Electronic shifting device for electric locomotives

Abstract

This invention relates to an electronic gear shifting device for electric motorcycles, which is installed on an electric motorcycle and includes an electronic gear unit, an electronic clutch unit, and a throttle position sensor. Based on the rider's operation, it outputs a gear shift signal, a clutch signal, and a throttle opening signal. A control unit receives the aforementioned signals and determines that the electric motorcycle has shifted to a target gear to control a power motor of the electric motorcycle. The electric motorcycle uses an algorithm to convert the actual speed of the power motor into a virtual speed, wherein the virtual speed can be adjusted according to the clutch weight of the clutch signal, so that the virtual speed can better simulate the riding experience of a regular motorcycle.

Description

Technical Field

[0001] This invention relates to a gear shifting system for an electric motor vehicle, and more particularly to an electronic gear shifting device for an electric motor vehicle. Prior Technology

[0002] Generally, electric motorcycles are powered primarily by the motorcycle's battery pack, which provides the power needed for the electric motor. By adjusting the amount of power applied to the electric motor, the motor's speed can be directly changed, thus altering the motorcycle's riding speed. Some electric motorcycles, to provide a better riding experience, are equipped with a boost button, allowing users to switch between "acceleration mode" and "normal mode." When the boost button is activated to enter acceleration mode, the motorcycle achieves a faster riding speed.

[0003] However, electric motorcycles on the market are still very different from traditional geared motorcycles. When riders need special driving torque, such as climbing hills or starting after stopping, the electric motorcycles developed by general manufacturers do not have a clutch, gearbox or other shifting mechanism. Therefore, these electric motorcycles do not have a shifting function and cannot provide different motor torque outputs in the aforementioned situations.

[0004] On the other hand, when electric locomotives use analog electronic clutches, it is more difficult to simulate the virtual speed of the motor, drive torque commands, or recharge current commands, especially the virtual speed of the electronic clutch in a semi-coupling state. Summary of the Invention

[0005] [The problem the invention aims to solve]

[0006] Given that conventional electric motorcycles cannot generate motor speeds that simulate those of a geared vehicle based on the engagement and disengagement of an analog electronic clutch, this invention provides an electronic gear shifting device for electric motorcycles without adding physical clutches or gearboxes. This device allows the electric motorcycle's motor to exhibit appropriate torque in different gears and converts the motor's actual speed into a virtual speed. The degree of engagement and disengagement of the clutch lever in the electronic clutch unit can simulate the virtual speed changes of a geared vehicle.

[0007] [Technical means to solve the problem]

[0008] This invention provides an electronic gear shifting device for an electric motor vehicle, which is installed on an electric motor vehicle and includes: One electronic gear shift unit outputs a gear shift signal; An electronic clutch unit includes a clutch lever mounted on a handle and a lever position sensor. The lever position sensor is connected to the clutch lever to output an analog clutch signal based on the state of the clutch lever. A throttle position sensor outputs a throttle opening signal; A control unit is connected to the electronic gear shift unit, the electronic clutch unit, and the throttle position sensor. The control unit determines that the electric motor vehicle is shifted to a target gear based on the gear shift signal, the clutch signal, and the throttle opening signal, and generates a motor torque command. The control unit controls a power motor of the electric motor vehicle according to the motor torque command. The control unit calculates a virtual speed based on a real speed of the power motor, the throttle opening signal, and the clutch signal. The virtual speed changes with the clutch weight of the clutch signal.

[0009] [Benefits of the Invention]

[0010] This invention, without requiring additional physical clutches and gearboxes, incorporates an electronic gear selector unit and an electronic clutch unit on an electric motorcycle for rider gear shifting. The electronic gear selector unit and the electronic clutch unit generate a gear shift signal and a clutch signal, respectively, causing the electric motorcycle to operate in a target gear. By pre-setting motor characteristic curves for different gears, the electric motorcycle's motor produces different torque outputs at different gears according to the corresponding motor characteristic curves. The electric motorcycle uses an algorithm to convert the actual speed of the motor into a virtual speed. This virtual speed can also simulate the virtual speed changes of a geared motorcycle by varying the clutch weight corresponding to the degree of engagement and disengagement of the clutch lever. In particular, it simulates the "semi-coupled" virtual speed of the electronic clutch unit in a "semi-coupled" state, further simulating the riding experience of a geared motorcycle. Simple Explanation of the Diagram

[0011] Figure 1: Circuit block diagram of the first embodiment of the present invention. Figure 2: Schematic diagram of the present invention installed on an electric locomotive. Figure 3A: Schematic diagram of the appearance of the first embodiment of the electronic gear shift unit of the present invention. Figure 3B: Schematic diagram of the appearance of the second embodiment of the electronic gear unit of the present invention. Figure 4: Schematic diagram of the appearance of the electronic clutch unit of the present invention. Figure 5: Relative relationship curve between throttle coefficient and throttle opening. Figure 6: Schematic diagram of the operation architecture of the motor torque command S4 and the recharge current command S5 of the present invention. Figure 7: Schematic diagram of the basic relationship curve between torque value and actual speed of power motor. Figure 8: Schematic diagram of the relationship between the basic torque and actual speed of the motor of the present invention at different gears. Figure 9: A schematic diagram of the relationship between the preset real speed and the basic recharge current for different gears according to the present invention. Figure 10: Schematic diagram of the mapping characteristic curve between clutch lever position and motor torque command. Figure 11: Schematic diagram of the mapping characteristic curve between clutch lever position and recharge current command. Figure 12: Schematic diagram of the computational architecture of the virtual rotation speed (VR) of the present invention. Figure 13: Schematic diagram of the relationship between throttle opening and target speed Wv without load. Figure 14: Step response diagram of the first-order inertial delay function. Figure 15: Schematic diagram of the instrument in this invention. Implementation

[0012] To gain a detailed understanding of the technical features and practical effects of the present invention, and to enable its implementation according to the invention, the following detailed description is provided with reference to the embodiments shown in the figures:

[0013] This invention relates to an electronic gear shifting device for electric motor vehicles, primarily used in electric motor vehicles to enable them to possess all the functions of a motor vehicle with a gear shift. Please refer to Figure 1. This invention mainly includes an electronic gear shifting unit 10, an electronic clutch unit 20, a throttle position sensor (TPS) 30, a vehicle controller 40, a motor controller 50, a power motor 60, an instrument panel 70, a sound controller 80, and a control unit 100. The control unit 100 includes the vehicle controller 40 and the motor controller 50.

[0014] The electronic gear shift unit 10 is installed on an electric motor vehicle 1 (as shown in Figure 2). The user can switch the gears of the electric motor vehicle through the electronic gear shift unit 10 according to the power required when riding, so as to generate a gear shift signal S1. The gear shift signal S1 can be an upshift signal, a downshift signal, or a neutral signal. The gear shift can be changed in the manner of a cycle gear (N gear ↔ 1 gear ↔ 2 gear ↔ 3 gear) or in the manner of an international gear (1 gear ↔ N gear ↔ 2 gear ↔ 3 gear). The number of gears and the cycle method can be determined with reference to the current common gear shifting operation method, but are not limited to it. The following gear shifting is explained in the manner of an international gear with the highest gear of 3.

[0015] As shown in Figure 3A, the first embodiment of the electronic gear unit 10 consists of a plurality of buttons, including an upshift button 11, a downshift button 12 and a neutral button 13. These buttons can be set in a position that is convenient for the user to operate and press on the electric motor vehicle 1, such as near one of the handlebars 1A of the electric motor vehicle 1. When the upshift button 11, the downshift button 12 and the neutral button 13 are pressed and triggered by the user, an upshift signal, a downshift signal and a neutral signal are generated respectively.

[0016] As shown in Figure 3B, the second embodiment of the electronic gear shift unit 10 includes a shift lever 14 and a shift lever position sensor 15. The shift lever 14 is pressed by the user, and the shift lever position sensor 15 is connected to the shift lever 14. The operating principle of the shift lever position sensor 15 is similar to a multi-stage switch. Each time the user presses the shift lever 14, the contact state inside the shift lever position sensor 15 changes through the up or down movement of the shift lever 14, thereby generating the gear shifting signal S1. For example, when the user presses the shift lever 14, the upshift signal is output, and when the user presses the shift lever 14, the downshift signal is output.

[0017] Please refer to Figure 4. The electronic clutch unit 20 is installed on the electric locomotive 1 and is operated by the user to generate a clutch signal S2. In a preferred embodiment, the electronic clutch unit 20 includes a clutch lever 21 and a lever position sensor 22. The clutch lever 21 is positioned near the handlebar 1A on the electric motor vehicle 1 for the user to pull and release. The lever position sensor 22 is connected to the clutch lever 21 and outputs a clutch signal S2 according to the engagement / disengagement state of the clutch lever 21. For example, when the clutch lever 21 is pulled, the lever position sensor 22 can detect the engagement state of the clutch lever 21 and generate a 0 to 5 volt analog clutch signal S2. The voltage of the clutch signal S2 can represent the opening degree (%) of the electronic clutch unit 20. When the clutch lever 21 is fully engaged, the opening degree of the clutch signal S2 is 100%; conversely, when the clutch lever 21 is not engaged, the lever position sensor 22 will not output the clutch signal S2, and the opening degree of the clutch signal S2 is 0%.

[0018] The throttle position sensor 30 is connected to a throttle handlebar of the electric motorcycle 1. When the throttle handlebar is turned, the throttle position sensor 30 detects the opening degree of the throttle handlebar to generate a throttle opening signal S3. The throttle opening signal S3 reflects the amount of torque required by the user. Referring to Figure 5, the vehicle controller 40 has a built-in relationship between the throttle coefficient and the throttle opening degree. The corresponding throttle coefficient (%) can be found based on the magnitude of the throttle opening signal S3. The throttle coefficient is positively correlated with the throttle opening degree. The larger the throttle opening degree, the larger the throttle coefficient, indicating that the rider wants a greater torque output from the motor when operating the throttle.

[0019] The vehicle controller 40 is connected to the electronic gear shift unit 10, the electronic clutch unit 20 and the throttle position sensor 30. It receives the gear shift signal S1, the clutch signal S2 and the throttle opening signal S3, as well as the actual motor speed signal S6 of the power motor 60. The vehicle controller 40 can generate a motor torque command S4 or a charge current command S5 based on the aforementioned signals.

[0020] When the electric motor vehicle 1 is in driving mode (throttle opening is not 0%), the vehicle controller 40 receives the gear shift signal S1 and the clutch signal S2 within a preset time, indicating that the user wants to shift gears and shifts the gear of the electric motor vehicle 1 to a target gear. When the vehicle controller 40 shifts to the target gear, the vehicle controller 40 generates and outputs the motor torque command S4 according to the target gear. The method of generating the motor torque command S4 will be explained in more detail later.

[0021] On the other hand, when the electric motor vehicle 1 is currently in a coasting state (throttle opening is 0), the vehicle controller 40 can also output a charging current command S5 according to the target gear, the clutch signal S2, and the throttle opening signal S3. The motor controller 50 receives the charging current command S5 and outputs a charging current to charge the battery pack 200 of the electric motor vehicle 1 according to the charging current command S5.

[0022] The motor controller 50 is connected to the vehicle controller 40 and receives the motor torque command S4 and the recharge current command S5 output by the vehicle controller 40. The motor controller 50 controls the power motor 60 to rotate according to the motor torque command S4. The power motor 60 may be equipped with a speed sensor, which is used to sense a real speed TR of the power motor 60 and supply the sensing result to the motor controller 50, so that the motor controller 50 generates a real speed signal S6 based on the real speed TR. The real speed signal S6 is provided to the vehicle controller 40 so that the vehicle controller 40 obtains a vehicle speed of the electric motor vehicle 1.

[0023] [Calculation of motor torque command]

[0024] The generation of the motor torque command S4 and the recharge current command S5 is calculated by the vehicle controller 40 using a built-in arithmetic program. Please refer to Figure 6, which shows the internal arithmetic program architecture of the vehicle controller 40, including a basic command mapping table 41, a motor torque mapping table 42, and a recharge current mapping table 43.

[0025] Based on the aforementioned throttle opening signal S3, the actual motor speed signal S6, and the current gear of the electric locomotive (determined by the gear shift signal S1), a basic torque command S4A and a basic recharge current command S5A can be generated by looking up the basic command mapping table 41. Please refer to Figure 7, which shows the basic relative relationship between the motor torque (vertical axis) and actual speed (horizontal axis) of the power motor 60. As shown in Figure 8, with reference to the basic relative relationship in Figure 7, this invention establishes characteristic curves for the relationship between the basic motor torque value and the actual motor speed for different gears. G1, G2, G3, and GN represent four different characteristic curves of the power motor 60 in gear 1, gear 2, gear 3, and neutral (i.e., N gear). The torque value in N gear is always 0, while the low gear (such as gear 1 as shown by curve G1) has a higher basic motor torque value at a lower actual speed TR, but the maximum value of the actual speed TR is lower in the low gear. Conversely, the high gear (such as gear 3 as shown by curve G3) has a lower basic motor torque value at a lower actual speed TR, but the maximum value of the actual speed TR is higher in the high gear. This simulates the power output of the gearbox in different gears. The vehicle controller 40 uses the corresponding relationship curve by looking up a table based on the current gear of the electric motor vehicle 1.

[0026] The vehicle controller 40 obtains the basic torque value of the motor from the relationship curve shown in Figure 8, which selects the corresponding gear based on the current gear (target gear) of the electric locomotive 1. Combined with Figure 5, which shows the throttle coefficient (%) found based on the throttle opening signal S3, the basic torque command S4A can be calculated. In one embodiment, the vehicle controller 40 can set the basic torque command S4A as the product of the basic motor torque value and the throttle coefficient (%), as shown in the following formula:

[0027] Basic torque command S4A = Motor basic torque value × Throttle coefficient (%)

[0028] For example, when the motor torque is 80% and the throttle coefficient is 80%, the vehicle controller 40 can calculate the basic torque command S4A as 64%.

[0029] To reflect the position of the electronic clutch unit 20, the basic torque command S4A is further retrieved through the motor torque mapping table 42 to find the motor torque command S4, which is the final output torque command. Referring to Figure 10, which shows a mapping characteristic curve of the motor torque mapping table 42, when the electronic clutch unit position is 0% (clutch fully released), the motor torque command S4 is 100% of the basic torque command S4A, thereby simulating complete power output. When the electronic clutch unit position is 100% (clutch fully engaged), the motor torque command S4 is close to or 0% of the basic torque command S4A, thereby simulating the power performance after the gear shift is cut off.

[0030] [Calculation of Recharge Current Command]

[0031] When the vehicle is coasting, the vehicle controller 40 can also plan different recharge currents according to different gears. Please refer to Figure 9, where I1, I2, I3, and IN represent four different basic recharge current curves for 1st gear, 2nd gear, 3rd gear, and neutral (i.e., N gear). Under the same actual speed, this invention sets a relatively large recharge current for lower gears and a relatively low recharge current for higher gears. Therefore, when the vehicle controller 40 determines that the throttle is fully closed (i.e., the throttle opening is 0%) based on the throttle opening signal S3, the vehicle controller 40 selects a basic recharge current curve corresponding to the current gear and generates the basic recharge current command S5A.

[0032] To reflect the position of the electronic clutch unit 20, the basic return current command S5A is further retrieved from the return current mapping table 43. Referring to Figure 11, which shows a mapping characteristic curve of the return current mapping table 43, when the electronic clutch unit position is 0%, the return current command S5 is the basic return current command S5A at 100%, thereby simulating transmission braking. When the electronic clutch unit position is 100%, the motor torque command S4 is the basic torque command S4A at close to or 0%, thereby simulating the power performance after the gear shift is disengaged.

[0033] Because of the larger recharge current in low gears, it can simulate the high transmission braking effect of a typical manual transmission car in low gears. When the vehicle controller 40 determines that it is currently in neutral (N) gear, in addition to controlling the motor torque output to zero, the vehicle controller 40 also controls the motor controller 50 to output a zero or extremely low recharge current to the battery pack 200, thereby simulating the situation in a typical manual transmission car where the power is cut off and only the rear wheels coast.

[0034] [Calculation of virtual rotational speed]

[0035] Referring to Figure 12, the vehicle controller 40 of this invention can generate a virtual speed VR based on the clutch signal S2, the throttle opening signal S3, and the actual motor speed signal S6 of the power motor 60. This virtual speed VR can reflect the position change of the electronic clutch unit 20. The calculation method of this virtual speed VR is explained below. The vehicle controller 40 has a built-in no-load speed mapping table 44, a gear reduction ratio mapping table 45, and a clutch weight mapping table 46.

[0036] Please refer to Figure 13. The throttle opening signal S3 uses the no-load speed mapping table 44 to find a target no-load speed Wv. The mapping characteristic curve of the no-load speed mapping table 44 is shown in Figure 13. The throttle opening value (%) and the target no-load speed Wv are roughly positively correlated.

[0037] The actual speed TR obtained from the actual speed signal S6 of the motor is regarded as the rear axle speed of the electric locomotive 1. The gear reduction ratio mapping table 45 has a built-in gear reduction ratio corresponding to different gears. The vehicle controller 40 finds the corresponding gear reduction ratio according to the current gear, and multiplies the rear axle speed by the corresponding gear reduction ratio to obtain the front axle speed Wa.

[0038] The clutch weight mapping table 46 establishes corresponding clutch weight values ​​n based on the degree of engagement and disengagement of the clutch lever 21, where the value of n ranges from 0 to 1. In this embodiment, n=0 represents simulating complete coupling of the electronic clutch unit 20, and n=1 represents simulating complete disengagement of the electronic clutch unit 20.

[0039] The vehicle controller 40 calculates a virtual target speed Wt according to the following formula. In one embodiment, the virtual target speed Wt can be used as the virtual speed VR: Wt = Wv×n + Wa×(1-n)

[0040] In a preferred embodiment, considering that the physical rotational speed of the power motor 60 changes with time inertia rather than being a constant, the vehicle controller 40 further performs differential equation calculations on the virtual target rotational speed Wt using the inertial delay function 1 / (𝜏s+1) to obtain the virtual rotational speed VR. Please refer to Figure 14, which shows the step response diagram of the inertial delay function, where 𝜏 is a time constant that changes with different clutch weight values ​​n.

[0041] The virtual speed VR of this invention has the following characteristics: When the clutch lever 21 is fully engaged, a virtual speed VR that varies with the throttle can be obtained, and it can reflect a physical inertia; when the electronic clutch unit 20 simulates a fully disengaged state, the virtual speed VR is inversely derived by using the real speed TR and the gear reduction ratio, and the virtual speed VR will change according to the acceleration inertia of the entire vehicle. When operating the clutch lever 21 to simulate a semi-coupling state, for example, when the clutch weight value n is between 0 and 1, it can simulate a semi-coupling effect similar to that of a traditional clutch, while giving a corresponding physical inertia, making the overall riding experience of the electric motorcycle 1 more in line with actual physical conditions.

[0042] The vehicle controller 40 calculates the virtual speed VR of the electric locomotive 1 through the above steps, and generates and outputs an instrument control command S7 to the instrument 70 based on the virtual speed VR, the gear shift signal S1 and the vehicle speed.

[0043] The instrument 70 is installed on an electric motor vehicle 1 (as shown in Figure 2) and connected to the vehicle controller 40. The instrument 70 receives the instrument control command S7 output by the vehicle controller 40 (see Figure 11). The display content of the instrument 70 mainly includes a gear position display area 71, a speed area 72, and a vehicle speed area 73. The gear position display area 71 is used to display the target gear of the electric motor vehicle 1, the speed area 72 is used to display the virtual speed VR of the electric motor vehicle 1, and the vehicle speed area 73 is used to display the vehicle speed of the electric motor vehicle 1. This invention simulates the speed fluctuations during upshifting and downshifting, and although the vehicle has no power in neutral, it can still simulate the virtual speed change in neutral, simulating an instrument effect that is closer to that of a motor vehicle.

[0044] In addition, the vehicle controller 40 generates and outputs a sound effect control command S8 to the sound effect controller 80 based on the gear shift signal S1, the throttle opening signal S3 and the virtual speed VR.

[0045] The sound controller 80 is connected to the vehicle controller 40 and receives the sound control command S8 output by the vehicle controller 40. The sound controller 80 generates a sound source signal according to the sound control command S8 and sends it to a speaker 90, which then outputs the sound source signal. Specifically, the higher the virtual speed VR received by the sound controller 80, the louder and higher the audio output of the speaker 90; conversely, the lower the virtual speed VR, the quieter and lower the audio output of the speaker 90. This invention can simulate the sound changes in neutral, even when there is no power, thus more closely resembling the sound effect of a vehicle in neutral.

[0046] This invention provides an electronic gear shifting unit and an electronic clutch unit on an electric motorcycle without adding physical clutches or gearboxes, allowing riders to perform gear shifting operations. It also presets motor characteristic curves for different gears, so that the electric motorcycle's power motor produces different torque outputs according to the corresponding motor characteristic curves in different gears, simulating the power output of a geared motorcycle during gear shifting. When the electric motorcycle is in a coasting state, it can output a charging current command to achieve the effect of transmission braking.

[0047] This invention employs an analog electronic clutch unit. The electric motorcycle uses an algorithm to convert the actual speed of the power motor into a virtual speed, causing the electric motorcycle's instrument panel and sound controller to output different values ​​according to the different virtual speeds, creating the visual and auditory effects of a geared motorcycle. Based on the user's operation of the electronic clutch unit's opening, this invention can calculate the motor torque command and recharge current in the "semi-coupled" state, further simulating the riding experience of a geared motorcycle.

[0048] In summary, this description merely illustrates the implementation methods or embodiments of the technical means employed by the present invention to solve the problem, and is not intended to limit the scope of the present invention patent. That is, all changes and modifications that conform to the meaning of the text of this patent application, or are equivalent to those made within the scope of this patent, are covered by the scope of this patent.

[0049] 1: Electric locomotive 1A: Handle 10: Electronic gear shift unit 11: Upshift button 12: Downshift button 13: Neutral button 14: Gear shift lever 15: Shift lever position sensor 20: Electronic clutch unit 21: Clutch lever 22: Pull rod position sensor 30: Throttle position sensor 40: Vehicle controller 41: Basic Command Mapping Table 42: Motor Torque Mapping Table 43: Recharge Current Mapping Table 44: No-load speed mapping table 45: Gear Reduction Ratio Mapping Table 46: Clutch Weight Mapping Table 50: Motor controller 60: Power Motor 70: Instruments 71: Gear display area 72: Speed ​​Range 73: Speed ​​Zone 80: Sound Control 90: Sound effects speaker 100: Control Unit 110: Controller 200: Battery Pack S1: Gear shift signal S2: Clutch signal S3: Throttle opening signal S4: Motor torque command S4A: Basic Torque Command S5: Recharge Current Command S5A: Basic Recharge Current Command S6: Motor actual speed signal S7: Instrument Control Command S8: Sound Effects Control Command TR: Actual RPM VR: Virtual Rotation Speed Wv: Unloaded target rotation speed Wa: Front axle speed Wt: Virtual target rotational speed n: Clutch weight value

Claims

1. An electronic gear shifting device for an electric motor vehicle, for installation on an electric motor vehicle, comprising: an electronic gear position unit for outputting a gear shifting signal; an electronic clutch unit including a clutch lever mounted on a handlebar and a lever position sensor, the lever position sensor being connected to the clutch lever to output an analog clutch signal based on the state of the clutch lever; a throttle position sensor for outputting a throttle opening signal; and a control unit connected to the electronic gear position unit, the electronic clutch unit, and the throttle position sensor, the control unit determining, based on the gear shifting signal, the clutch signal, and the throttle opening signal, that the electric motor vehicle is shifted to a target gear and generating a motor torque command, and controlling a power motor of the electric motor vehicle based on the motor torque command; wherein... The control unit calculates a virtual speed based on the actual speed of the power motor, the throttle opening signal, and the clutch signal. The virtual speed changes with the magnitude of a clutch weight value corresponding to the clutch signal.

2. The electronic gear shifting device for the electric locomotive as described in claim 1, wherein, The control unit has a built-in no-load speed mapping table, a gear reduction ratio mapping table, and a clutch weight mapping table. The control unit uses the throttle opening signal to look up the no-load speed mapping table to obtain a target no-load speed, uses the actual speed of the power motor to look up the gear reduction ratio mapping table to obtain a front axle speed, and uses the clutch signal to look up the clutch weight mapping table to obtain the clutch weight value. The control unit calculates a virtual target speed using the formula Wt = Wv×n + Wa×(1-n), where Wt represents the virtual target speed, Wv represents the no-load target speed, Wa represents the front axle speed, and n represents the clutch weight value. This virtual target speed serves as the virtual speed of the power motor.

3. The electronic gear shifting device for the electric locomotive as described in claim 2, wherein, The control unit uses a first-order inertial delay function to perform micro-equation calculations on the virtual target speed to calculate the virtual speed of the power motor.

4. The electronic gear shifting device for the electric locomotive as described in claim 1, wherein, The control unit obtains a basic motor torque value by looking up a table based on the current target gear of the electric locomotive, and obtains a corresponding throttle coefficient by looking up a table based on the throttle opening signal. It then calculates a basic torque command based on the basic motor torque value and the throttle coefficient (%). The control unit generates the motor torque command by adjusting the magnitude of the basic torque command based on the clutch signal.

5. The electronic gear shifting device for the electric locomotive as described in claim 4, wherein, When the clutch lever of the electronic clutch unit is not engaged, the basic torque command is equivalent to the motor torque command.

6. The electronic gear shifting device for the electric locomotive as described in claim 1, wherein, When the control unit determines that the throttle is fully closed based on the throttle opening signal, the control unit outputs a basic recharge current command by looking up the target gear of the electric locomotive at the current time. The control unit generates a recharge current command by adjusting the magnitude of the basic recharge current command based on the clutch signal.

7. The electronic gear shifting device for the electric locomotive as described in claim 6, wherein, When the clutch lever of the electronic clutch unit is not engaged, the basic recharge current command is equivalent to the recharge current command.

8. The electronic shifting device for the electric motor vehicle as claimed in claim 1, wherein the control unit further comprises: a vehicle controller connected to the electronic gear shifting unit, the electronic clutch unit, and the throttle position sensor, the vehicle controller determining, based on the gear shifting signal, the clutch signal, and the throttle opening signal, that the electric motor vehicle has shifted to the target gear, and correspondingly generating the motor torque command for the target gear; and a motor controller connected to the vehicle controller to receive the motor torque command and control the power motor of the electric motor vehicle according to the motor torque command.

9. The electronic shifting device for the electric locomotive as claimed in claim 1, further comprising an instrument connected to the control unit and receiving data transmitted by the control unit, the instrument being used to display the target gear and the virtual speed.

10. The electronic gear shifting device of the electric motor vehicle as claimed in claim 1 further includes: a sound effect controller connected to the control unit; the control unit generates and outputs a sound effect control command to the sound effect controller based on the gear shift signal, the throttle opening signal and the virtual speed, causing the sound effect controller to control a sound horn to output sound according to the sound effect control command.

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