A three-motor hybrid vehicle transverse torque vectoring transmission

Abstract

The application discloses a three-motor hybrid vehicle transverse torque vector variable transmission, which comprises a first driving motor, a second driving motor, an engine, a generator, a left middle shaft system, a right middle shaft system and a planetary gear transmission system; on the basis of a double-motor hybrid power reducer, one driving motor is added through the planetary gear transmission system, torque vector distribution and coupling engine power are realized, torque can be accurately transmitted to each driving wheel, the harsh demand of people on vehicle controllability can be effectively realized, through application of multiple working modes, the vehicle can adapt to multiple working conditions, the vehicle has good fuel economy, has the torque vector distribution function, increases the steering effect of the vehicle, stabilizes the dynamic performance of the vehicle, helps the vehicle to turn, reduces the operation strength of the driver, and can reduce the understeering phenomenon of the vehicle and improve the dynamic performance of the vehicle.

Description

Technical Field

[0001] The present invention belongs to the technical field of hybrid vehicle transmissions, and in particular relates to a transverse torque vectoring transmission for a three-motor hybrid vehicle. Background Art

[0002] Currently, amidst the energy and environmental crises, automakers worldwide are vigorously promoting the research and development of new energy vehicles, particularly electric and hybrid vehicles. The electrification of powertrains has become an irreversible technological trend. Currently, pure electric vehicles still suffer from issues such as short battery range, long charging times, and short battery life. Hybrid electric vehicles (HEVs) still dominate the market. Consequently, major automakers are focusing their investments on developing advanced hybrid systems. The configuration of the hybrid system determines various aspects of a hybrid vehicle's performance, including its power and economy.

[0003] There are three main dual-motor hybrid systems: series, parallel, and hybrid. These hybrid technology approaches are further categorized into electronically controlled continuously variable transmission (ECVT) hybrid systems and series / parallel hybrid systems. The electronically controlled continuously variable transmission (ECVT), exemplified by a company's THS system, is highly complex, challenging to manufacture, and expensive. It also fails to fully decouple the engine and motor drive, resulting in suboptimal fuel economy. The series-parallel system, exemplified by a company's IMMD technology, offers a simpler structure and complete decoupling of the engine and motor drive, resulting in better fuel economy. However, compared to the THS power-split configuration, its generator is limited to power generation and cannot work with the drive motor to deliver torque to the wheels, limiting its full power performance. Furthermore, both the engine drive and generator generation paths in this configuration are in a single gear, failing to balance the efficiency of direct engine drive at high speeds with the dynamics of parallel drive at low speeds. Furthermore, it fails to fully utilize the generator's efficient operating range. Summary of the Invention

[0004] In order to solve the above-mentioned problems existing in the prior art, the present invention provides a transverse torque vectoring transmission for a three-motor hybrid vehicle. On the basis of a dual-motor hybrid reducer, a drive motor is added through a planetary transmission system to realize torque vectoring distribution and couple the engine power. The torque can be accurately transmitted to each drive wheel, effectively meeting people's stringent requirements for vehicle controllability. Through the application of multiple working modes, the present invention can enable the vehicle to adapt to various working conditions, ensure that the vehicle has good fuel economy, and has a torque vectoring distribution function, which increases the steering effect of the vehicle, stabilizes the dynamic performance of the vehicle, helps the vehicle enter corners, reduces the driver's operating intensity, and can reduce the understeer phenomenon of the vehicle, thereby improving the dynamic performance of the vehicle.

[0005] The purpose of the present invention is achieved through the following technical solutions:

[0006] A three-motor hybrid electric vehicle transverse torque vectoring transmission includes a first drive motor, a second drive motor, an engine, a generator, a left intermediate shaft system, a right intermediate shaft system, and a planetary gear transmission system; the first drive motor and the second drive motor are arranged in a bilaterally symmetrical manner, and the planetary gear transmission system itself is a bilaterally symmetrical structure. The planetary gear transmission system includes a sun gear shaft, a sun gear input gear, a left planetary gear, a right planetary gear, and a brake. The left planetary gear and the right planetary gear have the same structure and are symmetrically arranged at the left and right ends of the sun gear shaft. The sun gear input gear is installed in the middle of the sun gear shaft. The brake Installed on the sun gear shaft to control the locking or release of the sun gear shaft; the drive motor shaft of the No. 1 drive motor is connected to the left planetary gear transmission through the left intermediate shaft system; the drive motor shaft of the No. 2 drive motor is connected to the right planetary gear transmission through the right intermediate shaft system, and the left intermediate shaft system and the right intermediate shaft system have the same structure and are symmetrically arranged; the engine shaft of the engine is connected to the generator shaft of the generator through the No. 6 gear pair, and the engine shaft is connected to the sun gear shaft of the planetary gear transmission system through the No. 5 gear pair, and a synchronizer is provided on the engine shaft for controlling its connection or disconnection with the No. 5 gear pair.

[0007] Furthermore, the left intermediate shaft system has the same structure as the right intermediate shaft system. The left intermediate shaft system includes an intermediate shaft, which is connected to the drive motor shaft through a first gear pair, and is connected to the left planetary gear through a second gear pair.

[0008] Furthermore, the drive motor shaft, engine shaft, intermediate shaft, sun gear shaft and generator shaft are arranged parallel to each other.

[0009] Furthermore, the left planetary gear row includes a ring gear, a planetary carrier, a plurality of planetary gears mounted on the planetary carrier, and a left sun gear; the ring gear is connected to the intermediate shaft of the left intermediate shaft system through a No. 2 gear pair, a plurality of planetary gears are meshed with the ring gear for transmission, and the left sun gear is fixed on the sun gear shaft and meshed with a plurality of planetary gears for transmission.

[0010] Furthermore, an engine first gear is provided on the engine shaft of the engine, the engine first gear is meshed with the sun gear shaft to form the fifth gear pair, and the synchronizer is used to control the engagement or disconnection of the engine shaft and the engine first gear.

[0011] Furthermore, when the transmission is in the idle power generation mode: the brake is in a locked state, the synchronizer is in a disengaged state, the No. 1 drive motor and the No. 2 drive motor are not working, the engine and the generator are in a working state, and the driving force output by the engine is transmitted to the engine shaft and then transmitted to the generator shaft through the No. 6 gear pair, driving the generator to convert the driving force of the engine into electricity, thereby realizing idle power generation;

[0012] When the transmission is in the stop-start working mode: the brake is in a locked state, the synchronizer is in a disconnected state, the No. 1 drive motor and the No. 2 drive motor are not working, the engine and the generator are in a working state, and the driving force output by the generator is transmitted to the generator shaft, and then transmitted to the engine shaft through the No. 6 gear pair, and then transmitted to the engine to start the engine.

[0013] Furthermore, when the transmission is in the pure electric drive working mode: the brake is in a locked state, the synchronizer is in a disconnected state, the No. 1 drive motor and the No. 2 drive motor are in a working state, the engine and the generator are not working, and the driving force output by the No. 1 drive motor and the No. 2 drive motor is transmitted to the drive motor shaft, and then transmitted to the left and right planetary gears through the intermediate shaft system, and then transmitted to the wheels, realizing pure electric drive of the vehicle; in this working mode, the sun gear shaft, the engine shaft and the generator shaft do not rotate.

[0014] Furthermore, when the transmission is in the series drive working mode: the brake is in a locked state, the synchronizer is in a disconnected state, the No. 1 drive motor, the No. 2 drive motor, the engine and the generator are all in a working state, and the driving force output by the engine is transmitted to the engine shaft, and then transmitted to the generator shaft through the No. 6 gear pair, driving the generator to convert the driving force of the engine into electricity, and the converted electricity directly acts on the No. 1 drive motor and the No. 2 drive motor to generate driving force. After the driving force output by the No. 1 drive motor and the No. 2 drive motor is transmitted to the drive motor shaft, it is transmitted to the left and right planetary gears through the intermediate shaft system, and then transmitted to the wheels, thereby realizing the series drive of the vehicle.

[0015] Furthermore, when the transmission is in the parallel drive working mode: the brake is in the released state, the synchronizer is in the engaged state, the No. 1 drive motor, the No. 2 drive motor and the engine are in the working state, the generator works selectively, and the driving force output by the No. 1 drive motor and the No. 2 drive motor is transmitted to the drive motor shaft, and then transmitted to the left and right planetary gears through the intermediate shaft system; the driving force output by the engine is transmitted to the engine shaft, and then transmitted to the No. 5 gear pair through the synchronizer, and then transmitted to the sun gear shaft through the No. 5 gear pair, and then transmitted to the left and right planetary gears, and then transmitted to the wheels, thereby realizing parallel drive of the vehicle.

[0016] Furthermore, when the transmission is in the braking energy recovery working mode: the brake is in a locked state, the synchronizer is in a disconnected state, the No. 1 drive motor and the No. 2 drive motor are in a working state, the engine and the generator are not working, and the driving force from the wheel end is transmitted to the left and right planetary gears, and then transmitted to the drive motor shaft through the intermediate shaft system, acting in the opposite direction on the No. 1 drive motor and the No. 2 drive motor. At this time, the No. 1 drive motor and the No. 2 drive motor are in a power generation state, charging the energy storage device to achieve braking energy recovery.

[0017] The present invention has the following advantages:

[0018] The present invention provides a transverse torque vectoring transmission for a three-motor hybrid vehicle, comprising a first drive motor, a second drive motor, an engine, a generator, an intermediate shaft transmission system, and a planetary gear transmission system. The drive motor shaft, the engine shaft, the generator shaft, the intermediate shaft, and the sun gear shaft of the planetary gear transmission system are arranged parallel to each other and are transmission-connected to achieve a transverse configuration with a high degree of integration.

[0019] The present invention provides a brake on the sun gear shaft and a clutch on the engine shaft, so that the transverse torque vector transmission of the three-motor hybrid vehicle can operate in multiple working modes.

[0020] The present invention enables the vehicle to operate in different operating modes, can ensure that the vehicle has good fuel economy, can greatly improve the vehicle's power, and has functions such as brake energy recovery.

[0021] Through the application of brakes and synchronizers, the present invention can disconnect the shaft system, engine, and motor that are not involved in driving or generating electricity in different working modes, thereby reducing the drag loss caused by rotation and lowering the system's requirements for the controller's electronic control module.

[0022] The present invention uses a planetary gear transmission system to simultaneously achieve torque vector distribution between two drive motors and selectively couple engine power, taking into account the dynamic performance of the vehicle while also significantly improving the power through the coupling of engine power. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings used in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the contents of the embodiments of the present invention and these drawings without any creative work.

[0024] Figure 1 This is a schematic diagram of the structure of a transverse torque vectoring transmission for a three-motor hybrid vehicle according to an embodiment of the present invention;

[0025] Figure 2 This is a schematic diagram of the working principle of the transverse torque vectoring transmission of a three-motor hybrid vehicle in an idle power generation mode according to an embodiment of the present invention;

[0026] Figure 3 A schematic diagram of the operating principle of a transverse torque vectoring transmission for a three-motor hybrid vehicle in a stop-start mode according to an embodiment of the present invention;

[0027] Figure 4 This is a schematic diagram of the working principle of the transverse torque vectoring transmission of a three-motor hybrid vehicle in a pure electric drive mode according to an embodiment of the present invention;

[0028] Figure 5 This is a schematic diagram of the working principle of the transverse torque vectoring transmission of a three-motor hybrid vehicle in a series drive mode according to an embodiment of the present invention;

[0029] Figure 6 This is a schematic diagram of the working principle of the transverse torque vectoring transmission of a three-motor hybrid vehicle in a parallel drive mode according to an embodiment of the present invention;

[0030] Figure 7 This is a schematic diagram of the working principle of the transverse torque vectoring transmission of a three-motor hybrid vehicle in a braking energy recovery mode according to an embodiment of the present invention;

[0031] In the picture:

[0032] 1- No. 1 drive motor; 2- No. 2 drive motor; 3- engine; 4- generator;

[0033] 10-drive motor shaft; 11-drive motor gear;

[0034] 20-intermediate shaft; 21-intermediate shaft first gear; 22-intermediate shaft second gear;

[0035] 30-gear ring;

[0036] 40-planet carrier; 41-planet gear;

[0037] 50-sun gear shaft; 51-sun gear left gear; 52-sun gear right gear; 53-sun gear input gear; 54-brake;

[0038] 60-engine shaft; 61-engine first gear; 62-engine second gear; 63-synchronizer;

[0039] 70-generator shaft; 71-generator gear;

[0040] 81-Gear pair No. 1; 82-Gear pair No. 2; 83-Gear pair No. 3; 84-Gear pair No. 4; 85-Gear pair No. 5; 86-Gear pair No. 6. DETAILED DESCRIPTION

[0041] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0042] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connection, detachable connection, or integration; they may refer to direct connection or indirect connection through an intermediate medium; they may refer to internal communication between two elements or interaction between two elements. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0043] In the description of this embodiment, terms such as "upper," "lower," "left," and "right" are used to refer to positions or locations based on those shown in the accompanying drawings. These terms are intended solely to facilitate description and simplify operation, and are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, terms such as "number one" and "number two" are used solely for descriptive purposes and have no special meaning.

[0044] Example

[0045] like Figure 1As shown, this embodiment is a transverse torque vectoring transmission for a three-motor hybrid vehicle, comprising a first drive motor 1, a second drive motor 2, an engine 3, a generator 4, a left intermediate shaft system, a right intermediate shaft system, and a planetary gear transmission system; the first drive motor 1 and the second drive motor 2 are arranged in a bilaterally symmetrical manner, and the planetary gear transmission system itself is a bilaterally symmetrical structure, the planetary gear transmission system comprising a sun gear shaft 50, a sun gear input gear 53, a left planetary gear, a right planetary gear, and a brake 53. The left planetary gear and the right planetary gear have the same structure and are symmetrically arranged at the left and right ends of the sun gear shaft 50. The sun gear input gear 53 is installed in the middle of the sun gear shaft 50. The brake 53 Installed on the sun gear shaft 50, it is used to control the locking or releasing of the sun gear shaft 50; the drive motor shaft 10 of the No. 1 drive motor 1 is connected to the left planetary gear transmission through the left intermediate shaft system; the drive motor shaft of the No. 2 drive motor 2 is connected to the right planetary gear transmission through the right intermediate shaft system, and the left intermediate shaft system and the right intermediate shaft system have the same structure and are symmetrically arranged; the engine shaft 60 of the engine 3 is connected to the generator shaft 70 of the generator through the No. 6 gear pair 86, and the engine shaft 60 is connected to the sun gear shaft 50 of the planetary gear transmission system through the No. 5 gear pair 85. The engine shaft 60 is provided with a synchronizer 63 for controlling its connection or disconnection with the No. 5 gear pair 85.

[0046] Furthermore, the left intermediate shaft system has the same structure as the right intermediate shaft system. The left intermediate shaft system includes an intermediate shaft 20, which is connected to the drive motor shaft 10 through a first gear pair 81, and is connected to the left planetary gear set through a second gear pair 82.

[0047] In this embodiment, the first gear pair 81 is formed by the first intermediate shaft gear 21 installed on the intermediate shaft 20 meshing with the drive motor gear 11 installed on the drive motor shaft 10; the second gear pair 82 is formed by the second intermediate shaft gear 22 installed on the intermediate shaft 20 meshing with the ring gear 30 of the left planetary gear set.

[0048] Furthermore, the drive motor shaft 10 , the engine shaft 60 , the intermediate shaft 20 , the sun gear shaft 50 and the generator shaft 70 are arranged parallel to each other.

[0049] Furthermore, the left planetary gear row includes a ring gear 30, a planet carrier 40, a plurality of planetary gears 41 mounted on the planet carrier 40, and a sun gear left gear 51; the ring gear 30 is connected to the intermediate shaft of the left intermediate shaft system through the second gear pair 82, the plurality of planetary gears 41 are meshed with the ring gear 30 for transmission, and the sun gear left gear 51 is fixed on the sun gear shaft 50 and meshed with the plurality of planetary gears 41 for transmission.

[0050] In this embodiment, the plurality of planetary gears 41 mesh with the ring gear 30 to form the third gear pair 83 ; the left sun gear 51 meshes with the plurality of planetary gears 41 to form the fourth gear pair 84 .

[0051] Furthermore, an engine first gear 61 is provided on the engine shaft 60 of the engine 3 , and the engine first gear 61 is meshed with the sun gear shaft 50 to form the fifth gear pair 85 , and the synchronizer 63 is used to control the engagement or disconnection of the engine shaft 60 and the engine first gear 61 .

[0052] Furthermore, an engine second gear 62 is provided on the engine shaft 60 of the engine 3, and a generator gear 71 is provided on the generator shaft 70 of the generator 4. The engine second gear 62 and the generator gear 71 are meshed with each other to form the sixth gear pair.

[0053] In this embodiment, because the first drive motor 1 and the second drive motor 2 are arranged symmetrically, the drive motor shaft 10 , intermediate shaft 20 , ring gear 30 , and planet carrier 40 are also arranged symmetrically and are transmission-connected to the second drive motor 2 and the sun gear shaft 50 .

[0054] The following describes various operating modes of the transmission of this embodiment:

[0055] Table 1 Control relationship between each transmission working mode and main control components

[0056] Working Mode Idle power generation Stop and start Pure electric drive Series drive Parallel drive Braking energy recovery drive motor × × √ √ √ √ engine √ √ × √ √ × dynamo √ √ × √ × × brakes √ √ √ √ × √ Synchronizer × × × × √ ×

[0057] like Figure 2 As shown, when the transmission is in the idle power generation working mode: the brake 54 is in a locked state, the synchronizer 63 is in a disconnected state, the No. 1 drive motor 1 and the No. 2 drive motor 2 are not working, and the engine 3 and the generator 4 are in a working state, wherein the driving force output by the engine 3 is transmitted to the engine shaft 60, and then transmitted to the generator shaft 70 through the No. 6 gear pair 86, driving the generator 4 to convert the driving force of the engine 3 into electricity, thereby realizing idle power generation.

[0058] like Figure 3 As shown, when the transmission is in the stop-start working mode: the brake 54 is in a locked state, the synchronizer 63 is in a disconnected state, the No. 1 drive motor 1 and the No. 2 drive motor 2 are not working, and the engine 3 and the generator 4 are in a working state, wherein the driving force output by the generator 4 is transmitted to the generator shaft 70, and then transmitted to the engine shaft 60 through the No. 6 gear pair 86, and then transmitted to the engine 3 to start the engine 3.

[0059] like Figure 4As shown, when the transmission is in pure electric drive mode, the brake 54 is locked, the synchronizer 63 is disengaged, the first and second drive motors 1 and 2 are in operation, and the engine 3 and generator 4 are not in operation. The driving force output by the first and second drive motors 1 and 2 is transmitted to the drive motor shaft 10, then to the intermediate shaft 20 via the first gear pair 81, and then to the ring gear 30 via the second gear pair 82, and then to the planetary carrier 40 via the third gear pair 83, and finally to the wheels, thereby achieving pure electric drive for the vehicle and achieving zero fuel consumption and zero emissions. Furthermore, in this operating mode, because the brake 54 is locked and the synchronizer 63 is disengaged, the sun gear shaft 50, the engine shaft 60, and the generator shaft 70 do not rotate, effectively reducing bearing life loss caused by drag and idling.

[0060] like Figure 5 As shown, when the transmission is in series drive mode, the brake 54 is locked, the synchronizer 63 is disengaged, and the first and second drive motors 1 and 2, the engine 3, and the generator 4 are all in operation. The driving force output by the engine 3 is transmitted to the engine shaft 60 and then to the generator shaft 70 via the sixth gear pair 86, driving the generator 4 to convert the driving force of the engine 3 into electricity. The converted electricity directly acts on the first and second drive motors 1 and 2 to generate driving force. The driving force output by the first and second drive motors 1 and 2 is then transmitted to the drive motor shaft 10 via the first gear pair 81 to the intermediate shaft 20, then to the ring gear 30 via the second gear pair 82, and then to the planetary carrier 40 via the third gear pair 83, and finally to the wheels, thereby achieving series drive of the vehicle. At this time, the engine remains in the high-efficiency range, achieving high power generation efficiency.

[0061] like Figure 6As shown, when the transmission is in parallel drive mode, brake 54 is released, synchronizer 63 is engaged, drive motors 1 and 2 are in operation, and generator 4 is selectively operating. The driving force output by drive motors 1 and 2 is transmitted to drive motor shaft 10, then to intermediate shaft 20 via gear pair 1 81, and then to ring gear 30 via gear pair 2 82. The driving force output by engine 3 is transmitted to engine shaft 60, then to first engine gear 61 via synchronizer 63, and then to sun gear shaft 50 via gear pair 5 85. At this point, the power from the drive motors is transmitted via gear pair 3 83, and the power from the engine is transmitted via gear pair 4 84 to planetary carrier 40, and then to the wheels, thus achieving parallel drive of the vehicle. This operating mode is suitable for high-speed driving with acceleration requirements. At the same time, in this working mode, the engine 3 is kept in the high efficiency range, and the excess power is selectively transmitted to the generator shaft 70 via the sixth gear pair 86, and then converted into electricity by the generator 3, achieving higher thermal efficiency.

[0062] like Figure 7 As shown, when the transmission is in the braking energy recovery working mode: the brake 54 is in a locked state, the synchronizer 63 is in a disconnected state, the No. 1 drive motor 1 and the No. 2 drive motor 2 are in a working state, the engine 3 and the generator 4 are not working. At this time, the driving force from the wheel end is transmitted to the planetary carrier 40, transmitted to the ring gear 30 through the No. 3 gear pair 83, and then transmitted to the intermediate shaft 20 through the No. 2 gear pair 82, and then transmitted to the drive motor shaft 10 through the No. 1 gear pair 81, and acts in the opposite direction on the No. 1 drive motor 1 and the No. 2 drive motor 2. At this time, the No. 1 drive motor 1 and the No. 2 drive motor 2 are in a power generation state, charging the energy storage device, realizing braking energy recovery, and saving energy consumption of the entire vehicle.

[0063] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A transverse torque vectoring transmission for a three-motor hybrid vehicle, characterized in that: The invention comprises a first drive motor, a second drive motor, an engine, a generator, a left intermediate shaft system, a right intermediate shaft system, and a planetary gear transmission system; the first drive motor and the second drive motor are arranged symmetrically, and the planetary gear transmission system itself is a bilaterally symmetrical structure. The planetary gear transmission system comprises a sun gear shaft, a sun gear input gear, a left planetary gear, a right planetary gear, and a brake. The left planetary gear and the right planetary gear have the same structure and are symmetrically arranged at the left and right ends of the sun gear shaft. The sun gear input gear is installed in the middle of the sun gear shaft. The brake is installed on the sun gear shaft to control the locking or release of the sun gear shaft; the drive motor shaft of the first drive motor is transmission-connected to the left planetary gear through the left intermediate shaft system; the drive motor shaft of the second drive motor is transmission-connected to the right planetary gear through the right intermediate shaft system. The left intermediate shaft system and the right intermediate shaft system have the same structure and are symmetrically arranged; the engine shaft of the engine is connected to the generator shaft of the generator through the sixth gear pair, and the engine shaft is connected to the sun gear shaft of the planetary gear transmission system through the fifth gear pair. The engine shaft is provided with a synchronizer for controlling its connection or disconnection with the fifth gear pair.

2. The three-motor hybrid electric vehicle transverse torque vectoring transmission according to claim 1, characterized in that: The left intermediate shaft system has the same structure as the right intermediate shaft system. The left intermediate shaft system includes an intermediate shaft, which is connected to the drive motor shaft through a first gear pair and is connected to the left planetary gear through a second gear pair.

3. The three-motor hybrid electric vehicle transverse torque vectoring transmission according to claim 2, characterized in that: The drive motor shaft, engine shaft, intermediate shaft, sun gear shaft and generator shaft are arranged parallel to each other.

4. The three-motor hybrid electric vehicle transverse torque vectoring transmission according to claim 1, characterized in that: The left planetary gear row includes a ring gear, a planetary carrier, multiple planetary gears mounted on the planetary carrier, and a left sun gear; the ring gear is connected to the intermediate shaft of the left intermediate shaft system through the second gear pair, multiple planetary gears are meshed with the ring gear for transmission, and the left sun gear is fixed on the sun gear shaft and meshed with multiple planetary gears for transmission.

5. The three-motor hybrid electric vehicle transverse torque vectoring transmission according to claim 1, characterized in that: An engine first gear is provided on the engine shaft of the engine, the engine first gear is meshed with the sun gear shaft to form the fifth gear pair, and the synchronizer is used to control the engagement or disconnection of the engine shaft and the engine first gear.

6. The three-motor hybrid electric vehicle transverse torque vectoring transmission according to claim 1, characterized in that: When the transmission is in the idle power generation mode: the brake is locked, the synchronizer is disengaged, the No. 1 drive motor and the No. 2 drive motor are not operating, the engine and the generator are in operation, and the driving force output by the engine is transmitted to the engine shaft and then to the generator shaft through the No. 6 gear pair, driving the generator to convert the driving force of the engine into electricity, thereby achieving idle power generation; When the transmission is in the stop-start working mode: the brake is in a locked state, the synchronizer is in a disconnected state, the No. 1 drive motor and the No. 2 drive motor are not working, the engine and the generator are in a working state, and the driving force output by the generator is transmitted to the generator shaft, and then transmitted to the engine shaft through the No. 6 gear pair, and then transmitted to the engine to start the engine.

7. The three-motor hybrid electric vehicle transverse torque vectoring transmission according to claim 1, characterized in that: When the transmission is in the pure electric drive working mode: the brake is in a locked state, the synchronizer is in a disconnected state, the No. 1 drive motor and the No. 2 drive motor are in a working state, the engine and the generator are not working, and the driving force output by the No. 1 drive motor and the No. 2 drive motor is transmitted to the drive motor shaft, and then transmitted to the left and right planetary gears through the intermediate shaft system, and then transmitted to the wheels, realizing pure electric drive of the vehicle; in this working mode, the sun gear shaft, the engine shaft and the generator shaft do not rotate.

8. The three-motor hybrid electric vehicle transverse torque vectoring transmission according to claim 1, characterized in that: When the transmission is in the series drive working mode: the brake is in a locked state, the synchronizer is in a disconnected state, the No. 1 drive motor, the No. 2 drive motor, the engine and the generator are all in a working state, the driving force output by the engine is transmitted to the engine shaft, and then transmitted to the generator shaft through the No. 6 gear pair, driving the generator to convert the driving force of the engine into electricity, and the converted electricity directly acts on the No. 1 drive motor and the No. 2 drive motor to generate driving force. After the driving force output by the No. 1 drive motor and the No. 2 drive motor is transmitted to the drive motor shaft, it is transmitted to the left and right planetary gears through the intermediate shaft system, and then transmitted to the wheels, thereby realizing the series drive of the vehicle.

9. The three-motor hybrid electric vehicle transverse torque vectoring transmission according to claim 1, characterized in that: When the transmission is in the parallel drive working mode: the brake is in the released state, the synchronizer is in the engaged state, the No. 1 drive motor, the No. 2 drive motor and the engine are in the working state, the generator works selectively, and the driving force output by the No. 1 drive motor and the No. 2 drive motor is transmitted to the drive motor shaft, and then transmitted to the left and right planetary gears through the intermediate shaft system; the driving force output by the engine is transmitted to the engine shaft, and then transmitted to the No. 5 gear pair through the synchronizer, and then transmitted to the sun gear shaft through the No. 5 gear pair, and then transmitted to the left and right planetary gears, and then transmitted to the wheels, thereby realizing parallel drive of the vehicle.

10. The three-motor hybrid electric vehicle transverse torque vectoring transmission according to claim 1, characterized in that: When the transmission is in the braking energy recovery working mode: the brake is in a locked state, the synchronizer is in a disconnected state, the No. 1 drive motor and the No. 2 drive motor are in a working state, the engine and the generator are not working, and the driving force from the wheel end is transmitted to the left and right planetary gears, and then transmitted to the drive motor shaft through the intermediate shaft system, acting in the opposite direction on the No. 1 drive motor and the No. 2 drive motor. At this time, the No. 1 drive motor and the No. 2 drive motor are in a power generation state, charging the energy storage device to achieve braking energy recovery.

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