Soundness determination system and soundness determination method of power regenerative brake

Abstract

To determine soundness by considering regenerative restriction by voltage rise, power regenerative brake force restriction by idling / sliding, and transient response immediately after brake command generation by using only information of an own train.SOLUTION: A soundness determination system of a power regenerative brake of a train as a target comprises: a soundness determination execution determination part which outputs a determination possible signal by determining whether or not to execute soundness determination of the power regenerative brake of the train from at least one piece of information of operation command, train speed, idling / sliding, motor current, overhead wire current and ride rate of the train; and a soundness determination part which calculates power regenerative brake force reference value on the basis of power regenerative brake characteristics of the train from the operation command, the train speed and the ride rate, presumes power regenerative brake restriction amount from the power regenerative brake force reference value and voltage of the train and determines whether or not the power regenerative brake has abnormality on the basis of the power regenerative brake force reference value, the power regenerative brake restriction amount, the power regenerative brake force of the train and the determination possible signal.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a system and method for determining the health of a regenerative brake for a railway vehicle. [Background technology]

[0002] From the viewpoint of improving the efficiency and labor saving of maintenance work for railway vehicles, there is a demand for the development of failure prediction / abnormality diagnosis technology that utilizes data acquired from on-board equipment. In particular, the development of a diagnosis method for regenerative brakes on railway vehicles is important, since no braking force is generated when the vehicle is at zero speed, making it difficult to inspect the brakes while the vehicle is stopped. As one such method, a system has been disclosed that detects abnormalities in regenerative brakes using data from vehicles traveling on the same line, including the vehicle itself, while the vehicle is in motion. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2017-147786 A Summary of the Invention [Problem to be solved by the invention]

[0004] The method described in Patent Document 1 estimates the amount of regenerative braking of a vehicle based on information (voltage, current, position, and speed) from other vehicles traveling on the same route, and determines whether there is an abnormality in the regenerative braking by determining whether the sum of the estimated amount of braking and the actual amount of regenerative braking minus the regenerative braking force that should be output is within a specified range.

[0005] However, when vehicles other than the vehicle in question are also using regenerative braking, it is difficult to accurately estimate the amount of throttling due to the influence of the other regenerative braking vehicles. As a result, there is a risk of misjudging the abnormality. In addition, when a wheel spin / skid occurs, there is a risk of not being able to make a correct judgment because the regenerative braking force fluctuates.

[0006] Therefore, the present invention aims to provide a technology that uses only information from the own train to determine the soundness of the regenerative braking force, and determines the reduction in regenerative braking force due to voltage increase, the reduction in regenerative braking force due to slip / slip, and the transient response immediately after a brake command is issued, and takes these into consideration when determining the soundness. [Means for solving the problem]

[0007] In order to solve the above problems, one representative system for judging the health of a regenerative brake according to the present invention comprises a health judgment implementation judgment unit that judges whether or not to implement a health judgment of the regenerative brake of a target train based on at least one piece of information, namely, the operation command, train speed, slip / slide, motor current, overhead line current, and occupancy rate of the train, and outputs a judgment feasibility signal; and a health judgment unit that calculates a regenerative brake force reference value based on the regenerative brake characteristics of the train from the operation command, train speed, and occupancy rate, estimates the regenerative brake throttling amount from the regenerative brake force reference value and the train voltage, and judges whether or not there is an abnormality in the regenerative brake based on the regenerative brake force reference value, the regenerative brake throttling amount, the regenerative brake force of the train, and the judgment feasibility signal. Effect of the Invention

[0008] According to the present invention, it is possible to judge the soundness of the regenerative braking force by using only the data while the train itself is running. It is also possible to make a judgment taking into account slip / skid and fluctuations in the brake command, making it possible to judge the soundness of the regenerative braking force with high accuracy. Problems, configurations and effects other than those described above will become apparent from the following description of the preferred embodiment of the invention. [Brief description of the drawings]

[0009] [Figure 1] 1 is a diagram showing a configuration of a power regenerative brake device health determination system according to a first embodiment of the present invention. [Diagram 2] 4 is a diagram illustrating a configuration of a power regeneration braking force reference value calculation unit according to the first embodiment. FIG. [Diagram 3] FIG. 11 is a diagram illustrating an example of a flowchart of a soundness-assessment execution determination process according to the first embodiment. [Figure 4] FIG. 4 is a diagram showing an example of a throttling characteristic of a power regenerative braking force. [Diagram 5] FIG. 4 is a diagram illustrating an example of a flowchart of a process for determining soundness of a power regenerative braking force according to the first embodiment. [Figure 6] 1 is a diagram showing the degree of abnormality of regenerative braking force on the vertical axis against date and time on the horizontal axis. [Figure 7] FIG. 11 is a diagram showing a configuration of a power regenerative brake device health determination system according to a second embodiment of the present invention. [Figure 8] FIG. 11 is a diagram illustrating a configuration of a power regeneration braking force reference value calculation unit according to the second embodiment. [Figure 9] FIG. 11 is a diagram illustrating an example of a flowchart of a soundness-assessment execution determination process according to the second embodiment. [Figure 10] FIG. 11 is a diagram showing the configuration of a power regenerative brake device health determination system according to a third embodiment of the present invention. [Figure 11] FIG. 11 is a diagram illustrating a configuration of a power regeneration braking force reference value calculation unit according to a third embodiment. [Figure 12] FIG. 11 is a diagram illustrating an example of a flowchart of a soundness-assessment execution determination process according to the third embodiment. [Figure 13] FIG. 11 is a diagram showing the configuration of a power regenerative brake device health determination system according to a fourth embodiment of the present invention. [Figure 14] FIG. 13 is a diagram illustrating a configuration of a power regeneration braking force reference value calculation unit according to a fourth embodiment. [Figure 15] FIG. 13 is a diagram showing an example of a graph of motor current characteristics used for determining whether or not soundness is to be determined in the fourth embodiment. [Figure 16] FIG. 11 is a diagram showing the configuration of a power regenerative brake device health determination system according to a fifth embodiment of the present invention. [Figure 17] FIG. 13 is a diagram illustrating a configuration of a power regeneration braking force reference value calculation unit according to a fifth embodiment. [Figure 18] FIG. 13 is a diagram illustrating an example of a flowchart of a soundness-assessment execution determination process according to the fifth embodiment. [Figure 19] FIG. 11 is a diagram showing the configuration of a power regenerative brake device health determination system according to a sixth embodiment of the present invention. [Figure 20] FIG. 13 is a diagram illustrating a configuration of a power regeneration braking force reference value calculation unit according to a sixth embodiment. [Figure 21] FIG. 23 is a diagram illustrating an example of a flowchart of a soundness-assessment execution determination process according to the sixth embodiment. [Figure 22] FIG. 11 is a diagram showing the configuration of a power regenerative brake device health determination system according to a seventh embodiment of the present invention. [Diagram 23] FIG. 13 is a diagram illustrating a configuration of a power regenerative brake health determination unit according to a seventh embodiment. [Figure 24] FIG. 23 is a diagram showing a cluster space obtained as a result of processing by a clustering processing unit according to the seventh embodiment. [Diagram 25] FIG. 13 is a diagram showing normal / abnormal states of health judgment using a cluster space. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, with reference to the drawings, a description will be given of Examples 1 to 7 as modes for carrying out the present invention. Note that the present invention is not limited to these Examples. In addition, in the description of the drawings, the same components are denoted by the same reference numerals. EXAMPLES

[0011] FIG. 1 is a diagram showing a configuration of a power regenerative brake device health determination system 104 according to a first embodiment of the present invention. The power regenerative brake device health determination system 104 is composed of a power regenerative brake force reference value calculation unit 101 , a power regenerative brake throttling amount estimation unit 102 , and a power regenerative brake health determination unit 103 .

[0012] The regenerative braking force reference value calculation unit 101 receives as input an operation command 151 which commands the train's moment-by-moment operations such as powering, coasting, braking, etc., the train's occupancy rate 152, and the train's speed 153, and calculates a regenerative braking force reference value 154 which is obtained when the train brakes based on a regenerative braking characteristic not shown, and a judgment feasibility signal 155 which indicates whether or not to perform a soundness judgment of the regenerative brake.

[0013] The regenerative brake throttling amount estimation unit 102 estimates the regenerative brake throttling amount 157 using the regenerative brake force reference value 154 and the train voltage 156 as input. Here, the train voltage is represented by the DC link voltage within the train input from the overhead line.

[0014] The regenerative brake health determination unit 103 receives the regenerative brake force 158 of the train, the regenerative brake force reference value 154, the judgment feasibility signal 155, and the regenerative brake throttling amount 157 as input, determines whether or not there is an abnormality in the regenerative brake (whether it is normal or abnormal), and outputs a regenerative brake abnormality presence / absence signal 159.

[0015] FIG. 2 is a diagram illustrating a configuration of the power regeneration braking force reference value calculation unit 101 according to the first embodiment. The power regenerative braking force reference value calculation unit 101 is composed of a train characteristics table 201 that stores at least the power regenerative braking characteristics 251 of the train, a reference power regenerative braking force calculation unit 202 that calculates the power regenerative braking force reference value 154 to be output as the train using the power regenerative braking characteristics 251, operation command 151, occupancy rate 152 and speed 153 of the train as input, and a healthiness judgment implementation determination unit 203 that determines a judgment feasibility signal 155 indicating whether or not to implement a healthiness judgment based on the operation command 151.

[0016] Here, the regenerative braking characteristics 251 included in the train characteristics table 201 will be described. The power regenerative braking characteristic 251 is a characteristic that is set so that the power regenerative braking force is uniquely determined based on the driving command, the speed, and the passenger load factor. For example, if the driving command is B1, the speed is 50 km / h, and the passenger load factor is 50%, the power regenerative braking force is set to 10 [kN / MM], and if the driving command is B3, the speed is 40 km / h, and the passenger load factor is 40%, the power regenerative braking force is set to 15 [kN / MM].

[0017] Next, a method of calculating the power regenerative braking force reference value 154 calculated by the reference power regenerative braking force calculation unit 202 will be described. If the regenerative braking characteristics 251 defined for the train operation command 151, the occupancy rate 152, and the speed 153 exist in the train characteristics table 201, they are used as is.

[0018] However, if the defined power regenerative braking characteristic 251 does not exist in the train characteristic table 201, data X1, X2, X3, and X4 shown in (1) to (4) below are extracted from the power regenerative braking characteristic 251 defined in the same operation command as the operation command 151, and a power regenerative braking force reference value 154 is calculated by performing linear interpolation on the occupancy rate 152 and the speed 153. (1) The regenerative braking force X1 determined by the largest passenger load factor P1 smaller than the passenger load factor 152 and the largest speed S1 smaller than the speed 153 (2) The regenerative braking force X2 determined by the largest passenger load factor P1 smaller than the passenger load factor 152 and the smallest speed S2 larger than the speed 153 (3) The regenerative braking force X3 determined by the smallest occupancy rate P2 that is greater than the occupancy rate 152 and the largest speed S1 that is less than the speed 153 (4) The regenerative braking force X4 determined by the smallest passenger load factor P2 that is greater than the passenger load factor 152 and the smallest speed S2 that is greater than the speed 153 Here, the linear interpolation method is a common method, and therefore a description thereof will be omitted.

[0019] Also, the power regenerative braking characteristic 251 may be a characteristic that is set so that the power regenerative braking force is uniquely determined based on the overhead line voltage, the above-mentioned operation command, the speed, and the passenger load factor, and the overhead line voltage. In that case, for example, if the overhead line voltage is 1650V, the operation command is B1, the speed is 50km / h, and the passenger load factor is 50%, the power regenerative braking force may be set to 10 [kN / MM]. In that case, the voltage 156 is added as an input to each of the power regenerative braking force reference value calculation unit 101 shown in Fig. 1 and the reference power regenerative braking force calculation unit 202 shown in Fig. 2, and the reference power regenerative braking force calculation unit 202 can be calculated as follows.

[0020] If the regenerative braking characteristics 251 defined for the train operation command 151, the occupancy rate 152, the speed 153 and the voltage 156 exist in the train characteristics table 201, they are used as they are.

[0021] However, if the defined power regenerative braking characteristic 251 does not exist in the train characteristic table 201, data Y1, Y2, Y3, Y4, Y5, Y6, Y7 and Y8 shown in (1) to (8) below are extracted from the power regenerative braking characteristic 251 defined in the same operation command as the operation command 151, and a power regenerative braking force reference value 154 is calculated by performing linear interpolation on the occupancy rate 152, speed 153 and voltage 156. (1) Electric power regenerative brake force Y1 determined by the largest passenger load factor P1 smaller than the passenger load factor 152, the largest speed S1 smaller than the speed 153, and the largest voltage V1 smaller than the voltage 156 (2) Electric power regenerative brake force Y2 determined by the largest passenger load factor P1 smaller than the passenger load factor 152, the smallest speed S2 larger than the speed 153, and the largest voltage V1 smaller than the voltage 156 (3) Electric power regenerative braking force Y3 determined by the smallest passenger load factor P2 that is greater than the passenger load factor 152, the largest speed S1 that is less than the speed 153, and the largest voltage V1 that is less than the voltage 156 (4) Electric power regenerative braking force Y4 determined by the smallest passenger load factor P2 that is greater than the passenger load factor 152, the smallest speed S2 that is greater than the speed 153, and the largest voltage V1 that is less than the voltage 156 (5) Electric power regenerative braking force Y5 determined by the largest passenger load factor P1 smaller than the passenger load factor 152, the largest speed S1 smaller than the speed 153, and the smallest voltage V2 larger than the voltage 156. (6) Electric power regenerative brake force Y6 determined by the largest passenger load factor P1 smaller than the passenger load factor 152, the smallest speed S2 larger than the speed 153, and the smallest voltage V2 larger than the voltage 156. (7) Electric power regenerative braking force Y7 determined by the smallest passenger load factor P2 that is greater than the passenger load factor 152, the largest speed S1 that is less than the speed 153, and the smallest voltage V2 that is greater than the voltage 156 (8) Electric power regenerative brake force Y8 determined by the smallest occupancy rate P2 that is greater than the occupancy rate 152, the smallest speed S2 that is greater than the speed 153, and the smallest voltage V2 that is greater than the voltage 156. Here, the linear interpolation method is a common method, and therefore a description thereof will be omitted.

[0022] Next, the soundness-assessment execution determining unit 203 will be described with reference to FIG. 3 is a diagram showing an example of a flowchart of a soundness-assessment implementation determination process. This flowchart is executed by the soundness-assessment implementation determination unit 203, but the description of this entity will be omitted below.

[0023] In step S301, it is checked whether this determination process has been performed up to that date. If it has not been performed (Yes), the process proceeds to step S302. If it has been performed (No), the process proceeds to step S303.

[0024] In step S302, the operation command sameness determination count is reset to 0, and the process proceeds to step S303.

[0025] In step S303, it is determined whether the operation command 151 is the same as the previous operation command and is a brake command. If it is the same and is a brake command (Yes), the process proceeds to step S304. If it is not (No), the process proceeds to step S305.

[0026] In step S304, the operation command sameness determination count is incremented by 1, and the process proceeds to step S306.

[0027] In step S305, the operation command sameness determination count is reset to 0, and the process proceeds to step S306.

[0028] In step S306, it is determined whether the operation command sameness determination count is equal to or greater than a predetermined value. If it is equal to or greater than the predetermined value (Yes), the process proceeds to step S307. If it is less than the predetermined value (No), the process proceeds to step S308. Here, the predetermined value can be determined arbitrarily. For example, it may be determined based on the time it takes for the output to stabilize after a brake command is issued.

[0029] In step S307, the soundness determination signal 155 is set to "yes", and the process flow ends.

[0030] In step S308, the soundness determination signal 155 is set to "no" and the process flow ends.

[0031] Next, the process of the power regenerative braking throttle amount estimation unit 102 will be described with reference to FIG. 4 is a diagram showing an example of the throttling characteristic of the power regenerative braking force, in which the horizontal axis represents voltage and the vertical axis represents current.

[0032] The regenerative braking force has the characteristic of throttling the current when the voltage exceeds a certain value V0. In the example shown in Fig. 4, a regenerative braking force up to a current Imax can be obtained until the voltage is below V0, but when the voltage rises above V0, the current is throttled, and when the voltage Vmax is reached, the current becomes 0. Therefore, the upper limit current of the regenerative braking is determined by the voltage, and the maximum regenerative braking force P including the throttle is determined by the upper limit current, the voltage at that time, and the efficiency μ of the equipment.

[0033] The amount of throttling of the power regenerative brake is calculated by the value W obtained by subtracting the maximum power regenerative brake force P from the power regenerative brake force that can be obtained by design. If W>0, W is the amount of throttling. If W<0, the power regenerative brake force that can be obtained by design can be output, so the amount of throttling W is 0. The amount of throttling W obtained in this manner is output as power regenerative brake throttling amount 157.

[0034] Next, the process of the power regenerative brake health determination unit 103 will be described with reference to FIG. 5 is a diagram showing an example of a flowchart of the power regenerative brake force soundness determination process. This flowchart is executed by the power regenerative brake soundness determination unit 103, but the description of this entity will be omitted below.

[0035] In step S501, it is checked whether the soundness determination determination signal 155 indicates that the soundness determination is possible. If the determination is possible (Yes), the process proceeds to step S502. On the other hand, if the determination is not possible (No), the process ends.

[0036] In step S502, an estimated power regenerative braking force Pn is calculated from the difference between the power regenerative braking force reference value 154 and the power regenerative braking throttle amount 157, and the process proceeds to step S503.

[0037] In step S503, it is determined whether the absolute value of the difference between the estimated regenerative braking force Pn and the moment-to-moment power regenerative braking force 158 of the train is equal to or less than a reference judgment value. If it is equal to or less than the reference judgment value (Yes), the process proceeds to step S504. If it exceeds the reference judgment value (No), the process proceeds to step S505. Here, the reference judgment value is generally 0, but is set to a small value taking into account sensing errors, etc.

[0038] In step S504, the determination result is normal, and the process flow comes to an end. In step S505, the determination result is determined to be abnormal, and the process flow then comes to an end.

[0039] Here, even if the judgment result is abnormal as a result of this processing flow, the abnormality may not be output immediately, and a false detection countermeasure may be taken to detect it as abnormal if the abnormality judgment is repeated several times. In that case, for example, in step S503, if the difference from the reference judgment value becomes larger than a certain value, it may be determined that the possibility of abnormality is high and that an abnormality is detected.

[0040] It is also possible to consider a method for generating an indicator of health based on the normal / abnormal results. For example, the "degree of abnormality" calculated by dividing the number of abnormal judgments by the total number of judgments for each periodic period, such as once a day or once a month, can be displayed. This makes it possible to extract regenerative braking devices that appear to be abnormal, and to indicate which devices should be prioritized and examined by maintenance personnel when they carry out their work.

[0041] Fig. 6 is a diagram showing the degree of abnormality of the regenerative braking force on the vertical axis against the date and time on the horizontal axis. This makes it possible to detect signs of abnormality. In addition, a threshold value for determining whether or not an abnormality has occurred may be set, and if the rate of abnormality exceeds the threshold value for determining whether or not an abnormality has occurred, an abnormality may be determined. By using the above-described process flow, it is possible to determine the soundness of the power regenerative braking force.

[0042] In the configuration according to this embodiment 1, as shown in Figures 1 and 2, the health assessment implementation determination unit 203 is included in the power regenerative braking force reference value calculation unit 101, but it does not necessarily have to be included in the power regenerative braking force reference value calculation unit 101 and may be configured to be independent.

[0043] Alternatively, the health assessment implementation determination unit 203 may be included in the power regenerative braking throttle amount estimation unit 102. In this case, however, the power regenerative braking throttle amount estimation unit 102 needs to receive the operation command 151 as an input. EXAMPLES

[0044] Second Embodiment FIG. 7 is a diagram showing the configuration of a power regenerative brake device soundness determination system according to a second embodiment of the present invention. A power regenerative braking device health determination system 702 according to the second embodiment is obtained by replacing the power regenerative braking force reference value calculation unit 101 of the first embodiment shown in FIG.

[0045] FIG. 8 is a diagram showing the configuration of the power regeneration braking force reference value calculation unit 701. As shown in FIG. The power regenerative braking force reference value calculation unit 701 is composed of a reference power regenerative braking force calculation unit 202 that calculates a power regenerative braking force reference value 154 to be output by the train based on the power regenerative braking characteristics 251, operation commands 151, occupancy rate 152 and speed 153 from a train characteristics table 201 that stores the power regenerative braking characteristics 251 of the train, and a healthiness judgment implementation determination unit 801 that determines the healthiness judgment judgment feasibility signal 155 based on the speed 153.

[0046] Next, the health-assessment execution determining unit 801 will be described with reference to FIG. 9 is a diagram illustrating an example of a flowchart of a soundness-assessment implementation determination process according to the embodiment 2. The subject that executes this flowchart is the soundness-assessment implementation determination unit 203, but the description of this subject will be omitted below.

[0047] In step S901, it is determined whether the speed 153 is equal to or greater than the threshold speed. If it is equal to or greater than the threshold speed (Yes), the process proceeds to step S902, and if it is less than the threshold speed (No), the process proceeds to step S903.

[0048] In step S902, the soundness determination signal 155 is set to "yes", and the process flow ends.

[0049] In step S903, the soundness determination signal 155 is set to "no" and the process flow ends.

[0050] Here, it is preferable to use a speed at which the regenerative braking can be detected as the threshold speed, because at a speed at which the regenerative braking cannot be detected, even if the regenerative braking occurs, the validity of the regenerative braking cannot be determined.

[0051] After executing the above-mentioned processing flow, the processing shown in FIG. 4 and subsequent figures, which has been described in the first embodiment, is performed, thereby making it possible to determine the soundness of the power regenerative braking force. In addition, as shown in Figures 7 and 8, in the configuration of this embodiment 2, the health assessment implementation determination unit 801 is included in the power regenerative braking force reference value calculation unit 701, but it does not necessarily have to be included in the power regenerative braking force reference value calculation unit 701, and it may be configured to be independent.

[0052] Also, the health assessment implementation determination unit 801 may be included in the power regenerative braking reduction amount estimation unit 102. In this case, however, the power regenerative braking reduction amount estimation unit 102 needs to receive the speed 153 as an input. EXAMPLES

[0053] Third Embodiment FIG. 10 is a diagram showing the configuration of a power regenerative brake device soundness determination system according to a third embodiment of the present invention. In the third embodiment, compared to the first embodiment shown in FIG. 1, slip / slide information 1051 is added as an input, the power regenerative braking force reference value calculation unit 101 of the first embodiment is changed to a power regenerative braking force reference value calculation unit 1001, and the power regenerative braking device health determination system 104 of the first embodiment is changed to a power regenerative braking device health determination system 1002.

[0054] The regenerative braking force reference value calculation unit 1001 calculates a regenerative braking force reference value 154 obtained when the train brakes and a judgment possibility signal 155 indicating whether or not to judge the soundness of the regenerative brake, based on the slip / slip information 1051, the operation command 151 which commands the train's moment-by-moment operations such as powering, coasting, braking, etc., the train's occupancy rate 152 and the train's speed 153, based on the regenerative braking characteristics not shown.

[0055] The functions of the power regenerative brake throttle amount estimation unit 102 and the power regenerative brake soundness determination unit 103 are similar to those in the first embodiment.

[0056] FIG. 11 is a diagram showing the configuration of the power regeneration braking force reference value calculation unit 1001. As shown in FIG. The power regenerative braking force reference value calculation unit 1001 is composed of a reference power regenerative braking force calculation unit 202 that calculates a power regenerative braking force reference value 154 to be output by the train based on the power regenerative braking characteristics 251, operation commands 151, occupancy rate 152 and speed 153 from a train characteristics table 201 that stores the power regenerative braking characteristics 251 of the train, and a healthiness judgment implementation determination unit 1101 that determines the healthiness judgment judgment feasibility signal 155 based on the slip / slip information 1051.

[0057] Next, the soundness-assessment execution determining unit 1101 will be described with reference to FIG. 12 is a diagram illustrating an example of a flowchart of a soundness-assessment execution determination process according to the embodiment 3. The subject that executes this flowchart is the soundness-assessment execution determination unit 1101, but the description of this subject will be omitted below.

[0058] In step S1201, it is determined whether or not the spin / slide information 1051 indicates a spin / slide. If it indicates a spin / slide (Yes), the process proceeds to step S1202, and if it does not indicate a spin / slide (No), the process proceeds to step S1203.

[0059] In step S1202, the soundness determination signal 155 is set to "no" and the process flow ends.

[0060] In step S1203, the soundness determination decision signal 155 is set to "yes," and the process flow ends.

[0061] After executing the above-mentioned processing flow, the processing shown in FIG. 4 and subsequent figures, which has been described in the first embodiment, is performed, thereby making it possible to determine the soundness of the power regenerative braking force.

[0062] In addition, as shown in Figures 10 and 11, in the configuration of this embodiment 3, the health assessment implementation determination unit 1101 is included in the power regenerative braking force reference value calculation unit 1001, but it does not necessarily have to be included in the power regenerative braking force reference value calculation unit 1001, and it may be configured to be independent.

[0063] Also, the health assessment implementation determination unit 1101 may be included in the power regenerative brake reduction amount estimation unit 102. In this case, however, the power regenerative brake reduction amount estimation unit 102 needs to receive the slip / slide information 1051 as an input. EXAMPLES

[0064] The fourth embodiment is a modification of the third embodiment. Fourth embodiment FIG. 13 is a diagram showing the configuration of a power regenerative brake device soundness determination system according to a fourth embodiment of the present invention. In the fourth embodiment, instead of the slip / skid information 1051 of the third embodiment shown in FIG. 10, a motor current 1351 is added as an input, the power regenerative braking force reference value calculation unit 1001 of the third embodiment is changed to a power regenerative braking force reference value calculation unit 1301, and the power regenerative braking device health determination system 1002 of the third embodiment is changed to a power regenerative braking device health determination system 1302.

[0065] The power regenerative braking force reference value calculation unit 1301 calculates a power regenerative braking force reference value 154 obtained when the train brakes based on the motor current 1351, operation commands 151 which command the train's momentary operations such as powering, coasting, braking, etc., the train's occupancy rate 152, and the train's speed 153, and a judgment feasibility signal 155 which indicates whether or not to judge the soundness of the power regenerative brake, based on the power regenerative brake characteristics not shown.

[0066] The functions of the power regenerative brake throttle amount estimation unit 102 and the power regenerative brake soundness determination unit 103 are similar to those in the third embodiment.

[0067] FIG. 14 is a diagram showing the configuration of the power regeneration braking force reference value calculation unit 1301. The power regenerative braking force reference value calculation unit 1301 is composed of a reference power regenerative braking force calculation unit 202 that calculates a power regenerative braking force reference value 154 to be output as a train based on the power regenerative braking characteristics 251, operation commands 151, occupancy rate 152 and speed 153 from a train characteristics table 1401 that stores at least the power regenerative braking characteristics 251 and motor current characteristics 1451 of the train, a reference motor current calculation unit 1402 that calculates a motor current reference value 1452 to be output as a train based on the motor current characteristics 1451, operation commands 151, occupancy rate 152 and speed 153 from the train characteristics table 1401, and a health judgment implementation determination unit 1403 that determines a health judgment judgment feasibility signal 155 based on the motor current reference value 1452 and the motor current 1351.

[0068] The motor current characteristic 1451 of the train is a characteristic that is set so that the regenerative braking force is uniquely determined based on the operation command, the speed, and the passenger load factor. For example, if the operation command is B1, the speed is 50 km / h, and the passenger load factor is 50%, the motor current is set to 150 [A / MM], and if the operation command is B3, the speed is 40 km / h, and the passenger load factor is 40%, the motor current is set to 188 [A / MM].

[0069] A method for calculating the motor current reference value 1452 calculated by the reference motor current calculation unit 1402 will be described. If the motor current characteristic 1451 defined for the train operation command 151, the occupancy rate 152 and the speed 153 exists in the train characteristic table 1401, it is used as is.

[0070] However, if the defined motor current characteristic 1451 is not present in the train characteristic table 1401, data A1, A2, A3, and A4 shown in (1) to (4) below are extracted from the motor current characteristic 1451 defined in the same operation command as the operation command 151, and a motor current reference value 1452 is calculated by performing linear interpolation on the occupancy rate 152 and the speed 153. (1) Motor current A1 determined by the largest passenger load factor P1 smaller than the passenger load factor 152 and the largest speed S1 smaller than the speed 153 (2) Motor current A2 determined by the largest passenger load factor P1 smaller than the passenger load factor 152 and the smallest speed S2 larger than the speed 153 (3) Motor current A3 determined by the smallest occupancy rate P2 that is greater than occupancy rate 152 and the largest speed S1 that is less than speed 153 (4) Motor current A4 determined by the smallest occupancy rate P2 that is greater than occupancy rate 152 and the smallest speed S2 that is greater than speed 153 Here, the linear interpolation method is a common method, and therefore a description thereof will be omitted.

[0071] Also, the motor current characteristic 1451 may be a characteristic that is set so that the motor current is uniquely determined based on the overhead line voltage, the operation command, the speed, and the passenger load factor. In that case, for example, if the overhead line voltage is 1650V, the operation command is B1, the speed is 50km / h, and the passenger load factor is 50%, the motor current may be set to 160[A / MM].

[0072] Furthermore, by adding voltage 156 to each input of power regenerative braking force reference value calculation unit 1301 shown in FIG. 13 and reference motor current calculation unit 1402 shown in FIG. 14 and configuring reference motor current calculation unit 1402 as follows, it is possible to calculate the motor current.

[0073] If the motor current characteristic 1451 defined for the train operation command 151, the occupancy rate 152, the speed 153 and the voltage 156 is in the train characteristic table 1401, it is used as is.

[0074] However, if the defined motor current characteristic 1451 is not present in the train characteristic table 1401, data C1, C2, C3, C4, C5, C6, C7, and C8 shown in (1) to (8) below are extracted from the motor current characteristic 1451 defined in the same operation command as the operation command 151, and a motor current reference value 1452 is calculated by performing linear interpolation on the occupancy rate 152, speed 153, and voltage 156. (1) Motor current C1 determined by the largest passenger load P1 smaller than the passenger load 152, the largest speed S1 smaller than the speed 153, and the largest voltage V1 smaller than the voltage 156 (2) Motor current C2 determined by the largest passenger load P1 smaller than the passenger load 152, the smallest speed S2 larger than the speed 153, and the largest voltage V1 smaller than the voltage 156 (3) A motor current C3 determined by the smallest occupancy rate P2 that is greater than the occupancy rate 152, the largest speed S1 that is less than the speed 153, and the largest voltage V1 that is less than the voltage 156. (4) A motor current C4 determined by the smallest occupancy rate P2 that is greater than the occupancy rate 152, the smallest speed S2 that is greater than the speed 153, and the largest voltage V1 that is less than the voltage 156. (5) Motor current C5 determined by the largest load factor P1 smaller than load factor 152, the largest speed S1 smaller than speed 153, and the smallest voltage V2 larger than voltage 156 (6) A motor current C6 determined by the largest load factor P1 smaller than the load factor 152, the smallest speed S2 larger than the speed 153, and the smallest voltage V2 larger than the voltage 156. (7) Motor current C7 determined by the smallest load factor P2 greater than load factor 152, the largest speed S1 less than speed 153, and the smallest voltage V2 greater than voltage 156 (8) Motor current C8 determined by the smallest occupancy rate P2 greater than the occupancy rate 152, the smallest speed S2 greater than the speed 153, and the smallest voltage V2 greater than the voltage 156. Here, the linear interpolation method is a common method, and therefore a description thereof will be omitted.

[0075] Next, the health-assessment execution determining unit 1403 will be described with reference to FIG. 15 is a diagram showing an example of a graph of motor current characteristics used for determining whether or not the soundness of the motor is to be determined. In this graph, the horizontal axis represents elapsed time, the vertical axis represents motor current, and the graph shows a motor current reference value 1452 and a motor current 1351 at each moment.

[0076] For example, if a phenomenon occurs in which the momentary motor current 1351 deviates from the motor current reference value 1452 (specifically, as shown in FIG. 15, the momentary motor current 1351 drops below the motor current reference value 1452 and then rises again to return to the motor current reference value 1452), it is determined that a skid / slide has occurred, and the soundness determination determination signal 155 is set to "no" determination. As long as this case does not occur, the soundness determination determination signal 155 is set to "yes" determination.

[0077] By using the value obtained by the above-mentioned judgment process and performing the process shown in Figure 4 and subsequent figures described in the previous Example 1, it is possible to determine the soundness of the regenerative braking force. In the configuration according to the fourth embodiment, the reference motor current calculation unit 1402 and the health assessment implementation determination unit 1403 shown in FIG. 14 are included in the power regenerative braking force reference value calculation unit 1301. However, these do not necessarily have to be included in the power regenerative braking force reference value calculation unit 1301, and may be configured to be independent.

[0078] Also, the health assessment implementation determination unit 1403 may be included in the power regenerative braking throttle amount estimation unit 102. In this case, however, the power regenerative braking throttle amount estimation unit 102 needs to receive the motor current 1351 and the motor current reference value 1452 as input. EXAMPLES

[0079] The fifth embodiment is a modification of the fourth embodiment. Fifth embodiment FIG. 16 is a diagram showing the configuration of a power regenerative brake device soundness determination system according to a fifth embodiment of the present invention. In the fifth embodiment, instead of the motor current 1351 in the fourth embodiment shown in Fig. 13, an overhead line current 1651 and auxiliary power (auxiliary power) 1652 supplied to lighting and air conditioning used in a train are added as inputs, and the power regenerative braking force reference value calculation unit 1301 in the fourth embodiment is changed to a power regenerative braking force reference value calculation unit 1601, and the power regenerative braking device health determination system 1302 in the fourth embodiment is changed to a power regenerative braking device health determination system 1602. Furthermore, a voltage 156 is added to the input of the power regenerative braking force reference value calculation unit 1601.

[0080] The power regenerative braking force reference value calculation unit 1601 calculates a power regenerative braking force reference value 154 obtained when the train brakes and a judgment possibility signal 155 indicating whether or not to judge the soundness of the power regenerative brake, based on the overhead line current 1651, auxiliary power 1652, operation commands 151 which command the train's moment-by-moment operations such as powering, coasting, braking, etc., the train's occupancy rate 152, the train's speed 153 and the train's voltage 156, based on vehicle characteristics not shown.

[0081] The functions of the power regenerative brake throttle amount estimation unit 102 and the power regenerative brake soundness determination unit 103 are similar to those in the fourth embodiment.

[0082] FIG. 17 is a diagram showing the configuration of the power regeneration braking force reference value calculation unit 1601. As shown in FIG. The power regenerative braking force reference value calculation unit 1601 is composed of a train characteristic table 1701 that stores at least the power regenerative braking characteristic 251 and the equipment efficiency 1751 of the train, a reference power regenerative braking force calculation unit 202 that calculates the power regenerative braking force reference value 154 to be output as a train based on the power regenerative braking characteristic 251, the operation command 151, the passenger load factor 152, and the speed 153 of the train, a reference overhead line current calculation unit 1702 that calculates the overhead line current reference value 1752 to be output as a train based on the equipment efficiency 1751, the speed 153, the power regenerative braking force reference value 154, the voltage 156, and the auxiliary power 1652, and a health judgment implementation determination unit 1703 that determines the health judgment judgment possibility signal 155 based on the overhead line current reference value 1752 and the overhead line current 1651. The direction of the overhead line current 1651 is positive when it flows from the vehicle to the overhead line.

[0083] Here, the equipment efficiency 1751 indicates the efficiency of the driving equipment used in the train. This value may be a constant value, may vary with speed, or may vary with speed and regenerative braking force.

[0084] Next, a method of calculating the overhead line current reference value 1752 performed by the reference overhead line current calculation unit 1702 will be described. When the equipment efficiency 1751 is μ [%], the speed 153 is S [km / h], the power regenerative braking force reference value 154 is Bef(>0) [kN], the voltage 156 is V [V], and the auxiliary power 1652 is P [kW], the overhead line current reference value 1752 can be calculated by the formula shown below. Overhead current reference value 1752 [A] = (Bef × S / 3.6 × μ / 100-P) × 1000 / V

[0085] The health-assessment execution determining unit 1703 will be further described with reference to FIG. 18 is a diagram showing an example of a graph of overhead line current characteristics used for determining whether or not the soundness of the system is to be determined. In this graph, the horizontal axis represents elapsed time, the vertical axis represents overhead line current, and the graph shows overhead line current reference value 1752 and overhead line current 1651 at each moment.

[0086] For example, if a phenomenon occurs in which the overhead line current 1651 from time to time deviates from the overhead line current reference value 1752 (specifically, a case in which the overhead line current 1651 from time to time falls below the overhead line current reference value 1752 and then turns around and rises again to return to the overhead line current reference value 1752), it is determined that a skid / slide has occurred, and the soundness determination determination signal 155 is set to "no" determination. As long as this case does not occur, the soundness determination determination signal 155 is set to "yes" determination.

[0087] By using the value obtained by the above-mentioned judgment process and performing the process shown in Figure 4 and subsequent figures described in the previous Example 1, it is possible to determine the soundness of the regenerative braking force. In the configuration according to the present embodiment 5, the reference overhead line current calculation unit 1702 and the health assessment implementation determination unit 1703 are included in the power regeneration braking force reference value calculation unit 1601 as shown in FIG. 17. However, these do not necessarily have to be included in the power regeneration braking force reference value calculation unit 1601, and may be configured to be independent.

[0088] Also, the health assessment implementation determination unit 1703 may be included in the power regenerative braking limiting amount estimation unit 102. In this case, however, the power regenerative braking limiting amount estimation unit 102 needs to receive the overhead line current 1651 and the overhead line current reference value 1752 as input. EXAMPLES

[0089] Trains can tilt when traveling on gradients or curves. As a result, the air spring pressure that measures the occupancy rate can fluctuate, causing a sudden change in the occupancy rate. A sudden change in the occupancy rate can also have a significant effect on the regenerative braking force. The sixth embodiment deals with this sudden change in passenger load factor.

[0090] Sixth embodiment FIG. 19 is a diagram showing the configuration of a power regenerative brake device soundness determination system according to a sixth embodiment of the present invention. A power regenerative braking device health determination system 1902 according to the sixth embodiment is configured by simply replacing the power regenerative braking force reference value calculation unit 101 of the first embodiment shown in FIG.

[0091] FIG. 20 is a diagram showing the configuration of the power regeneration braking force reference value calculation unit 1901. As shown in FIG. The power regenerative braking force reference value calculation unit 1901 is composed of a train characteristics table 201 that stores at least the power regenerative braking characteristics 251 of the train, a reference power regenerative braking force calculation unit 202 that calculates the power regenerative braking force reference value 154 that should be output by the train based on the power regenerative braking characteristics 251 of the train, operation commands 151, occupancy rate 152 and speed 153, and a healthiness judgment implementation determination unit 2001 that determines the healthiness judgment judgment feasibility signal 155 based on the occupancy rate 152.

[0092] Next, the soundness-assessment execution determining unit 2001 will be described with reference to FIG. 21 is a diagram showing an example of a flowchart of a soundness-assessment implementation determination process. This flowchart is executed by the soundness-assessment implementation determination unit 2001, but the description of this entity will be omitted below.

[0093] In step S2101, it is determined whether the fluctuation range of the momentary occupancy rate 152 is equal to or less than a threshold value. If it is equal to or less than the threshold value (Yes), the process proceeds to step S2102, and if it exceeds the threshold value (No), the process proceeds to step S2103.

[0094] In step S2102, the soundness determination signal 155 is set to "yes", and the process flow ends.

[0095] In step S2103, the soundness determination signal 155 is set to "no" and the process flow ends.

[0096] Here, the threshold value should be determined based on the resolution and sensing error of the monitoring device. Generally, when traveling on a road without gradients or curves, the sensing error of the monitoring device may fluctuate, but it will not fluctuate beyond that. Therefore, the threshold value should be determined taking into account the sensing error.

[0097] If the resolution of the monitoring device is greater than the sensing error, the threshold must be set to that resolution. For example, if the sensing error is 3% with a resolution of 1% / 1bit, the threshold is 3%; if the sensing error is 3% with a resolution of 5% / bit, the threshold is 5%.

[0098] After executing the above-mentioned processing flow, the processing shown in FIG. 4 and subsequent figures, which has been described in the first embodiment, is performed, thereby making it possible to determine the soundness of the power regenerative braking force. In addition, as shown in FIG. 20, in the configuration of this embodiment 6, the health assessment implementation determination unit 2001 is included in the power regenerative braking force reference value calculation unit 1901. However, it is not necessarily required to include it in the power regenerative braking force reference value calculation unit 1901, and it may be configured to be independent.

[0099] Also, the health assessment implementation determination unit 2001 may be included in the power regenerative braking reduction amount estimation unit 102. In this case, however, the power regenerative braking reduction amount estimation unit 102 needs to receive the passenger load factor 152 as an input. The soundness-assessment implementation determining unit shown in each of the first to sixth embodiments may be a combination of a plurality of the respective soundness-assessment implementation determining units. EXAMPLES

[0100] Seventh embodiment FIG. 22 is a diagram showing the configuration of a power regenerative brake device soundness determination system according to a seventh embodiment of the present invention. The power regenerative brake device health determination system 2203 of Example 7 is composed of a health determination implementation determination unit 2201 that calculates a determination possibility signal 155 indicating whether or not to perform a determination of the health of the power regenerative brake based on an operation command 151 that commands the train's moment-by-moment operations such as powering, coasting, and braking, the train's occupancy rate 152, and the train's speed 153, and a power regenerative brake health determination unit 2202 that determines the presence or absence of an abnormality (normal or abnormal) of the power regenerative brake based on the operation command 151, the occupancy rate 152, the speed 153, the determination possibility signal 155, voltage 156, and the power regenerative brake force 158 of the train, and outputs a power regenerative brake abnormality presence or absence signal 159.

[0101] Here, the soundness judgment implementation determination unit 2201 can use the methods shown in the first, second, or sixth embodiments, either alone or in combination. Also, the methods shown in the third to fifth embodiments may be used. In this case, the methods shown in the third to fifth embodiments can be implemented by adding data required to implement them.

[0102] Next, the power regenerative brake health determination unit 2202 will be described with reference to FIG. FIG. 23 is a diagram showing the configuration of the power regenerative brake health determination unit 2202. As shown in FIG. The power regenerative brake health determination unit 2202 is composed of a clustering processing unit 2301 that performs cluster processing based on the historical data of the operation command 151, the occupancy rate 152, the speed 153, the judgment possibility signal 155, the voltage 156, and the power regenerative braking force 158 of the train, and a health determination processing unit 2302 that determines the presence or absence of an abnormality (normal or abnormal) in the power regenerative brake based on the cluster space 2351 obtained from the processing result of the clustering processing unit 2301, the operation command 151, the occupancy rate 152, the speed 153, the judgment possibility signal 155, the voltage 156, and the power regenerative braking force 158 of the train, and outputs a power regenerative brake abnormality presence / absence signal 159.

[0103] The clustering processing unit 2301 and the cluster space 2351 obtained as a result of the processing will be described with reference to FIG. Fig. 24 is a diagram showing a cluster space 2351 obtained from the processing result of the clustering processing unit 2301. Here, the clustering processing unit 2301 performs processing when the health judgment judgment possibility signal 155 is judged possible. In Fig. 24, clusters are formed on a five-axis space of the operation command 151, the occupancy rate 152, the speed 153, the voltage 156, and the power regenerative braking force 158.

[0104] The health determination processing unit 2302 will be described with reference to FIG. FIG. 25 is a diagram showing normal / abnormal states of soundness judgment using the cluster space. The figure shows a state in which data (▲ points) determined by the operation command 151, occupancy rate 152, speed 153, voltage 156, and power regenerative braking force 158 are plotted on a cluster space 2351 obtained from the processing result of the clustering processing unit 2301, in a state in which the health judgment judgment possibility signal 155 is judged as judgeable. At this time, the health judgment processing unit 2302 judges whether it is normal or abnormal based on the closeness to the existing clusters. Here, there are various methods for clustering processing, and the contents of the present invention will not be affected regardless of which method is used for judgment.

[0105] According to the above-mentioned first to seventh embodiments, it becomes possible to judge the soundness of the regenerative braking force by using the data while the train itself is running. It also becomes possible to make a judgment taking into account slip / skid and fluctuations in the brake command, and it becomes possible to judge the soundness of the regenerative braking force with high accuracy.

[0106] Furthermore, according to the above embodiment, at least the following technical matters are included. <Technical matters 1> The system for judging the health of the regenerative brake of a target train comprises: a health judgment implementation judgment unit that judges whether or not to implement a health judgment of the regenerative brake of the train based on at least one piece of information of the train's operation commands, train speed, slip / slide, motor current, overhead line current, and occupancy rate, and outputs a judgment feasibility signal; and a health judgment unit that calculates a regenerative brake force reference value based on the train's regenerative brake characteristics from the operation commands, train speed, and occupancy rate, estimates a regenerative brake throttling amount from the regenerative brake force reference value and the train voltage, and judges whether or not there is an abnormality in the regenerative brake based on the regenerative brake force reference value, the regenerative brake throttling amount, the regenerative brake force of the train, and the judgment feasibility signal.

[0107] <Technical matters 2> In the regenerative brake health assessment system described in Technical Item 1 above, the health assessment unit compares the difference value between the estimated regenerative brake force, which is the difference between the regenerative brake force reference value and the regenerative brake throttling amount, and the train's moment-to-moment regenerative brake force with a reference assessment value to assess whether or not there is an abnormality in the regenerative brake.

[0108] <Technical matters 3> In the regenerative brake health judgment system described in Technical Details 1 or 2 above, the health judgment execution judgment unit sets the judgment feasibility signal to "yes" when the train operation command is braking and does not fluctuate for a predetermined period of time or more.

[0109] <Technical matters 4> In the system for judging the health of a regenerative brake according to any one of technical matters 1 to 3 above, the health judgment execution judgment unit sets the judgment possibility signal to "yes" when the train speed is equal to or higher than a predetermined threshold value.

[0110] <Technical matters 5> A system for judging the health of a regenerative brake as described in any one of technical matters 1 to 4 above, wherein the health judgment execution judgment unit sets the judgment possibility signal to a no judgment when the train skids / slides.

[0111] <Technical matters 6> This is a system for judging the health of a regenerative brake as described in Technical Item 5 above, which calculates a train's motor current reference value from operation commands, occupancy rate, train speed and train's motor current characteristics, and detects the occurrence of skid / slip based on the difference between the motor current reference value and the train's motor current.

[0112] <Technical matter 7> This is the regenerative brake health assessment system described in Technical Item 5 above. The health assessment implementation determination unit calculates an overhead line current reference value for the train from operation commands, occupancy rate, train speed, and efficiency of the train's equipment, and detects the occurrence of skid / slip based on the difference between the overhead line current reference value and the overhead line current flowing through the train.

[0113] <Technical matters 8> A system for judging the health of a regenerative brake as described in any one of technical matters 1 to 7 above, wherein the health judgment execution judgment unit sets the judgment possibility signal to "no" when the occupancy rate while the train is running exceeds a predetermined threshold.

[0114] <Technical matter 9> The system for determining the health of the regenerative brake of a target train comprises a health determination implementation determination unit that determines whether or not to perform a health determination of the train's regenerative braking force based on at least one piece of information of the train's operation commands, train speed, slip / slide, motor current, overhead line current, and occupancy rate, and outputs a determination yes / no signal, and a health determination unit that determines whether or not there is an abnormality in the regenerative brake using a cluster space obtained by cluster processing based on the historical data of the train's operation commands, train speed, occupancy rate, voltage, regenerative braking force, and the determination yes / no signal.

[0115] <Technical matters 10> A system for determining the health of a regenerative brake as described in any one of technical matters 1 to 9 above, wherein the health determination unit detects an abnormality in the regenerative brake when the abnormality is determined to be multiple times.

[0116] <Technical matters 11> A system for judging the health of a regenerative brake as described in any one of technical matters 1 to 10 above, which has a function of displaying and outputting the ratio of the number of times that the regenerative brake has been judged to be abnormal to the total number of times that the regenerative brake has been judged, at regular intervals.

[0117] <Technical matters 12> This method for determining the health of the regenerative brake of a target train determines whether or not to perform a health assessment of the regenerative brake of the train based on at least one of information such as the train's operation commands, train speed, slip / slide, motor current, overhead line current, and occupancy rate, and outputs a judgment feasibility signal, calculates a regenerative brake force reference value based on the train's regenerative brake characteristics from the operation commands, train speed, and occupancy rate, estimates the regenerative brake throttle amount from the regenerative brake force reference value and train voltage, and determines whether or not there is an abnormality in the regenerative brake based on the regenerative brake force reference value, the regenerative brake throttle amount, the regenerative brake force of the train, and the judgment feasibility signal.

[0118] <Technical matter 13> This is a method for determining the health of a regenerative brake as described in Technical Item 12, in which the difference value between the estimated regenerative brake force, which is the difference between the regenerative brake force reference value and the regenerative brake throttling amount, and the train's moment-to-moment regenerative brake force is compared with a reference determination value to determine whether or not there is an abnormality in the regenerative brake.

[0119] <Technical matter 14> A method for judging the soundness of a regenerative brake as described in Technical Item 12 or 13, in which the judgment possibility signal is judged as possible when the train operation command is braking and is not changed for a predetermined period of time or more.

[0120] <Technical matters 15> A method for determining the soundness of a regenerative brake as described in any one of Technical Items 12 to 14, in which when a skid / slide of a train occurs, the determination possibility signal is set to a "no" judgment.

[0121] Although the first to seventh embodiments have been described above as modes for carrying out the present invention, the present invention is not limited to the above-described first to seventh embodiments, and various modifications are possible without departing from the gist of the present invention. [Explanation of symbols]

[0122] 101, 701, 1001, 1301, 1601, 1901...power regenerative braking force reference value calculation unit, 102...power regenerative brake narrowing amount estimation unit, 103, 2202...Regenerative brake health determination unit, 104, 702, 1002, 1302, 1602, 1902, 2203...Regenerative braking device health assessment system, 151...operation command, 152...occupancy rate, 153...speed, 154... power regeneration brake force reference value, 155... judgement possible / not possible signal, 156... voltage, 157...Regenerative braking throttle amount, 158...Regenerative braking force, 159…Regenerative brake abnormality signal, 201, 1401, 1701...Train characteristic table, 202...reference power regenerative braking force calculation unit, 203, 801, 1101, 1403, 1703, 2001, 2201...Soundness assessment implementation judgment section, 251...Regenerative braking characteristics, 1351...Motor current, 1402: Reference motor current calculation unit; 1451: Motor current characteristics; 1452...motor current reference value, 1501...slip / slip information, 1651...overhead current, 1652...Auxiliary power, 1751...Equipment efficiency, 1752...Overhead line current standard value, 2301: clustering processing unit; 2302: health determination processing unit; 2351…Cluster space

Claims

1. A soundness judgment system for the regenerative electric brake of a target train, based on at least one of the driving command, train speed, wheel spin / slip, motor current, overhead line current, and passenger occupancy rate of the train, a soundness judgment execution determination unit that determines whether to execute the soundness judgment of the regenerative electric brake of the train and outputs a judgment permission signal; calculates a regenerative electric brake force reference value based on the regenerative electric brake characteristics of the train from the driving command, the train speed, and the passenger occupancy rate, estimates a regenerative electric brake throttling amount from the regenerative electric brake force reference value and the voltage of the train, and determines the presence or absence of abnormality of the regenerative electric brake based on the regenerative electric brake force reference value, the regenerative electric brake throttling amount, the regenerative electric brake force of the train, and the judgment permission signal. A soundness judgment unit; comprising: When the driving command is braking and the driving command does not change for a predetermined time or more, the soundness judgment execution determination unit sets the judgment permission signal to judgment permitted. A soundness judgment system for a regenerative electric brake, characterized by the above.

2. A soundness judgment system for a regenerative electric brake according to claim 1, The soundness judgment unit compares a difference value between an estimated regenerative electric brake force, which is a difference between the regenerative electric brake force reference value and the regenerative electric brake throttling amount, and the regenerative electric brake force of the train at each moment with a reference judgment value to determine the presence or absence of abnormality of the regenerative electric brake. A soundness judgment system for a regenerative electric brake, characterized by the above.

3. A soundness judgment system for a regenerative electric brake according to claim 1, When the train speed is equal to or higher than a predetermined threshold value, the soundness judgment execution determination unit sets the judgment permission signal to judgment permitted. A soundness judgment system for a regenerative electric brake, characterized by the above.

4. A soundness judgment system for the regenerative electric brake of a target train, A soundness judgment execution determination unit that determines whether to perform a soundness judgment of the regenerative electric brake of the train from at least one piece of information among the operation command, train speed, wheel spin / slide, motor current, overhead line current, and boarding rate of the train, and outputs a judgment availability signal. A soundness judgment unit that calculates a regenerative electric brake force reference value based on the regenerative electric brake characteristics of the train from the operation command, the train speed, and the boarding rate, estimates a regenerative electric brake throttling amount from the regenerative electric brake force reference value and the voltage of the train, and determines the presence or absence of abnormality of the regenerative electric brake based on the regenerative electric brake force reference value, the regenerative electric brake throttling amount, the regenerative electric brake force of the train, and the judgment availability signal. It is provided with When wheel spin / slide of the train occurs, the soundness judgment execution determination unit sets the judgment availability signal to "judgment not available". A soundness judgment system for regenerative electric brakes, characterized by the above.

5. The soundness judgment system for regenerative electric brakes according to claim 4, The soundness judgment execution determination unit calculates a motor current reference value of the train from the operation command, the boarding rate, the train speed, and the motor current characteristics of the train, and detects the occurrence of wheel spin / slide based on the difference value between the motor current reference value and the motor current of the train. A soundness judgment system for regenerative electric brakes, characterized by the above.

6. The soundness judgment system for regenerative electric brakes according to claim 4, The soundness judgment execution determination unit calculates an overhead line current reference value for the train from the operation command, the boarding rate, the train speed, and the efficiency of the train equipment, and detects the occurrence of wheel spin / slide based on the difference value between the overhead line current reference value and the overhead line current flowing through the train. A soundness judgment system for regenerative electric brakes, characterized by the above.

7. A soundness judgment system for the regenerative electric brake of a target train, A soundness judgment execution determination unit that determines whether to execute soundness judgment of the power regeneration brake of the train from at least one of the operation command, train speed, wheel spin / slide, motor current, overhead line current, and boarding rate of the train, and outputs a judgment permission signal. A soundness judgment unit that calculates a power regeneration brake force reference value based on the power regeneration brake characteristics of the train from the operation command, the train speed, and the boarding rate, estimates a power regeneration brake throttling amount from the power regeneration brake force reference value and the voltage of the train, and determines the presence or absence of abnormality of the power regeneration brake based on the power regeneration brake force reference value, the power regeneration brake throttling amount, the power regeneration brake force of the train, and the judgment permission signal. Comprising: When the boarding rate of the train during running exceeds a predetermined threshold, the soundness judgment execution determination unit sets the judgment permission signal to "judgment not allowed". A soundness judgment system for power regeneration brakes, characterized in that.

8. A soundness judgment system for the power regeneration brake of a target train, A soundness judgment execution determination unit that determines whether to execute soundness judgment of the power regeneration brake of the train from at least one of the operation command, train speed, wheel spin / slide, motor current, overhead line current, and boarding rate of the train, and outputs a judgment permission signal. A soundness judgment unit that determines the presence or absence of abnormality of the power regeneration brake using a cluster space obtained by cluster processing based on the history data of the operation command, the train speed, the boarding rate, the voltage, the power regeneration brake force, and the judgment permission signal of the train. A soundness judgment system for power regeneration brakes, comprising:

9. The soundness judgment system for power regeneration brakes according to any one of Claims 1 to 8, When the number of times of determination of abnormality of the power regeneration brake is repeated several times, the soundness judgment unit detects it as an abnormality. A soundness judgment system for power regeneration brakes, characterized in that.

10. The soundness judgment system for the regenerative electric brake according to any one of claims 1 to 8, having a function of displaying and outputting, for each regular period, the ratio of the number of abnormal determinations of the regenerative electric brake to the total number of determinations of the regenerative electric brake. The soundness judgment system for the regenerative electric brake, characterized by this.

11. A method for judging the soundness of the regenerative electric brake of a target train, determining whether to perform the soundness judgment of the regenerative electric brake of the train from at least one piece of information of the operation command, train speed, wheel spin / slide, motor current, overhead line current, and passenger occupancy rate of the train, and outputting a judgment permission signal, when the operation command is braking and is not changed for a predetermined time or more, setting the judgment permission signal as judgment permitted, calculating a regenerative electric brake force reference value based on the regenerative electric brake characteristics of the train from the operation command, the train speed, and the passenger occupancy rate of the train, estimating a regenerative electric brake throttling amount from the regenerative electric brake force reference value and the voltage of the train, determining the presence or absence of abnormality of the regenerative electric brake based on the regenerative electric brake force reference value, the regenerative electric brake throttling amount, the regenerative electric brake force of the train, and the judgment permission signal. The method for judging the soundness of the regenerative electric brake, characterized by this.

12. The method for judging the soundness of the regenerative electric brake according to claim 11, comparing the difference value between the estimated regenerative electric brake force, which is the difference between the regenerative electric brake force reference value and the regenerative electric brake throttling amount, and the regenerative electric brake force of the train at each moment with a reference judgment value to determine the presence or absence of abnormality of the regenerative electric brake. The method for judging the soundness of the regenerative electric brake, characterized by this.

13. A method for judging the soundness of the regenerative electric brake of a target train, Determine whether to perform a soundness judgment of the power regeneration brake of the train based on at least one piece of information among the driving command, train speed, wheel spin / slip, motor current, overhead line current, and boarding rate of the train, and output a judgment permission signal. When wheel spin / slip of the train occurs, set the judgment permission signal to "judgment not permitted"; when wheel spin / slip of the train does not occur, set the judgment permission signal to "judgment permitted". Calculate a power regeneration brake force reference value based on the power regeneration brake characteristics of the train from the driving command, train speed, and boarding rate of the train. Estimate the power regeneration brake throttling amount from the power regeneration brake force reference value and the voltage of the train. Based on the power regeneration brake force reference value, the power regeneration brake throttling amount, the power regeneration brake force of the train, and the judgment permission signal, determine whether there is an abnormality in the power regeneration brake. A method for judging the soundness of a power regeneration brake, characterized by the above.

14. A method for judging the soundness of a power regeneration brake of a target train, comprising: Determine whether to perform a soundness judgment of the power regeneration brake of the train based on at least one piece of information among the driving command, train speed, wheel spin / slip, motor current, overhead line current, and boarding rate of the train, and output a judgment permission signal. Perform clustering processing based on the historical data of the driving command, train speed, boarding rate, voltage, power regeneration brake force, and judgment permission signal of the train. Using the cluster space obtained by the clustering processing, determine whether there is an abnormality in the power regeneration brake. A method for judging the soundness of a power regeneration brake, characterized by the above.

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