TWM473953U - Energy-saving gear-shifting system for electric cars - Google Patents

Description

Energy-saving gear shifting system for electric vehicles

The present invention relates to a gear shifting system, and more particularly to a gearshift system for an electric vehicle.

At present, electric vehicles sold on the market generally have problems of low driving efficiency and short battery life, and the main cause of these problems is that when the electric vehicle is climbing, the battery operates for a long time exceeding the rated current, so Causes a shortened battery life. Since the demand for speed and torque will be different at different driving speeds, in order to make more efficient use of high-speed, low-torque power generated by the power source, the design of the gear mechanism usually has multiple sets of different Speed/torque conversion ratio.

At present, the preferred gear shift design is mainly Automated Manual Transmission (AMT). The AMT is based on the traditional mechanical hand shifting gear. The original manual clutch, gear shift lever and throttle are used to control the motor. The Transmission Control Unit (TCU) and some sensing components achieve automatic shift control, so the shift time and energy loss can be greatly reduced, and the power transmission is almost uninterrupted during shifting, not like a hand. The gearshift system has a significant sense of frustration when shifting gears.

The traditional AMT system can be divided into electric oil pressure type and electric control type according to the driving mode of the clutch and the transmission mechanism. The electric oil type driving method requires the use of an additional hydraulic pump to disengage the clutch, so it is more energy-consuming; the electronically controlled driving mode also requires the motor to control the clutch clutching action when shifting, the above two types Since the conventional automatic hand-discharging system (AMT) has to use a clutch and a driving element for driving the clutch, the shifting system has a complicated structure and a high manufacturing cost, and there is still room for improvement.

Accordingly, it is an object of the present invention to provide a clutchless energy-saving gear shifting system for an electric vehicle that can reduce manufacturing costs and structural complexity.

Therefore, the energy-saving gear shifting system of the novel electric vehicle is adapted to transmit power of a motor device to a wheel device, the energy-saving gear shifting system comprising a gearbox mechanism, a one-way bearing, a shifting drive mechanism, and a central control Device. The gearbox mechanism includes an input shaft for inputting power from the motor device, an output shaft for outputting power to the wheel device, and a connection between the input shaft and the output shaft and can be driven A shifting gear module that switches between at least two different speed positions. The one-way bearing is mounted and fixed to the input shaft and is coupled to the motor device, and is changeable between a engaged state and a disengaged state according to the rotational state of the motor device relative to the input shaft. When the motor device is being accelerated, the motor shaft is synchronously driven to rotate, and in the disengaged state, the motor device is driven by the deceleration to make the input shaft rotate according to the self. The inertia rotates on its own. The shift drive mechanism is coupled to the transmission mechanism and can be driven to drive the shift gear module to switch between the rotational speed positions. The central control device includes a control module that can be driven to drive the motor device to decelerate and drive the shift drive mechanism to drive the shift gear module to switch the rotational speed position, and a control module can be driven to control the motor device The shift drive mechanism is a manual shifter that performs shifting.

The utility model has the following advantages: the design of the one-way bearing is arranged between the gearbox mechanism and the motor device, and the change of the rotational speed state of the motor device can be directly used to transmit the clutch change of the one-way bearing, thereby directly controlling the motor device and The power transmission between the transmission mechanisms does not require additional driving components to drive the clutch of the one-way bearing, which can greatly reduce the manufacturing cost, structural complexity and energy consumption of the gear shifting system.

3‧‧‧Transmission mechanism

31‧‧‧Shell

311‧‧‧ Limit hole

32‧‧‧Input shaft

33‧‧‧ Output shaft

34‧‧‧Transmission gear module

35‧‧‧ Gear Positioning Unit

351‧‧‧First shaft

352‧‧‧second shaft

353‧‧‧High gear

354‧‧‧First cone ring

355‧‧‧low gear

356‧‧‧Second cone ring

357‧‧‧Synchronizer

358‧‧‧Shift sleeve

359‧‧‧ convex tooth

350‧‧‧ card ring groove

36‧‧‧Reduction gear unit

4‧‧  one-way bearing

5‧‧‧Shift drive mechanism

51‧‧‧Shift drive

511‧‧‧Shift motor

512‧‧‧ drive rod

52‧‧‧Dial lever

6‧‧‧Central control unit

61‧‧‧Manual shifter

62‧‧‧ Current Sensing Module

63‧‧‧ throttle detection module

64‧‧‧Control Module

641‧‧‧Shift control unit

642‧‧‧Power Clutch Control Unit

643‧‧‧shift judgment unit

900‧‧‧Motor unit

901‧‧‧ wheel device

902‧‧‧ throttle device

903‧‧‧ Vehicle Controller

Other features and effects of the present invention will be clearly shown in the embodiments with reference to the drawings, wherein: FIG. 1 is a preferred embodiment of the energy-saving gear shifting system of the present electric vehicle, which is mounted on a motor device and a throttle. 2 is a perspective view of the preferred embodiment; FIG. 3 is an exploded perspective view of a gear position locating unit of the preferred embodiment; FIG. 4 is one of the preferred embodiments. Functional block diagram of the control device; FIG. 5 is a plan view of the preferred embodiment illustrating a case where the shift sleeve is in a high speed gear position; Figure 6 is a view similar to Figure 5, illustrating the case where the shift sleeve is in a low-speed gear position; Figure 7 is an illustration of the electric vehicle mounted with the preferred embodiment before and after switching from high-speed gear to low-speed gear when climbing the hill The current change graph; and FIG. 8 is a graph showing the current change before and after the low speed gear is converted into the high speed gear when the electric vehicle of the preferred embodiment is driven on a flat road.

As shown in FIG. 1 and FIG. 2, a preferred embodiment of the energy-saving gear shifting system of the present invention is applicable to a throttle device 902, a motor device 900, a wheel device 901, and a motor device for controlling the motor. Between the vehicle controllers 903 of the device 900, the throttle device 902 can generate a throttle signal for driving operation, and the new energy-saving gear shifting system can transmit the throttle signal to the vehicle controller 903, so that the vehicle controller 903 can The throttle signal is sized to drive control of the operation of the motor unit 900 such that the motor unit 900 changes its operating current accordingly, thereby changing its operating speed. The new energy-saving gear shifting system can perform shifting according to the combination of the throttle signal and the change of the working current.

The energy-saving gear shifting system of the electric vehicle includes a gearbox mechanism 3, a one-way bearing 4 mounted to the gearbox mechanism 3 for mounting and coupled to the motor device 900, and a shifting gear coupled to the gearbox mechanism 3 The driving mechanism 5 and a signal are connected to the shift driving mechanism 5 and the signal is connected to the throttle device 902 and the vehicle controller 903 central control device 6.

As shown in FIGS. 2, 3, 4, and 5, the transmission mechanism 3 includes a casing 31, and the left and right sides are spaced apart from each other to be disposed on the left side of the casing 31. And an input shaft 32 and an output shaft 33 on the right side, and a shift gear module 34 mounted in the casing 31 and engaged between the input shaft 32 and the output shaft 33. The rear side of the casing 31 has a strip-shaped limiting hole 311 extending through the front and rear and extending left and right. The input shaft 32 is attached to the one-way bearing 4, and the output shaft 33 is attached to the wheel device 901 to transmit power to the wheel device 901.

The transmission gear module 34 includes a gear position positioning unit 35 and a reduction gear unit 36 that is meshed and coupled to the gear position positioning unit 35. The gear position locating unit 35 includes a first rotating shaft 351 and a second rotating shaft 352 pivotally connected to each other, a set of high speed gears 353 fixed to the first rotating shaft 351, and a set of pivoting shafts disposed on the second rotating shaft a low speed gear 355 of the 352, a left and right slipping sleeve, a synchronizer 357 located between the high speed gear 353 and the low speed gear 355, and a right and left displacement positioning device A shift sleeve 358 outside the synchronizer 357. The input shaft 32 is meshed with the high gear 353, and the output shaft 33 is meshed with the second shaft 352.

The high speed gear 353 has a first tapered ring portion 354 that gradually tapers to the right, and the low speed gear 355 has a second tapered ring portion 356 that gradually tapers to the left. The synchronizer 357 is disposed on the second rotating shaft 352 and can be synchronously driven by the second rotating shaft 352, and can be driven to move leftward to contact the first tapered ring portion by the shifting sleeve 358. The high gear 353 is transferred by the shifting sleeve 358 and can be driven to the right by the shift sleeve 358 to transmit the low speed gear 355.

The shift sleeve 358 has two convex protrusions that are opposite to each other. The toothed portion 359, and the outer peripheral surface of the shift sleeve 358 is coaxially recessed with a snap ring groove 350. The shift sleeve 358 is detachably disposed outside the synchronizer 357 and can be rotated synchronously with the synchronizer 357. And can be driven by the shift drive mechanism 5 to drive the synchronizer 357 to shift left and right, and when the synchronizer 357 contacts the transfer of the high-speed gear 353 or the low-speed gear 355, the synchronizer 357 is disengaged from the left The shifting engagement transfers the high gear 353 or the right shifting engagement to the low speed gear 355. The reduction gear unit 36 is meshed between the high gear 353 and the low gear 355.

When the shift sleeve 358 is engaged with the high speed gear of the high gear 353, the power from the input shaft 32 is transmitted to the shift sleeve 358 and the second shaft 352 via the high gear 353. The second rotating shaft 352 is further transmitted to the output shaft 33 to drive the wheel device 901. When the shift sleeve 358 is engaged with the low-speed gear of the low-speed gear 355, the power from the input shaft 32 is transmitted to the low-speed gear via the high-speed gear 353 and the reduction gear unit 36. 355 is further transmitted to the shift sleeve 358 via the low speed gear 355 to drive the second rotating shaft 352 to rotate, and then the output shaft 33 is transmitted through the second rotating shaft 352 to transmit power to the wheel device 901. The rotational speed of the output shaft 33 in the high speed gear position is greater than the rotational speed in the low speed gear position.

Since the power transmission structure of the transmission gear module 34 is a conventional design and is not a modification of the present invention, it will not be described in detail, and in implementation, the transmission structure design and the number of speeds of the transmission gear module 34 are not Limited to the above type.

The one-way bearing 4 is mounted and fixed to the input shaft 32, and is used By attaching and attaching to the motor device 900, the power of the motor device 900 can be transmitted to the transmission mechanism 3 and further transmitted to the wheel device 901. The one-way bearing 4 is changeable between a engaged state and a disengaged state according to the rotational speed state of the motor unit 900 with respect to the input shaft 32. When the motor device 900 is in an accelerated state, the one-way bearing 4 is driven by the motor device 900 to be in a engaged state, and the input shaft 32 is synchronously transmitted. When the operating speed of the motor device 900 is less than the rotational speed of the input shaft 32, that is, when the motor device 900 is in the deceleration state, the one-way bearing 4 is changed by the relative transmission of the motor device 900 and the input shaft 32 to In the disengaged state, the power of the motor unit 900 cannot be transmitted to the input shaft 32, and the input shaft 32 rotates by itself according to its own rotational inertia.

In the present embodiment, the one-way bearing 4 is a ball bearing, but in practice, it may be a needle bearing or another type of one-way bearing 4.

The shift drive mechanism 5 includes a shift drive 51 and a shift lever 52 mounted to the shift drive 51 and inserted into the snap ring groove 350 of the shift sleeve 358. The shifting drive 51 includes a shifting motor 511, a transmission rod 512 that is eccentrically driven by the shifting motor 511 and pivoted to the shifting lever 52. The shift lever 52 is inserted into the limiting hole 311 and can be inserted into the locking ring groove 350. The shifting motor 511 can be driven to rotate forward or reverse by the central control device 6, and synchronously drive the transmission rod 512 to eccentrically pivot and displace relative to the casing 31, thereby driving the shift lever 52 in the limiting hole. The left or right shift is moved in 311 to push the shift sleeve 358 to displace.

As shown in Figures 1 and 4, the central control unit 6 includes a manual shift The device 61, a current sensing module 62, a throttle detection module 63, and a control module 64. The manual shifter 61 is mounted near the front of the electric vehicle and is operable to drive the control module 64 to control the vehicle controller 903 to cooperate with the shift drive 51 for a shifting operation.

The current sensing module 62 is connected to the motor device 900 and can sense the operating current of the motor device 900 during operation. The throttle detection module 63 is connected to the throttle device 902 and can detect the throttle signal that the throttle device 902 is operated to output.

The control module 64 is connected to the shift driver 51, the manual shifter 61, the current sensing module 62, the throttle detecting module 63 and the vehicle controller 903, and includes a shift control. The unit 641, a power clutch control unit 642, and a shift determination unit 643. The shift control unit 641 can be driven to drive the shift drive 51 to drive the shift lever 52 to be displaced to the left and right, thereby driving the shift sleeve 358 to be displaced and engaged with the high gear 353 or the low gear 355 for performing Shifting.

The power clutch control unit 642 can transmit the throttle signal to the vehicle controller 903, so that the vehicle controller 903 controls the operating speed of the motor device 900 according to the size change of the throttle signal. The power clutch control unit 642 can be driven to interrupt the throttle signal transmitted to the vehicle controller 903 before the shift control unit 641 drives the shift driver 51, so that the motor device 900 is no longer used by the vehicle controller. When the drive unit 903 is driven to enter the deceleration state, the one-way bearing 4 is driven to change from the engaged state to the disengaged state, so that the transmission mechanism 3 is operated independently of the transmission of the motor unit 900. And the power clutch control unit 642 After the shift control unit 641 drives the shift driver 51 to complete the shifting operation, the throttle signal is returned to the signal state before the interruption, and is re-transmitted to the vehicle controller 903, so that the vehicle controller 903 is re-based. The throttle signal controls the operation of the motor unit 900, that is, the motor unit 900 is re-accelerated, and the one-way bearing 4 is driven to change to the engaged state, and the transmission mechanism 3 is again driven.

The shift determination unit 643 has a shift parameter condition built therein, and receives and analyzes the working current and the throttle signal, and when the combination of the working current and the throttle signal meets the set shift parameter condition, the corresponding output is The shift signal, the power clutch control unit 642 and the shift control unit 641 are driven by the shift signal to cooperate with the shifting operation. In addition, the shift determination unit 643 is also activated by the manual shifter 61 to directly output the shift signal.

When the energy-saving gear shifting system of the electric vehicle is installed on the electric vehicle, only the throttle device 902, the motor device 900 of the electric vehicle and the vehicle controller 903 are connected to the central control device 6, and the electric vehicle is not required to be greatly Modification, installation is quite convenient. When the energy-saving gear shifting system is in operation, the shift determining unit 643 continuously receives and analyzes the throttle signal measured by the throttle detecting module 63 and the working current measured by the current sensing module 62 during the driving of the electric vehicle. Change to determine if a shift is made.

Referring to FIGS. 5 and 6, during the driving of the electric vehicle in the high speed range, the shift sleeve 358 is meshed with the high speed gear 353. When encountering a climbing, the driving usually operates the throttle device 902 to improve Power, if this causes the throttle signal and the operating current to be greater than the set change In the case of a parameter condition, for example, the throttle device 902 is operated to cause the throttle signal to be relatively raised and greater than a voltage threshold (V1), and the operating current when the motor device 900 is driven by the vehicle controller 903 is relatively increased. And greater than a current threshold (A1). At this time, the shift determination unit 643 issues the shift signal to drive the power clutch control unit 642 and the shift control unit 641 to perform a shifting operation.

The power clutch control unit 642 is first driven to interrupt the output of the throttle signal to the vehicle controller 903, so that the operating current of the motor device 900 is reduced to zero amperes, and the operating speed of the motor device 900 is instantaneously decreased. The one-way bearing 4 changes to the disengaged state, no longer transmitting power to the input shaft 32, and the internal components of the transmission mechanism 3 continue to operate according to the own rotational inertia and drive the wheel device 901. Next, the shift control unit 641 drives the shift drive 51 to operate for a period of time, and the shift lever 52 drives the shift sleeve 358 to be displaced and engaged with the low speed gear 355 to complete the shifting action. Finally, the power clutch control unit 642 re-restores the throttle signal to the pre-interruption state and transmits to the vehicle controller 903, causing the motor device 900 to resume operation and start accelerating, and the transmission of the one-way bearing 4 is changed to In the engaged state, the power is again transmitted to the transmission mechanism 3, and the transmission mechanism 3 drives the wheel device 901 to operate at a low speed and high torque low speed.

When the electric vehicle is traveling on a flat road at a low speed, the shift sleeve 358 is meshed with the low speed gear 355. Since the output shaft 33 has a lower rotation speed, the wheel device 901 may be operated at a faster speed. Slow and the speed is low. In order to increase the speed, the throttle device is usually operated by the driver. 902 produces a larger throttle signal output, which in turn increases the operating current of the motor device 900. When the throttle signal and the operating current are higher than the set shift parameter condition, for example, the throttle signal is higher than a voltage threshold (V2), and the operating current is greater than a current threshold (A2), the shift determining unit 643 issues the The shifting signal, the power clutch control unit 642 first interrupts the throttle signal transmitted to the vehicle controller 903, and after the operating current of the motor device 900 is reduced to zero amps, the motor device 900 will instantaneously slow down and drive The one-way bearing 4 changes to the disengaged state. Next, the shift control unit 641 drives the shift drive mechanism 5 to drive the shift sleeve 358 to move to the left gear 353. Finally, the power clutch control unit 642 restores the throttle signal to the pre-interruption state and transmits it to the vehicle controller 903, causing the motor device 900 to resume operation and start accelerating, and the one-way bearing 4 is changed to the In the engaged state, power is again transmitted to the transmission mechanism 3, and the transmission mechanism 3 drives the wheel device 901 to operate at a high speed.

As shown in Fig. 7 and 8, the actual working current change before and after the shifting of the electric vehicle equipped with the new energy-saving shifting system is carried out, and it can be found that the steady-state operating current after the shifting is from 30 amps. It is obviously reduced to 20 amps, and the difference is about 10 amps. It has the effect of protecting the vehicle battery (not shown), and the electric vehicle speed is reduced and the torque is increased, and the climbing is more powerful. When changing from low speed to high speed, the speed of the electric vehicle can be significantly improved.

It must be noted that the vertical axis unit of the vehicle speed and the operating current variation curve of FIGS. 7 and 8 has been subjected to dimensionless processing, and the vehicle speed value and the operating current value are respectively divided by a basic value. In this embodiment, the vehicle speed is used. It The basic value is 28.66km/hr, and the basic value of the operating current is 19.5 A.

During the driving of the electric vehicle, the driving can also drive the control module 64 to perform the shifting operation by manually operating the manual shifter 61 according to the actual riding condition. In the implementation, the control module 64 and the manual shifter 61 may also select to install only one of them, and it is not necessary to set both.

In addition, in the embodiment, the shift driver 51 transmits the shifting motor 511 and the transmission rod 512 to drive the shift lever 52 to push the shift sleeve 358, but when implemented, The manner in which the shifting drive 51 drives the shift lever 52 is not limited to the above-described structural design, and any transmission mechanism that can be controlled to drive the shift lever 52 to be displaced to the left or right can be used.

In addition, the input shaft 32 can be directly fixed to the first rotating shaft 351, and the output shaft 33 is coaxially fixed to the second rotating shaft 352, but the output shaft 33 and The transmission connection mode of the second rotating shaft 352 can also be replaced by other methods, and is not limited to the above.

In summary, by providing the design of the one-way bearing 4 between the transmission mechanism 3 and the motor device 900, the relative rotational state state change between the motor device 900 and the input shaft 32 can be directly used to transmit the one-way bearing. The bearing 4 is changed between the engaged state and the disengaged state to clutch the power transmission between the motor device 900 and the transmission mechanism 3, and no additional driving element is required to drive the clutch of the one-way bearing 4, but can completely replace the conventional The design of the clutch to clutch motor assembly 900 and the transmission mechanism 3 helps to reduce energy consumption and also significantly reduces the manufacturing cost and structural complexity of the shifting system.

In addition, the shift control design of the shift drive mechanism 5 and the central control device 6 can be further matched to more accurately determine the running state of the electric vehicle, and the shifting operation is performed in a timely manner to keep the electric vehicle in a better power output state. And relatively improve the power usage efficiency of the motor device 900. It can be switched to a low speed gear when climbing, to output higher torque, and reduce the working current, which can avoid the battery operating for more than the rated current for a long time, which helps to improve battery life, is an innovative and energy-saving Shift system design. Therefore, it is indeed possible to achieve the purpose of the present invention.

However, the above is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention, that is, the simple equivalent changes and modifications made in accordance with the scope of the present patent application and the contents of the patent specification, All remain within the scope of this new patent.

3‧‧‧Transmission mechanism

4‧‧  one-way bearing

5‧‧‧Shift drive mechanism

6‧‧‧Central control unit

900‧‧‧Motor unit

901‧‧‧ wheel device

902‧‧‧ throttle device

903‧‧‧ Vehicle Controller

Claims (10)

An energy-saving gear shifting system for an electric vehicle is adapted to transmit power of a motor device to a wheel device, the energy-saving gear shift system comprising: a gearbox mechanism including an input shaft for inputting power from the motor device, Output shaft of the wheel device with output power, and a transmission gear module coupled between the input shaft and the output shaft and capable of being driven to switch between at least two different speed positions; a one-way bearing, fixed and fixed The input shaft is coupled to the motor device, and is changeable between a engaged state and a disengaged state according to the rotational state of the motor device relative to the input shaft, and is accelerated during the engaged state. The motor device is driven to synchronously drive the input shaft to rotate. In the disengaged state, the motor device is driven by the deceleration to rotate the input shaft according to the self-rotation inertia; a shift drive mechanism is coupled to the motor a gearbox mechanism that can be driven to drive the shifting gear module to switch between the rotational speed positions; and a central control device including a driveable a control module for driving the motor device to decelerate and driving the shift drive mechanism to drive the shift gear module to switch the speed gear position, and driving the control module to control the motor device and the shift drive mechanism for shifting Manual shifter. The energy-saving gear shifting system of the electric vehicle according to claim 1, wherein the control module comprises a power clutch control unit and a shift control unit, and the shifting gear is driven by the manual shifter The control unit is activated to drive the shift drive mechanism to drive the shift gear module Changing the speed gear position, the power clutch control unit drives the motor device to decelerate, changing the one-way bearing to the disengaged state, and driving the motor device after the shift control unit drives the shift drive mechanism to complete the shifting Acceleration causes the one-way bearing to change to the engaged state. The energy-saving gear shifting system of the electric vehicle according to claim 2, wherein the electric vehicle further has a throttle device operable to output an accelerator signal, wherein the central control device further comprises an operating current capable of detecting the motor device a current sensing module, and a throttle detecting module capable of detecting a throttle signal size of the throttle device, the control module further comprising a shift determining unit, wherein the shift determining unit has a shift parameter condition And when the operating current measured by the current sensing module and the throttle signal measured by the throttle detecting module meet the condition of the shifting parameter, a shift signal is output, and the shift control unit is The shift signal is activated to drive the shift drive mechanism to drive the shift gear module to switch the speed gear position, and the power clutch control unit is driven by the shift signal to drive the motor device to decelerate, so that the one-way bearing changes to disengage a state, and after the shift control unit drives the shift drive mechanism to complete the shift, the motor device is driven to accelerate, and the one-way bearing changes the engaged state. The energy-saving gear shifting system of the electric vehicle according to claim 3, further comprising a vehicle controller capable of controlling a running speed of the motor device according to a throttle signal size, wherein the central control device is connected to the signal Between the throttle device and the vehicle controller, the power clutch control unit can transmit the throttle signal outputted by the throttle device to the vehicle controller, and can be driven by the shift signal to interrupt the transmission of the throttle signal, and The motor device is decelerated, and after the shifting drive mechanism completes the shifting, the throttle signal is restored to the signal state before the interruption and retransmitted to the vehicle controller to accelerate the motor device. The energy-saving gear shifting system of the electric vehicle of claim 2, wherein the shifting gear module comprises a gear positioning unit coupled between the input shaft and the output shaft, and a reduction gear unit, the gear The positioning unit includes a first rotating shaft and a second rotating shaft, a set of high-speed gears fixed to the first rotating shaft and meshingly coupled to the reduction gear unit, and a set of pivoting gears disposed on the second a rotating shaft and meshing a low-speed gear coupled to the reduction gear unit, a set of synchronizers disposed on the second rotating shaft and movable to the left shifting direction to transmit the high-speed gear and the right-shifting contact to transmit the low-speed gear, and The synchronous transfer sleeve is disposed outside the synchronizer and can drive the shift sleeve of the synchronizer to be displaced left and right. The reduction gear unit is meshed between the high gear and the low gear, and the shift sleeve can be The shift drive mechanism is driven to move leftward and rightward relative to the synchronizer, and respectively meshed with the high gear or the low gear that has been in contact with the synchronizer. The energy-saving gear shifting system for an electric vehicle according to claim 5, wherein the input shaft is engaged with the high-speed gear, and the output shaft is engaged with the second rotating shaft. The energy-saving gear shifting system of the electric vehicle according to claim 5, wherein the input shaft is coaxially fixed to the first rotating shaft, and the output shaft is coupled to the second rotating shaft. An energy-saving gear shifting system for an electric vehicle according to claim 5, wherein the change The outer peripheral surface of the sleeve is recessed with a snap ring groove, the shift drive mechanism includes a shift drive, and a shift drive is mounted on the shift drive and is slidably disposed along the circumference of the snap ring groove. A shift lever in the ring groove, the shift drive being drivable by the shift control unit to urge the shift lever to move the shift sleeve left and right. The energy-saving gear shifting system of the electric vehicle of claim 8, wherein the shifting drive comprises a shifting motor, and is mounted to the shifting motor and pivoted to the shifting lever and can be driven by the shifting motor And the transmission lever that drives the shift lever to the left and right. The energy-saving gear shifting system of the electric vehicle of claim 8, wherein the gearbox mechanism further comprises a casing for accommodating the input shaft, the output shaft and the transmission gear module, the casing having a casing a limiting hole extending left and right, the shift lever is driven by the shifting drive and is disposed to be displaced laterally along the limiting hole in the limiting hole.