System and method for determining the health of regenerative braking systems

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 soundness judgment system and a soundness judgment method for regenerative electric brakes of railway vehicles

Background Art

[0002] From the perspective of improving the efficiency and saving labor of maintenance work for railway vehicles, there is a demand for the development of failure precursor / abnormality diagnosis technology that utilizes data acquired from on-board equipment. In particular, the development of such a diagnosis method is important because regenerative electric brakes for railway vehicles do not generate braking force when the speed is zero, making inspection while the vehicle is stopped difficult. As one of such methods, a system for judging an abnormality of a regenerative electric brake using in-operation data of vehicles traveling on the same route including the own vehicle has been disclosed.

Prior Art Literature

Patent Literature

[0003]

Patent Literature 1

Summary of the Invention

Problem to be Solved by the Invention

[0004] The method described in Patent Literature 1 estimates the throttling amount of the regenerative electric brake of the subject vehicle based on information (voltage, current, position and speed) of other vehicles traveling on the same route, and judges an abnormality of the regenerative electric brake based on whether a value obtained by subtracting the originally outputted regenerative braking force from the sum of the estimated throttling amount and the actual regenerative braking amount falls within a predetermined range.

[0005] However, if other vehicles are also using regenerative braking, the influence of these other vehicles makes it difficult to accurately estimate the degree of braking reduction. As a result, there is a risk of making incorrect judgments when detecting abnormalities. Furthermore, even when wheelspin / skidding occurs, the regenerative braking force fluctuates, which may also prevent a correct judgment.

[0006] Therefore, the present invention aims to provide a technology that determines the soundness of regenerative braking force by using only information about the own train, and by determining the reduction of regenerative braking force due to voltage rise, the reduction of regenerative braking force due to wheel slip / skidding, and the transient response immediately after a brake command is issued, and taking these into consideration. [Means for solving the problem]

[0007] To solve the above problems, one representative regenerative braking health determination system of the present invention comprises: a health determination implementation determination unit that determines whether or not to perform a health determination of the regenerative braking system of a target train based on at least one piece of information of the target train, such as the operation command, train speed, wheel slip / skidding, motor current, overhead line current, and occupancy rate, and outputs a determination feasibility signal; and a health determination unit that calculates a regenerative braking force reference value based on the train's regenerative braking characteristics from the operation command, train speed, and occupancy rate, estimates the amount of regenerative braking reduction from the regenerative braking force reference value and the train's voltage, and determines whether or not there is an abnormality in the regenerative braking system based on the regenerative braking force reference value, the amount of regenerative braking reduction, the train's regenerative braking force, and the determination feasibility signal. [Effects of the Invention]

[0008] According to the present invention, it is possible to determine the health of the regenerative braking force by using only data from the train's own operation. Furthermore, it becomes possible to make a judgment that takes into account wheel slip / skidding and fluctuations in brake commands, enabling a highly accurate determination of the health of the regenerative braking force. Other issues, configurations, and effects not mentioned above will be clarified by the following description of embodiments for carrying out the invention. [Brief explanation of the drawing]

[0009] [Figure 1] This diagram shows the configuration of the power regenerative braking system health determination system according to Embodiment 1 of the present invention. [Figure 2] This diagram shows the configuration of the power regenerative braking force reference value calculation unit according to Example 1. [Figure 3] This figure shows an example of a flowchart for the health assessment implementation decision process according to Example 1. [Figure 4] This figure shows an example of the reduction characteristics of regenerative braking force. [Figure 5] This figure shows an example of a flowchart for the power regenerative braking force health determination process according to Example 1. [Figure 6] This diagram shows the degree of abnormality in regenerative braking force on the vertical axis, with the horizontal axis representing the date and time. [Figure 7] This diagram shows the configuration of the power regenerative braking system health determination system according to Embodiment 2 of the present invention. [Figure 8] This diagram shows the configuration of the power regenerative braking force reference value calculation unit according to Example 2. [Figure 9] This figure shows an example of a flowchart for the health assessment implementation decision process according to Example 2. [Figure 10] This diagram shows the configuration of the power regenerative braking system health determination system according to Embodiment 3 of the present invention. [Figure 11] This diagram shows the configuration of the power regenerative braking force reference value calculation unit according to Example 3. [Figure 12] This figure shows an example of a flowchart for the health assessment implementation decision process according to Example 3. [Figure 13] This diagram shows the configuration of the power regenerative braking system health determination system according to Embodiment 4 of the present invention. [Figure 14] This diagram shows the configuration of the power regenerative braking force reference value calculation unit according to Example 4. [Figure 15] It is a diagram showing an example of a graph of motor current characteristics used for soundness judgment execution determination according to Example 4. [Figure 16] It is a diagram showing the configuration of a soundness judgment system for a power regenerative brake device according to Example 5 of the present invention. [Figure 17] It is a diagram showing the configuration of a regenerative braking force reference value calculation unit according to Example 5. [Figure 18] It is a diagram showing an example of a flowchart of soundness judgment execution determination processing according to Example 5. [Figure 19] It is a diagram showing the configuration of a soundness judgment system for a power regenerative brake device according to Example 6 of the present invention. [Figure 20] It is a diagram showing the configuration of a regenerative braking force reference value calculation unit according to Example 6. [Figure 21] It is a diagram showing an example of a flowchart of soundness judgment execution determination processing according to Example 6. [Figure 22] It is a diagram showing the configuration of a soundness judgment system for a power regenerative brake device according to Example 7 of the present invention. [Figure 23] It is a diagram showing the configuration of a regenerative braking soundness determination unit according to Example 7. [Figure 24] It is a diagram showing a cluster space obtained from the processing result of a clustering processing unit according to Example 7. [Figure 25] It is a diagram showing normal / abnormal states of soundness judgment using cluster space. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, with reference to the drawings, Examples 1 to 7 will be described as modes for carrying out the present invention. The present invention is not limited by each of 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 the configuration of a soundness judgment system 104 for a power regenerative brake device according to Example 1 of the present invention. The regenerative braking system health determination system 104 consists of a regenerative braking force reference value calculation unit 101, a regenerative braking reduction amount estimation unit 102, and a regenerative braking health determination unit 103.

[0012] The regenerative braking force reference value calculation unit 101 takes as input the operation command 151 that commands the moment-by-moment actions of the train such as acceleration, coasting, and braking, the occupancy rate of the train 152, and the speed of the train 153, and calculates a regenerative braking force reference value 154 obtained when the train brakes, based on regenerative braking characteristics not shown, and a judgment signal 155 indicating whether or not to perform a judgment on the soundness of the regenerative brake.

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

[0014] The regenerative brake health determination unit 103 takes the train's regenerative brake force 158, regenerative brake force reference value 154, judgment feasibility signal 155, and regenerative brake reduction amount 157 as inputs to determine whether there is an abnormality in the regenerative brake (whether it is normal or abnormal) and outputs a regenerative brake abnormality signal 159.

[0015] Figure 2 shows the configuration of the power regenerative braking force reference value calculation unit 101 according to Example 1. The regenerative braking force reference value calculation unit 101 comprises at least a train characteristics table 201 that stores the regenerative braking characteristics 251 of the train, a reference regenerative braking force calculation unit 202 that calculates a regenerative braking force reference value 154 to be output as a train, taking the regenerative braking characteristics 251, operation command 151, occupancy rate 152, and speed 153 of the train as inputs, and a health judgment implementation determination unit 203 that determines a judgment feasibility signal 155 indicating whether or not to perform a health judgment based on the operation command 151.

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

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

[0018] However, if the defined regenerative braking characteristics 251 do not exist in the train characteristics table 201, the following data for X1, X2, X3, and X4 are extracted from the regenerative braking characteristics 251 defined in the same operation command as the operation command 151, and the regenerative braking force reference value 154 is calculated by performing linear interpolation with respect to the occupancy rate 152 and speed 153. (1) The regenerative braking force X1 is determined by the highest passenger load P1 that is less than 152, and the highest speed S1 that is less than 153. (2) The regenerative braking force X2 is determined by the largest passenger load P1 that is less than 152, and the smallest speed S2 that is greater than 153. (3) The regenerative braking force X3 is determined by the smallest passenger load P2 that is greater than 152, and the largest speed S1 that is less than 153. (4) The regenerative braking force X4 is determined by the smallest passenger load P2 that is greater than 152, and the smallest speed S2 that is greater than 153. Here, the linear interpolation method is a common method, so we will omit its explanation.

[0019] Furthermore, the regenerative braking characteristic 251 may be a characteristic set such that the regenerative braking force is uniquely determined based on the overhead line voltage, the aforementioned driving command, speed, and occupancy rate, plus the overhead line voltage. In that case, for example, if the overhead line voltage is 1650V, the driving command is B1, the speed is 50km / h, and the occupancy rate is 50%, the regenerative braking force should be set to 10[kN / MM]. In that case, the calculation can be performed by adding a voltage 156 as an input to the regenerative braking force reference value calculation unit 101 shown in Figure 1 and the reference regenerative braking force calculation unit 202 shown in Figure 2, and configuring the reference regenerative braking force calculation unit 202 as follows.

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

[0021] However, if the defined regenerative braking characteristics 251 do not exist in the train characteristics table 201, the data for Y1, Y2, Y3, Y4, Y5, Y6, Y7, and Y8 shown in (1) to (8) below are extracted from the regenerative braking characteristics 251 defined in the same operation command as the operation command 151, and the regenerative braking force reference value 154 is calculated by performing linear interpolation on the occupancy rate 152, speed 153, and voltage 156. (1) The regenerative braking force Y1 is determined by the largest passenger load P1 that is less than 152, the largest speed S1 that is less than 153, and the largest voltage V1 that is less than 156. (2) The regenerative braking force Y2 is determined by the largest occupancy rate P1 that is less than 152, the smallest speed S2 that is greater than 153, and the largest voltage V1 that is less than 156. (3) The regenerative braking force Y3 is determined by the smallest passenger load P2 that is greater than 152, the largest speed S1 that is less than 153, and the largest voltage V1 that is less than 156. (4) The regenerative braking force Y4 is determined by the smallest passenger load P2 that is greater than 152, the smallest speed S2 that is greater than 153, and the largest voltage V1 that is less than 156. (5) The regenerative braking force Y5 is determined by the largest passenger load P1 that is less than 152, the largest speed S1 that is less than 153, and the smallest voltage V2 that is greater than 156. (6) The regenerative braking force Y6 is determined by the largest occupancy rate P1 that is less than 152, the smallest speed S2 that is greater than 153, and the smallest voltage V2 that is greater than 156. (7) The regenerative braking force Y7 is determined by the smallest passenger load P2 that is greater than 152, the largest speed S1 that is less than 153, and the smallest voltage V2 that is greater than 156. (8) The regenerative braking force Y8 is determined by the smallest occupancy rate P2 greater than 152, the smallest speed S2 greater than 153, and the smallest voltage V2 greater than 156. Here, the linear interpolation method is a common method, so we will omit its explanation.

[0022] Next, the soundness judgment implementation unit 203 will be explained using Figure 3. Figure 3 shows an example of a flowchart for the health assessment implementation decision process. The entity executing this flowchart is the health assessment implementation decision unit 203, but this entity will not be described in detail below.

[0023] Step S301 checks whether this determination process has been performed before the current date and time. If it has not been performed (Yes), proceed to step S302. If it has been performed (No), proceed to step S303.

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

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

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

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

[0028] In step S306, it is determined whether the driving command identical judgment count is equal to or greater than a predetermined value. If it is equal to or greater than the predetermined value (Yes), proceed to step S307. If it is less than the predetermined value (No), proceed to step S308. Here, the predetermined value can be determined arbitrarily. For example, it may be determined based on the time it takes from the time a brake command is issued until the output stabilizes.

[0029] In step S307, the signal 155 indicating whether the health judgment can be made is set to "determinable," thereby ending the processing flow.

[0030] In step S308, the health judgment signal 155 is changed to "not judged," thereby ending the processing flow.

[0031] Next, the processing of the power regenerative braking reduction amount estimation unit 102 will be explained using Figure 4. Figure 4 shows an example of the reduction characteristics of regenerative braking force. The horizontal axis represents voltage, and the vertical axis represents current.

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

[0033] The amount of throttle reduction for regenerative braking is determined by the value W obtained by subtracting the maximum regenerative braking force P from the regenerative braking force obtainable in design. If W > 0, then W is the amount of throttle reduction. If W < 0, then the regenerative braking force obtainable in design can be output, so the amount of throttle reduction W is 0. The amount of throttle reduction W obtained in this way is output as a regenerative braking throttle reduction amount of 157.

[0034] Next, the processing of the regenerative braking health determination unit 103 will be explained using Figure 5. Figure 5 shows an example of a flowchart for determining the health of the regenerative braking force. The entity executing this flowchart is the regenerative braking health determination unit 103, but this entity will not be described in detail below.

[0035] In step S501, the system checks whether the health assessment signal 155 is valid or not. If it is valid (Yes), the system proceeds to step S502. If it is not valid (No), the process ends.

[0036] In step S502, the estimated regenerative braking force Pn is calculated from the difference between the standard value of regenerative braking force 154 and the amount of regenerative braking reduction 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-by-moment regenerative braking force of the train (158) is less than or equal to a reference threshold. If it is less than or equal to the reference threshold (Yes), the process proceeds to step S504. If it exceeds the reference threshold (No), the process proceeds to step S505. Here, the reference threshold is generally 0, but a small value is set to account for sensing errors, etc.

[0038] In step S504, the judgment result is determined to be normal, and the processing flow ends there. In step S505, the judgment result is deemed abnormal, and the processing flow terminates.

[0039] Here, even if the judgment result is abnormal as a result of this processing flow, an abnormality may not be output immediately. Instead, a false positive countermeasure may be implemented to detect it as abnormal only after the abnormal judgment has been repeated several times. In that case, for example, in step S503, if the difference from the standard judgment value becomes larger than a certain amount, it may be determined that the possibility of an abnormality has increased, and thus an abnormality may be determined.

[0040] Another approach is to derive health indicators based on normal / abnormal results. For example, an "abnormality score" calculated by dividing the number of abnormal judgments by the total number of judgments could be displayed at regular intervals, such as daily or monthly. This would allow for the identification of power regenerative braking systems suspected of being abnormal, and indicate which devices should be prioritized and thoroughly examined when maintenance personnel perform work.

[0041] Figure 6 shows a diagram where the horizontal axis represents the date and time, and the vertical axis represents the degree of abnormality in the regenerative braking force. This makes it possible to detect early signs of abnormality. Alternatively, a threshold can be set for determining a true abnormality, and if the percentage of abnormality exceeds this threshold, it may be determined to be an abnormality. By using the processing flow described above, it becomes possible to determine the health of the regenerative braking force.

[0042] In the configuration of this embodiment 1, as shown in Figures 1 and 2, the soundness judgment execution unit 203 is included in the power regenerative braking force reference value calculation unit 101. However, it is not necessarily required to include it in the power regenerative braking force reference value calculation unit 101, and it may be configured to be independent.

[0043] Alternatively, the health assessment execution unit 203 may be included in the power regenerative braking reduction amount estimation unit 102. However, in this case, the power regenerative braking reduction amount estimation unit 102 must receive the operation command 151 as input. [Examples]

[0044] Figure 7 shows the configuration of the power regenerative braking system health determination system according to Embodiment 2 of the present invention. The regenerative braking system health determination system 702 according to Example 2 is a modified version in which the regenerative braking force reference value calculation unit 101 of Example 1 shown in Figure 1 is replaced with the regenerative braking force reference value calculation unit 701.

[0045] Figure 8 shows the configuration of the power regenerative braking force reference value calculation unit 701. The regenerative braking force reference value calculation unit 701 consists of a reference regenerative braking force calculation unit 202 that calculates a reference regenerative braking force value 154 that should be output as a train based on the regenerative braking characteristics 251 from the train characteristics table 201 that stores the regenerative braking characteristics 251 of the train, the operation command 151, the occupancy rate 152, and the speed 153, and a health judgment implementation determination unit 801 that determines a health judgment feasibility signal 155 based on the speed 153.

[0046] Next, the soundness judgment implementation unit 801 will be explained using Figure 9. Figure 9 shows an example of a flowchart for the health assessment implementation decision process according to Example 2. The entity that executes this flowchart is the health assessment implementation decision unit 203, but this entity will not be described in detail 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), proceed to step S902; if it is less than the threshold speed (No), proceed to step S903.

[0048] In step S902, the health determination signal 155 is set to "determinable," thereby ending the processing flow.

[0049] In step S903, the health judgment signal 155 is changed to "not judged," thereby ending the processing flow.

[0050] Here, it is best to use a threshold speed at which regenerative braking can be detected. This is because, at speeds where regenerative braking cannot be detected, even if regenerative braking occurs, its validity cannot be judged.

[0051] After executing the processing flow described above, the health of the regenerative braking force can be determined by performing the processing shown in Figure 4 and later, as explained in the previous Example 1. In this embodiment 2, as shown in Figures 7 and 8, the soundness judgment execution unit 801 is included within the power regenerative braking force reference value calculation unit 701. However, it is not necessary to include it within the power regenerative braking force reference value calculation unit 701, and it may be configured to be independent.

[0052] Alternatively, the health assessment execution determination unit 801 may be included in the power regenerative braking reduction amount estimation unit 102. However, in this case, the power regenerative braking reduction amount estimation unit 102 must receive the speed 153 as input. [Examples]

[0053] Figure 10 shows the configuration of the power regenerative braking system health determination system according to Embodiment 3 of the present invention. In Example 3, compared to Example 1 shown in Figure 1, slip / skidding information 1051 is added as input, the power regenerative braking force reference value calculation unit 101 of Example 1 is changed to the power regenerative braking force reference value calculation unit 1001, and the power regenerative braking system health determination system 104 of Example 1 is changed to the power regenerative braking system 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 signal 155 indicating whether or not to perform a judgment on the soundness of the regenerative brake, based on regenerative braking characteristics (not shown) derived from the slip / skid information 1051, the driving commands 151 that command the train's moment-by-moment actions such as acceleration, coasting, and braking, the train's occupancy rate 152, and the train's speed 153.

[0055] The functions of the power regenerative brake reduction amount estimation unit 102 and the power regenerative brake health determination unit 103 are the same as in Embodiment 1.

[0056] Figure 11 shows the configuration of the power regenerative braking force reference value calculation unit 1001. The regenerative braking force reference value calculation unit 1001 consists of a reference regenerative braking force calculation unit 202 that calculates a reference regenerative braking force value 154 that should be output as a train based on the regenerative braking characteristics 251 from the train characteristics table 201 that stores the regenerative braking characteristics 251 of the train, the operation command 151, the occupancy rate 152, and the speed 153, and a health judgment implementation determination unit 1101 that determines a health judgment feasibility signal 155 based on the slip / skid information 1051.

[0057] Next, the soundness judgment implementation unit 1101 will be explained using Figure 12. Figure 12 shows an example of a flowchart for the health assessment implementation decision process according to Example 3. The entity executing this flowchart is the health assessment implementation decision unit 1101, but this entity will not be described in detail below.

[0058] In step S1201, it is determined whether the slip / slide information 1051 indicates slip / slide or not. If it indicates slip / slide (Yes), proceed to step S1202; otherwise, proceed to step S1203.

[0059] In step S1202, the health judgment signal 155 is changed to "not judged," thereby ending the processing flow.

[0060] In step S1203, the signal 155 indicating whether the health assessment can be determined is set to "determinable," thereby ending the processing flow.

[0061] After executing the processing flow described above, the health of the regenerative braking force can be determined by performing the processing shown in Figure 4 and later, as explained in the previous Example 1.

[0062] In this embodiment 3, as shown in Figures 10 and 11, the soundness judgment execution unit 1101 is included within the power regenerative braking force reference value calculation unit 1001. However, it is not necessary to include it within the power regenerative braking force reference value calculation unit 1001, and it may be configured to be independent.

[0063] Alternatively, the soundness judgment implementation unit 1101 may be included in the power regenerative braking reduction amount estimation unit 102. However, in this case, the power regenerative braking reduction amount estimation unit 102 must receive the slip / skid information 1051 as input. [Examples]

[0064] Example 4 is a modification of Example 3. Figure 13 shows the configuration of the power regenerative braking system health determination system according to Embodiment 4 of the present invention. In Example 4, the motor current 1351 is added as an input in place of the slip / slip information 1051 in Example 3 shown in Figure 10. The power regenerative braking force reference value calculation unit 1001 in Example 3 is changed to a power regenerative braking force reference value calculation unit 1301, and the power regenerative braking device health determination system 1002 is changed to a power regenerative braking device health determination system 1302.

[0065] The regenerative braking force reference value calculation unit 1301 calculates a regenerative braking force reference value 154 obtained when the train is braking, and a judgment / failure signal 155 indicating whether or not to perform a judgment on the soundness of the regenerative brake, based on the motor current 1351, the driving commands 151 that command the moment-by-moment actions of the train such as acceleration, coasting, and braking, the occupancy rate of the train 152, and the speed of the train 153, using regenerative braking characteristics (not shown).

[0066] The functions of the power regenerative brake reduction amount estimation unit 102 and the power regenerative brake health determination unit 103 are the same as in Embodiment 3.

[0067] Figure 14 shows the configuration of the power regenerative braking force reference value calculation unit 1301. The regenerative braking force reference value calculation unit 1301 consists of a reference regenerative braking force calculation unit 202 which calculates a reference regenerative braking force value 154 that should be output as a train based on the regenerative braking characteristics 251, operation commands 151, occupancy rate 152, and speed 153 from a train characteristics table 1401 which stores the regenerative braking characteristics 251 and motor current characteristics 1451 of the train in question; a reference motor current calculation unit 1402 which calculates a reference motor current value 1452 that should 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 which determines a health judgment feasibility signal 155 based on the motor current reference value 1452 and motor current 1351.

[0068] The train's motor current characteristics 1451 are set so that the regenerative braking force is uniquely determined based on the operation command, speed, and occupancy rate. For example, if the operation command is B1, the speed is 50 km / h, and the occupancy rate is 50%, the motor current is set to 150 [A / MM]. If the operation command is B3, the speed is 40 km / h, and the occupancy rate is 40%, the motor current is set to 188 [A / MM].

[0069] This section explains how to calculate the motor current reference value 1452, which is calculated by the reference motor current calculation unit 1402. If the motor current characteristics 1451 defined for the operation command 151, occupancy rate 152, and speed 153 are present in the train characteristics table 1401, they shall be used as is.

[0070] However, if the defined motor current characteristics 1451 are not in the train characteristics table 1401, the motor current reference value 1452 is calculated by extracting the data A1, A2, A3, and A4 shown in (1) to (4) below from the motor current characteristics 1451 defined in the same operation command as the operation command 151, and performing linear interpolation with respect to the occupancy rate 152 and speed 153. (1) The motor current A1 is determined by the highest passenger load P1 that is less than 152, and the highest speed S1 that is less than 153. (2) The motor current A2 is determined by the largest passenger load P1 that is less than 152, and the smallest speed S2 that is greater than 153. (3) Motor current A3 determined by the smallest passenger load P2 that is greater than 152, and the largest speed S1 that is less than 153. (4) Motor current A4 determined by the smallest passenger load P2 that is greater than 152, and the smallest speed S2 that is greater than 153. Here, the linear interpolation method is a common method, so we will omit its explanation.

[0071] Alternatively, the motor current characteristic 1451 may be set such that the motor current is uniquely determined based on the overhead line voltage, operation command, speed, and occupancy rate. In that case, for example, if the overhead line voltage is 1650V, the operation command is B1, the speed is 50km / h, and the occupancy rate is 50%, the motor current should be set to 160[A / MM].

[0072] Furthermore, by adding a voltage 156 to the inputs of the power regenerative braking force reference value calculation unit 1301 shown in Figure 13 and the reference motor current calculation unit 1402 shown in Figure 14, and by modifying the reference motor current calculation unit 1402 as follows, it becomes possible to calculate the motor current.

[0073] If the motor current characteristics 1451 defined for the operation command 151, occupancy rate 152, speed 153, and voltage 156 are present in the train characteristics table 1401, they shall be used as is.

[0074] However, if the defined motor current characteristics 1451 are not in the train characteristics table 1401, the motor current reference value 1452 is calculated by extracting the data for C1, C2, C3, C4, C5, C6, C7, and C8 shown in (1) to (8) below from the motor current characteristics 1451 defined in the same operation command as the operation command 151, and performing linear interpolation with respect to the occupancy rate 152, speed 153, and voltage 156. (1) Motor current C1 determined by the largest passenger load P1 that is less than 152, the largest speed S1 that is less than 153, and the largest voltage V1 that is less than 156. (2) The motor current C2 is determined by the largest passenger load P1 that is less than 152, the smallest speed S2 that is greater than 153, and the largest voltage V1 that is less than 156. (3) The motor current C3 is determined by the smallest passenger load P2 that is greater than 152, the largest speed S1 that is less than 153, and the largest voltage V1 that is less than 156. (4) Motor current C4 determined by the smallest passenger load P2 greater than 152, the smallest speed S2 greater than 153, and the largest voltage V1 less than 156. (5) Motor current C5 determined by the largest passenger load P1 that is less than 152, the largest speed S1 that is less than 153, and the smallest voltage V2 that is greater than 156. (6) Motor current C6 determined by the largest passenger load P1 that is less than 152, the smallest speed S2 that is greater than 153, and the smallest voltage V2 that is greater than 156. (7) The motor current C7 is determined by the smallest passenger load P2 that is greater than 152, the largest speed S1 that is less than 153, and the smallest voltage V2 that is greater than 156. (8) The motor current C8 is determined by the smallest passenger load P2 greater than 152, the smallest speed S2 greater than 153, and the smallest voltage V2 greater than 156. Here, the linear interpolation method is a common method, so we will omit its explanation.

[0075] Next, the soundness judgment implementation unit 1403 will be explained using Figure 15. Figure 15 shows an example of a motor current characteristic graph used for determining whether a motor is in good working order. In this graph, the horizontal axis represents elapsed time, and the vertical axis represents motor current, showing the motor current reference value of 1452 and the moment-by-moment motor current of 1351.

[0076] For example, if the moment-by moment motor current 1351 deviates from the motor current reference value 1452 (specifically, as shown in Figure 15, the moment-by moment motor current 1351 falls below the motor current reference value 1452, and then rises again to return to the motor current reference value 1452), it is determined that slippage / slippage has occurred, and the health judgment signal 155 is set to "not judged". As long as this case does not occur, the health judgment signal 155 is set to "judged".

[0077] By using the values ​​obtained from the judgment process described above and performing the processing shown in Figure 4 and subsequent figures as explained in Example 1, it becomes possible to determine the health of the regenerative braking force. In this embodiment 4, the reference motor current calculation unit 1402 and the health judgment implementation unit 1403, as shown in Figure 14, are included within the power regenerative braking force reference value calculation unit 1301. However, it is not necessary to include them within the power regenerative braking force reference value calculation unit 1301; they may be configured to be independent.

[0078] Alternatively, the health assessment execution determination unit 1403 may be included in the power regenerative braking reduction amount estimation unit 102. However, in this case, the power regenerative braking reduction amount estimation unit 102 must receive the motor current 1351 and the motor current reference value 1452 as inputs. [Examples]

[0079] Example 5 is a modification of Example 4. Figure 16 shows the configuration of the power regenerative braking system health determination system according to Embodiment 5 of the present invention. In Example 5, the motor current 1351 in Example 4 shown in Figure 13 is replaced with the overhead line current 1651 and the power of auxiliary equipment (auxiliary equipment power) 1652 supplied to the lighting and air conditioning used in the train as inputs. The power regenerative braking force reference value calculation unit 1301 in Example 4 is changed to the power regenerative braking force reference value calculation unit 1601, and the power regenerative braking device health judgment system 1302 is changed to the power regenerative braking device health judgment system 1602. Furthermore, voltage 156 is added as an input to the power regenerative braking force reference value calculation unit 1601.

[0080] The regenerative braking force reference value calculation unit 1601 calculates a regenerative braking force reference value 154 obtained when the train brakes, and a judgment / failure signal 155 indicating whether or not to perform a judgment on the soundness of the regenerative brake, based on vehicle characteristics not shown, using the overhead line current 1651, auxiliary equipment power 1652, driving commands 151 that command the moment-by-moment actions of the train such as acceleration, coasting, and braking, the occupancy rate of the train 152, the speed of the train 153, and the voltage of the train 156.

[0081] The functions of the power regenerative brake reduction amount estimation unit 102 and the power regenerative brake health determination unit 103 are the same as in Embodiment 4.

[0082] Figure 17 shows the configuration of the power regenerative braking force reference value calculation unit 1601. The regenerative braking force reference value calculation unit 1601 consists of a train characteristics table 1701 that stores at least the regenerative braking characteristics 251 and equipment efficiency 1751 of the train, a reference regenerative braking force calculation unit 202 that calculates a reference regenerative braking force value 154 that should be output as a train based on the train's regenerative braking characteristics 251, operation commands 151, occupancy rate 152 and speed 153, a reference overhead line current calculation unit 1702 that calculates an overhead line current reference value 1752 that should be output as a train based on equipment efficiency 1751, speed 153, regenerative braking force reference value 154, voltage 156 and auxiliary equipment power 1652, and a health judgment implementation determination unit 1703 that determines a health judgment feasibility signal 155 based on the overhead line current reference value 1752 and overhead line current 1651. The direction of the overhead line current 1651 is considered positive when it flows from the vehicle to the overhead line.

[0083] Here, the equipment efficiency of 1751 represents the efficiency of the drive equipment used in the train. This value may be constant, vary with speed, or change depending on speed and regenerative braking force.

[0084] Next, we will explain the calculation method for the overhead line current reference value 1752, which is calculated by the reference overhead line current calculation unit 1702. Assuming the equipment efficiency is μ[%] (1751), speed is S[km / h] (153), regenerative braking force reference value is Bef(>0)[kN] (154), voltage is V[V] (156), and auxiliary power is P[kW] (1652), the overhead line current reference value 1752 can be calculated using the following formula. The standard value for overhead line current is 1752[A] = (Bef × S / 3.6 × μ / 100 - P) × 1000 / V

[0085] Furthermore, the soundness judgment implementation unit 1703 will be explained using Figure 18. Figure 18 shows an example of a graph of overhead line current characteristics used in determining the soundness of the system. In this graph, the horizontal axis represents elapsed time, and the vertical axis represents the overhead line current, showing the overhead line current standard value of 1752 and the overhead line current of 1651 at any given moment.

[0086] For example, if the moment-by-moment overhead line current 1651 deviates from the overhead line current reference value 1752 (specifically, if the moment-by-moment overhead line current 1651 falls below the overhead line current reference value 1752, and then reverses and rises again to return to the overhead line current reference value 1752), it is determined that wheel slip / skidding has occurred, and the health assessment signal 155 is set to "not determined". As long as this case does not occur, the health assessment signal 155 is set to "determined".

[0087] By using the values ​​obtained from the judgment process described above and performing the processing shown in Figure 4 and subsequent figures as explained in Example 1, it becomes possible to determine the health of the regenerative braking force. In this embodiment 5, the configuration includes the reference overhead line current calculation unit 1702 and the soundness judgment implementation unit 1703, as shown in Figure 17, within the power regenerative braking force reference value calculation unit 1601. However, it is not necessary to include them within the power regenerative braking force reference value calculation unit 1601; they may be configured to be independent.

[0088] Alternatively, the health assessment execution determination unit 1703 may be included in the power regenerative braking reduction amount estimation unit 102. However, in this case, the power regenerative braking reduction amount estimation unit 102 must receive the overhead line current 1651 and the overhead line current reference value 1752 as inputs. [Examples]

[0089] Trains can tilt when traveling on inclines or curves. As a result, the air spring pressure used to measure passenger occupancy can fluctuate, causing sudden changes in passenger load. Furthermore, sudden changes in passenger load can significantly affect the regenerative braking force. Example 6 addresses this sudden change in passenger occupancy.

[0090] Figure 19 shows the configuration of the power regenerative braking system health determination system according to Embodiment 6 of the present invention. The regenerative braking system health determination system 1902 according to Example 6 is simply the same as that of Example 1 shown in Figure 1, but with the regenerative braking force reference value calculation unit 101 replaced by the regenerative braking force reference value calculation unit 1901.

[0091] Figure 20 shows the configuration of the power regenerative braking force reference value calculation unit 1901. The regenerative braking force reference value calculation unit 1901 consists of at least a train characteristics table 201 that stores the regenerative braking characteristics 251 of the train, a reference regenerative braking force calculation unit 202 that calculates a regenerative braking force reference value 154 that should be output as a train based on the train's regenerative braking characteristics 251, operation commands 151, occupancy rate 152, and speed 153, and a health judgment implementation determination unit 2001 that determines a health judgment feasibility signal 155 based on the occupancy rate 152.

[0092] Next, the soundness assessment unit 2001 will be explained using Figure 21. Figure 21 shows an example of a flowchart for the health assessment implementation decision process. The entity executing this flowchart is the health assessment implementation decision unit 2001, but this entity will not be described in detail below.

[0093] In step S2101, it is determined whether the fluctuation range of the moment-by-moment occupancy rate of 152 is below a threshold. If it is below the threshold (Yes), proceed to step S2102; if it exceeds the threshold (No), proceed to step S2103.

[0094] In step S2102, the signal 155 indicating whether the health assessment can be determined is set to "determinable," thereby ending the processing flow.

[0095] In step S2103, the health judgment signal 155 is changed to "not judged," thereby ending the processing flow.

[0096] Here, the threshold should be determined by the resolution and sensing error of the monitoring device. Generally, when traveling on flat terrain with no gradients or curves, the sensing error of the monitoring device may fluctuate, but it will not fluctuate beyond that. Therefore, the threshold should be determined taking the sensing error into consideration.

[0097] Furthermore, if the resolution of the monitoring device is greater than the sensing error, it is necessary to set the resolution to match that. a For example, if the sensing error is 3% with a resolution of 1% / 1bit, the threshold is 3%, but if the sensing error is 3% with a resolution of 5% / bit, the threshold is 5%.

[0098] After executing the processing flow described above, the health of the regenerative braking force can be determined by performing the processing shown in Figure 4 and later, as explained in the previous Example 1. In this embodiment 6, as shown in Figure 20, the soundness judgment implementation unit 2001 is included within the power regenerative braking force reference value calculation unit 1901. However, it is not necessary to include it within the power regenerative braking force reference value calculation unit 1901, and it may be configured to be independent.

[0099] Alternatively, the health assessment implementation determination unit 2001 may be included in the power regenerative braking reduction amount estimation unit 102. However, in this case, the power regenerative braking reduction amount estimation unit 102 must receive the occupancy rate 152 as input. Furthermore, the soundness judgment execution unit shown in each of the above Examples 1 to 6 may be a combination of multiple soundness judgment execution units. [Examples]

[0100] Figure 22 shows the configuration of the power regenerative braking system health determination system according to Embodiment 7 of the present invention. The regenerative braking system health determination system 2203 according to Embodiment 7 consists of a health determination execution determination unit 2201 that calculates a determination feasibility signal 155 indicating whether or not to perform a health determination of the regenerative brake based on the operation command 151 that commands the moment-by-moment operations of the train such as acceleration, coasting, and braking, the occupancy rate of the train 152 and the speed of the train 153, and a regenerative brake health determination unit 2202 that determines whether or not there is an abnormality in the regenerative brake (whether it is normal or abnormal) based on the operation command 151, occupancy rate 152, speed 153, determination feasibility signal 155, voltage 156 and the regenerative braking force 158 of the train, and outputs a regenerative brake abnormality presence / absence signal 159.

[0101] Here, the soundness judgment implementation unit 2201 can be implemented using the methods shown in Examples 1, 2, or 6, either individually or in combination. Alternatively, the methods shown in Examples 3 to 5 may be used. In this case, implementation is possible by adding the data necessary to implement the methods shown in Examples 3 to 5.

[0102] Next, the regenerative braking health determination unit 2202 will be explained using Figure 23. Figure 23 shows the configuration of the regenerative braking health determination unit 2202. The regenerative brake health determination unit 2202 consists of a clustering processing unit 2301 that performs clustering based on the history data of the operation command 151, occupancy rate 152, speed 153, judgment feasibility signal 155, voltage 156, and the regenerative brake force 158 of the train, and a health determination processing unit 2302 that determines whether there is an abnormality in the regenerative brake (whether it is normal or abnormal) based on the cluster space 2351 obtained from the processing results of the clustering processing unit 2301, the operation command 151, occupancy rate 152, speed 153, judgment feasibility signal 155, voltage 156, and the regenerative brake force 158 of the train, and outputs a regenerative brake abnormality signal 159.

[0103] The clustering processing unit 2301 and the cluster space 2351 obtained from its processing results will be explained using Figure 24. Figure 24 shows the cluster space 2351 obtained from the processing results of the clustering processing unit 2301. Here, the clustering processing unit 2301 performs processing when the health judgment judgment feasibility signal 155 is judged as feasible. In Figure 24, clusters are formed on the five-axis space of the driving command 151, occupancy rate 152, speed 153, voltage 156, and regenerative braking force 158.

[0104] Furthermore, the health determination processing unit 2302 will be explained using Figure 25. Figure 25 shows the normal / abnormal state of health assessment using cluster space. The image shows a state where data (▲ points) determined by the driving command 151, occupancy rate 152, speed 153, voltage 156, and regenerative braking force 158 are plotted on the cluster space 2351 obtained from the processing results of the clustering processing unit 2301, when the health judgment judgment feasibility signal 155 is in a state where it is judgeable. At this time, the health judgment processing unit 2302 determines whether it is normal or abnormal based on factors such as proximity to existing clusters. There are various methods for clustering processing, and the content of the present invention does not matter regardless of which method is used for the judgment.

[0105] As demonstrated in Examples 1 to 7 above, it is possible to determine the health of the regenerative braking force by using data from the train's operation. Furthermore, it becomes possible to make judgments that take into account wheel slip / skidding and fluctuations in brake commands, enabling a more accurate determination of the health of the regenerative braking force.

[0106] Furthermore, the above embodiments will encompass at least the following technical matters. <Technical matters 1> A system for determining the health of a target train's regenerative brakes, comprising: a health determination unit that determines whether or not to perform a health determination of the train's regenerative brakes based on at least one piece of information of the train, such as the train's operation command, train speed, wheel slip / skidding, motor current, overhead line current, and occupancy rate, and outputs a determination feasibility signal; and a health determination unit that calculates a reference value for regenerative braking force based on the train's regenerative braking characteristics from the operation command, train speed, and occupancy rate, estimates the amount of regenerative braking reduction from the reference value for regenerative braking force and the train's voltage, and determines whether or not there is an abnormality in the regenerative brakes based on the reference value for regenerative braking force, the amount of regenerative braking reduction, the train's regenerative braking force, and the determination feasibility signal.

[0107] <Technical matters 2> The regenerative braking health determination system described in Technical Item 1 above is configured such that the health determination unit compares the difference between the estimated regenerative braking force, which is the difference between the standard value of regenerative braking force and the amount of regenerative braking reduction, and the moment-by-moment regenerative braking force of the train, with a standard determination value to determine whether or not there is an abnormality in the regenerative braking system.

[0108] <Technical matters 3> The regenerative braking system described in technical item 1 or 2 above, wherein the health determination unit determines whether the determination is possible when the train's operation command is braking and does not fluctuate for a predetermined period of time or longer.

[0109] <Technical matters 4> A regenerative braking system for determining the health of a power regenerative brake, as described in any of the above technical items 1 to 3, wherein the health determination unit determines whether a determination is possible when the train speed is above a predetermined threshold.

[0110] <Technical matters 5> The regenerative braking system is as described in any of the above technical items 1 to 4, and the health determination unit determines whether the determination is possible or not when wheel slip / skidding occurs in the train.

[0111] <Technical matters 6> The regenerative braking health determination system described in Technical Item 5 above calculates a reference value for the train's motor current from the train command, occupancy rate, train speed, and train motor current characteristics, and detects the occurrence of wheel slip / skidding based on the difference between the reference value and the train's motor current.

[0112] <Technical matter 7> The regenerative braking system described in Technical Item 5 above has a health determination system in which the health determination implementation unit calculates a reference value for the overhead line current for the train from the operation command, occupancy rate, train speed, and efficiency of the train's equipment, and detects the occurrence of wheel slip / skidding based on the difference between the reference value for the overhead line current and the overhead line current flowing to the train.

[0113] <Technical matters 8> A regenerative braking system for determining the health of a power regenerative brake, as described in any of the above technical items 1 to 7, wherein the health determination unit determines whether a determination is possible or not when the occupancy rate of the train exceeds a predetermined threshold while the train is running.

[0114] <Technical matters 9> A health determination system for the regenerative braking system of a target train, comprising: 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, such as the train's operation command, train speed, wheel slip / skidding, motor current, overhead line current, and occupancy rate, and outputs a determination feasibility signal; and a health determination unit that determines whether or not there is an abnormality in the regenerative braking system using a cluster space obtained by cluster processing based on the history data of the train's operation command, train speed, occupancy rate, voltage, regenerative braking force, and determination feasibility signal.

[0115] <Technical matters 10> A health determination system for power regenerative braking as described in any of the technical items 1 to 9 above, wherein the health determination unit detects an abnormality when the determination of an abnormality in power regenerative braking is repeated several times.

[0116] <Technical matters 11> A power regenerative braking health determination system as described in any of the above technical items 1 to 10, comprising a function to display and output the ratio of the number of power regenerative braking abnormality determinations to the total number of power regenerative braking determinations at regular intervals.

[0117] <Technical matter 12> A method for determining the health of the regenerative brakes of a target train, which determines whether or not to perform a health check of the regenerative brakes of the train based on at least one piece of information of the train, such as the train command, train speed, wheel slip / skidding, motor current, overhead line current, and occupancy rate, and outputs a determination feasibility signal; calculates a reference value for regenerative braking force based on the train's regenerative braking characteristics from the train command, train speed, and occupancy rate; estimates the amount of regenerative braking reduction from the reference value for regenerative braking force and the train's voltage; and determines whether or not there is an abnormality in the regenerative brakes based on the reference value for regenerative braking force, the amount of regenerative braking reduction, the train's regenerative braking force, and the determination feasibility signal.

[0118] <Technical matter 13> The method for determining the health of the regenerative brake described in Technical Item 12 involves comparing the difference between the estimated regenerative brake force (which is the difference between the standard value of the regenerative brake force and the amount of regenerative brake reduction) and the moment-by-moment regenerative brake force of the train with a standard judgment value to determine whether or not there is an abnormality in the regenerative brake.

[0119] <Technical matter 14> The method for determining the health of the regenerative brake, as described in Technical Item 12 or 13, is to set the determination signal to "determinable" when the train's operation command is for braking and does not change for a specified period of time or longer.

[0120] <Technical matters 15> The method for determining the health of the regenerative brake, as described in any of technical items 12 to 14, is such that when wheel slip / skidding occurs in the train, the judgment signal is set to "not judged".

[0121] Although Examples 1 to 7 have been described above as embodiments for carrying out the present invention, the present invention is not limited to Examples 1 to 7 described above, and various modifications are possible without departing from the spirit of the present invention. [Explanation of Symbols]

[0122] 101, 701, 1001, 1301, 1601, 1901... Power regenerative braking force reference value calculation unit, 102...Estimation unit for power regenerative braking reduction amount, 103,2202...Power regenerative braking health determination unit, 104,702,1002,1302,1602,1902,2203… Power regenerative braking system health assessment system, 151... Operation command, 152... Occupancy rate, 153... Speed 154... Regenerative braking force reference value, 155... Judgment feasibility signal, 156... Voltage, 157... Regenerative braking reduction amount, 158... Regenerative braking force, 159... Regenerative braking abnormality signal, 201, 1401, 1701… Train characteristics table, 202...Reference power regenerative braking force calculation unit, 203, 801, 1101, 1403, 1703, 2001, 2201… Health assessment implementation and determination unit, 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 line 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 system for determining the health of the regenerative braking system of the target train, A health determination unit determines whether or not to perform a health determination of the regenerative braking system of the train based on at least one piece of information of the train, such as the train command, train speed, wheel slip / skidding, motor current, overhead line current, and occupancy rate, and outputs a determination feasibility signal. A health determination unit calculates a reference value for the regenerative braking force based on the train's regenerative braking characteristics using the aforementioned driving command, the train speed, and the passenger load; estimates the amount of regenerative braking reduction from the reference value for the regenerative braking force and the train's voltage; and determines whether there is an abnormality in the regenerative braking system based on the reference value for the regenerative braking force, the amount of regenerative braking reduction, the train's regenerative braking force, and the judgment feasibility signal. Equipped with, The soundness judgment execution unit determines the judgment feasibility signal to be feasible when the driving command is braking and the driving command does not change for a predetermined period of time or longer. A system for determining the health of a regenerative braking system, characterized by the following features.

2. A system for determining the health of a regenerative brake according to claim 1, The health determination unit compares the difference between the estimated regenerative braking force, which is the difference between the standard value of the regenerative braking force and the amount of reduction in the regenerative braking force, and the moment-by-moment regenerative braking force of the train, with a standard determination value to determine whether or not there is an abnormality in the regenerative braking system. A system for determining the health of a regenerative braking system, characterized by the following features.

3. A system for determining the health of a regenerative brake according to claim 1, The health assessment unit determines the judgment feasibility signal to be feasible when the train speed is equal to or greater than a predetermined threshold. A system for determining the health of a regenerative braking system, characterized by the following features.

4. A system for determining the health of the regenerative braking system of the target train, A health determination unit determines whether or not to perform a health determination of the regenerative braking system of the train based on at least one piece of information of the train, such as the train command, train speed, wheel slip / skidding, motor current, overhead line current, and occupancy rate, and outputs a determination feasibility signal. A health determination unit calculates a reference value for the regenerative braking force based on the train's regenerative braking characteristics using the aforementioned driving command, the train speed, and the passenger load; estimates the amount of regenerative braking reduction from the reference value for the regenerative braking force and the train's voltage; and determines whether there is an abnormality in the regenerative braking system based on the reference value for the regenerative braking force, the amount of regenerative braking reduction, the train's regenerative braking force, and the judgment feasibility signal. Equipped with, The aforementioned health assessment unit will determine the judgment feasibility signal to "fail" if wheel slip / skidding occurs in the train. A system for determining the health of a regenerative braking system, characterized by the following features.

5. A system for determining the health of a regenerative brake according to claim 4, The soundness determination unit calculates a reference value for the train's motor current from the operation command, the occupancy rate, the train speed, and the motor current characteristics of the train, and detects the occurrence of wheel slip / skidding based on the difference between the reference value and the train's motor current. A system for determining the health of a regenerative braking system, characterized by the following features.

6. A system for determining the health of a regenerative brake according to claim 4, The soundness judgment unit calculates a reference value for the overhead line current for the train from the operation command, the occupancy rate, the train speed, and the efficiency of the train's equipment, and detects the occurrence of wheel slip / skidding based on the difference between the reference value for the overhead line current and the overhead line current flowing to the train. A system for determining the health of a regenerative braking system, characterized by the following features.

7. A system for determining the health of the regenerative braking system of the target train, A health determination unit determines whether or not to perform a health determination of the regenerative braking system of the train based on at least one piece of information of the train, such as the train command, train speed, wheel slip / skidding, motor current, overhead line current, and occupancy rate, and outputs a determination feasibility signal. A health determination unit calculates a reference value for the regenerative braking force based on the train's regenerative braking characteristics using the aforementioned driving command, the train speed, and the passenger load; estimates the amount of regenerative braking reduction from the reference value for the regenerative braking force and the train's voltage; and determines whether there is an abnormality in the regenerative braking system based on the reference value for the regenerative braking force, the amount of regenerative braking reduction, the train's regenerative braking force, and the judgment feasibility signal. Equipped with, The health assessment unit determines the judgment signal to "not judge" if the fluctuation range of the passenger load while the train is running exceeds a predetermined threshold. A system for determining the health of a regenerative braking system, characterized by the following features.

8. A system for determining the health of the regenerative braking system of the target train, A health determination unit determines whether or not to perform a health determination of the regenerative braking system of the train based on at least one piece of information of the train, such as the train's operation command, train speed, wheel slip / skidding, motor current, overhead line current, and occupancy rate, and outputs a determination feasibility signal. A health determination unit determines whether or not there is an abnormality in the regenerative braking system using a cluster space obtained by cluster processing based on the historical data of the train's operation command, train speed, occupancy rate, voltage, regenerative braking force, and judgment feasibility signal. A health assessment system for regenerative braking equipped with [specific feature].

9. A system for determining the health of a regenerative brake according to any one of claims 1 to 8, The health determination unit detects an abnormality if the determination of an abnormality in the regenerative braking system is repeated several times. A system for determining the health of a regenerative braking system, characterized by the following features.

10. A system for determining the health of a regenerative brake according to any one of claims 1 to 8, The system includes a function to display and output the ratio of the number of times an abnormality in the regenerative braking system was detected to the total number of times the regenerative braking system was detected, at regular intervals. A system for determining the health of a regenerative braking system, characterized by the following features.

11. A method for determining the health of the regenerative braking system of the target train, Based on at least one piece of information regarding the train, such as the train's operation command, train speed, wheel slip / skidding, motor current, overhead line current, and occupancy rate, a determination is made as to whether or not to perform a health assessment of the train's regenerative braking system, and a determination signal is output. If the aforementioned driving command is braking and does not change for a predetermined period of time or longer, the judgment availability signal is set to "OK". Based on the aforementioned driving command, the aforementioned train speed, and the aforementioned passenger load, a reference value for the regenerative braking force is calculated based on the regenerative braking characteristics of the train. The amount of power regenerative braking reduction is estimated from the aforementioned power regenerative braking force reference value and the voltage of the train. Based on the aforementioned regenerative braking force reference value, the regenerative braking reduction amount, the regenerative braking force of the train, and the judgment feasibility signal, the presence or absence of an abnormality in the regenerative braking system is determined. A method for determining the health of a regenerative braking system, characterized by the following:

12. A method for determining the health of a regenerative braking system according to claim 11, The difference between the estimated regenerative braking force, which is the difference between the regenerative braking force reference value and the amount of regenerative braking reduction, and the moment-by-moment regenerative braking force of the train, is compared with a reference judgment value to determine whether or not there is an abnormality in the regenerative braking system. A method for determining the health of a regenerative braking system, characterized by the following:

13. A method for determining the health of the regenerative braking system of the target train, Based on at least one piece of information regarding the train, such as the train's operation command, train speed, wheel slip / skidding, motor current, overhead line current, and occupancy rate, a determination is made as to whether or not to perform a health assessment of the train's regenerative braking system, and a determination signal is output. If wheel slip / skidding occurs in the aforementioned train, the judgment signal shall be set to "not judged," and if wheel slip / skidding does not occur in the aforementioned train, the judgment signal shall be set to "judged." Based on the aforementioned driving command, the aforementioned train speed, and the aforementioned passenger load, a reference value for the regenerative braking force is calculated based on the regenerative braking characteristics of the train. The amount of power regenerative braking reduction is estimated from the aforementioned power regenerative braking force reference value and the voltage of the train. Based on the aforementioned regenerative braking force reference value, the regenerative braking reduction amount, the regenerative braking force of the train, and the judgment / failure signal, the presence or absence of an abnormality in the regenerative braking system is determined. A method for determining the health of a regenerative braking system, characterized by the following:

14. A method for determining the health of the regenerative braking system of the target train, Based on at least one piece of information regarding the train, such as the train's operation command, train speed, wheel slip / skidding, motor current, overhead line current, and occupancy rate, a determination is made as to whether or not to perform a health assessment of the train's regenerative braking system, and a determination signal is output. Cluster processing is performed based on the historical data of the aforementioned train, including the operation command, train speed, occupancy rate, voltage, regenerative braking force, and judgment feasibility signal. The cluster space obtained from the aforementioned cluster processing is used to determine whether or not there is an abnormality in the regenerative braking system. A method for determining the health of a regenerative braking system, characterized by the following:

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