JPH08251706A - Regenerative control device of electric car - Google Patents

Abstract

PURPOSE: To effectively regenerate the energy to the power source side by re-starting a regenerative brake, and continuing application of the regenerative brake if the load on the power source side is returned even when the inverter DC voltage rises and the regenerative brake becomes ineffective when the regenerative brake is started or while the regenerative brake is in operation. CONSTITUTION: A delay circuit 61 is set so that no automatic reset may be made for about three seconds even if an overvoltage detecting circuit 21 detects the overvoltage, and the reference number of detection of the overvoltage is set to about 3 in a comparator 65. When the detecting circuit 21 detects the overvoltage, the gate start command GS is blocked, and the number of detection is counted by a counter 64, and the detecting circuit 21 is reset through the delay circuit 61 to make re-starting. Subsequently, the re-starting is realized in a similar manner if the number of detection is below three even when the detecting circuit 21 detects the overvoltage. The kinetic energy is regenerated to the power source side as much as possible, and an electric brake can be applied to a car as much as possible.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a regeneration control device for an electric vehicle that drives and controls an electric vehicle via an AC electric motor by a PWM control inverter that outputs a variable voltage and a variable frequency.

[0002]

2. Description of the Related Art Variable voltage, variable frequency (generally "VVV
An electric vehicle of a type in which an AC electric motor, for example, an induction motor is driven via a PWM type inverter capable of outputting "F") and the vehicle is driven by the electric motor is already known. FIG. 3 shows the main circuit of such an electric vehicle and the associated control device associated with it.

The main circuit shown in FIG. 3 is shown as a direct current receiving type, but if the main circuit has an electric power regeneration means on the direct current side of the inverter, it receives a direct current and rectifies it with a rectifier to obtain a direct current. It may be one. The direct current received from the overhead wire 2 via the pantograph 3 is input to the direct current input terminal of the inverter 6 via the two circuit breakers 4 and 5 connected in series. A charging resistor 7 is connected in parallel to the breaker 5 on the inverter side. A filter capacitor 8 is connected in parallel to the DC input terminal of the inverter 6, and a series circuit of a thyristor 9 and an overvoltage suppressing resistor 10 is connected in parallel to the capacitor 8. The AC output terminal of the inverter 6 is connected to the induction motor 11, which is an AC motor. The induction motor 11 is a main motor for driving the vehicle, and is mechanically coupled to the wheels 12 of the vehicle via a gear device (not shown).

When the motor of the inverter 6 is started, the circuit breaker 4 is turned on, the circuit breaker 5 is turned off, and the capacitor 8 is connected via the charging resistor 7 in order to prevent the switching element from being destroyed by a sudden high voltage application. After gradually charging, the circuit breaker 5 is turned on and the inverter 6 is gate-started after charging. The function of the overvoltage suppressing resistor 10 is that, when another load is not connected to the overhead wire 2 during regenerative operation (which can occur during early morning operation or late night operation), the capacitor 8 becomes overcharged. Since the switching element forming the inverter 6 may be destroyed by overvoltage, the inverter 6 is turned off to prevent it, and the thyristor 9 provided in the parallel circuit of the capacitor 8 is turned on to prevent overvoltage suppression resistance. The inverter 6 is protected from overvoltage by discharging the capacitor 8 via 10.

The inverter 6 is PWM (pulse width modulation) controlled by an inverter controller 13. The brake control system is also shown schematically in FIG. This electric car has an electric braking system and a mechanical braking system.In both braking systems, the electric braking system exerts the full braking force, and the mechanical braking system supplements the shortage to generate the braking force. Let That is, the brake command corresponding to the notch position from the driver's cab is sent to the brake receiver 14
Then, the brake receiver 14 calculates the braking force required for the vehicle system according to the vehicle speed and the vehicle weight at that time, and controls the inverter in order to realize it as a regenerative braking current via the inverter 6. Bowl 1
3 as a braking force pattern BP. The inverter controller 13 calculates a regenerative braking force that can be processed as an electric brake, that is, a regenerative brake as described later (explanation regarding FIG. 7), and feeds it back to the brake receiver 14 as a regenerative braking force pattern BFC. Therefore, the brake receiver 14 calculates an amount insufficient by the electric brake, that is, the regenerative brake, and transmits it to the mechanical brake controller 15 as a mechanical brake supplemental amount, for example, an air brake supplemental amount BA (see the description about FIG. 8 described later). .

A capacitor 8 is provided for brake control.
Is detected, the motor current IM is detected by the current detector 17, and the motor rotation speed FR per second is detected by the rotation speed detector 18, respectively, and is introduced into the inverter controller 13.

FIG. 4 and FIG. 5 are block diagrams showing a regenerative brake control device portion in the conventional inverter controller 13.

The device shown in FIG. 4 is provided with an overvoltage detection circuit 21 and a comparator 24, which generate a control gate start command GS and a regeneration effective signal BE. The overvoltage detection circuit 21 monitors the filter capacitor voltage EFC, which detects a predetermined overvoltage detection value, for example, 2000V.
Unless the above is reached, the gate start command GSC is AND
A control gate start command GS for operating the inverter 6 as it is through the circuit 23 is provided. However, when the overvoltage detection circuit 21 detects that the capacitor voltage EFC exceeds the predetermined overvoltage detection value, the AND circuit 23 blocks the control gate start command GS via the NOT circuit 22 by the "1" output. . The overvoltage detection circuit 21 is reset via the NOT circuit 20 when the regenerative braking command BS is turned off (= “0”).

On the other hand, when the inverter 6 gate starts, the motor current IM detected by the current detector 17
However, its level is judged by the comparator 24 having a hysteresis characteristic for stable operation of the control system.
When increasing from a level below 30 A, IM ≧ 30
When the output signal changes from "0" level to "1" level when it becomes A and decreases from the level of 30A or more, when IM≤20A, the output signal changes from "1" level to "0". "Change to level. The output signal of the comparator 24 is at "1" level, and AND
If the gate start command GS output from the circuit 23 is at "1" level, it indicates that regenerative braking is being performed to the brake receiver 14 via the AND circuit 25 through a signal path (not shown). Regeneration effective signal BE
Is output.

FIG. 5 is a block diagram of a circuit portion for determining the modulation factor AL and the regenerative braking current pattern IB by the inverter controller 13. The primary frequency, that is, the output frequency of the inverter 6 is obtained by adding the slip frequency to the motor speed FR by the adder 30, and the primary frequency is input to the modulation factor calculation unit 31. The modulation rate calculation unit 31 obtains a required modulation rate MF based on the output frequency and the capacitor voltage EFC, and outputs it to the a contact “1” of the changeover switch 35. A 0 (zero) signal is input to the b contact “0” of the changeover switch 35. Changeover switch 35 is A
It is controlled by the output signal of the ND circuit 32. The AND circuit 32 outputs a "1" signal with the gate start command GS and the regenerative brake command BS as an AND condition, thereby switching the changeover switch 35 to the a contact "1" side. The output signal of the changeover switch 35 is limited as the modulation rate signal ALB2 via the change rate limiter 36 and the limiter 37, and is output as the finally determined modulation rate AL. In that case, the change rate limiter 36 limits the change rate of the modulation rate signal ALB2 within a predetermined limit value in order to avoid a sudden change in the signal value, and the limiter 37 limits the signal value within a predetermined allowable upper limit value.

Based on the braking force pattern BP given from the brake receiver 14 and the motor rotation speed FR detected by the rotation speed detector 18, the regenerative current pattern calculation unit 34 calculates the braking force pattern IBP for the motor rotation speed FR. Is calculated. This braking force pattern IBP is output to the contact "1" of the changeover switch 40. A 0 (zero) signal is input to the b contact “0” of the changeover switch 40. The changeover switch 40 is controlled by the output signal of the AND circuit 33. The AND circuit 33 has an AN
Output signal of D circuit 32 and output signal AB of comparator 39
ON is input. The comparator 39 has two inputs,
One of the input terminals is output from the limiter 37 and sampled and held by the sample and hold circuit 38.
The previous modulation factor ALBO is input, and the modulation factor signal ALB2 output from the changeover switch 35 is input to the other input end. When ALBO = ALB2, the output signal ABON
= “1” is output. The AND circuit 33 outputs a "1" signal when both input signals are "1", and switches the changeover switch 40 to the a contact "1" side. The output signal of the changeover switch 40, that is, the braking force pattern is input to the overhead line limiter 42 via a first-order delay element 41 in which a time constant τ of about 1 second is set. The overhead wire limiter 42 outputs a braking force pattern according to the capacitor voltage EFC, and acts to suppress the upper limit of the current pattern when the capacitor voltage EFC increases. The output signal of the overhead line limiter 42 is further limited by the limiter 43 so as to be within an absolute upper limit, that is, an allowable upper limit value,
The regenerative braking current pattern IB is output.

FIG. 6 shows an example of a time chart of the modulation rate AL and the regenerative braking current pattern IB obtained as described above.

As shown in FIG. 7, in the regenerative braking force calculation unit 50, the regenerative braking force is generated through the inverter 6 based on the filter capacitor voltage EFC, the modulation rate AL, the regenerative braking current pattern IB, and the motor rotational speed FR. The regenerative braking force present is calculated and fed back to the brake receiver 14 as a regenerative braking force pattern BFC.

As shown in FIG. 8, the brake receiver 14 receives the regenerative braking force pattern BFC from the inverter controller 13, and the subtracter 52 subtracts the difference from the braking force pattern BP which is the command value from the driver's cab. The mechanical brake controller 1 determines the difference (= BP−BFC) as the shortage of the regenerative brake (electrical brake) and compensates it as the mechanical braking force, for example, the air brake supplement amount BA.
5 to command the braking force of the entire vehicle (= B
P) should be secured.

When a brake command with an arbitrary notch is input from the driver's cab, the brake force required by the brake receiver 14 as a vehicle system corresponding to the notch is calculated as a brake force pattern BP with respect to the vehicle speed, that is, the motor speed FR, It requests it from the inverter controller 13. In the inverter controller 13 shown in FIG.
The regenerative braking current pattern IB and the modulation factor MF corresponding to the commanded braking force pattern BP are determined, and at the same time, the regenerative braking force calculation unit 50 shown in FIG. 7 calculates the braking force pattern BFC generated by the inverter, It is fed back to the brake receiver 14. In response to this, the brake receiving device 14 obtains a difference from the braking force pattern BP, which is a command value, and compensates the shortage as a mechanical braking force, for example, an air brake supplementing amount BA, so that the braking force of the entire vehicle is increased. Will be secured.

In the apparatus of FIG. 4, the gate start command GSC normally serves as the control gate start GS during the regenerative operation, but the overvoltage detection circuit 21 detects that the capacitor voltage EFC has reached a level of 2000 V or higher, for example. Then, through the NOT circuit 22, the AN
The control gate start command GS is blocked by the D circuit 23. The overvoltage detection circuit 21 is reset via the NOT circuit 20 when the regenerative braking command BS is turned off (BS = “0”). Further, after the gate start, when the motor current IM is detected by the current detector 17 to be, for example, 30 A or more, the inverter 6 is supplied to the brake receiver 14 via the AND circuit 25.
A regeneration effective signal BE indicating that the is being regeneratively braked is output.

In the comparator 39 of the apparatus shown in FIG. 5, the sample value ALBO one time before is compared with the current modulation rate ALB2, and when ALBO = ALB2, the modulation rate AL is obtained.
The ABON signal indicating that the vehicle has entered the target pattern is output. When the ABON signal is output and it is confirmed that the modulation rate AL is on the target pattern, the selector switch 40 is switched from the b contact "0" side to the a contact "1" side via the AND circuit 33, and the regenerative current is regenerated. The regenerative braking current pattern IB rises based on the regenerative current pattern IBP from the pattern calculation unit 34.

FIG. 6 is a time chart showing the relationship between the modulation rate AL and the regenerative braking current pattern IB shown in FIG. Modulation rate AL when gate start command GS is issued
Reaches a predetermined value with a predetermined change rate regulated by the change rate limiter 36, and in the comparator 39, ALBO = AL
When B2 is detected and ABON = “1”, the regenerative braking current pattern IB rises.

In the above system, the regenerative braking command BS
Is given, the inverter 6 acts as a regeneration converter, and most of the kinetic energy of the vehicle is converted into electric energy by the induction motor 11 that acts as a generator, and the electric energy is fed via the inverter 6 to the overhead wire. Two
That is, it is regenerated to the power supply side. As a result, the regenerative braking force acts on the vehicle. A part of the kinetic energy of the vehicle, that is, energy that cannot be processed by the regenerative brake, is processed by the mechanical brake, that is, the air brake.

Here, if a load that consumes the regenerative current regenerated on the side of the overhead wire 2 (power supply side) is connected to the overhead wire 2, the regenerative braking force can maintain the value according to the command value. . However, when the load on the overhead wire side decreases, or almost or completely disappears, the regenerative current has no consumption destination, and as a result, the capacitor voltage EFC increases. When the capacitor voltage EFC exceeds a predetermined threshold value, for example 2000V, the overvoltage detection circuit 2
When 1 detects this, the gate start command GSC is blocked by the AND circuit 23, the gate start command GS is set to "0" to stop the inverter 6, and at the same time, the regeneration effective signal BE to the brake receiver 14 is invalidated (BE =
"0"). If the inverter 6 is stopped during the braking operation, the regenerative braking force is lost, so that all mechanical braking, for example, pneumatic braking force is switched.

[0021]

Although the degree of decrease in the load connected to the overhead line of the power regeneration destination differs depending on the system, the dispatch density is low depending on the route, and there is not always a load that consumes the regenerative power. In conventional systems, once the regeneration has expired and the machine brake is switched to, the machine brake will continue to be applied until the brake command is released during the brake operation by the once issued brake command. . Therefore, even after the regenerative brake has expired, even if the load is reconnected to the power supply side, the regenerative braking mode is not restored and the machine brake remains in operation, resulting in low-efficiency braking operation. It was

The present invention has been made in order to avoid such disadvantages of the prior art, and the regenerative braking operation can be performed as much as possible even under the unstable load condition of the overhead line which is the power regeneration destination. An object is to provide a regenerative control device for an electric vehicle.

[0023]

In order to achieve the above object, the invention according to claim 1 temporarily invalidates the regenerative brake when the voltage on the inverter DC side reaches a predetermined value or more during the operation of the regenerative brake. First means for controlling and counting the number of times the voltage on the inverter DC side reaches a predetermined value or more during the operation of the regenerative brake, and reactivates the regenerative brake that has once been invalidated unless the count value reaches the predetermined value. And a second means.

According to a second aspect of the present invention, in the regenerative control device for an electric vehicle according to the first aspect, the second means sets the time constant of the regenerative brake current rising pattern to once when reactivating the regenerative brake. It is characterized in that it includes means for extending the time constant beyond the initial start-up pattern during the brake operation.

According to a third aspect of the present invention, in the regenerative control device for an electric vehicle according to the first aspect, the second means is for reactivating the regenerative brake after the regenerative brake has expired for a certain period of time after the regenerative brake has expired. It is characterized in that it includes a delay means to be performed later.

According to a fourth aspect of the present invention, in the regenerative control device for an electric vehicle according to the first aspect, a charging resistor provided in series on the DC side of the inverter and a charging resistor provided in parallel on the DC side of the inverter. The second means has a filter capacitor and an overvoltage suppressing resistor provided in parallel with the filter capacitor, and the second means is the number of times the regenerative brake once reactivated is restarted at least at least the charging resistance and the overvoltage suppressing resistance. It is characterized by determining from.

According to a fifth aspect of the present invention, in the regenerative control device for an electric vehicle according to the first aspect, a brake receiver for calculating a braking force acting on the electric vehicle, and a regenerative brake for the brake receiver. A circuit means is provided for continuing to output the regenerative brake effective signal indicating that it is in operation until the restart is performed even when the regenerative brake is ineffective.

According to a sixth aspect of the present invention, in the regenerative control device for an electric vehicle according to the first aspect, after the regenerative brake is restarted after the regenerative brake has expired, the voltage / frequency corresponding to the excitation of the AC motor. It is characterized in that means is provided for decreasing the modulation factor of the inverter from the initial value in order to decrease the ratio.

According to a seventh aspect of the present invention, in the regenerative control device for an electric vehicle according to the sixth aspect, the PW applied to the AC motor immediately after the regenerative brake is restarted after the regenerative brake has expired.
It is characterized in that means for disabling the 1-pulse mode as the number of pulses for M control is provided.

[0030]

According to the present invention, even if the inverter DC side voltage rises due to the load on the power source side decreasing during the start-up of the regenerative brake or the operation of the regenerative brake and the regenerative brake is ineffective, the mechanical brake is directly transferred. Instead of continuing the above state, the regenerative brake is raised again, and if the load on the power source side is restored, the regenerative brake is continued and the energy is effectively regenerated to the power source side.

According to the invention described in claim 2 or 3,
The re-startup after the regenerative brake has expired is performed more slowly than the initial start-up pattern (Claim 2) after a certain period of time after the revocation (Claim 3), and even when the load on the power supply side is small. Make the control speed sufficiently responsive. When the regenerative revocation is invalidated again, the same thing will be repeated several times, but the number of repetitions is determined by the system condition.

According to the fourth aspect of the invention, the number of times the regenerative brake once reactivated is restarted is determined from the values of the charging resistance and the overvoltage suppressing resistance. Therefore, it is possible to prevent burning of these resistors set to a relatively small capacity.

According to the fifth aspect of the present invention, the regenerative brake effective signal output from the inverter controller side, which indicates that the regenerative brake is operating for the brake receiver, is reactivated. By continuing to output even when the regenerative braking is ineffective, the regenerative braking operation can be restarted immediately if the conditions for resuming the regenerative braking operation are satisfied.

According to the invention of claim 6 or 7,
The V / F (voltage / frequency) ratio immediately after starting the regenerative brake is made smaller than the initial value (Claim 6), and the number of PWM switching pulses is not allowed in the 1-pulse mode in which voltage control is not possible even at high speeds. (Claim 7). This enables voltage control and regenerative braking operation as much as possible.

[0035]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a block diagram of a regenerative controller according to the present invention. The apparatus of FIG. 1 is provided with a counter 64 and a comparator 65 at a stage subsequent to the overvoltage detection circuit 21 in the regenerative control apparatus shown in FIG. 4, and a delay circuit 61 and a NOT circuit are provided from the output side of the overvoltage detection circuit 21. The first feature is that a reset circuit for the overvoltage detection circuit 21 including the 62, the single shot circuit 63, and the OR circuit 60 is added. The delay circuit 61 has a set time t1 of, for example, 3 seconds, so that even if the overvoltage detection circuit 21 detects an overvoltage, the delay circuit 61 is not automatically reset for t1 = 3 seconds. For example, the standard is set to 3 times. In this way, the overvoltage detection circuit 2
When 1 detects an overvoltage, the gate start command GS is once blocked, but the number of times of detection is counted by the counter 64, and the overvoltage detection circuit 21 is reset via the delay circuit 61 to restart the gate start command G.
Generate S and restart. After that, even if the overvoltage detection circuit 21 detects the overvoltage again, if the number of times is less than three, the restart is similarly performed. When the number of overvoltage detections reaches 3, the comparator 65 outputs a "1" signal and finally blocks the gate start command GS. In this way, the regenerative brake works effectively as much as possible while clearing the thermal restrictions of the overvoltage suppressing resistor 10 and the charging resistor 7. In FIG. 1, the output signal of the counter 64 is also used in the device of FIG. 2 (see terminal A).

The regeneration effective signal BE, which is AND
A flip-flop circuit 68 is provided at the output stage of the circuit 25,
This is set by the output of the AND circuit 25, and NOT
Regenerative braking command BS obtained from the output stage of the circuit 20
Is inverted by the inverted signal or the output signal of the comparator 65. By doing so, the flip-flop circuit 68 once the regenerative current rises,
Until the regenerative braking command is turned off and the output of the NOT circuit 20 becomes "1" or the counter 64 counts the count value 3 and the output of the comparator 65 becomes "1", the brake reception is not reset Regeneration effective signal B to the measuring device 14
E is continuously output so that the inverter 6 side continues the regenerative operation.

FIG. 2 shows an embodiment in which the present invention is applied to the apparatus shown in FIG. Differences from the device of FIG. 5 are as follows. In the device of FIG. 2, a multiplier 70 is inserted in the output stage of the modulation factor calculation unit 31 of the device of FIG. 5, and a comparator 71 for comparing the contents of the counter 64.
Is newly provided. The output signal of the modulation factor calculator 31 is input to the first input end of the multiplier 70, and the output signal of the changeover switch 72 is input to the second input end. The output of the multiplier 70 is input to the a contact “1” of the changeover switch 35. The "1" output of the comparator 71 acts as a 1-pulse non-permission signal for the modulation rate AL output from the limiter 37, and the output also provides two sets of changeover switches 7
2, 73 are switched and driven. The numerical value "1" is set on the b contact (0 contact) side of the changeover switch 72, and the numerical value "0.8" is set on the a contact (1 contact) side. It is input to the second input terminal of the multiplier 70. “1 second” is set as the time constant τ on the b contact (0 contact) side of the changeover switch 73, and “1.5 second” is set on the a contact (1 contact) side. Any of the time constants is input as the delay time constant for the primary delay element 41.

The count value of the counter 64 in the apparatus of FIG. 1 is compared by the comparator 71, and if the number of overvoltage detections is one or two, a "1" signal is output and the changeover switch 72 causes the multiplier 70 to operate. Coefficients from "1" to "0.
The target modulation rate is reduced to 8 ", and the time constant of the primary delay element 41 is changed from" 1 second "to" 1.5 "by the changeover switch 73.
Then, the 1 pulse mode is not permitted for the modulation rate AL output from the limiter 37.

As described above, when the regenerative brake is activated after the regeneration is disabled, the modulation frequency AL corresponding to the motor voltage is first activated, and then the slip frequency is activated. However, the rise of the slip frequency should be set longer than the initial rise time constant, for example, about 1.5 times, and the value of the modulation factor after the rise should be set lower than the initial value. For example, by setting it to about 80%, even if the load on the power source side is small, it is possible to make the control speed sufficiently responsive by the slip frequency.
Further, here, in order to suppress the modulation rate AL, in the 1-pulse mode in which the voltage control is impossible in the PWM control, the voltage control is enabled by disallowing this.

As described above, the time interval until re-starting after revocation is invalid, the delay time t1 (3 seconds) of the delay circuit 61,
Further, the number of times of restarting (three times, for example) set in the comparator 65 is the vehicle speed (that is, the motor rotation speed FR) or the value of the charging resistor 7, the overvoltage suppressing resistor 10, etc., that is, the thermal resistance of those resistors. Determined from constraints. Further, the regeneration effective signal BE given from the side of the inverter 6 to the brake receiver 14 that controls the brakes of the entire vehicle indicates that the regeneration is being performed, while the inverter 6 may restart the regenerative brake. Keep outputting. By doing so, the brake receiver 1
The 4th side interprets that the regenerative braking force temporarily became 0 (zero) even when the regenerative brake has expired, so that it can respond to the next reactivation of the regenerative braking.

By performing the above control, the kinetic energy of the vehicle can be regenerated to the power source side as much as possible, and the electric brake can be applied to the vehicle as much as possible.

[0042]

According to the present invention, the kinetic energy of the vehicle is regenerated to the power source side as much as possible even in an environment in which the load on the power source side is intermittently generated, such as a route with a small number of operating vehicles. Thus, the regenerative braking operation can be performed, and the electric brake can be applied to the vehicle as much as possible.

Further, as a result, the wear of wear parts such as brake shoes of a mechanical brake that generates a braking force by mechanically pressing the wheels is reduced,
The effect of facilitating maintenance work can also be achieved.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of a regenerative control device of the present invention.

FIG. 2 is a block diagram showing an embodiment of a regenerative control device of the present invention.

FIG. 3 is a block diagram showing an example of a main circuit configuration and a controller of an electric vehicle to which the present invention is applied.

FIG. 4 is a block diagram showing a conventional regenerative control device portion of an inverter controller.

FIG. 5 is a block diagram showing a conventional regenerative control device portion in an inverter controller.

6 is a timing chart illustrating an output signal waveform of the device of FIG.

FIG. 7 is a block diagram of a calculation unit that calculates a regenerative braking force for a brake receiver.

FIG. 8 is a block diagram showing an air brake supplementary amount calculation unit in the brake receiver.

[Explanation of symbols]

 2 Overhead line 4,5 Circuit breaker 6 Inverter 7 Charging resistance 8 Filter capacitor 10 Overvoltage suppression resistance 11 Induction motor 12 Wheel 13 Inverter controller 14 Brake receiver 15 Mechanical brake controller 16 Mechanical brake 20,22,62 NOT circuit 21 Overvoltage Detection circuit 23, 25, 32, 33 AND circuit 24, 39, 71 Comparator 30 Adder 31 Modulation rate calculation unit 34 Regenerative current pattern setting circuit 35, 40 Changeover switch 36 Change rate limiter 37 Limiter 38 Sample hold circuit 41 Primary delay Element 42 Overhead line limiter 43 Limiter 60, 66, 67 OR circuit 61 Delay circuit 63 Single shot circuit 64 Counter 65 Comparator 68 Flip-flop circuit 70 Multiplier

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Joji Yamamoto 1st Toshiba-cho, Fuchu-shi, Tokyo Toshiba Corporation Fuchu factory

Claims (7)

[Claims] 1. A regenerative controller for an electric vehicle in which a PWM-controlled inverter that outputs a variable voltage / variable frequency drives and controls an electric vehicle via an AC electric motor, wherein a voltage on the inverter DC side is predetermined while a regenerative brake is operating. The first means to temporarily invalidate the regenerative brake when it reaches a certain value or more, and the number of times that the voltage on the inverter DC side reaches a predetermined value or more during the operation of the regenerative brake is counted, and the count value does not reach the predetermined value. A regenerative control device for an electric vehicle, comprising: a second means for reactivating a regenerative brake that has been once invalidated. 2. The regeneration control device for an electric vehicle according to claim 1, wherein the second means sets the time constant of the regenerative brake current rising pattern to the first time during one braking operation when reactivating the regenerative brake. A regeneration control device for an electric vehicle, comprising means for extending the time constant with respect to the startup pattern of the electric vehicle. 3. The regenerative control device for an electric vehicle according to claim 1, wherein the second means is a delay means for restarting the regenerative brake after the regenerative brake expires after a certain period of time from the regenerative brake expire. A regeneration control device for an electric vehicle, which is characterized by including. 4. A regeneration control device for an electric vehicle according to claim 1, wherein a charging resistor provided in series on the direct current side of the inverter and a filter capacitor provided in parallel on the direct current side of the inverter, An overvoltage suppressing resistor provided in parallel with the filter capacitor, wherein the second means determines the number of times the regenerative brake once reactivated is restarted at least from the values of the charging resistor and the overvoltage suppressing resistor. A regeneration control device for an electric vehicle, which is characterized by: 5. The regenerative control device for an electric vehicle according to claim 1, further comprising: a brake receiver for calculating a braking force acting on the electric vehicle; and a regenerative braking operation for the brake receiver. A regenerative control device for an electric vehicle, comprising: circuit means for continuing to output the regenerative brake valid signal shown until the re-startup even when the regenerative brake is ineffective. 6. The regenerative controller for an electric vehicle according to claim 1, wherein after the regenerative brake is restarted after the regenerative brake has expired, the voltage / frequency ratio corresponding to the excitation of the AC motor is reduced. A regeneration control device for an electric vehicle, which is provided with means for lowering a modulation rate of an inverter from an initial value. 7. The regeneration control device for an electric vehicle according to claim 6, wherein the pulse number of PWM control to be given to the AC motor immediately after restarting the regenerative brake after the regenerative brake has expired is 1
A regeneration control device for an electric vehicle, which is provided with means for disabling a pulse mode.