TWI880141B - Control method and system of transmission system of electric vehicle - Google Patents

Abstract

A control method for a transmission system of an electric vehicle, the electric vehicle comprising a control unit, a power motor, a throttle position sensor, and a transmission device. The transmission device comprises a gear set, an actuating mechanism, a transmission drum, and a shift motor for controlling the rotation angle of the transmission drum. When the control unit determines that the shift motor is shifting, a target torque is calculated based on a rotation speed information and a current throttle torque information of an operating torque of the power motor corresponding to a throttle opening signal sensed by the throttle position sensor. Then, the shift motor is driven to rotate the transmission drum, and the power motor is controlled to decrease from the operating torque to the target torque to shift the gear set, and then the power motor is controlled to return from the target torque to the operating torque.

Description

Control method and system of transmission system of electric vehicle

The present invention relates to a vehicle control method and a control system, and more particularly to a control method and a control system for a transmission system of an electric vehicle.

Referring to FIG. 1 , a conventional transmission mechanism 1 includes an input shaft 10 for connecting a running power, a first gear 11 disposed on the input shaft 10, a second gear 12 disposed on the input shaft 10 and adjacent to the first gear 11, an output shaft 13 radially spaced from the input shaft 10 and used for outputting power, and a second gear 12 disposed on the output shaft 13 and used for releasably engaging with the first gear 11. The first gear 14 is provided on the output shaft 13, a second gear 15 is provided on the output shaft 13 and is used for releasably engaging with the second gear 12, a one-way clutch 17 is connected to the output shaft 13, a pressure plate clutch 18 is connected to the input shaft 10 and is used for switching the action of the first gear 11 and the second gear 12, and a pressing mechanism 19 is used for pressing the pressure plate clutch 18 along the axial direction of the input shaft 10. The power introduced by the input shaft 10 controls the engagement or release of the pressure plate clutch 18 through the operation of the push mechanism 19, thereby switching the first gear 11 to engage with the first gear 14 in the first gear position and the second gear 12 to engage with the second gear 15 in the second gear position.

In the first gear, the power inputted from the input shaft 10 is transmitted to the output shaft 13 via the first gear gear 11 and the first gear 14 to output the power. At this time, the second gear gear 12 rotates with the input shaft 10, but no power is output because it is not engaged with other gears. In the second gear, through the operation of the pressure plate clutch 18, the power inputted from the input shaft 10 is transmitted to the output shaft 13 via the second gear gear 12 and the second gear 15.

However, the transmission mechanism 1 equipped with the one-way clutch 17 and the pressure plate clutch 18 is not easy to be miniaturized as a whole because of the large volume and many parts of the mechanical structure of the clutch. In addition, the one-way clutch 17 and the pressure plate clutch 18 are in direct contact with other components during operation. Even in normal operation, they will inevitably cause a certain degree of wear and tear, and must be replaced regularly, which is difficult to cope with the current electric vehicles that use motors as power sources. Therefore, the current booming electric vehicles are designed with "clutch-free" transmissions as considerations, and are expected to play an excellent performance of reducing the frustration of shifting and reducing the impact noise of the machine parts as much as possible.

[Problems to be solved by the present invention]

Therefore, the object of the present invention is to provide a control method and system for a transmission system of an electric vehicle that can optimize the operation of a clutchless transmission system.

[Technical means for solving the problem of the present invention]

Therefore, the present invention provides a control method for a transmission system of an electric vehicle, wherein the electric vehicle comprises a control unit, a power motor for providing driving power, a throttle position sensor for detecting a throttle opening signal and transmitting it to the control unit, and a transmission device, wherein the transmission device comprises a gear set suitable for connecting to the power motor to introduce power, an actuating mechanism connected to the gear set, a transmission drum connected to the actuating mechanism, and a shift motor connected to the transmission drum for controlling the rotation angle of the transmission drum so that the actuating mechanism performs gear switching. The control method for a transmission system of an electric vehicle comprises a determination step, a calculation step, a shift motor starting step, a power changing step, and a power returning step.

The determining step is that the control unit receives the rotation speed information of the power motor and determines whether to control the shift motor to shift gears.

The calculation step is that when the control unit determines that the shift motor is shifting, the control unit calculates a target torque based on the rotation speed information and the current throttle torque information of an operating torque of the power motor corresponding to the throttle opening signal.

The shift motor starting step is that the control unit drives the shift motor to operate so that the speed change drum starts to rotate.

The power changing step is that the control unit controls the power motor to reduce the operating torque to the target torque to perform gear shifting of the gear set.

The power return step is that the control unit controls the power motor to return from the target torque to the operating torque.

In some embodiments of the present invention, the speed-changing drum includes a drum shaft, a sleeve disposed on the drum shaft and movable along the axial direction of the drum shaft, and two springs disposed on both sides of the sleeve, respectively, wherein the power changing step is separated from the starting step of the shift motor by a first delay time, and the power returning step is after the rotation of the speed-changing drum is completed, and the power is restored from the target torque to the operating torque after a second delay time.

In some embodiments of the present invention, in the calculation step, the control unit further calculates a power change time and a power recovery time, and the control unit controls the power motor to correct the torque to the target torque during the power change time, and controls the power motor to return to the operating torque during the power recovery time.

In some embodiments of the present invention, the gear set of the transmission device includes an input shaft assembly and an output shaft assembly. The input shaft assembly includes a shaft body, a first gear disposed on the shaft body, and a second gear disposed on the shaft body and spaced from the first gear. The output shaft assembly includes a shaft rod, a first gear disposed on the shaft rod and engaged with the first gear. A first gear gear and a second gear gear disposed on the shaft and meshing with the second gear, the actuating mechanism is used to move between a first gear position coupled to the first gear gear and a second gear position coupled to the second gear gear. In the judging step, the control unit controls the shift motor to rotate for upshifting when the speed information is determined to be higher than a speed threshold value for upshifting.

In some embodiments of the present invention, in the determination step, when the control unit determines that the speed information is lower than a speed threshold value for downshifting, the shift motor is controlled to perform downshifting.

In some embodiments of the present invention, the shifting device further includes an angle sensor spaced apart from the shifting drum and used to detect the rotation angle of the shifting drum and output an angle signal, wherein, in the starting step of the shifting motor, the control unit receives the angle signal and determines whether the shifting motor rotates to a correct position.

In some embodiments of the present invention, the control unit includes a vehicle controller connected to the shift motor of the transmission, and a motor controller connected to the vehicle controller and adapted to be connected to the power motor.

In addition, the present invention provides a control system for a transmission system of an electric vehicle, the electric vehicle comprising a control unit, a power motor for providing driving power, a throttle position sensor for detecting a throttle opening signal and transmitting it to the control unit, and a transmission device, the transmission device comprising a gear set suitable for connecting to the power motor to introduce power, an actuating mechanism connected to the gear set, a transmission drum connected to the actuating mechanism, and a shift motor connected to the transmission drum for controlling the rotation angle of the transmission drum so that the actuating mechanism performs gear switching. The control unit receives a rotation speed information of the power motor and determines whether to control the shift motor to shift gears. When it is determined that the shift motor is shifting gears, a target torque is calculated based on the rotation speed information and the current throttle torque information of an operating torque of the power motor corresponding to the throttle opening signal, and then the shift motor is driven to operate, so that the shift drum starts to rotate to shift gears of the gear set.

In some embodiments of the present invention, the control unit further calculates a power change time and a power recovery time, and controls the power motor to correct the torque to the target torque during the power change time, and controls the power motor to return to the operating torque during the power recovery time.

In some embodiments of the present invention, the control unit includes a vehicle controller connected to the shift motor of the transmission system, and a motor controller which is informationally connected to the vehicle controller and is suitable for connecting to the power motor.

In some embodiments of the present invention, the vehicle controller receives the speed information of the power motor and determines whether to control the shift motor to shift gears. When it is determined that the shift motor is shifting gears, the target torque is calculated based on the speed information and the current throttle torque information, and the speed information is transmitted from the motor controller to the vehicle controller.

In some embodiments of the present invention, the vehicle controller further calculates a power change time and a power recovery time, and controls the power motor to correct the torque to the target torque during the power change time, and controls the power motor to return to the operating torque during the power recovery time.

In some embodiments of the present invention, before executing the power change time, a first delay time is executed to allow the shift motor to rotate in advance.

In some embodiments of the present invention, a second delay time is executed before the power recovery time is executed, thereby ensuring that the gear set is shifted into gear.

In some embodiments of the present invention, the actuating mechanism of the speed change device includes a slider having a plurality of dog teeth, and a shift fork connected between the slider and the speed change drum.

[Beneficial effects that can be achieved by the present invention]

The utility model has the following effects: in the case of the transmission device which can reduce the manufacturing cost by not configuring a clutch, the control unit calculates the target torque according to the rotation speed information and the current throttle torque information of an operating torque of the power motor corresponding to the throttle opening signal to perform the gear shifting of the gear set. Even in the case of not having the operation of the clutch, the gear set can still smoothly complete the gear shifting action, thereby reducing the frustration of the gear shifting process and reducing the impact sound between the actuator and the gear set.

In some embodiments of the present invention, in conjunction with the effect of the springs buffering the impact between mechanical parts when the speed-changing drum is actuated, the action of the shift motor driving the speed-changing drum to rotate can be operated earlier than the torque change of the power motor, so that the speed-changing drum can rotate to the target position faster, thereby shortening the power switching time.

In some embodiments of the present invention, the power change time and the power recovery time are calculated in advance by the control system, thereby forming a quick shift mechanism similar to a non-clutch when changing speed, so that the torque of the power motor is changed in an appropriate time interval, further optimizing the effect of reducing the sense of frustration.

In some embodiments of the present invention, the speed threshold value for upshifting and the speed threshold value for downshifting are preset so that the shift motor can perform upshifting or downshifting at an appropriate time in accordance with the speed information.

In some embodiments of the present invention, the rotation angle of the shift motor is directly detected by the angle sensor to detect the rotation angle of the shift drum. The angle signal is used as a rotation angle reference to control the movement degree of the shift drum to ensure that the shift motor rotates to the correct position, so that the shift drum can be accurately controlled to drive the actuator to shift the gear set.

The present invention also provides a control system capable of executing the control method of the transmission system of the electric vehicle of the present invention, and the control system can be integrated into a single modular control device, and the transmission system and the power motor can be controlled by the vehicle controller and the motor controller respectively.

In some embodiments of the present invention, the target torque, the power change time, and the power recovery time calculated by the vehicle controller can make the torque operation of the power motor cooperate with the gear shifting operation. Then, according to the operation sequence formed by the first delay time and the second delay time, the gear shifting operation can be smoother and the occurrence of setbacks or impact noises between mechanical parts can be avoided.

Before the present invention is described in detail, it should be noted that similar components are represented by the same reference numerals in the following description.

Referring to FIG. 2 and FIG. 3 , the method embodiment of the control method of the transmission system of the electric vehicle of the present invention is executed by a first embodiment of the control system of the transmission system of the electric vehicle of the present invention, which is generally a modular integrated control unit 3 to control a transmission device 4 as shown in FIG. 4 . As shown in FIG. 3 , an electric motorcycle 2 includes the control unit 3, a power motor 21 for providing driving power, an accelerator grip 22 disposed on the handlebar of the electric motorcycle 2 and operated by the rider, a throttle position sensor (TPS) 23 linked to the accelerator grip 22, and the transmission device 4. It should be noted that the throttle position sensor 23 is used to sense the rotation of the accelerator grip 22 and generate a variable voltage signal to represent a throttle opening signal, so that the control unit 3 can calculate a throttle torque based on the rotation of the accelerator grip 22.

Referring to FIG. 4 and FIG. 5 in conjunction with FIG. 3 , the transmission device 4 includes a gear set 40 adapted to be connected to the power motor 21 to introduce power, an actuating mechanism 43 connected to the gear set 40, a speed change drum 44 connected to the actuating mechanism 43, an angle sensor 45 spaced from the speed change drum 44 and used to detect the rotation angle of the speed change drum 44 and output angle information, and a shift motor 46 connected to the speed change drum 44 to control the rotation angle of the speed change drum 44 so that the actuating mechanism 43 performs gear switching. The gear set 40 includes an input shaft assembly 41 and an output shaft assembly 42 linked to the input shaft assembly 41. The input shaft assembly 41 includes a shaft body 410, a first gear 411 disposed on the shaft body 410, and a second gear 412 disposed on the shaft body 410 and spaced from the first gear 411; the output shaft assembly 42 includes a shaft rod 420, a first gear 421 disposed on the shaft rod 420 and engaged with the first gear 411, and a second gear 422 disposed on the shaft rod 420 and engaged with the second gear 412. The actuating mechanism 43 includes a slider 431 having a plurality of dog teeth 439, and a shift fork 432 connected between the slider 431 and the shift drum 44. The shift fork 432 drives the slider 431 to move between a first gear position where the dog teeth 439 are coupled to a plurality of holes 4211 formed on the first gear gear 421 and a second gear position where the dog teeth 439 are coupled to a plurality of holes 4221 formed on the second gear gear 422. That is, the electric motorcycle 2 is described as a vehicle type that can switch between two gears.

5 , the speed-changing drum 44 includes a drum shaft 441, two limiting members 442 positioned on the drum shaft 441 at a distance from each other along the axial direction of the drum shaft 441, a sleeve 443 disposed on the drum shaft 441 and movable between the limiting members 442 along the axial direction of the drum shaft 441, two baffles 444 disposed on the drum shaft 441 and respectively located on the outer sides of the limiting members 442 and movable along the axial direction of the drum shaft 441, two positioning members 445 disposed on the drum shaft 441 and respectively located on the outer sides of the baffles 444, and two springs 446 disposed between the positioning members 445 and the baffles 444, respectively. When the shift drum 44 rotates and drives the actuating mechanism 43 to move, the outer sleeve 443 moves axially relative to the drum shaft 441, pushing one of the baffles 444 to accumulate elastic restoring force in the corresponding spring 446. Therefore, even if the slider 431 of the actuating mechanism 43 is not precisely coupled to the first gear 421 or the second gear 422 at the first time, the elastic restoring force can prevent the actuating mechanism 43 from being continuously fixed at an inaccurate position, effectively preventing the actuating mechanism 43 from colliding with the first gear 421 or the second gear 422, thereby avoiding the abnormal sound caused by the collision between components and optimizing the smoothness of the gear shifting.

Referring to FIG. 6 and FIG. 7 in conjunction with FIG. 2 , the method embodiment sequentially includes a determination step 61, a calculation step 62, a shift motor start step 63, a power change step 64, and a power return step 65. In the method embodiment, the example is taken to illustrate the situation that the actuating mechanism 43 is driven by the speed change drum 44 and is raised from the first gear position to the second gear position. The rotation angle of the speed change drum 44 is illustrated by the angle corresponding to the first gear position and the second gear position, and the exact angle value is not presented in FIG. 7 .

The judging step 61 is that when the rider operates the accelerator grip 22, the control unit 3 receives a speed information of the power motor 21 and compares the speed information with at least one preset speed threshold value, thereby judging whether to control the shift motor 46 of the transmission device 4 to perform a gear shift. Specifically, the control unit 3 controls the shift motor 46 to perform an upshift when the speed information is higher than a speed threshold value for upshifting (e.g., 5000 rpm); and controls the shift motor 46 to perform a downshift when the speed information is lower than a speed threshold value for downshifting (e.g., 3000 rpm). Here, the subsequent steps are continued when the speed information is higher than the speed threshold value for upshifting. The speed threshold value for upshifting and the speed threshold value for downshifting can be the same or different to match the type of the electric motorcycle 2 (shown in FIG. 3 ) or the power output type of the power motor 21.

The calculation step 62 is to read the rotation speed information received by the control unit 3 and the current throttle torque information of the operating torque of the power motor 21 corresponding to the throttle opening signal output by the throttle position sensor 23 when the control unit 3 determines that the shift motor 46 is shifting, and bring them into a formula designed in advance corresponding to the parameter value of the electric motorcycle 2, thereby calculating a target torque lower than the operating torque, a power change time T1, and a power recovery time T2.

In the shift motor start step 63, the control unit 3 starts to drive the shift motor 46, and receives the angle signal to determine whether the shift motor 46 is rotated to the correct position, ensuring that the shift drum 44 is controlled to rotate between a first gear angle position and a second gear angle position. In conjunction with the above-mentioned upshift operation, the shift motor 46 here moves the shift drum 44 from the first gear angle position to the second gear angle position as shown in FIG.

The power change step 64 is performed after a first delay time D1 from the shift motor start step 63. The control unit 3 controls the power motor 21 to reduce the operating torque to the target torque during the power change time T1. The shift motor start step 63 can be said to be performed earlier than the power change step 64, so that the speed change drum 44 can rotate to the target position faster to shorten the shift time. Also refer to FIG. 5 to FIG. 7 . The pre-calculated power change time T1 is mainly to cope with the situation that the actuating mechanism 43 cannot be directly and accurately coupled with the second gear 422 at the first time, and cooperate with the springs 446 of the shift drum 44 to temporarily form a buffer effect, and design a suitable time for the torque of the power motor 21 to change from the operating torque to the target torque. Through the power change time T1, a quick shift mechanism similar to non-clutching during speed change is formed, so that the torque of the power motor 21 is changed in a suitable time interval, so as to achieve the effect of reducing the abrupt feeling caused by the gear shifting process and reducing the impact sound between the actuating mechanism 43 and the gear set 40.

5 to 7 in conjunction with FIG. 2 , the power return step 65 is to wait until the speed change drum 44 completes rotation, and after a second delay time D2, the control unit 3 controls the power motor 21 to return from the target torque to the operating torque during the power recovery time T2. That is, compared with the shift motor 46 starting to rotate the speed change drum 44 at the shift motor starting step 63, the speed change drum 44 is not rotated until it is delayed for the second delay time D2 to ensure that the actuating mechanism 43 is coupled to the second gear 422. Then, the torque of the power motor 21 is increased to the operating torque within a suitable time. By means of the power recovery time T2, a quick shift mechanism similar to a non-clutching quick shift mechanism is formed, so that the torque of the power motor 21 is changed within a suitable time interval, which can further reduce the effect of the frustration caused by the shifting process and reduce the impact sound between the actuating mechanism 43 and the gear set 40.

Referring to FIG. 6 to FIG. 8 in conjunction with FIG. 2 , it is particularly noted that if the first embodiment is to control the gear set 40 to downshift, the shift motor 46 drives the speed change drum 44 to rotate at an angle opposite to that of FIG. 7 as shown in FIG. 8 , and the torque command of the power motor 21 is naturally modified accordingly. In addition, the power change time T1 and the power recovery time T2 during downshifting, as well as the parameter value of the target torque, are naturally different from those during upshifting, and the corresponding formula can be pre-written in the control unit 3 to complete the pre-calculation in the calculation step 62 . Specifically, the calculation step 62 reads the rotational speed information and the current throttle torque information, and calculates a target torque higher than the operating torque, so that the subsequent shift motor starting step 63, the power change step 64, and the power return step 65 are the same as the aforementioned upshift operation, and the effect of fast shifting and reducing the sense of frustration is also achieved.

Referring to FIG. 9 in conjunction with FIG. 2 and FIG. 3, a second embodiment of the control system of the transmission system of the electric vehicle of the present invention is shown. The difference between the second embodiment and the first embodiment is that the control unit 3 includes a vehicle control unit (VCU) 31 connected to the shift motor 46 of the transmission device 4, and a motor controller (MCU) 32 connected to the vehicle control unit 31 and suitable for connecting to the power motor 21. That is, as shown in FIG. 6, the first embodiment integrates the functions of the vehicle control unit 31 and the motor controller 32 into a single modular control unit 3. As shown in FIG. 9, in the second embodiment, the vehicle control unit 31 and the motor controller 32 are independent of each other, but communicate with each other.

According to the above-mentioned differences, compared with the first embodiment, the motor controller 32 of the second embodiment is used to control the power motor 21 and to provide the speed information of the power motor 21 to the vehicle controller 31; and the vehicle controller 31 executes the control of the judgment step 61, the calculation step 62, the shift motor starting step 63, the power change step 64, and the power return step 65 as shown in FIG. 2, and the vehicle controller 31 is used to receive the throttle opening signal transmitted by the throttle position sensor 23, and accordingly provide the torque command corresponding to the acceleration grip 22 to the motor controller 32, thereby correspondingly controlling the power motor 21.

It should be particularly noted that the vehicle controller 31 receives the rotation speed information from the motor controller 32 and determines whether to control the shift motor 46 to shift gears. The vehicle controller 31 also calculates the target torque based on the rotation speed information and the throttle torque information of an operating torque of the power motor 21 corresponding to the throttle opening signal, just like the control unit 3 of the first embodiment. In addition, in order to achieve the same effects as the first embodiment of smooth shifting, reducing frustration, and reducing mechanical impact noise during shifting, the vehicle controller 31 also calculates the power change time T1 and the power recovery time T2. When the power change time T1 is executed, the first delay time D1 is executed first to allow the shift motor 46 to rotate in advance; and before the power recovery time T2 is executed, the second delay time D2 is executed first to ensure that the gear set 40 is shifted into gear. That is, the second embodiment only divides the control unit 3 into the vehicle controller 31 and the motor controller 32 according to the control object. When the method embodiment is executed, the same effects as the first embodiment can be achieved, such as smooth shifting, reduced frustration, and reduced mechanical impact noise during shifting.

In summary, the control method and system of the transmission system of the electric vehicle of the present invention, the control unit 3 of the first embodiment, or the vehicle controller 31 of the second embodiment, when executing the control of the determination step 61, the calculation step 62, the shift motor start step 63, the power change step 64, and the power return step 65, can achieve smooth shifting and reduce the shifting frustration even if the transmission device 4 is not equipped with a clutch. Therefore, the purpose of the present invention can be achieved.

However, the above is only an example of the implementation of the present invention, and it should not be used to limit the scope of the implementation of the present invention. All simple equivalent changes and modifications made according to the scope of the patent application of the present invention and the content of the patent specification are still within the scope of the patent of the present invention.

2: Electric vehicle 21: Power motor 22: Accelerator grip 23: Throttle position sensor 3: Control unit 31: Vehicle controller 32: Motor controller 4: Speed changer 40: Gear set 41: Input shaft assembly 410: Shaft 411: First gear 412: Second gear 42: Output shaft assembly 420: Shaft 421: First gear 4211: Hole 422: Second gear 4221: Hole 43: Actuator 431: Slide 432: Shift fork 439: Dog tooth 44: Speed change drum 441: Drum shaft 442: Limiting member 443: Jacket 444: Baffle 445: Positioning member 446: Spring 45: Angle sensor 46: Shift motor 61: Determination step 62: Calculation step 63: Shift motor starting step 64: Power change step 65: Power return step T1: Power change time T2: Power recovery time D1: First delay time D2: Second delay time

Other features and effects of the present invention will be clearly presented in the implementation method with reference to the drawings, in which: FIG. 1 is an incomplete cross-sectional view illustrating a conventional electric vehicle transmission mechanism FIG. 2 is a block flow chart illustrating a method implementation example of the control method of the electric vehicle transmission system of the present invention; FIG. 3 is a side view illustrating components of an electric locomotive; FIG. 4 is a three-dimensional view illustrating components of a transmission device; FIG. 5 is a cross-sectional view illustrating a transmission drum and an actuating mechanism of the transmission device, and the operation of the actuating mechanism driven by the transmission drum; FIG. 6 is a schematic diagram illustrating the implementation of the method implementation example by a first implementation example of the control system of the electric vehicle transmission system of the present invention; FIG. 7 is a timing diagram of a shifting process, and together with FIG. 6, illustrates the relative relationship between the shift drum and the torque of a power motor for providing the electric locomotive with driving power when executing the method embodiment; FIG. 8 is a timing diagram of a shifting process, illustrating another embodiment of executing the method embodiment; and FIG. 9 is a schematic diagram illustrating a second embodiment of a control system of a transmission system of an electric vehicle of the present invention.

61: Judgment steps

62: Calculation steps

63: Shift motor starting steps

64: Power change steps

65: Power return step

Claims (11)

A control method for a transmission system of an electric vehicle, the electric vehicle comprising a control unit, a power motor for providing driving power, a throttle position sensor for detecting a throttle opening signal and transmitting it to the control unit, and a transmission device, the transmission device comprising a gear set suitable for connecting to the power motor to introduce power, an actuating mechanism connected to the gear set, and a A shift drum, and a shift motor connected to the shift drum for controlling the rotation angle of the shift drum so that the actuator performs gear switching. The shift drum includes a drum shaft, a cover disposed on the drum shaft and movable along the axial direction of the drum shaft, and two springs disposed on both sides of the cover. The control method of the speed change system of the electric vehicle includes: a determination step, wherein the control unit receives a rotation speed of the power motor; information, and determines whether to control the shift motor to shift; a calculation step, when the control unit determines that the shift motor is shifting, the control unit calculates a target torque based on the rotation speed information and the current throttle torque information of an operating torque of the power motor corresponding to the throttle opening signal; a shift motor starting step, the control unit drives the shift motor to operate so that the shift drum is opened. a power change step, which is separated from the shift motor start step by a first delay time, so that the control unit controls the power motor to reduce the operating torque to the target torque to perform the gear shifting of the gear set; and a power return step, which is separated from the shift drum by a second delay time, so that the control unit controls the power motor to return from the target torque to the operating torque after the rotation of the shift drum is completed. As described in claim 1, the control method of the transmission system of an electric vehicle, wherein in the calculation step, the control unit further calculates a power change time and a power recovery time, and the control unit controls the power motor to correct the torque to the target torque during the power change time, and controls the power motor to return to the operating torque during the power recovery time. The control method of the transmission system of an electric vehicle as described in claim 1, wherein the gear set of the transmission device includes an input shaft assembly and an output shaft assembly, the input shaft assembly includes a shaft body, a first gear disposed on the shaft body, and a second gear disposed on the shaft body and spaced from the first gear, and the output shaft assembly includes a shaft rod, a first gear disposed on the shaft rod and spaced from the first gear. A first gear engaged with the first gear, and a second gear disposed on the shaft and engaged with the second gear, the actuating mechanism is used to move between a first gear position coupled with the first gear and a second gear position coupled with the second gear. In the determination step, the control unit controls the shift motor to rotate for upshifting when the speed information is determined to be higher than a speed threshold value for upshifting. The control method of the transmission system of an electric vehicle as described in claim 3, wherein, in the judgment step, when the control unit judges that the speed information is lower than a speed threshold value for downshifting, the shift motor is controlled to perform downshifting. As described in claim 1, the control method of the transmission system of an electric vehicle, the transmission device further includes an angle sensor spaced apart from the transmission drum and used to detect the rotation angle of the transmission drum and output an angle signal, wherein, in the starting step of the shift motor, the control unit receives the angle signal and determines whether the shift motor rotates to the correct position. A control method for a transmission system of an electric vehicle as described in claim 1, wherein the control unit includes a vehicle controller connected to the shift motor of the transmission device, and a motor controller connected to the vehicle controller and suitable for connecting to the power motor. A control system for a transmission system of an electric vehicle, the electric vehicle comprises a control unit, a power motor for providing driving power, a throttle position sensor for detecting a throttle opening signal and transmitting it to the control unit, and a transmission device, the transmission device comprising a gear set suitable for connecting to the power motor to introduce power, an actuating mechanism connected to the gear set, a transmission drum connected to the actuating mechanism, and a shift motor connected to the transmission drum for controlling the rotation angle of the transmission drum so that the actuating mechanism performs gear switching, wherein the control unit receives a rotation speed information of the power motor and determines whether to control the shift motor When the gear shifting motor is determined to be shifting, a target torque, a power change time, and a power recovery time are calculated based on the rotation speed information and the current throttle torque information of an operating torque of the power motor corresponding to the throttle opening signal. A first delay time is executed before the power change time to drive the gear shifting motor in advance so that the gear shift drum starts to rotate and the power motor is controlled to correct the torque to the target torque to shift the gear set. Before the power recovery time, a second delay time is executed to ensure that the gear set is shifted, and then the power motor is controlled to return to the operating torque. A control system for a transmission system of an electric vehicle as described in claim 7, wherein the control unit includes a vehicle controller connected to the shift motor of the transmission device, and a motor controller connected to the vehicle controller and suitable for connecting to the power motor. As described in claim 8, the control system of the transmission system of an electric vehicle, wherein the vehicle controller receives the speed information of the power motor and determines whether to control the shift motor to shift gears. When it is determined that the shift motor is shifting gears, the vehicle controller calculates the target torque based on the speed information and the current throttle torque information, and the speed information is transmitted from the motor controller to the vehicle controller. As described in claim 9, the control system of the transmission system of an electric vehicle, wherein the vehicle controller also calculates a power change time and a power recovery time, and controls the power motor to correct the torque to the target torque during the power change time, and controls the power motor to return to the operating torque during the power recovery time. A control system for a transmission system of an electric vehicle as described in claim 7, wherein the actuating mechanism of the transmission device includes a slider having a plurality of dog teeth, and a shift fork connected between the slider and the transmission drum.

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