JPS62210808A - High-adhesion controller for electric rolling stock - Google Patents

Abstract

PURPOSE:To enable an adhesion force to be effectively used, by changing an arithmetic constant producing high-adhesion control signal according the output level of the high-adhesion control signal. CONSTITUTION:by a logical operation section 2, arithmetic operations are executed on discrimination between a slip acceleration period and a slip non- acceleration period, and high-adhesion control signal Tf in both periods, based on a driving wheel circumferential speed VM, a car body speed VT, and these variation quantity DELTAVM, DELTAVT. The high-adhesion control signal Tf in the slip non-acceleration period is reduced in the state of primary delay with the initial value of the high-adhesion control signal on detecting the completion of slip acceleration, and according to the reduction of the high-adhesion control signal, the time constant of the primary delay is increased. By a main circuit controller 1, the driving current of a main motor 5 is controlled according to the subtracted value of a torque command value Tp and the high-adhesion control signal Tf.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for an electric vehicle, and particularly to a high adhesion control device suitable for effectively utilizing the adhesion between rail wheels.

[Conventional technology]

For example, Japanese Patent Application Laid-Open No. 48-5107 discloses a technique for reducing the amount of driving force of an electric car when re-adhering the electric car by detecting slippage of the electric car.

FIG. 12 shows the relationship between the creep speed (difference between the driving wheel circumferential speed VM and the vehicle speed VT) vB between the driving wheels and the rails and the frictional force (tangential force between the driving wheels and the rails) f. When the driving torque (or braking torque) of the driving wheels increases, the frictional force f increases, and there is a region A (slip in this region is called false slipping) where the creep speed vs also increases, and the frictional force f increases. When the maximum f maX (jwax is referred to as adhesion force) is reached and the driving torque (or braking torque) is further increased, the creep speed increases further and moves to region B where the frictional force f decreases as the creep speed increases. (When creeping in area B, it is called idling, and when braking, it is called sliding). Assuming a creep speed VJ130 at which the frictional force J reaches the maximum value f maX , vs-vso is referred to as the idling speed during power running and the sliding speed during braking.

When slipping (or skidding) occurs, it always detects this and reduces the driving torque (or brake torque) while the slipping (or sliding) speed is as low as possible to re-adhesion (slip or skid speed to zero). ) and drive torque (
By adaptively controlling the adhesion force (or brake torque) to the value equivalent to the adhesion force at that point, the creep speed vs. The amount of change over time (
When the differential value or difference) exceeds the set value, slipping (or skidding) is detected, and an appropriate high-adhesion control signal output that rises rapidly during the slipping acceleration period is generated, and this output signal is used for torque control. Feedback is sent to the torque command generation section of the system to lower the command value of the control system, thereby reducing the driving torque, and whether the creep speed vs is less than or equal to the creep speed vH at the start of further rotation (or sliding) (vs :i;vs
i), or when the temporal change in driving wheel circumferential speed VM or creep speed becomes less than the set value, the end of acceleration of slipping (or sliding) is detected, and an appropriate time is detected during the slipping non-acceleration period. We proposed a high adhesion control device that gradually increases the command value of the control system and restores the drive torque by reducing the high adhesion control signal with a constant.

[Problem that the invention seeks to solve]

These techniques are designed to reduce the slippage (or sliding) of highly sticky control signals.
The arithmetic expressions and constants in the arithmetic expressions during the acceleration period and the non-acceleration period of idling (or sliding) were considered to be constant and unchangeable within each period. Therefore, in places on the track where the adhesion coefficient (adhesion force/axle load) is low, the high adhesion control signal during the non-acceleration period of slipping (or sliding) after re-adhesion is reduced in a first-order lag manner to recover the drive torque. When setting the time constant τ to a small value, the driving torque will quickly recover to the basic torque command value 'rp (corresponding to one with a large adhesive force) after re-adhesion, so the driving force will increase again immediately. (driving torque/axle radius) exceeds the adhesion force, causing slippage, and the cycle of slipping and re-adhesion is repeated in a short period of time.
The driving force does not stay close to the peak point of the adhesive force,
The main circuit current fluctuates. Also, if you increase the time constant,
There is a problem in that it takes too much time for the driving torque to recover to a value equivalent to the adhesive force when entering a place with a low adhesive coefficient from a place with a high adhesive force, and there is a problem in effectively utilizing the adhesive force.

The purpose of the present invention is to speed up the recovery speed of the driving torque (or brake torque) in areas where the driving force (or braking force) immediately after readhesion is considerably lower than the adhesion force, and after that, the driving force (or braking force) becomes sticky. When the force approaches the peak point, reduce the recovery speed of the drive torque (or brake torque).

The driving force (or braking force) stays near the adhesion peak point for a long time, making more effective use of adhesion, reducing the degree of slippage (or skidding), and reducing the
The aim is to reduce rail wear and improve riding comfort.

[Means for solving problems]

The purpose is to reduce the high adhesion control signal in a first-order lag manner during the non-acceleration period of slipping (or sliding) after readhesion, to restore the drive torque to an appropriate level, and to reduce the high adhesion control signal immediately after readhesion. In areas where the level is high, the -th lag time constant is set small and the high adhesion control signal is quickly reduced, and in areas where the high adhesion control signal level is low, the time constant is changed to a large value and the high adhesion control signal is reduced. This is achieved by slowing down the rate of decrease of the adhesion control signal.

[Effect]

According to the present invention, in the non-acceleration period of slipping (or sliding) after readhesion, the high adhesion control signal is reduced in a first-order lag manner, and when the drive torque is to be restored to an appropriate level, the high adhesion control signal immediately after readhesion is In areas where the level of the control signal is high, the time constant of the -th lag is set small, the high adhesion control signal is quickly reduced, and the driving torque is quickly recovered, and the area where the level of the high adhesion control signal is low is set. In this case, the time constant can be changed to a larger value, the rate of decrease of the high adhesion control signal can be made slower, and the recovery rate of the drive torque can be made slower.

Therefore, in areas where the driving force immediately after re-adhesion is much lower than the adhesion force, the recovery speed of the driving torque becomes faster, and the driving force quickly approaches the adhesion force peak point.
When the driving force approaches the peak point of the adhesive force, the driving torque will increase slowly and the driving force will stay near the peak point of the adhesive force for a longer time, making more effective use of the adhesive force. I can do it.

Furthermore, since the occurrence of slipping (or skidding) is also reduced, it is possible to reduce wear on the axle rails and improve riding comfort.

〔Example〕

An embodiment of the present invention will be described below with reference to FIGS. 1 to 11.

FIG. 12 shows the driving wheel circumferential speed V and
Vehicle speed v7, creep speed vS (vs=vM VT
) 1 shows changes over time in driving wheel circumferential acceleration VM, vehicle acceleration v7, creep speed differential value vs, and high adhesion control signal Tt.

FIG. 12 shows the case of idling, where ex indicates a constant level signal applied regardless of idling, and e2 indicates changes in the signal over time in response to idling.

When the differential value VB of the creep speed exceeds the set value δ17), the occurrence of slipping is detected, and the time at the moment when slipping occurs is set as ti. During the period from time t1 to the instant to when the driving wheel circumferential acceleration V becomes zero, the vehicle is idling and the driving wheel circumferential speed VM is accelerating.

During this period, the driving force is greater than the adhesive force, so it is necessary to quickly reduce the driving torque in order to stop slipping.

Further, in the above embodiment, the period from the slip detection time t to the moment ta when the differential value VM of the driving wheel circumferential speed becomes equal to or less than the set value 62 is referred to as the slip acceleration period, and as shown in FIG. 12, the variable 5LIP is set to 1 far.

The period excluding this idling acceleration period is referred to as the idling non-acceleration period, and the variable 5LIP is set to zero. This idling non-acceleration period occurs when the driving wheel peripheral speed VW is decelerating during idling, and when it is in a false slip region (a region where the creep speed vs increases as the adhesive force increases due to an increase in the driving torque). The drive torque is increased at an appropriate rate.

In this way, the signal that controls the drive torque is the high adhesion control signal Tx, and the idling acceleration period (when SLIP=1)
Then, Tt is increased and the driving torque is quickly decreased, and during the non-slip acceleration period (SLIP=O), Ti is decreased at an appropriate speed to recover the driving torque, and the driving torque is controlled to a value equivalent to the adhesive force. , to make effective use of adhesive strength.

FIG. 1 shows a block diagram of an embodiment of a high adhesion control device using a microprocessor and operated as shown in FIG. 12. For simplicity, this figure shows a case where one main motor is controlled by one control device.

In FIG. 1, 9 is a torque command generating device.

The command value Tp is generated as a power, and normally the main circuit control device 1
As a result, the torque generated in the main electric motor 5 is controlled to be equivalent to the command value Tp. As the main circuit control device, there are various methods such as a method for controlling the firing phase angle of a thyristor in the case of an AC electric car, a chopper control method, and an inverter control method in the case of a DC electric car.

6 is a driving wheel circumferential speed detection device attached to the drive shaft and detects the driving wheel circumferential speed VM; 7 is a vehicle speed detection device;
For example, it is a peripheral speed detection device for a slave shaft attached to an axle shaft (a shaft not driven by a main electric motor) or a ground speed detection device using a Doppler radar, which detects vehicle speed VT.

Those detected speeds VM and VT are input to the microprocessor 8 at every fixed sampling period, and the driving wheel circumferential speed vM (n-1) and vehicle speed v before the sampling period are inputted to the microprocessor 8.
This is a calculation unit for the difference ΔVM and 8VT for (n-1). Δ which is obtained by dividing these ΔVM and ΔVT by the sampling period Δt
VM/Δ and ΔVT/Δt are the driving wheel circumferential acceleration VN and 7
Since it is equivalent to d, instead of ΔV and vH, Δvrt
It can be used in place of VT.

The logical operation unit 2 uses VM, ΔVH, VT, and ΔVT to discriminate between a slip acceleration period and a slip non-acceleration period, and to calculate a high adhesion control signal Tf during a rainy period, and outputs T.

FIG. 2 is a flowchart specifically showing the contents of the logical operation of the logical operation section 2. As shown in FIG. It is assumed that the variables used in FIG. 2 are zero if they are needed when the microprocessor is initialized. Also, the symbol ;= means that the value on the right side of this symbol is stored in the memory allocated to the variable on the left side.

In FIG. 2, at 21, it is determined whether it is an idling acceleration period or an idling non-acceleration period depending on whether the variable 5LIP is 1 or not.
In step 2, it is determined whether the creep speed vg exceeds the lower limit value V8min set to prevent malfunction.
Then, it is determined whether the creep speed difference Δvs (ΔVM−ΔVT) exceeds the set value δl′ for detecting slippage. 61' is a value equivalent to the setting value δl in Fig. 12. 6 In addition, in 24, the current creep speed vg and the creep speed vsi at the time of slip detection are compared, and it is assumed that the slip has occurred in the false veri region. When it is detected that the main motor torque starts to decrease, it is possible to quickly return to the normal state. 25, the difference ΔVH of the driving wheel circumferential speed is the set value 62'
The end of the idling acceleration period is detected by determining whether the following conditions have been reached. 62' is a value corresponding to the set value δ2 in Fig. 11, and δ2 is a driving wheel circumferential speed differential value of zero or more set to detect that slip acceleration has ended earlier by Δt, taking into account delays in speed detection, etc. The VM setting value is 25
It is also possible to detect the end of the idling acceleration by determining whether the creep speed difference Δvs has become equal to or less than the set value δ8'. In this case, 88' is a value equivalent to 88 between zero and 81 as shown in Figure 2, and in that case 24
can also be omitted.

Therefore, according to the flow chart shown in Fig. 2, when the driving force exceeds the adhesive force and the drive shaft begins to idle, this is detected, the process proceeds to step 27, 5LIP is set to 1, and the creep rate at that point is calculated. to V5i, high adhesion control signal 'I'
The high adhesion control signal Tza during the idling acceleration period is calculated and the result is output as TI. Then, during the subsequent idle acceleration period, the process proceeds to 28, where the calculation of T x a is continued and Ti is output.

Then, the drive torque decreases due to the high adhesion control signal Ti during the idling acceleration period, and the drive torque returns to the adhesion state. When the end of the idling acceleration is detected, the process proceeds to step 29, where variable 5LIP is set to zero, and high adhesion control is performed during the idling non-acceleration period. It starts calculating the signal T'zd and outputs the result as TI. In the subsequent slip acceleration period, the process proceeds to 26 to continue calculating the high adhesion control signal T ia during the slip non-acceleration period, and outputs the result as Tt until the next slip detection time.

In the case of this embodiment, the high adhesion control signal T ia during the idling acceleration period can be calculated by the following equation.

T*a=Tzi+81+e x Here, T'zt is the high adhesion control signal 'T(
, el are signals unrelated to the state quantity of idling, and ez is a signal corresponding to the state quantity of idling. In Figure 12.

Typical waveforms of these signals during idle are shown. In this example, el is a constant value of the lowest level that can suppress slipping and re-adhesion in normal slipping,
8fi is a signal proportional to the creep speed vs.

In normal idling, the rise of the creep speed vs immediately after the occurrence of idling is relatively slow, so the signal ez corresponding to idling is small and often insufficient. Therefore, at that point, the signal e1, which is unrelated to the state of idling, acts effectively, and the idling speed can be brought back to a very small value. However, the creep characteristics (relationship between creep speed and friction coefficient) between the axle and the rail may vary greatly depending on the condition of the rail surface, and in this case, high adhesion control cannot be achieved using only the signal ex, which is unrelated to the state quantity of idling. There may also be cases where the reduction in driving force due to the signal is too small. In such a case, the signal ez corresponding to the idling state will rise rapidly, the driving force can be quickly reduced, and the idling can be minimized.

Note that in this embodiment, a signal θ unrelated to the state quantity of idling is
1 is a constant value, the signal e2 is a signal proportional to the creep speed vg according to the idling state quantity, el is a signal that increases monotonically with time, ez is a differential value of the creep speed vs, a differential value of the creep speed It is also conceivable to use a differential value (secondary differential) vB, a change in driving wheel circumferential acceleration due to idling, a differential value thereof, or a combination of a plurality of these. At that time, VS, vs, VW, etc. are the maximum values in the 12th 'V Smax t V S+max * V
It is also possible to use Mmax or the like.

The high adhesion control signal T t d during the idle non-acceleration period is:
1 In this embodiment, the value Tzh of the high adhesion control signal T1 at the time of detecting the end of slip acceleration is set as an initial value and is decreased in a first-order lag manner, and the time constant of the response is τ, the differential equation regarding Tza is as follows: τTzd+Tta=0 It is expressed as

The above are the functions of the microprocessor 8 in FIG. 1, and the microprocessor 8 outputs the high adhesion control signal T in accordance with the slip acceleration period and the slip non-acceleration period. The output high adhesion control signal Tx enters the adder 10, and calculates the difference Tp Tx from the torque command value TP.
Thereby, the torsion generated in the main motor 5 is controlled via the main circuit control device 1 to a value equivalent to the adhesive force.

However, in the device proposed above, the arithmetic expressions and constants in the arithmetic expressions during the idling acceleration period and the idling non-acceleration period of the high adhesion control signal are constant within each period and do not change. It was getting worse.

Therefore, in areas where the adhesion coefficient is low, the adhesion control signal (high) during the non-acceleration period of slipping (or sliding) after re-adhesion is reduced to a first-order lag, and is equivalent to the drive torque torque command value TP (corresponding to one with a large adhesion force). As a result, the driving force soon exceeds the adhesion force and slipping occurs, and as shown in Fig. 11, the slipping → re-adhesion is repeated in a short period of time, and it is difficult for the driving force to reach the peak point of the adhesion force. In addition, there was a problem in that the driving force (main circuit current) fluctuated in small increments. In addition, if the time constant is increased, there is a problem that it takes too much time for the drive torque to recover to a value equivalent to the adhesive force when entering a place with a low adhesive coefficient from a place with a high adhesive coefficient, which makes it difficult to use the adhesive force effectively. There was a problem.

Therefore, in the present invention, the above-mentioned problem is solved by changing the above-mentioned time constant within the idling non-acceleration period. An embodiment of the present invention is shown in FIG. FIG. 3 shows the flowchart of FIG. 2 but incorporating the present invention.
This is an example.

The difference in Fig. 3 from Fig. 2 is that when the slip is re-adhesive and the slip is in a non-acceleration period, the current level of the high adhesion control signal Tx is determined at 30'1 and the level is determined. In the high part, the time constant τ of the first-order lag is set to a small value of 32, so that the high adhesion control signal quickly decreases and the drive torque quickly recovers, and the part where the level of the high adhesion control signal Tt becomes low. In No. 31, the time constant of the first-order lag is reset to a larger value to slow down the rate of decrease of the high adhesion control signal, so that the drive torque recovers slowly.

According to this embodiment, as shown in FIG. 10, in a portion where the driving force F immediately after readhesion is considerably lower than the adhesive force f wax, the speed of recovery of the driving force is faster, and the driving force F is quickly restored. Adhesive force f now reaches close to ax, and when driving force F is close to adhesive force f wax, driving force F slowly increases, and driving force reaches adhesive force f w
Will stay near a & x for a long time. Therefore, adhesive force can be used more effectively, and the degree of roughness that occurs when slipping is reduced, reducing wear on the wheels and rails.Fluctuations in driving force are also reduced, which improves riding comfort.

In addition, during the idle non-acceleration period, the high adhesion control signal T ta is not decreased in a first-order lag manner as in the above embodiment, but is decreased at a constant rate over time, and in this case, the output level of the signal Txa is decreased. The same effect as in the above embodiment can be expected by increasing the rate of decrease in high output levels and slowing down rate in low output levels.

In addition, in this embodiment, the creep speed vs.
However, it is also possible to determine the slip acceleration period and the slip non-acceleration period based only on the driving wheel circumferential speed VN without using the creep speed vg. In other words, as the driving wheel circumferential acceleration VW becomes larger than in the normal adhesion state,
The occurrence of idle rotation is detected, and when VW≦62, it is determined that idle acceleration has ended. In this case, the logic operation section in FIG. 3 is obtained by removing 22 and 24, setting ΔVM≧δ1# in 23, and removing Vgi:=VS from 27. Here, the set value 61' is a set value set to detect that the end of idle acceleration has been reached earlier than usual by Δt. In this case, the slip detection sensitivity becomes worse than in the above embodiment.

Since the vehicle speed V-d is not used, the device is simple.

FIG. 4 shows another embodiment in which the contents of the calculations performed by the microprocessor are changed. FIG. 4 shows only the parts that are different from FIG. 1, and the same symbols are used for the same parts as in FIG. 1. 14 is the creep speed vg (=vs-VT
) is an arithmetic unit. 15, as shown in the figure, when the creep speed vB exceeds the set value No. 6, calculate T = Tzh + G (vs - δ4) and output Ti''.Here, Tik is the creep speed vs the set value This is the high adhesion control signal Tt when the number exceeds No. 6, G is a constant representing the gain, and the set value is 6.
The number shall be greater than the creep velocity at which the adhesion coefficient is maximum on a normal rail surface, but smaller than the maximum allowable creep velocity.

The re-adhesion control signal T i ', which is the force, is compared, the larger of the two signals is outputted, and it is used as the high-adhesion control signal Tt. This readhesion control signal Tf' is
In the creep characteristics (relationship between creep speed and friction coefficient) between the axle and the rail, the effect of preventing the creep speed from becoming excessive when there is no clear peak point in the adhesion coefficient, and the output of the logical operation section 2. This has a backup effect of preventing the creep speed from becoming excessive when readhesion fails due to a certain high adhesion control signal Tt.

In the above embodiment, for the sake of simplicity, the case where one main motor is controlled by one main circuit control device was explained.
FIG. 5 shows four main motors 51 in one main circuit control device 1.
, 52, 53, and 54 are shown. Each main electric motor 51, 52゜53.54 or its drive shaft is provided with a driving wheel circumferential speed detection device 61, 62, 63.64 to detect the driving wheel circumferential speed '/H1+ VM2t VM8g VH2. The circumferential speed detection device 7 is installed to detect the vehicle speed v.
7 and sends them to the microprocessors 81, 82,
83 and 84, each microprocessor performs the above logical operation, and each output signal Txxt Tnty Tz
The maximum value T! of 8+T"it is determined by the maximum value selection device 17, and the high adhesion control signal Ti is output. With this configuration, even if any of the drive shafts is idling, the result shown in FIG. It can be controlled in the same way as in the embodiment.

Next, an embodiment of an electric vehicle using a DC motor according to the present invention will be described in which equivalent values of the driving wheel circumferential speed VM, vehicle speed VT, and creep speed vB are obtained and used.

In FIG. 6, the maximum value of the output of the driving wheel circumferential speed detection devices 61, 62, 63, 64 provided on each main motor or its drive shaft is determined by the maximum value selection device 17, and the maximum value is set as the driving wheel circumferential speed VM, If the minimum value of the output of the driving wheel peripheral speed detection devices 61, 62, 63, 64 is determined by the minimum value selection device 18 and the minimum value is inputted to the microprocessor 8 as the vehicle speed VT, all the drive shafts will not idle at the same time. Insofar as this is possible, almost the same control as in the embodiment shown in FIG. 1 is possible, and according to this embodiment, the vehicle speed detection device can be omitted.

Fig. 7 shows an example in which the traction motor voltage difference is used as creep speed equivalent value, and in Fig. 7, Rs, Rx
is a bridge resistance, 19 is a DC voltage detection device, and the intermediate point of the main motor 51, 52 and the bridge resistance, Rx, Rz
This is a device that detects the voltage at the midpoint of , and inputs this voltage to the microprocessor 8. The output of the DC voltage detection device 19 is a voltage proportional to the difference between the terminal voltages Ex and Ex of the main motors 51 and 52. When idle rotation occurs in a drive shaft directly connected to any of the main motors, the creep speed increases, the main motor rotational speed increases, and the terminal voltage of the main motor increases due to the back electromotive force of the main motor. Therefore, a voltage proportional to the creep speed is obtained as the output of the DC voltage detection device 19. Therefore, if the output is input to the microprocessor 8 as the creep speed vs., as long as the main motors 51 and 52 do not idle simultaneously, control can be performed in almost the same manner as in the embodiment shown in FIG. The detection device can be omitted.

FIG. 8 shows that the voltages of the main motors 51, 52, 53, 54 are detected by a DC voltage detection device 19, and the maximum difference detection device 20
This shows an example in which the difference between the maximum value and the minimum value is detected and the detected value is used as a creep rate equivalent value. In this way, as long as all four main electric motors do not idle at the same time, control can be performed in substantially the same manner as in the embodiment shown in FIG. 1, and the vehicle speed detection device can also be omitted in this embodiment.

The above explanation was about the case of idling when the car is running, but
During braking, the driving wheel circumferential speed vH becomes smaller than the vehicle speed v7, so the creep speed vs is calculated as VS = v T - v H, and the positive and negative polarities are reversed for the driving wheel circumferential acceleration VM, etc. used to detect the start and end of sliding. In the embodiment shown in FIG. 6, if the maximum value of each driving wheel circumferential speed is the vehicle speed VT and the minimum value of each driving wheel circumferential speed is the driving wheel circumferential speed VM, the high speed during braking can be An adhesion control device can be realized.

〔Effect of the invention〕

According to the present invention, in a portion where the driving force (or braking force) immediately after readhesion is considerably lower than the adhesion force, the recovery speed of the driving torque (or braking torque) is increased, and then the driving force (or braking force) is When the value approaches the value equivalent to the adhesive force, the recovery speed of the driving torque (or brake torque) can be slowed down, so the driving force (or brake force) stays near the value equivalent to the adhesive force for a long time, and the adhesive force increases. Power can be used more effectively. Additionally, the frequency of idling (or skidding) is reduced, reducing wear on the wheels and rails and improving riding comfort.

[Brief explanation of drawings]

- Fig. 1 is a block diagram showing the overall configuration of an embodiment of the present invention, Fig. 2 is a flowchart of an embodiment of the logical operation contents of the logic operation section of the microprocessor, and Fig. 3 is a high adhesion control FIG. 4 is a block diagram of another embodiment of the present invention, FIG. 5 is a block diagram of one embodiment of the present invention, and FIG. 6 is a block diagram of one embodiment of the present invention. An example block diagram, FIG. FIG. 8 is a block diagram of an embodiment of the present invention in which the traction motor voltage difference is used as the creep speed equivalent value. A block diagram of one embodiment, FIG. 9 is a general leap characteristic diagram, FIG. 10 is a diagram showing temporal changes in the driving force F and high adhesion control signal Tx of the present invention, and FIG. 11 is a conventional example. FIG. 12 is a characteristic diagram of the conventional high adhesion control device. 1... Main circuit control device.

Claims (1)

[Claims] 1. An electric vehicle equipped with a torque control system, which includes means for detecting driving wheel peripheral speed or creep speed, means for detecting changes in these values over time, and detects the start of slipping and the end of slipping acceleration based on the changes. A high adhesion control signal is created by dividing it into an acceleration period of the idling and a non-acceleration period of the idling, and an arithmetic expression or its constant of the high adhesion control signal within the same period is used as the high adhesion control signal. A high-adhesive control device for an electric vehicle, which is characterized by changing the output level according to the output level of the electric vehicle.