FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
The Patent Rules, 2003
COMPLETE SPECIFICATION
1.TITLE OF THE INVENTION:
POWER GENERATION DEVICE AND BRAKE CONTROL DEVICE
2. APPLICANT:
Name: NABTESCO CORPORATION
Nationality: Japan
Address: 7-9, Hirakawa-cho 2-chome, Chiyoda-ku, Tokyo 102-0093, Japan.
3. PREAMBLE TO THE DESCRIPTION:
The following specification particularly describes the invention and the manner in which it is to be performed:

TECHNICAL FIELD
[0001] The present invention relates to a power generation device and a brake control device.
BACKGROUND
[0002] The brake system disclosed in Japanese Patent Application Publication No. Hei 4-372453 includes a brake pipe and an air reservoir pipe. The brake pipe supplies air pressure changes as air signals from a power car to trailers such as freight cars or passenger cars, and the air reservoir pipe supplies the air for driving a brake device from the power car to the trailers.
SUMMARY
[0003] In the brake system disclosed in Japanese Patent Application Publication No. Hei 4-372453, the same signal is input to the brake devices of the trailers, and the brake devices are driven by the same pressure. In such a brake system in which air signals are used for uniform control, a power supply is needed to monitor the condition of each of the trailers. Therefore, it is required that the trailers are equipped with a power supply.
[0004] A power generation device that achieves the above challenge comprises: an air power generation unit for generating power by compressed air from an air

reservoir pipe, the air reservoir pipe supplying the compressed air from a power car to an air brake device on a trailer to drive the air brake device; and a power generation control valve for controlling supply of the compressed air from the air reservoir pipe to the air power generation unit.
[0005] With the above configuration, the trailer is supplied with the air for driving the air brake device from the air reservoir pipe, and thus power supply can be obtained at the trailer by the air power generation unit generating power with the air from the air reservoir pipe.
[0006] The above power generation device comprises a control unit configured to operate with power supplied from the air power generation unit to control the power generation control valve.
[0007] The above power generation device preferably comprises a pressure acquisition unit for acquiring a pressure of the compressed air from the air reservoir pipe, wherein the control unit is configured to control the power generation control valve to stop supply of the compressed air from the air reservoir pipe to the air power generation unit when the pressure falls below a predetermined value.
[0008] In the above power generation device, it is preferable that the control unit is configured to control the power generation control valve to supply the compressed air from the air reservoir pipe to the air power generation unit when the pressure is at or above the predetermined value.
[0009] In the above power generation device, it is preferable that the control unit is configured to control the power generation control valve to stop supply of the compressed air from the air reservoir pipe to the air power generation unit when the

air brake device is braking.
[0010] In the above power generation device, it is preferable that the control unit is configured to determine a braking state of the air brake device from a driving state of a brake control valve, and the brake control valve is driven by a brake pipe supplying an air pressure change as an air signal from the power car to the trailer, thereby adjusting a pressure of the compressed air from the air reservoir pipe and supplying the compressed air to the air brake device.
[0011] A brake control device comprises: an air power generation unit for generating power by compressed air from an air reservoir pipe, the air reservoir pipe supplying the compressed air from a power car to an air brake device on a trailer; a brake control valve configured to be driven by a brake pipe supplying an air pressure change as an air signal from the power car to the trailer, thereby adjusting a pressure of the compressed air from the air reservoir pipe and supplying the compressed air to the air brake device; a power generation control valve for controlling supply of the compressed air from the air reservoir pipe to the air power generation unit; and a control unit configured to operate with power supplied from the air power generation unit to control the power generation control valve.
[0012] With the above configuration, the trailer is supplied with the air for driving the air brake device from the air reservoir pipe, and thus power supply can be obtained at the trailer by the air power generation unit generating power with the air from the air reservoir pipe. In addition, the control unit that operates with the power supplied from the air power generation unit controls the supply of the air from the air reservoir pipe to the air power generation unit by the power generation control valve, making it possible to control the power generation by the air power generation

unit.
[0013] The above brake control device preferably comprises: a slide detection unit for detecting wheel slide of the trailer, wherein the control unit is further configured to control an anti-slide valve for performing wheel slide control on the air brake device when the slide detection unit detects wheel slide.
ADVANTAGEOUS EFFECTS
[0014] According to the present invention, the trailers can have a power supply.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] Fig. 1 schematically shows a configuration of a train.
Fig. 2 is a block diagram showing a configuration of a brake system including a power generation device and a brake control device according to a first embodiment.
Fig. 3 is a flow chart showing a power generation process performed by the power generation device according to the first embodiment.
Fig. 4 is a flow chart showing a wheel slide process performed by the brake control device according to the first embodiment.
Fig. 5 is a block diagram showing a configuration of a brake system including a power generation device and a brake control device according to a second embodiment.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0016]
With reference to Figs. 1 to 4, a first embodiment of a brake system including a brake control device will be hereinafter described. The brake system is controlled by

the brake control device. A power generation device is provided in the brake control device.
[0017]
As shown in Fig. 1, a train 1 is constituted by a locomotive 2 and a plurality of freight cars 3 connected to the locomotive 2. The locomotive 2 is a power car having a power source for traveling of the train 1. The freight cars 3 are trailers not having a power source and pulled by the power car to run after the power car. The locomotive 2 and the freight cars 3 are equipped with a brake pipe BP and an air reservoir pipe MR. The brake pipe BP and the air reservoir pipe MR extend from the locomotive 2 to all of the freight cars 3. The brake pipe BP supplies air pressure changes as air signals from the locomotive 2 to the freight cars 3. The air reservoir pipe MR supplies the air for driving the brake device from the locomotive 2 to the freight cars 3.
[0018]
As shown in Fig. 2, in the brake system 5, compressed air is supplied from the air reservoir pipe MR to the brake device 20 when an air signal is input from the brake pipe BP. The brake device 20 is a tread brake device, disc brake device or the like that brakes the train 1. Specifically, the brake device 20 includes a target member formed of a disc attached to a wheel or axle, a friction member that contacts the target member to generate a braking force, a drive mechanism that drives the friction member, and an air cylinder that drives the drive mechanism with compressed air. The brake device 20 is provided for each wheel (not shown) of the freight cars 3. The drawing shows two brake devices 20 provided on the same axle. The brake devices 20 are supplied with compressed air from the air reservoir pipe MR via the brake control device 10. The air signal from the brake pipe BP is input to the brake control device 10. The compressed air from the air reservoir pipe MR is supplied to the brake

control device 10. The brake control device 10 is provided on each bogie (not shown) of the freight cars 3. The brake control device 10 may be provided for each of the freight cars 3. The brake device 20 corresponds to an air brake device.
[0019]
The brake control device 10 includes a brake control valve 11 and a brake control unit 12. The brake control valve 11 is connected with the brake pipe B P. The brake control valve 11 receives an air signal from the brake pipe B P. The brake control valve 11 is also connected with the air reservoir pipe MR. The brake control valve 11 is supplied with the compressed air from the air reservoir pipe MR. When an air signal is input from the brake pipe BP, the brake control valve 11 adjusts the pressure of the compressed air from the air reservoir pipe MR and supplies the compressed air to the brake devices 20. The brake control unit 12 controls the brake control valve 11. While the train 1 is traveling, the brake control unit 12 causes an air power generation unit 13 to generate power. The brake control valve 11 can be operated by the air signal from the brake pipe B P. In addition, the brake control valve 11 is controlled by the brake control unit 12 and thus can perform minute brake control in accordance with the situation.
[0020] The brake control unit 12 may be formed of one or more processors that perform various processes in accordance with computer programs (software). The brake control unit 12 may be formed of one or more dedicated hardware circuits such as application-specific integrated circuits (ASICs) that perform at least a part of the various processes, or the brake control unit 12 may be formed of circuitry including a combination of such circuits. The brake control unit 12 includes a CPU and a memory such as a RAM or ROM. The memory stores program codes or instructions configured to cause the CPU to perform processes. The memory, or a

computer-readable medium, encompasses any kind of available medium accessible to a general-purpose or dedicated computer. The brake control unit 12 is a computing device which loads an operating system or other programs from a storage unit or other storage medium into the memory and executes instructions read out from the loaded programs.
[0021] A variable load valve 21 is provided between the brake control valve 11 and the brake device 20. The variable load valve 21 is provided for each wheel. A load sensing valve 22 is connected to the variable load valve 21. The load sensing valve 22 measures the load applied to the bogie from the freight car 3 at the position where the wheels are situated and outputs the applied load to the variable load valve 21.
[0022] An anti-slide valve 23 is provided between the variable load valve 21 and the brake device 20. The anti-slide valve 23 is provided for each brake device 20. The anti-slide valve 23 is operated by an electric signal from the brake control unit 12. A slide detection unit 24 is connected to the brake control unit 12. When the slide detection unit 24 detects sliding of the wheel of the freight car 3, it outputs a wheel slide detection to the brake control unit 12. When receiving the wheel slide detection from the slide detection unit 24, the brake control unit 12 outputs an electrical signal for operating the anti-slide valve 23. The brake control unit 12 causes the anti-slide valve 23 to perform wheel slide control. In the wheel slide control, braking is loosened to prevent the wheel from sliding, and then braking is applied again.
[0023]
A power generation device 6 is provided in the brake control device 10. The power generation device 6 includes an air power generation unit 13, a power generation control valve 14, and a storage battery 15. The air power generation unit

13 generates power by the compressed air from the air reservoir pipe MR. The air power generation unit 13 is, for example, a pneumatic motor, in which the compressed air from the air reservoir pipe MR is supplied to rotate the rotor of the motor to generate power. The power generation control valve 14 controls the supply of the air from the air reservoir pipe MR to the air power generation unit 13. The power generation control valve 14 includes an electromagnetic solenoid and a valve element. The electromagnetic solenoid is controlled by the air power generation unit 13. The valve element is driven by the electromagnetic solenoid. When the power generation control valve 14 is open, the compressed air in the air reservoir pipe MR is supplied to the air power generation unit 13, and when the power generation control valve 14 is closed, the supply of the compressed air from the air reservoir pipe MR to the air power generation unit 13 is stopped. The storage battery 15 stores the electricity generated by the air power generation unit 13. The brake control unit 12 operates with the power supplied from the air power generation unit 13 to control the power generation control valve 14. It is also possible that the air power generation unit 13 has a rotator with blades installed in the pipe through which the compressed air from the air reservoir pipe MR is supplied, and the rotation of the rotator is transmitted to a power generation motor to generate power.
[0024] A sensing unit 16 is provided on a connection pipe that connects the air reservoir pipe MR to the brake control valve 11. The sensing unit 16 senses the pressure of the compressed air from the air reservoir pipe MR and outputs a sensing result to the brake control unit 12. The brake control unit 12 corresponds to a pressure acquisition unit.
[0025] When the pressure of the compressed air from the air reservoir pipe MR falls below a predetermined value, the brake control unit 12 closes the power

generation control valve 14 to stop the supply of the compressed air from the air reservoir pipe MR to the air power generation unit 13. The predetermined value of the pressure of the compressed air from the air reservoir pipe MR is the minimum pressure required to drive the brake device 20 by the compressed air from the air reservoir pipe MR. When the pressure of the compressed air from the air reservoir pipe MR is at or above the predetermined value, the brake control unit 12 opens the power generation control valve 14 to supply the compressed air from the air reservoir pipe MR to the air power generation unit 13.
[0026] When the brake device 20 is braking, the brake control unit 12 closes the power generation control valve 14 to stop the supply of the compressed air from the air reservoir pipe MR to the air power generation unit 13. The brake control unit 12 determines the braking state of the brake device 20 from the driving state of the brake control valve 11. Specifically, the brake control unit 12 determines that the brake device 20 is braking when an air signal is supplied from the brake pipe BP to the brake control valve 11 or when the compressed air from the air reservoir pipe MR is supplied through the brake control valve 11. The brake control valve 11 includes a sensor (not shown) that senses the driving state. The brake control unit 12 acquires the driving state of the brake control valve 11 from the sensor.
[0027]
A power generation process performed by the brake control device 10 configured as described above will now be described with reference to Fig. 3. When the train 1 is stopped, the power generation control valve 14 is open, and the compressed air is supplied to the air power generation unit 13. The air power generation unit 13 generates power by the compressed air from the air reservoir pipe MR, and when a certain amount of electricity is stored in the storage battery 15,

the brake control unit 12 is activated.
[0028] As shown in Fig. 3, the brake control device 10 determines whether or not the train 1 is traveling (step S11). Specifically, the brake control unit 12 determines whether or not the train 1 is traveling based on whether the compressed air is being supplied from the air reservoir pipe MR. The word "traveling" here means that the locomotive 2 is activated. When the brake control unit 12 determines that the train 1 is not traveling (step S11: NO), it waits until the train 1 is traveling.
[0029] On the other hand, when the brake control device 10 determines that the train 1 is traveling (step S11: YES), it proceeds to step S12.
[0030] The brake control device 10 then determines whether or not the brake device 20 is generating a braking force applied to the freight car 3 (the braking state) (step S12). Specifically, the brake control unit 12 determines that the brake device 20 is braking when an air signal is input from the brake pipe BP to the brake control valve 11 or when the compressed air from the air reservoir pipe MR is supplied through the brake control valve 11.
[0031] When the brake control unit 12 determines that the brake device 20 is braking (step S12: YES), it closes the power generation control valve 14 (step S15). Specifically, since the compressed air from the air reservoir pipe MR is used in the brake device 20, the brake control unit 12 closes the power generation control valve 14 to stop the supply of the compressed air from the air reservoir pipe MR to the air power generation unit 13.
[0032] On the other hand, when the brake control unit 12 determines that the brake device 20 is not braking (step S12: NO), it proceeds to step S13.

[0033] The brake control device 10 determines whether or not the pressure of the compressed air from the air reservoir pipe MR is at or above a predetermined value (step S13). The predetermined value of the pressure of the compressed air from the air reservoir pipe MR is the minimum pressure required to drive the brake device 20 by the compressed air from the air reservoir pipe MR.
[0034] When the brake control unit 12 determines that the pressure of the compressed air from the air reservoir pipe MR is below the predetermined value (step S13: NO), it closes the power generation control valve 14 (step S15). Specifically, when the pressure of the compressed air from the air reservoir pipe MR is low, the brake control unit 12 closes the power generation control valve 14 to stop the supply of the compressed air from the air reservoir pipe MR to the air power generation unit 13.
[0035] On the other hand, when the brake control unit 12 determines that the pressure of the compressed air from the air reservoir pipe MR is at or above the predetermined value (step S13: YES), it proceeds to step S14.
[0036] The brake control device 10 opens the power generation control valve 14 (step S14). Specifically, since the train 1 is not braked and the pressure of the compressed air from the air reservoir pipe MR is at or above the predetermined value, the brake control unit 12 opens the power generation control valve 14 to supply the compressed air from the air reservoir pipe MR to the air power generation unit 13. The air power generation unit 13 generates power by the compressed air supplied from the air reservoir pipe MR and stores the generated electricity in the storage battery 15. . The brake control unit 12 may control the power generation control valve 14 based on the amount of electricity stored in the storage battery 15. More

specifically, the power generation control valve 14 may be closed to stop power generation when the amount of stored electricity reaches a first threshold value, and then the power generation control valve 14 may be opened to generate power when the amount of stored electricity decreases to a second threshold value smaller than the first threshold value.
[0037] Then, the brake control device 10 determines whether or not the train 1 has been stopped (step S16). More specifically, the brake control unit 12 determines whether or not the train 1 has been stopped based on whether the supply of the compressed air from the air reservoir pipe MR is stopped. Since the air from the air reservoir pipe MR is needed to brake the train 1 when it is traveling, the fact that the supply of the compressed air from the air reservoir pipe MR is stopped indicates that the train 1 has been stopped. When the brake control unit 12 determines that the train 1 is not stopped (step S16: NO), it proceeds to step S12.
[0038] On the other hand, when the brake control unit 12 determines that the train 1 has been stopped (step S16: YES), it proceeds to step S17.
[0039] The brake control device 10 closes the power generation control valve 14 (step S17). Specifically, the brake control unit 12 closes the power generation control valve 14 to stop the supply of the compressed air from the air reservoir pipe MR to the air power generation unit 13, such that the compressed air in the air reservoir pipe MR is not supplied to the air power generation unit 13.
[0040]
With reference to Fig. 4, a description is given of a wheel slide process performed by the brake control device 10.

[0041] The brake control device 10 determines whether or not wheel slide is detected while the train 1 is traveling (step S21). Specifically, the brake control unit 12 determines whether or not wheel slide is detected based on whether the slide detection unit 24 has detected wheel slide and output a wheel slide detection. If wheel slide is not detected (step S21: NO), the brake control unit 12 waits to detect wheel slide.
[0042] On the other hand, when the brake control device 10 determines that wheel slide is detected (step S21: YES), it performs wheel slide control (step S22). Specifically, the brake control unit 12 outputs an electric signal for operating the anti-slide valve 23 to cause the anti-slide valve 23 to perform wheel slide control.
[0043] According to the above description, the brake control device 10 includes the power generation device 6 that supplies power to the brake control device 10. Therefore, the brake control unit 12, which operates on the generated power, controls the brake control valve 11, thereby providing brake control in accordance with to the situation. It is also possible to install a slide detection unit 24 that requires a power supply, and the brake control unit 12 can control the anti-slide valve 23 in accordance with the detection results of the slide detection unit 24.
[0044] Furthermore, the addition of the power generation device 6 in the trailers such as the freight car 3, which had no power supply, will supply power to the trailers. The presence of the power supply makes it possible to provide added values, such as wheel slide control, higher responsiveness in brake control, addition of sensors for monitoring the condition of the freight car 3 and the freight loaded on freight car 3, and addition of wireless communication functions between the brake control unit 12 and an external terminal.

[0045] Advantageous effects of the first embodiment will be now described.
[0046] (1-1) Power supply can be obtained at the freight car 3 by the air power generation unit 13 generating power with the compressed air from the air reservoir pipe MR which supplies the compressed air for driving the brake device 20. Since the air reservoir pipe MR is an existing facility and the compressed air from the air reservoir pipe MR is supplied to each freight car 3, a steady power source can be secured in the freight car 3 by adding the power generation device 6 to the portion of the freight car 3 that is supplied with the compressed air from the air reservoir pipe MR.
[0047] (1-2) The power generation by the air power generation unit 13 can be controlled by providing the power generation control valve 14 that controls the supply of the compressed air from the air reservoir pipe MR to the air power generation unit 13.
[0048] (1-3) When the pressure of the compressed air from the air reservoir pipe MR falls below a predetermined value, the brake control unit 12 controls the power generation control valve 14 to stop the supply of the compressed air from the air reservoir pipe MR to the air power generation unit 13. This prevents the pressure of the compressed air from the air reservoir pipe MR from falling below the predetermined value, thus reserving the pressure of the compressed air used to drive the brake device 20.
[0049] (1-4) When the pressure of the compressed air from the air reservoir pipe MR is at or above the predetermined value, the brake control unit 12 controls the power generation control valve 14 to supply the compressed air from the air reservoir pipe MR to the air power generation unit 13. Therefore, when the pressure

of the compressed air from the air reservoir pipe MR is at or above the predetermined value, the power generation device 6 can automatically cause the air power generation unit 13 to generate power without human operation.
[0050] (1-5) When the brake device 20 is braking, the brake control unit 12 controls the power generation control valve 14 to stop the supply of the compressed air from the air reservoir pipe MR to the air power generation unit 13. This prevents the pressure of the compressed air from the air reservoir pipe MR from decreasing when the compressed air from the air reservoir pipe MR is used, thus reserving the pressure of the compressed air used to drive the brake device 20.
[0051] (1-6) The brake control unit 12, which operates on the power supplied from the air power generation unit 13, also controls the anti-slide valve 23. Thus, even in the freight car 3 not supplied with power from the locomotive 2, the brake control unit 12 can control the brake device 20 in accordance with the situation of the freight car 3.
[0052]
With reference to Fig. 5, a second embodiment of a brake system including a power generation device and a brake control device will be hereinafter described. The brake control device of this embodiment has a different air circuit than in the first embodiment described above. The following description will be focused on the differences from the first embodiment.
[0053]
As shown in Fig. 5, the brake control device 10 includes an electric command control valve 17 and a relay valve 18, in addition to the brake control valve 11 and the brake control unit 12. The electric command control valve 17 is connected with the

air reservoir pipe MR. The brake control unit 12 is electrically connected with the electric command control valve 17 and controls the electric command control valve 17. The brake control unit 12 obtains from the electric command control valve 17 an indication indicating whether or not the compressed air is supplied from the air reservoir pipe MR. The brake control unit 12 does not control the brake control valve 11. Thus, there is no need for an electric connection between the brake control valve 11 and the brake control unit 12.
[0054] The relay valve 18 is provided between the brake control valve 11 and the electric command control valve 17. The relay valve 18 is supplied with the compressed air from the brake control valve 11 and the compressed air from the electric command control valve 17. The relay valve 18 supplies to the brake device 20 one of the compressed air from the brake control valve 11 and the compressed air from the electric command control valve 17 that has a higher pressure.
[0055] In the configuration additionally having the electric command control valve 17 and the relay valve 18, the relay valve 18 to which the electric command control valve 17 is connected can be connected between the brake control valve 11 and the brake device 20, thereby installing the electric command control valve 17 and the relay valve 18. In addition, a connection pipe extending from the air reservoir pipe MR is connected to the electric command control valve 17.
[0056] Advantageous effects of the second embodiment will be now described. The following advantageous effects are obtained in addition to the advantageous effects (1-1) to (1-5) of the first embodiment.
[0057] (2-1) The brake control unit 12 controls the electric command control valve 17, and the relay valve 18 is provided between the brake control valve 11 and the

electric command control valve 17. This facilitates the connection of the connection pipe of the air reservoir pipe MR when adding the power generation device 6.
[0058]
The above embodiments can be modified as described below. The above embodiments and the following modifications can be implemented in combination to the extent where they are technically consistent with each other.
[0059] - In each of the above embodiments, the conditions for the air power generation unit 13 to generate power may additionally include the condition that the amount of electricity stored in the storage battery 15 is less than a predetermined value. The predetermined value of the amount of stored electricity is a value required for the operation of the brake control unit 12 and other components.
[0060] - In each of the above embodiments, if the wheel slide control of the train 1 is not necessary, the anti-slide valve 23 and the slide detection unit 24 may be omitted. If control over the applied load is not necessary, the variable load valve 21 and the load sensing valve 22 may be omitted.
[0061] - In each of the above embodiments, the brake control unit 12 may determine the braking state of the brake device 20 by detecting the braking state of the brake device 20 with a sensor installed on the brake pipe BP or the brake device 20. With this configuration, it is possible to accurately determine whether or not the brake device 20 is braking.
[0062] - In each of the above embodiments, when the brake device 20 is being driven, the power generation control valve 14 is controlled to stop the supply of the air from the air reservoir pipe MR to the air power generation unit 13. However, it is

also possible that the power generation control valve 14 is open for power generation by the air power generation unit 13 when the brake device 20 is being driven.
[0063] - In each of the above embodiments, when the pressure of the compressed air from the air reservoir pipe MR is at or above a predetermined value, the air is supplied from the air reservoir pipe MR to the air power generation unit 13. Also, when the pressure of the compressed air from the air reservoir pipe MR falls below the predetermined value, the supply of the compressed air from the air reservoir pipe MR to the air power generation unit 13 is stopped. However, it is also possible that the power generation control valve 14 is open for power generation by the air power generation unit 13, regardless of the pressure of the compressed air from the air reservoir pipe MR. In this case, the sensing unit 16 may be omitted.
[0064] - The foregoing embodiments include a plurality of physically separate constituent parts. They may be combined into a single part, and any one of them may be divided into a plurality of physically separate constituent parts. Irrespective of whether or not the constituent parts are integrated, they are acceptable as long as they are configured to solve the problems.
[0065] - According to the foregoing embodiments, a plurality of functions are distributively provided. Some or all of the functions may be integrated. Any one of the functions may be partly or entirely segmented into a plurality of functions, which are distributively provided. Irrespective of whether or not the functions are integrated or distributed, they are acceptable as long as they are configured to solve the problems.
LIST OF REFERENCE NUMBERS

[0066] BP brake pipe
MR air reservoir pipe
1 train
2 locomotive
3 freight car

5 brake system
6 power generation device

10 brake control device
11 brake control valve
12 brake control unit
13 air power generating unit
14 power generation control valve
15 storage battery
16 sensing unit
17 electric command control valve
18 relay valve

20 brake device
21 variable load valve
22 load sensing valve
23 anti-slide valve
24 slide detection unit

WE CLAIM:
1. A power generation device, comprising:
an air power generation unit for generating power by compressed air from an air reservoir pipe, the air reservoir pipe supplying the compressed air from a power car to an air brake device on a trailer to drive the air brake device; and
a power generation control valve for controlling supply of the compressed air from the air reservoir pipe to the air power generation unit.
2. The power generation device of claim 1, further comprising a control unit configured to operate with power supplied from the air power generation unit to control the power generation control valve.
3. The power generation device of claim 2, further comprising a pressure acquisition unit for acquiring a pressure of the compressed air from the air reservoir pipe,
wherein the control unit is configured to control the power generation control valve to stop supply of the compressed air from the air reservoir pipe to the air power generation unit when the pressure falls below a predetermined value.
4. The power generation device of claim 3, wherein the control unit is configured
to control the power generation control valve to supply the compressed air from the
air reservoir pipe to the air power generation unit when the pressure is at or above
the predetermined value.

5. The power generation device of claim 2, wherein the control unit is configured to control the power generation control valve to stop supply of the compressed air from the air reservoir pipe to the air power generation unit when the air brake device is braking.
6. The power generation device of claim 5,
wherein the control unit is configured to determine a braking state of the air brake device from a driving state of a brake control valve, and
wherein the brake control valve is driven by a brake pipe supplying an air pressure change as an air signal from the power car to the trailer, thereby adjusting a pressure of the compressed air from the air reservoir pipe and supplying the compressed air to the air brake device.
7. A brake control device, comprising:
an air power generation unit for generating power by compressed air from an air reservoir pipe, the air reservoir pipe supplying the compressed air from a power car to an air brake device on a trailer;
a brake control valve configured to be driven by a brake pipe supplying an air pressure change as an air signal from the power car to the trailer, thereby adjusting a pressure of the compressed air from the air reservoir pipe and supplying the compressed air to the air brake device;
a power generation control valve for controlling supply of the compressed air from the air reservoir pipe to the air power generation unit; and
a control unit configured to operate with power supplied from the air power generation unit to control the power generation control valve.

8. The brake control device of claim 7, further comprising a slide detection unit for detecting wheel slide of the trailer,
wherein the control unit is further configured to control an anti-slide valve for performing wheel slide control on the air brake device when the slide detection unit detects wheel slide.