissipation from the motor casing 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. Since the front fin group 323 and the rear fin group 324 are located between the upper fin group 325 and the lower fin group 326 in the height position and project in the horizontal direction, the bottom plate 510 and the intermediate plate 520 (FIG. 14B). (See below). 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 connected to the lower surface of the lower plate 524 described with reference to FIG. The upper edge of each fin of the upper fin group 325 protruding upward is located below the upper surface 327. Therefore, the motor 320 is fixed to the lower surface of the lower plate 524 without interference between the upper fin group 325 and 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 closes a rectangular area having four corners formed by the first column 531, the second column 532, the third column 533, and the fourth column 534. The reinforcing rib 511 and the second reinforcing rib 512 protrude upward from the flat plate 513. The reinforcing rib 511 extends substantially parallel 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 to the left 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 flat plate 513 includes a facing region 514 and a surrounding region 515. The facing region 514 faces the lower fin group 326 protruding downward. The surrounding area 515 surrounds the facing area 514. The reinforcing rib 511 protrudes upward in the surrounding region 515. Therefore, the reinforcing rib 511 does not interfere with the lower fin group 326.

Since the reinforcing rib 511 and the second reinforcing rib 512 are formed at positions that do not interfere with the lower fin group 326, the designer may give a large value to the height dimension of the reinforcing rib 511 and the second reinforcing rib 512. . Therefore, the bottom plate 510 can have a sufficiently large mechanical strength. In order to achieve sufficient mechanical strength of the bottom plate 510, the reinforcing ribs 511 and the second reinforcing ribs 512 are formed on the lower fin group 326 even if the reinforcing ribs 511 and the second reinforcing ribs 512 have a large height. Since there is no interference, the designer can place the bottom plate 510 near the motor 320. Therefore, the designer can give a small value to the height dimension of the skeleton structure 500.

<Tenth Embodiment>
The designer may arrange a plurality of compressors in the housing. If the air compressor includes a plurality of compressors, the air compressor can generate a large amount of compressed air in a short time. In the tenth embodiment, an air compression apparatus including a plurality of compressors is described.

FIG. 15 is a schematic plan view showing the internal structure of the air compressor 100A. With reference to FIG. 15, the air compressor 100 </ b> A is further described.

The air compressor 100A includes a compression mechanism 340 and an internal cooling mechanism 670. The compression mechanism 340 generates compressed air. The inner 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 the context of the eighth embodiment. Therefore, the description regarding the compression mechanism 300 </ b> A of the eighth embodiment is applied to the compression mechanism 340. The inner cooling mechanism 670 is structurally identical to the inner cooling mechanism 660 described in relation to the eighth embodiment. Therefore, the description regarding the inner cooling mechanism 660 of the eighth embodiment is incorporated in the inner cooling mechanism 670.

The compression mechanism 340 includes a compressor 350. Similar to the compressor 310 of the compression mechanism 300A, the compressor 350 generates compressed air. The compressor 310 includes a port wall 311. The compressor 350 includes a port wall 351. The port wall 311 of the compressor 310 faces the port wall 351 of the compressor 350. Each of the port walls 311 and 351 is formed with an intake port (not shown) through which outside air outside the housing 200A flows and a delivery port (not shown) through which compressed air is discharged.

The air compressor 100A further includes an intake guide structure 700 disposed between the port walls 311 and 351. Outside air outside the housing 200 </ b> A flows into the compressors 310 and 350 through the intake guide structure 700. Each of the compressors 310 and 350 compresses the outside air flowing in through the intake guide structure 700 and generates compressed air. The compressed air is sent out of the housing 200A through the guide tube 630 described in relation to the seventh embodiment.

FIG. 16 is a schematic cross-sectional view of the intake guide structure 700. The intake guide structure 700 will be described with reference to FIGS. 4A, 15, and 16.

As shown in FIG. 4A, the fixed wall 550 includes a filter cover 553. The filter cover 553 is arranged in a mountain-shaped concave region formed by the bulging wall 552. Like the bulging 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.

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 trim seal 731 is a rubber ring member that hermetically connects the filter device 720 to the intake duct 710.

The intake duct 710 is a hollow box member having a substantially rectangular parallelepiped shape. When the compressors 310 and 350 are operated, a negative pressure environment is generated in the intake duct 710. As a result, outside air outside the housing 200A flows into the housing 200A through the filter cover 553. Thereafter, the outside air passes through the filter device 720. The filter device 720 removes dust floating in the outside air that has flowed in. The air cleaned by the filter device 720 flows into the intake duct 710.

The intake guide structure 700 further includes two supply pipes 711 and 712 and two trim seals 732 and 733. The trim seal 732 is used for connection between the supply pipe 711 and the intake duct 710. The trim seal 733 is used for connection between the supply pipe 712 and the intake duct 710.

The supply pipe 711 is connected to the port wall 311 of the compressor 310 from a trim seal 732 attached to the intake duct 710. The outside air purified by the filter device 720 flows into the compressor 310 through the intake duct 710 and the supply pipe 711.

The supply pipe 712 is connected to a port wall 351 of the compressor 350 from a trim seal 733 attached to the intake duct 710. The outside air purified by the filter device 720 flows into the compressor 350 through the intake duct 710 and the supply pipe 712.

FIG. 17 is a schematic enlarged perspective view of a part of the guide tube 630 that guides the air compressed by the compression mechanisms 300A and 340 to the outside of the housing 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 merge portion 680, and a merge tube 633. The discharge pipe 631 guides the compressed air generated by the compressor 310 to a junction 680 disposed near the fixed wall 550. The discharge pipe 632 guides the compressed air generated by the compressor 350 to the junction 680. The merge pipe 633 extends from the merge section 680 toward the duct wall 570 on the opposite side of the fixed wall 550, and is connected to the cooling device 640 outside the housing 200A.

The guide tube 630 provides a long flow path to the compressed air in the housing 200A. The cooling air generated by the inner cooling mechanisms 660 and 670 flows in the housing 200 </ b> A until it is discharged from the duct portion 572. Therefore, the compressed air can be cooled by the cooling air generated by the internal cooling mechanisms 660 and 670 for a long time in the housing 200A.

As shown in FIG. 17, the merging portion 680 includes a manifold 681 and two check valves 682 and 683. The check valves 682 and 683 are attached 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 prevents the compressed air from 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 prevents the compressed air from returning from the manifold 681 to the discharge pipe 632.

Inside the manifold 681, a merged inner pipe (not shown) for joining two flows of compressed air is formed. The compressed air joined by the joining inner pipe is discharged from the manifold 681 through the joining pipe 633. The junction pipe 633 is connected to a cooling device 640 (see FIG. 15).

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

As shown in FIG. 15, each of the discharge pipes 631 and 632 is bent toward the fixed wall 550 from the base end connected to the port walls 311 and 351. The two fixing pieces 690 fix the discharge pipes 631 and 632 in the path from the bent portion from the base end portion to the fixing wall 550, respectively. Therefore, the vibration generated from the compressors 310 and 350 does not give an excessively large load to the guide tube 630.

In the present embodiment, the guide tube 630 is entirely formed of a metal tube member. Alternatively, a part of the guide tube 630 may be formed from a tube member having low rigidity such as rubber or resin.

Designers can design various air compression devices according to the design principles described in relation to the various embodiments described above. Some of the various features described in connection with one of the various embodiments described above may be applied to the air compression apparatus described in connection with another embodiment.

The exemplary air compression device described in connection with the various embodiments described above primarily includes the following features.

An air compression apparatus according to one aspect of the above-described embodiment includes a compression mechanism that compresses air to generate compressed air, a housing that houses the compression mechanism, and the compressed air outside the housing. A cooling device for cooling.

According to the above configuration, since the cooling device cools the compressed air outside the housing, the designer who designs the air compression device does not need to secure a space for housing the cooling device in the housing. Good. Therefore, the designer can give a small dimension value to the housing. As a result, the housing can have high rigidity. By reducing the size of the housing, the vibration amplification of the compression mechanism can be suppressed, so that the amount of vibration transmitted to the vehicle is maintained at a low level.

With regard to the above configuration, the air compressor 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 arranged outside the housing, the designer who designs the air compressor does not need to secure a space for housing the cooling device in the housing. Therefore, the designer can give a small dimension value to the housing. As a result, the housing can have high rigidity. By reducing the size of the housing, the vibration amplification of the compression mechanism can be suppressed, so that the amount of vibration transmitted to the vehicle is maintained at a low level. Further, since the control unit is provided in such a casing having a low vibration transmission level, it is not necessary to improve the earthquake resistance of the internal electronic device.

With regard to the above configuration, the air compression device may further include a connection structure that connects the casing to a floor under the vehicle. The housing may include a top plate facing the floor. The connection structure may include a vibration isolator that contacts the top plate and reduces transmission of vibration from the compression mechanism to the vehicle.

According to the above configuration, since the connection structure includes the vibration isolator that contacts the top plate of the casing and reduces the transmission of vibration from the compression mechanism to the vehicle floor, vibration transmitted to the vehicle is reduced. .

With regard to the above configuration, the top plate may include a first plate material including a facing surface facing the floor below, and a second plate material closing a rectangular opening formed in the facing surface. The first plate member includes an outer edge rib that is bent from the facing surface and forms a rectangular outer contour of the top plate, and an inner edge rib that is bent from the facing surface and forms the contour of the opening. But you can. The connection structure may connect the first plate member to the floor below.

According to the above configuration, the first plate member of the top plate includes the outer edge rib and the inner edge rib that are bent from the facing surface, so that the designer who designs the air compression device can easily form a robust structure. Can do. The connection structure connects the first plate member to the vehicle. Therefore, the air compressor is appropriately held by the vehicle.

With regard to the above configuration, the outer edge rib may include a first outer rib extending in a first direction and a second outer rib 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 include a first extension rib extending in the first direction from the first inner rib, and a second extension rib extending in the second direction from the second inner rib. The vibration isolator may include an anti-vibration rubber disposed in a rectangular region surrounded by the first outer rib, the second outer rib, the first extension rib, and the second extension rib.

According to the above configuration, the rectangular region where the anti-vibration rubber is disposed is surrounded by the first outer rib, the second outer rib, the first extension rib, and the second extension rib, and thus has high rigidity. Therefore, the vibration transmitted to the vehicle is appropriately reduced.

With regard to the above configuration, the outer edge rib may include a third outer rib that forms a contour line opposite to the contour line formed by the first outer rib. The casing includes a bottom plate lying below the top plate, a first intermediate frame extending in the first direction between the bottom plate and the top plate vertically below the first outer rib, and the third outer plate. A second intermediate frame extending in the first direction between the bottom plate and the top plate below a rib; and an intermediate plate supported by the first intermediate frame and the second intermediate frame. Good. The compression mechanism may 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, while the motor is disposed between the bottom plate and the intermediate plate. A small dimension value can be given to the area of the housing in the horizontal plane. As a result, since the area occupied in the horizontal direction of the air compressor installed under the floor of the vehicle can be reduced, it is possible to secure a space where other devices can be installed under the floor of the vehicle.

With regard to 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 connection plate portion held by the holding plate portion. The connection plate portion may include a first attachment surface to which the compressor is attached. The holding plate portion may include a second mounting surface opposite to the first mounting surface.

According to the above configuration, since the motor is attached to the second attachment surface opposite to the first attachment surface, the error factor related to the relative position between the compressor and the motor is reduced.

With regard to the above configuration, the motor may include a motor housing incorporating a generating mechanism that generates a driving force for driving the compressor, and a plurality of fins protruding downward from the motor housing. The bottom plate may include a facing region that faces the plurality of fins, a surrounding region around the facing region, and a reinforcing rib that protrudes upward from the surrounding region.

According to the above configuration, since the reinforcing rib protrudes upward from the peripheral region around the opposing region facing the plurality of fins, interference between the reinforcing rib and the plurality of fins hardly occurs. Therefore, the designer can set the protrusion amount of the reinforcing rib to a large value. As a result, the rigidity of the casing is increased. In addition, the designer can set the height dimension of the housing to a small value.

The principle of the above-described embodiment is suitably used in various technical fields that require compressed air.

Claims (8)

A compression mechanism for compressing air and generating compressed air;
A housing that houses the compression mechanism;
A cooling device that cools the compressed air outside the housing. A control unit for controlling the compression mechanism;
The air compressor according to claim 1, wherein the control unit is disposed outside the housing. A connection structure for connecting the housing to a floor under the vehicle,
The housing includes a top plate facing the floor,
The air compression device according to claim 1 or 2, wherein the connection structure includes a vibration isolator that contacts the top plate and reduces transmission of vibration from the compression mechanism to the vehicle. The top plate includes a first plate material including a facing surface facing the floor, and a second plate material closing a rectangular opening formed in the facing surface,
The first plate includes an outer edge rib that is bent from the facing surface and forms a rectangular outer contour of the top plate, and an inner edge rib that is bent from the facing surface and forms the contour of the opening. ,
The air compressor according to claim 3, wherein the connection structure connects the first plate member to the floor. The outer edge rib includes a first outer rib extending in a first direction and a second outer rib extending in a second direction different from the first direction,
The inner edge rib includes a first inner rib extending in the first direction and a second inner rib extending in the second direction,
The top plate includes a first extension rib extending in the first direction from the first inner rib, and a second extension rib extending in the second direction from the second inner rib,
The anti-vibration part includes an anti-vibration rubber disposed in a rectangular region surrounded by the first outer rib, the second outer rib, the first extension rib, and the second extension rib. Air compressor. The outer edge rib includes a third outer rib that forms a contour line opposite to the contour line formed by the first outer rib,
The casing includes a bottom plate lying below the top plate, a first intermediate frame extending in the first direction between the bottom plate and the top plate vertically below the first outer rib, and the third outer plate. A second intermediate frame extending in the first direction between the bottom plate and the top plate below the rib, and an intermediate plate supported by the first intermediate frame and the second intermediate frame,
The air compressor according to claim 5, wherein the compression 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 intermediate plate includes a holding plate portion connected to the first intermediate frame and the second intermediate frame, and a connection plate portion held by the holding plate portion,
The connection plate portion includes a first attachment surface to which the compressor is attached,
The holding plate portion includes a second mounting surface opposite to the first mounting surface,
The air compressor according to claim 6, wherein the motor is attached to the second attachment surface. The motor includes a motor housing that includes a generating mechanism that generates a driving force for driving the compressor, and a plurality of fins that protrude downward from the motor housing.
The air compression device according to claim 6 or 7, wherein the bottom plate includes a facing region facing the plurality of fins, a surrounding region around the facing region, and a reinforcing rib protruding upward from the surrounding region. .

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