Vehicle powertrain with dual-independent transmissions

1. A powertrain for a vehicle, comprising:

a dual-independent transmission enclosure, including:

a central frame,

a first enclosure cover interfacing with the central frame to collectively define a first transmission region of the dual-independent transmission enclosure on a first side of the central frame, and

a second enclosure cover interfacing with the central frame to collectively define a second transmission region of the dual-independent transmission enclosure on a second side of the central frame;

a first transmission housed within the first transmission region of the dual-independent transmission enclosure, and including a first motor-interfacing shaft, a first drive-interfacing shaft, and a first multi-stage gear train mechanically coupling the first motor-interfacing shaft and the first drive-interfacing shaft;

a second transmission housed within the second transmission region of the dual-independent transmission enclosure that is mechanically decoupled from the first transmission, and including a second motor-interfacing shaft, a second drive-interfacing shaft, and a second multi-stage gear train mechanically coupling the second motor-interfacing shaft and the second drive-interfacing shaft

the central frame including a first set of bearings on the first side of the central frame that respectively support and enable rotation of the first motor-interfacing shaft and the first drive-interfacing shaft; and

the central frame including a second set of bearings on the second side of the central frame that respectively support and enable rotation of the second motor-interfacing shaft and the second drive-interfacing shaft.

2. The powertrain of claim 1 , wherein the central frame is located along a central plane of the dual-independent transmission enclosure and is disposed between the first enclosure cover and the second enclosure cover.

3. The powertrain of claim 2 , wherein the first transmission and the second transmission are symmetric about the central plane, and each provide the same gear ratio and the same speed reduction.

4. The powertrain of claim 1 , wherein the first enclosure cover includes bearings that respectively support and enable rotation of the first motor-interfacing shaft and the first drive-interfacing shaft, each of the bearings of the first enclosure cover arranged within respective openings formed in the first enclosure cover to provide external access to the first motor-interfacing shaft and the first drive-interfacing shaft; and

wherein the second enclosure cover includes bearings that respectively support and enable rotation of the second motor-interfacing shaft and the drive-interfacing shaft, each of the bearings of the second enclosure cover arranged within respective openings formed in the second enclosure cover to provide external access to the second motor-interfacing shaft and the second drive-interfacing shaft.

5. The powertrain of claim 1 , wherein the first multi-stage gear train includes:

a first larger intermediate gear and a first smaller intermediate gear fixed to a first intermediate shaft, the first intermediate shaft supported by another bearing of the first set of bearings of the central frame and another bearing of the first enclosure cover,

a first motor-side gear fixed to the first motor-interfacing shaft that meshes with the first larger intermediate gear, wherein the first motor-side gear is smaller than the first larger intermediate gear, and

a first drive-side gear fixed to the first drive-interfacing shaft that meshes with the first smaller intermediate gear, wherein the first drive-side gear is larger than the first smaller intermediate gear; and

wherein the second multi-stage gear train includes:

a second larger intermediate gear and a second smaller intermediate gear fixed to a second intermediate shaft, the second intermediate shaft supported by another bearing of the second set of bearings of the central frame and another bearing of the second enclosure cover,

a second motor-side gear fixed to the second motor-interfacing shaft that meshes with the second larger intermediate gear, wherein the second motor-side gear is smaller than the second larger intermediate gear, and

a second drive-side gear fixed to the second drive-interfacing shaft that meshes with the second smaller intermediate gear, wherein the second drive-side gear is larger than the second smaller intermediate gear.

6. The powertrain of claim 5 , wherein the first motor-side gear and second motor-side gear are the same size;

wherein the first larger intermediate gear and the second larger intermediate gear are the same size;

wherein the first smaller intermediate gear and the second smaller intermediate gear are the same size; and

wherein the first drive-side gear and second drive-side gear are the same size.

7. The powertrain of claim 5 , wherein each of the motor-side gears and each of the larger intermediate gears are helical gears; and

wherein each of the drive-side gears and each of the smaller intermediate gears are spur gears.

8. The powertrain of claim 1 , wherein the central frame defines one or more openings or pathways that enable fluid communication between the first transmission region and the second transmission region to provide a shared fluid region.

9. The powertrain of claim 1 , further comprising:

a first electric motor including a first motor shaft coupled to the first motor-interfacing shaft; and

a second electric motor including a second motor shaft coupled to the second motor-interfacing shaft.

10. The powertrain of claim 1 , wherein the first drive-interfacing shaft and the second drive-interfacing shaft are collinear.

11. The powertrain of claim 10 , wherein the first motor-interfacing shaft and the second motor-interfacing shaft are collinear.

12. The powertrain of claim 11 , wherein the first motor-interfacing shaft and the first drive-interfacing shaft are located on an opposite side of the central frame from the second motor-interfacing shaft and the second drive-interfacing shaft.

13. The powertrain of claim 1 , wherein the first motor-interfacing shaft, the first drive-interfacing shaft, the second motor-interfacing shaft, and the second drive-interfacing shaft are parallel to each other.

14. The powertrain of claim 1 , wherein the first multi-stage gear train and the second multi-stage gear train each includes two or more speed reduction stages.

15. The powertrain of claim 1 , further comprising:

a first drive wheel coupled to the first drive-interfacing shaft; and

a second drive wheel coupled to the second drive-interfacing shaft.

16. A three-wheeled electric vehicle, comprising:

a vehicle frame;

a front pair of drive wheels located at or near a front end of the vehicle frame on opposite sides of a central plane of the three-wheeled electric vehicle;

a single rear wheel located at or near a rear end of the vehicle frame; and

a dual-independent powertrain located at the front end of the vehicle frame, the dual-independent powertrain comprising:

a central frame located along the central plane of the three-wheeled electric vehicle,

a first enclosure cover interfacing with the central frame to collectively define a first transmission region on a first side of the central frame,

a first transmission housed within the first transmission region, and including a first motor-interfacing shaft, a first drive-interfacing shaft coupled to or interfacing with a first drive wheel of the front pair of drive wheels, and a first multi-stage fixed-ratio gear train mechanically coupling the first motor-interfacing shaft and the first drive-interfacing shaft,

a first electric motor coupled to or interfacing with the first motor-interfacing shaft on a first side of the central plane, the first motor and the first motor-interfacing shaft located at or closer to the front of the vehicle than the first drive-interfacing shaft,

a second enclosure cover interfacing with the central frame to collectively define a second transmission region on a second side of the central frame,

a second transmission housed within the second transmission region that is mechanically decoupled from the first transmission, and including a second motor-interfacing shaft, a second drive-interfacing shaft coupled to or interfacing with a second drive wheel of the front pair of drive wheels, and a second multi-stage fixed-ration gear train mechanically coupling the second motor-interfacing shaft and the second drive-interfacing shaft, and

a second electric motor coupled to or interfacing with the second motor-interfacing shaft on a second side of the central plane, the second motor and the second motor-interfacing shaft located at or closer to the front end of the vehicle than the second drive-interfacing shaft.

17. The three-wheeled electric vehicle of claim 16 , wherein the first drive-interfacing shaft is located on the first side of the central plane and the second drive-interfacing shaft is located on the second side of the central plane.

18. The three-wheeled electric vehicle of claim 16 , wherein the central frame defines one or more openings or pathways that enable fluid communication between the first transmission region and the second transmission region to provide a shared fluid region.

19. A powertrain for a vehicle, comprising:

a dual-independent transmission enclosure, including:

a central frame,

a first enclosure cover interfacing with the central frame to collectively define a first fluid-tight region on a first side of the central frame, and

a second enclosure cover interfacing with the central frame to collectively define a second fluid-tight region on a second side of the central frame;

a first transmission housed within the dual-independent transmission enclosure, and including a first motor-interfacing shaft, a first drive-interfacing shaft, and a first multi-stage gear train mechanically coupling the first motor-interfacing shaft and the first drive-interfacing shaft; and

a second transmission housed within the dual-independent transmission enclosure that is mechanically decoupled from the first transmission, and including a second motor-interfacing shaft, a second drive-interfacing shaft, and a second multi-stage gear train mechanically coupling the second motor-interfacing shaft and the second drive-interfacing shaft;

wherein the first motor-interfacing shaft and the second drive-interfacing shaft are located on the first side of the central frame;

wherein the second motor-interfacing shaft and the first drive-interfacing shaft are located on a second side of the central frame;

wherein the first motor-interfacing shaft and the second motor-interfacing shaft are not collinear with each other; and

wherein the first drive-interfacing shaft and the second drive-interfacing shaft are collinear with each other.