Brake control device, propulsion control device, brake control system, slide prevention method, idling information transmission method, and brake control method

Abstract

This brake control device (20) comprises: a brake communication unit (21) that receives idling information, which is information about idling of a first wheel and detected by a propulsion control device (10), from the propulsion control device (10) that performs propulsion control for a train; and a brake control unit (22) that, on the basis of the idling information, performs control to reduce the braking force applied to a first vehicle, a first carriage, a first axle, or the first wheel in which the idling has occurred, so as to prevent the sliding of the first wheel when braking.

Description

Brake control device, propulsion control device, brake control system, skid prevention method, slip information transmission method, and brake control method

[0001] The present disclosure relates to a brake control device, a propulsion control device, a brake control system, a skid prevention method, a slip information transmission method, and a brake control method.

[0002] Conventionally, trains have been designed to suppress skidding during braking. While trains can suppress skidding during braking by reducing braking force, simply reducing braking force does not provide the necessary braking force, resulting in an extended braking distance until the train stops. Furthermore, trains perform control to suppress skidding only after detecting wheel skidding, so the control is retroactive. To address this issue, Patent Document 1 discloses technology for a brake control system that ensures the necessary braking force by increasing the braking force of other cars when the braking force of one car is reduced. Furthermore, the brake control system described in Patent Document 1 generates and uses wheel slip information internally to perform control to suppress skidding.

[0003] Japanese Patent Application Laid-Open No. 2019-041558

[0004] In order to detect wheel slippage, trains need to install speed sensors on the ends of the axles. However, some common brake control systems do not have speed sensors installed on the ends of the axles. As a result, brake control systems that do not have speed sensors installed on the ends of the axles cannot detect wheel slippage, and therefore cannot perform control similar to that of the brake control system described in Patent Document 1.

[0005] The present disclosure has been made in consideration of the above, and aims to provide a brake control device that prevents skidding during braking by using information on wheel slip during powering.

[0006] In order to solve the above-mentioned problems and achieve the objectives, the brake control device of the present disclosure is characterized by comprising: a brake communication unit that receives slip information, which is information about slip of the first wheel detected by the propulsion control device, from the propulsion control device that controls the propulsion of the train; and a brake control unit that performs control to prevent skidding of the first wheel during braking by reducing the braking force on the first vehicle, first bogie, first axle, or first wheel where a slip has occurred, based on the slip information.

[0007] The brake control device of the present disclosure has the effect of being able to prevent skidding during braking by using information on wheel slip during power running.

[0008] FIG. 1 is a diagram showing an example of the configuration of a train equipped with a brake control device according to the first embodiment; FIG. 2 is a diagram showing an example of the configuration of a brake control system equipped in each vehicle of a train according to the first embodiment; FIG. 3 is a flowchart showing the operation of the brake control system according to the first embodiment; FIG. 4 is a diagram showing an example of a case where a processing circuit realizing the brake control device according to the first embodiment is configured with a processor and a memory; FIG. 5 is a diagram showing an example of a case where a processing circuit realizing the brake control device according to the first embodiment is configured with dedicated hardware; FIG. 6 is a diagram showing an example of the configuration of a train equipped with a brake control device according to the second embodiment;

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A brake control device, a propulsion control device, a brake control system, a skid prevention method, a slip information transmission method, and a brake control method according to embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings.

[0010] First Embodiment. Fig. 1 is a diagram showing an example of the configuration of a train 1 equipped with a brake control device 20 according to a first embodiment. The train 1 is made up of cars 2a to 2d. In the following description, when there is no need to distinguish between the cars 2a to 2d, they will be referred to as cars 2. In the example of Fig. 1, the train 1 is a four-car formation with four cars 2, but the number of cars 2 is not limited to four and may be three or less, or five or more. Each car 2 of the train 1 is equipped with a propulsion control device 10 and a brake control device 20.

[0011] The propulsion control device 10 performs propulsion control of the train 1. In this embodiment, the propulsion control device 10 detects wheels 51 that have experienced wheel spin on the train 1 traveling on rails 50. The brake control device 20 performs brake control for the train 1. In this embodiment, the brake control device 20 prevents wheels 51 from sliding by reducing the braking force of wheels 51 that have been detected to be spinning by the propulsion control device 10, i.e., performs control to prevent sliding before it occurs. The brake control device 20 also ensures the necessary braking force for the train 1 by increasing the braking force of wheels 51 that have not been detected to be spinning by the propulsion control device 10. In the following description, wheels 51 that have been detected to be spinning by the propulsion control device 10 may be referred to as first wheels, and wheels 51 that have not been detected to be spinning by the propulsion control device 10 may be referred to as second wheels.

[0012] In each car 2 of the train 1, a brake control system is configured by a propulsion control device 10 and a brake control device 20. FIG. 2 is a diagram showing an example configuration of a brake control system 40 installed in each car 2 of the train 1 according to the first embodiment. As shown in FIG. 2, the brake control system 40 includes the propulsion control device 10 and the brake control device 20. FIG. 2 is also a block diagram showing an example configuration of the propulsion control device 10 and an example configuration of the brake control device 20. As shown in FIG. 2, the propulsion control device 10 includes a slip detection unit 11 and a propulsion communication unit 12. The brake control device 20 includes a brake communication unit 21 and a brake control unit 22.

[0013] In the propulsion control device 10, the wheel slip detection unit 11 determines whether wheel slip has occurred in the wheels 51 of the train 1 while the train 1 is powered, and if it determines that wheel slip has occurred in the wheels 51, generates wheel slip information, which is information about the detected wheel slip of the wheels 51. The wheel slip detection unit 11 generates wheel slip information that includes at least one of the wheel slip occurrence frequency of the wheels 51, the duration of wheel slip when wheel 51 occurs, the wheel slip occurrence point of the wheels 51, and the torque value of the electric motor that drives the wheels 51, as the wheel slip occurrence status of the wheels 51 indicated by the wheel slip information.

[0014] The wheel spin occurrence frequency of the wheel 51 is, for example, the number of times that wheel spin occurs in the wheel 51 within a specified period. The duration of wheel spin of the wheel 51 is, for example, the period during which wheel spin continues when wheel spin occurs in the wheel 51. The wheel spin occurrence point of the wheel 51 is, for example, the running position of the train 1 when wheel spin occurs in the wheel 51. The running position of the train 1 may be a number of kilometers from a specified point on the line on which the train 1 runs, or a position that can be identified using a coordinate system such as latitude and longitude that can be identified using a global navigation satellite system (GNSS) such as a global positioning system (GPS). The torque value of the electric motor that drives the wheel 51 is a value expressed by a current value or the like that indicates the operating state of an electric motor (not shown) that drives the wheel 51. Note that the wheel spin information may include information other than these pieces of information.

[0015] The slip detection unit 11 generates slip information regardless of the cause of the slip when a slip occurs in the wheel 51. The slip detection unit 11 outputs the generated slip information to the propulsion communication unit 12.

[0016] The propulsion communication unit 12 transmits the slip information generated by the slip detection unit 11 to a brake control device 20 that controls the brakes of the train 1. In this embodiment, the propulsion communication unit 12 transmits the slip information directly to the brake control device 20.

[0017] In the brake control device 20, the brake communication unit 21 receives wheel slip information, which is information about wheel slip of the first wheel 51 detected by the propulsion control device 10, from the propulsion control device 10 that controls the propulsion of the train 1. In this embodiment, the brake communication unit 21 receives the wheel slip information directly from the propulsion communication unit 12 of the propulsion control device 10. The brake communication unit 21 outputs the received wheel slip information to the brake control unit 22.

[0018] When the brake control unit 22 receives the wheel slip information from the brake communication unit 21, the brake control unit 22 determines whether wheel slip has occurred due to the wheels 51. The brake control unit 22 adopts the wheel slip information when it determines that wheel slip has occurred due to the polished tread of the wheels 51, oil or other dirt adhering to the tread of the wheels 51, or the like, depending on the wheel slip occurrence status of the wheels 51 included in the wheel slip information. The brake control unit 22 does not adopt the wheel slip information when wheel slip has occurred due to the rails 50, such as when the rails 50 are wet due to rain, snow, or a nearby water source. For example, the brake control unit 22 may retain map information indicating the location of water sources around the rails 50 and determine that wheel slip of the wheels 51 has occurred due to the rails 50 when wheel slip occurs at a nearby water source. Alternatively, the brake control unit 22 may use weather information about the running location of the train 1 to determine that wheel slip of the wheels 51 has occurred due to the rails 50 when wheel slip occurs under rainy or snowy conditions. The map information is information indicating locations where wheel slip is likely to occur. In this way, the brake control unit 22 adopts the slip information when it determines that a slip has occurred at the wheel 51. The brake control unit 22 does not adopt the slip information when it determines that a slip has occurred at the wheel 51 due to the rail 50. When adopting the slip information, the brake control unit 22 reduces the braking force applied to the wheel 51 (first vehicle or first bogie, first axle, or first wheel) where the slip has occurred, based on the slip information, thereby performing control to prevent the wheel 51 (first wheel) from sliding during braking. Furthermore, the brake control unit 22 distributes the reduction in braking force applied to the wheel 51 (first vehicle or first bogie, first axle, or first wheel) where the slip has occurred to the braking force applied to the wheel 51 (second vehicle or second bogie, second axle, or second wheel) where no slip has been detected, thereby increasing the braking force required for the train 1.

[0019] In this embodiment, as shown in FIG. 1 , the wheels 51 indicated by dotted lines are defined as first wheels, and the wheels 51 indicated by solid lines, which are only partially illustrated for simplicity, are defined as second wheels. In the train 1, each brake control device 20 mounted on each car 2 can increase or decrease the braking force between the brake control devices 20 in cooperation with the brake control devices 20 of the other cars 2. Therefore, the brake control device 20 of a car 2 in which wheel spin 51 is detected by the propulsion control device 10 can increase or decrease the braking force on the wheel 51 of the same car 2 in which wheel spin is not detected, or the axle corresponding to the wheel 51 of the same car 2 in which wheel spin is not detected, or the bogie formed by the wheel 51 of the same car 2 in which wheel spin is not detected, or the wheel 51 of the other car 2 in which wheel spin is not detected, thereby compensating for the decrease in braking force on the wheel 51, which is the first wheel. The brake control unit 22 may determine which unit to control for increasing or decreasing the braking force, the vehicle 2, the bogie, the axle, or the wheel 51, depending on the adjustment unit of the braking force under normal conditions, or may determine the unit based on the position of the wheel 51 where spinning is occurring, the number of wheels 51 where spinning is occurring, etc.

[0020] The brake control unit 22 adjusts the amount of reduction in the brake force applied to the first vehicle, first bogie, first axle, or first wheel 51 in which a wheel spin has occurred, depending on the state of wheel spin of the wheel 51 which is the first wheel indicated by the wheel spin information. As described above, the state of wheel spin of the first wheel includes at least one of the frequency of wheel spin of the wheel 51 which is the first wheel, the duration of wheel spin when the wheel 51 which is the first wheel occurs, the point at which wheel spin of the wheel 51 which is the first wheel occurs, and the torque value of the electric motor that drives the wheel 51 which is the first wheel. The wheel spin information may include information other than these.

[0021] 3 is a flowchart showing the operation of the brake control system 40 according to the first embodiment. In the brake control system 40, the slip detection unit 11 of the propulsion control device 10 determines whether or not slip has occurred in the wheels 51 when the train 1 is powered (step S11) (step S12). If slip has not occurred in the wheels 51 (step S12: No), the slip detection unit 11 returns to step S11. If slip has occurred in the wheels 51 (step S12: Yes), the slip detection unit 11 generates slip information that is information about slip of the wheels 51 (step S13). The propulsion communication unit 12 of the propulsion control device 10 transmits the slip information generated by the slip detection unit 11 to the brake control device 20 (step S14).

[0022] In the brake control device 20, the brake communication unit 21 receives the slip information transmitted from the propulsion communication unit 12 of the propulsion control device 10 (step S15). When the brake control unit 22 determines to adopt the slip information, it corrects the braking force share ratio for the wheels 51, i.e., the first and second wheels, so as to reduce the braking force for the wheel 51, which is the first wheel that has slipped, and increase the braking force for the wheel 51, which is the second wheel that has not slipped (step S16). During braking (step S17), the brake control unit 22 determines whether or not a slide has occurred at the wheel 51 (step S18). If a slide has not occurred at the wheel 51 (step S18: No), the brake control unit 22 returns to step S17. If a slide has occurred at the wheel 51 (step S18: Yes), the brake control unit 22 again corrects the braking force share ratio for the wheels 51, i.e., the first and second wheels (step S16).

[0023] Next, a description will be given of the hardware configuration of the brake control device 20. In the brake control device 20, the brake communication unit 21 is a communication device. The brake control unit 22 is realized by a processing circuit. The processing circuit may be a processor and memory that executes a program stored in a memory, or may be dedicated hardware.

[0024] FIG. 4 is a diagram showing an example in which a processing circuit 90 that realizes the brake control device 20 according to the first embodiment is configured with a processor 91 and a memory 92. When the processing circuit 90 is configured with the processor 91 and the memory 92, each function of the processing circuit 90 of the brake control device 20 is realized by software, firmware, or a combination of software and firmware. The software or firmware is written as a program and stored in the memory 92. In the processing circuit 90, each function is realized by the processor 91 reading and executing the program stored in the memory 92. In other words, the processing circuit 90 includes the memory 92 for storing a program that results in the processing of the brake control device 20 being executed. It can also be said that these programs cause a computer to execute the procedures and methods of the brake control device 20.

[0025] The above program can also be said to be a program that causes the brake control device 20 to execute the following steps: a first step in which the brake communication unit 21 receives, from the propulsion control device 10 that controls the propulsion of the train 1, slip information that is information about slippage of the first wheel, i.e., wheel 51, detected by the propulsion control device 10; and a second step in which the brake control unit 22 performs control based on the slip information to reduce the braking force on the first vehicle, first bogie, first axle, or wheel 51, i.e., the first wheel, in which slippage has occurred, thereby preventing the first wheel, i.e., wheel 51, from sliding when braking.

[0026] Here, the processor 91 may be a CPU (Central Processing Unit), a processing device, an arithmetic device, a microprocessor, a microcomputer, or a DSP (Digital Signal Processor), etc. The memory 92 may be, for example, a non-volatile or volatile semiconductor memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable ROM), or an EEPROM (Electrically EPROM), a magnetic disk, a flexible disk, an optical disk, a compact disk, a minidisk, or a DVD (Digital Versatile Disc).

[0027] Figure 5 is a diagram showing an example in which the processing circuit 93 that realizes the brake control device 20 according to the first embodiment is configured with dedicated hardware. When the processing circuit 93 is configured with dedicated hardware, the processing circuit 93 shown in Figure 5 corresponds to, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. Each function of the brake control device 20 may be realized by the processing circuit 93 separately for each function, or all functions may be realized collectively by the processing circuit 93.

[0028] It should be noted that some of the functions of the brake control device 20 may be realized by dedicated hardware and some by software or firmware. In this way, the processing circuit can realize each of the above-described functions by dedicated hardware, software, firmware, or a combination of these.

[0029] The hardware configuration of the brake control device 20 has been described above, but the hardware configuration of the propulsion control device 10 is similar. In the propulsion control device 10, the propulsion communication unit 12 is a communication device. The slip detection unit 11 is realized by a processing circuit. The processing circuit may be a processor and memory that executes a program stored in memory, or it may be dedicated hardware.

[0030] As described above, according to this embodiment, when the propulsion control device 10 mounted on each car 2 of the train 1 detects wheel spin of a wheel 51, it generates wheel spin information indicating the wheel 51 that has spinned and transmits the generated information to the brake control device 20. When the brake control device 20 employs the wheel spin information, it reduces the braking force applied to the wheel 51 whose spin has been detected by the propulsion control device 10 based on the wheel spin information. This allows the brake control device 20 to prevent the wheel 51 from sliding during braking by using the wheel spin information during powering. By using the wheel spin information during powering, the brake control device 20 can prevent the wheel 51 from sliding beforehand and avoid ex post control that prevents sliding after a slide has occurred. Furthermore, the brake control device 20 can ensure the necessary braking force for the train 1 by distributing the reduction in braking force applied to the wheel 51 that has spinned to the braking force applied to the other wheels 51 whose spin has not been detected.

[0031] In this embodiment, the propulsion control device 10 generates and transmits slip information to the brake control device 20 when a slip occurs in the wheel 51, regardless of the cause of the slip. However, this is not limited to this. The propulsion control device 10 may also transmit slip information to the brake control device 20 when a slip occurs in the wheel 51 due to the wheel 51. For example, the slip detection unit 11 generates slip information when it determines that a slip has occurred due to the wheel 51, and does not generate slip information when it determines that a slip has occurred due to the rail 50. In this case, the slip detection unit 11 of the propulsion control device 10 determines the cause of the slip of the wheel 51 using the information obtained when the brake control unit 22 of the brake control device 20 determines the cause of the slip of the wheel 51, i.e., the slip information, as described above. As a result, the slip of the wheel 51 (the first wheel) detected by the propulsion control device 10, indicated in the slip information transmitted from the propulsion control device 10 to the brake control device 20, is a slip caused by the wheel 51 (the first wheel). In this case, the brake control device 20 can still achieve the same effects as described above. Furthermore, compared to when the propulsion control device 10 transmits slip information regardless of the cause of the slip, the amount of slip information transmitted from the propulsion control device 10 can be reduced, thereby reducing the amount of communication within the brake control system 40. The slip detection unit 11 of the propulsion control device 10 may generate slip information regardless of the cause of the slip, output the generated slip information to the propulsion communication unit 12 if it determines that a slip caused by the wheels 51 has occurred, and may not output the generated slip information to the propulsion communication unit 12 if it determines that a slip caused by the rails 50 has occurred.

[0032] Second Embodiment In a second embodiment, a case will be described in which each car 2 of a train 1 is equipped with a train control and monitoring system (TCMS).

[0033] FIG. 6 is a diagram showing an example of the configuration of a train 1 equipped with a brake control device 20 according to a second embodiment. The train 1 shown in FIG. 6 is configured by adding a TCMS 30 to each car 2 of the train 1 according to the first embodiment shown in FIG. 1. FIG. 7 is a diagram showing an example of the configuration of a brake control system 40 equipped in each car 2 of the train 1 according to the second embodiment. As shown in FIG. 7, the brake control system 40 includes a propulsion control device 10, a brake control device 20, and a TCMS 30. In the second embodiment, the propulsion communication unit 12 of the propulsion control device 10 transmits slip information to the brake communication unit 21 of the brake control device 20 via the TCMS 30. The brake communication unit 21 of the brake control device 20 receives slip information from the propulsion communication unit 12 of the propulsion control device 10 via the TCMS 30.

[0034] FIG. 8 is a flowchart showing the operation of the brake control system 40 according to the second embodiment. In the flowchart shown in FIG. 8, the operations from step S11 to step S13 and step S16 to step S18 are the same as the operations from step S11 to step S13 and step S16 to step S18 in the flowchart of the first embodiment shown in FIG. 3. The propulsion communication unit 12 of the propulsion control device 10 transmits the slip information generated by the slip detection unit 11 to the TCMS 30 (step S14). In the second embodiment, the destination to which the propulsion communication unit 12 transmits the slip information is different from the destination in the first embodiment. The TCMS 30 forwards the slip information transmitted from the propulsion communication unit 12 of the propulsion control device 10 to the brake control device 20 (step S21). The brake communication unit 21 of the brake control device 20 receives the slip information transmitted from the TCMS 30 (step S15). In the second embodiment, the sender of the slip information when the brake communication unit 21 receives the slip information is different from the sender in the first embodiment.

[0035] As described above, according to this embodiment, each car 2 of the train 1 is equipped with the TCMS 30. The propulsion control device 10 transmits slip information to the brake control device 20 via the TCMS 30. Even in this case, the brake control device 20 can obtain the same effects as in the first embodiment.

[0036] Although the case where the TCMS 30 simply transfers wheel slip information has been described, the present invention is not limited to this. Since the TCMS 30 is mounted on each car 2 of the train 1, the TCMS 30 may perform some of the control performed by the brake control device 20, such as correcting the braking force share rate for the wheels 51, i.e., the first and second wheels. Even in this case, the brake control device 20 can obtain the same effects as in the first embodiment.

[0037] Furthermore, the TCMS 30 may determine the cause of wheel spin of the wheels 51 using information obtained when the brake control unit 22 of the brake control device 20 described in the first embodiment determines the cause of wheel spin of the wheels 51. If the TCMS 30 determines that the wheel spin is caused by the wheels 51, it transfers the wheel spin information to the brake control device 20, and if it determines that the wheel spin is not caused by the wheels 51, it does not transfer the wheel spin information to the brake control device 20. Even in this case, the brake control device 20 can achieve the same effects as those described above. Furthermore, compared to when the TCMS 30 transfers the wheel spin information regardless of the cause of the wheel spin, the amount of transmission of wheel spin information from the TCMS 30 can be reduced, and therefore the amount of communication within the brake control system 40 can be reduced.

[0038] The configurations shown in the above embodiments are merely examples, and may be combined with other known technologies, or different embodiments may be combined with each other. It is also possible to omit or modify parts of the configurations as long as they do not deviate from the gist of the invention.

[0039] 1 Train, 2, 2a to 2d Vehicles, 10 Propulsion control device, 11 Slip detection unit, 12 Propulsion communication unit, 20 Brake control device, 21 Brake communication unit, 22 Brake control unit, 30 TCMS, 40 Brake control system, 50 Rail, 51 Wheel, 90, 93 Processing circuit, 91 Processor, 92 Memory.

Claims

1. A brake control device comprising: a brake communication unit that receives wheel slip information, which is information about wheel slip of a first wheel detected by a propulsion control device that performs propulsion control of a train, from the propulsion control device; and a brake control unit that performs control to prevent skidding of the first wheel during braking by reducing the braking force applied to the first car, first bogie, first axle, or first wheel in which a wheel slip has occurred, based on the wheel slip information.

2. The brake control device according to claim 1, characterized in that the brake control unit ensures the necessary braking force for the train by distributing the reduction in braking force applied to the first vehicle or first bogie, or first axle, or first wheel in which a spin has occurred, to the braking force applied to the second vehicle or second bogie, or second axle, or second wheel in which a spin has not been detected.

3. The brake control device according to claim 1 or 2, characterized in that the brake control unit adjusts the amount of reduction in braking force applied to the first vehicle, the first bogie, the first axle, or the first wheel in which a spin has occurred, depending on the occurrence status of the spin of the first wheel indicated by the spin information.

4. The brake control device according to claim 3, characterized in that the occurrence status of the slippage of the first wheel includes at least one of the frequency of the slippage of the first wheel, the duration of the slippage when the first wheel occurs, the point at which the slippage of the first wheel occurs, and the torque value of the electric motor that drives the first wheel.

5. A brake control device as described in any one of claims 1 to 4, characterized in that the brake communication unit receives the slip information directly from the propulsion control device or from the propulsion control device via a train integrated management system.

6. The brake control device according to any one of claims 1 to 5, characterized in that the brake control unit adopts the slip information when it determines that a slip caused by the first wheel has occurred.

7. A brake control device as described in any one of claims 1 to 5, characterized in that the spin of the first wheel detected by the propulsion control device and indicated by the spin information is a spin caused by the first wheel.

8. A propulsion control device comprising: a slip detection unit that determines whether or not slip has occurred on the wheels of a train when the train is powered, and generates slip information that is information on the detected slip of the wheels when it is determined that slip has occurred on the wheels; and a propulsion communication unit that transmits the slip information to a brake control device that controls the brakes of the train.

9. The propulsion control device according to claim 8, characterized in that the slip detection unit generates the slip information including at least one of the frequency of slip of the wheel, the duration of slip when the wheel has occurred, the point at which slip of the wheel has occurred, and the torque value of the electric motor that drives the wheel, as the occurrence status of slip of the wheel indicated by the slip information.

10. The propulsion control device according to claim 8 or 9, characterized in that the propulsion communication unit transmits the slip information to the brake control device directly or via a train integrated management system.

11. A propulsion control device as described in any one of claims 8 to 10, characterized in that the slip detection unit generates the slip information when it determines that a slip caused by the wheels has occurred, or outputs the generated slip information to the propulsion communication unit when it determines that a slip caused by the wheels has occurred.

12. A brake control system comprising: a propulsion control device that determines whether or not a wheel spin has occurred on a first wheel of a train while the train is powered, and generates and transmits wheel spin information that is information on the detected wheel spin of the first wheel when it is determined that a wheel spin has occurred on the first wheel; and a brake control device that reduces the braking force applied to the first car or first bogie or first axle or first wheel in which a wheel spin has occurred based on the wheel spin information, thereby preventing the first wheel from skidding during braking.

13. The brake control system described in claim 12, characterized in that the brake control device ensures the necessary braking force for the train by distributing the reduction in braking force applied to the first car or first bogie, or first axle, or first wheel in which a spin has occurred, to the braking force applied to the second car or second bogie, or second axle, or second wheel in which a spin has not been detected.

14. The brake control system according to claim 12 or 13, characterized in that the brake control device adjusts the amount of reduction in the braking force applied to the first vehicle, the first bogie, the first axle, or the first wheel in which a spin has occurred, depending on the occurrence status of the spin of the first wheel indicated by the spin information.

15. The brake control system according to claim 14, characterized in that the propulsion control device generates the slip information including at least one of the frequency of slip of the first wheel, the duration of slip when the first wheel occurs, the point at which slip occurs of the first wheel, and the torque value of the electric motor that drives the first wheel, as the slip occurrence status of the first wheel indicated by the slip information.

16. A brake control system as described in any one of claims 12 to 15, characterized in that the propulsion control device transmits the slip information to the brake control device directly or via a train integrated management system, and the brake control device receives the slip information directly from the propulsion control device or from the propulsion control device via the train integrated management system.

17. The brake control system according to any one of claims 12 to 16, characterized in that the brake control device adopts the slip information when it determines that a slip caused by the first wheel has occurred.

18. A skid prevention method comprising: a first step in which a brake communication unit receives slip information, which is information about a slip of a first wheel detected by a propulsion control device that performs propulsion control of a train, from the propulsion control device; and a second step in which a brake control unit performs control to prevent skid of the first wheel during braking by reducing the braking force applied to the first car or first bogie, first axle, or first wheel in which a slip has occurred, based on the slip information.

19. A method for transmitting wheel slip information comprising: a first step in which a wheel slip detection unit determines whether wheel slip has occurred on the wheels of a train while the train is powered, and if it determines that wheel slip has occurred on the wheels, generates wheel slip information which is information on the detected wheel slip; and a second step in which a propulsion communication unit transmits the wheel slip information to a brake control device which controls the brakes of the train.

20. A brake control method comprising: a first step in which a propulsion control device determines whether or not a wheel spin has occurred on a first wheel of a train while the train is powered, and generates and transmits wheel spin information, which is information on the detected wheel spin of the first wheel, when it is determined that a wheel spin has occurred on the first wheel; and a second step in which a brake control device performs control to prevent skidding of the first wheel during braking by reducing the braking force applied to the first car or first bogie or first axle or first wheel in which a wheel spin has occurred, based on the wheel spin information.

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