Vehicle powertrain with dual-independent transmissions

1. A powertrain for a vehicle, comprising:

a dual-independent transmission enclosure that defines a first interior transmission region and a second interior transmission region at least partially separated from each other by a central frame of the enclosure, the central frame located along a central plane of the enclosure;

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

wherein the first transmission has a gear train angle of less than 180 degrees, as measured within the central plane, between:

a reference line formed between the first motor-interfacing shaft and a first intermediate shaft of the first multi-stage fixed-ratio gear train, and

a reference line formed between the first drive-interfacing shaft and the first intermediate shaft; and

a second transmission housed within the second transmission region of the 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 fixed-ratio gear train mechanically coupling the second motor-interfacing shaft and the second drive-interfacing shaft,

wherein the second transmission has a gear train angle of less than 180 degrees, as measured within the central plane, between:

a reference line formed between the second motor-interfacing shaft and a second intermediate shaft of the second multi-stage fixed-ratio gear train, and

a reference line formed between the second drive-interfacing shaft and the second intermediate shaft.

2. The powertrain of claim 1 , wherein the gear train angle of the first transmission and the gear train angle of the second transmission are each greater than 90 degrees.

3. The powertrain of claim 1 , wherein the first transmission and the second transmission are symmetric relative to each other about the central plane, and each provide the same gear ratio and the same speed reduction.

4. The powertrain of claim 1 , further comprising:

a first set of bearings located on a first side of the central frame that supports and enables rotation of the first motor-interfacing shaft and the first drive-interfacing shaft, respectively; and

a second set of bearings located on a second side of the central frame that supports and enables rotation of the second motor-interfacing shaft and the second drive-interfacing shaft, respectively.

5. The powertrain of claim 4 , further comprising:

a third set of bearings located on a first exterior wall of the enclosure that further supports and enables rotation of the first motor-interfacing shaft and the first drive-interfacing shaft, respectively; and

a fourth set of bearings located on a second exterior wall of the enclosure that further supports and enables rotation of the second motor-interfacing shaft and the second drive-interfacing shaft, respectively;

wherein the first exterior wall further defines the first transmission region, and the second exterior wall further defines the second transmission region.

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

a first larger intermediate gear and a first smaller intermediate gear fixed to the first intermediate shaft,

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 fixed-ratio gear train includes:

a second larger intermediate gear and a second smaller intermediate gear fixed to the second intermediate shaft,

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.

7. The powertrain of claim 6 , 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.

8. The powertrain of claim 6 , 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.

9. 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; and

wherein the shared fluid region of the enclosure is a fluid-tight region.

10. 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.

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

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

wherein the first intermediate shaft and the second intermediate shaft are collinear.

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

wherein the second motor-interfacing shaft, the second intermediate shaft, and the second drive-interfacing shaft are parallel to each other.

14. The powertrain of claim 1 , wherein the first and second multi-stage fixed-ratio gear trains each includes two or more speed reduction stages from their respective first and second motor-interfacing shafts to their respective first and second drive-interfacing shafts.

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 vehicle;

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

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

a dual-independent transmission enclosure that defines a first interior transmission region and a second interior transmission region at least partially separated from each other by a central frame of the enclosure, the central frame located along a central plane of the enclosure;

a first transmission housed within the first transmission region of the enclosure, 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,

wherein the first transmission has a gear train angle of less than 180 degrees, as measured within the central plane, between:

a reference line formed between the first motor-interfacing shaft and a first intermediate shaft of the first multi-stage fixed-ratio gear train, and

a reference line formed between the first drive-interfacing shaft and the first intermediate shaft;

a first electric motor coupled to or interfacing with the first motor-interfacing shaft on a first side of the central plane of the enclosure, the first electric motor and the first motor-interfacing shaft located forward of the first drive-interfacing shaft on the vehicle;

a second transmission housed within the second transmission region of the enclosure 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-ratio gear train mechanically coupling the second motor-interfacing shaft and the second drive-interfacing shaft,

wherein the second transmission has a gear train angle of less than 180 degrees, as measured within the central plane, between:

a reference line formed between the second motor-interfacing shaft and a second intermediate shaft of the second multi-stage fixed-ratio gear train, and

a reference line formed between the second drive-interfacing shaft and the second intermediate shaft; and

a second electric motor coupled to or interfacing with the second motor-interfacing shaft on a second side of the central plane of the enclosure, the second electric motor and the second motor-interfacing shaft located forward of the second drive-interfacing shaft on the vehicle.

17. The vehicle of claim 16 , wherein the gear train angle of the first transmission and the gear train angle of the second transmission are each greater than 90 degrees.

18. The vehicle of claim 16 , wherein the gear train angle of the first transmission and the gear train angle of the second transmission are each less than or equal to 90 degrees.

19. The vehicle of claim 16 , wherein the first transmission and the second transmission are symmetric relative to each other about the central plane of the enclosure, and each provide the same gear ratio and the same speed reduction.

20. The vehicle of claim 16 , wherein the first electric motor and the first drive wheel are both located on a first side of the central plane of the vehicle; and

the second electric motor and the second drive wheel are both located on a second side of the central plane of the vehicle.