ELECTRIC VEHICLE DRIVETRAIN ARRANGEMENT

Abstract

Powertrain system (300, 400), comprising: an I-sign (306, 406); a first engine (420); a second engine (460); a first A-plate (304, 404) attached to the first motor (420) and the I-plate (306, 406); a second A-plate (308, 408) attached to the second motor (460) and the I-plate (306, 406); a first gear set (263), comprising: a first motor shaft (520) of the first motor (420); a first motor gear (525) which is attached to the first motor shaft (520); a first intermediate wave (620); a first gear reduction gear (531) which is attached to the first intermediate shaft (620) and engages with the first motor gear (525); a first bevel gear (532) which is attached to the first intermediate shaft (620); a first drive shaft (621); a first drive wheel (535) which is attached to the first drive shaft (621) and is engaged with the first bevel gear (532); three and only three motor bearings (521, 522, 523) arranged collinearly and coupled to the first motor shaft (520); and two intermediate bearings arranged collinearly and coupled to the intermediate shaft (620), wherein the drive train system (300, 400) further comprises a first horseshoe-shaped bearing retaining plate (602) which is attached to the first A-shield (304, 404), wherein: the three engine mounts (521, 522, 523) include a center mount (521) which is positioned in a recess of the first A-shield (304, 404); the first horseshoe-shaped bearing retaining plate (602) is configured to maintain the position of the center bearing (521) in the recess; and a first wheel reduction gear (531) is positioned axially next to the central bearing (521) and in an opening of the first horseshoe-shaped bearing support plate (602).

Description

[0001] The present disclosure relates to a powertrain arrangement and in particular a powertrain arrangement for an electric vehicle.

[0002] WO 2017 138 312 A1 discloses a vehicle drive device comprising an electric motor and an axle-parallel reduction gear that reduces the drive power of the electric motor and transmits it to a drive wheel

[0003] JP 2016 151 347 A provides a vehicle drive device with two motors and a structure in which the radial dimensions of the reduction gears are small, the number of oil seals for the lubricating oil filled into the reduction gears is minimal, and the oil seals only come into contact with the shaft rotating at minimum speed.

[0004] US 6 321 865 B1 refers to a front- and rear-wheel-drive vehicle comprising one engine that drives one of the pairs of front and rear wheels and one engine that drives the other pair of wheels.

[0005] US 2016 / 0 229 289 A1 reveals a vehicle powertrain with two independent transmissions.

[0006] US 2014 / 0 033 846 A1 shows a drive device for use in an electric vehicle.

[0007] US 2012 / 0 248 850 A1 refers to a drive device for a wheel hub motor. Brief description

[0008] The object of the invention is to provide an improved powertrain arrangement.

[0009] This problem is solved by a powertrain system according to claim 1 or by an electric vehicle according to claim 12.

[0010] Advantageous further developments of the invention are given by the respective subject matter of the dependent claims.

[0011] Electric vehicles comprise electric powertrains. The arrangement of electric vehicle powertrains depends on design, crash, and performance considerations. It would be advantageous to provide a relatively more compact powertrain arrangement for an electric vehicle.

[0012] In some embodiments, the present disclosure relates to a drive train system. The drive train system comprises an I-shield, two motors, two A-shields, and a gear set. Each A-shield is attached to a corresponding motor, and each A-shield is also attached to the I-shield. The gear set comprises a motor shaft from one of the motors and a motor gear attached to the motor shaft. Three, and only three, motor bearings are arranged collinearly and coupled to the motor shaft. The gear set further comprises an intermediate shaft and a gear reduction connected to the intermediate shaft and meshing with the first motor gear. A bevel gear is also attached to the intermediate shaft. Two intermediate bearings are arranged collinearly and coupled to the intermediate shaft. The gear set further comprises a drive shaft and a drive gear attached to the drive shaft and meshing with the first bevel gear.

[0013] The drivetrain system includes a horseshoe-shaped bearing support plate attached to a first A-shield. The three engine mounts include a center bearing positioned in a recess of the first A-shield. The horseshoe-shaped bearing support plate is further configured to maintain the position of the center bearing within the recess. A gear reduction gear is positioned axially adjacent to the center bearing and in an opening of the horseshoe-shaped bearing support plate.

[0014] In some embodiments, the first motor shaft includes a motor axle, the intermediate shaft includes an intermediate axle, and the first drive shaft includes a drive axle. In some such embodiments, the motor axle, the intermediate axle, and the drive axle define a shaft angle greater than 50 degrees. The shaft angle may, for example, be 60 degrees or greater.

[0015] In some embodiments, the drivetrain system includes a second gear set. The second gear set may be similar to the first gear set and may be coupled to the other motor.

[0016] In some embodiments, the powertrain system can be used as a front powertrain system and a rear powertrain system. The powertrain system can, for example, be modular.

[0017] In some embodiments, the drivetrain system has a first orientation as the front drivetrain system and a second orientation as a rear drivetrain system. In some such embodiments, the second orientation is, for example, rotated 180 degrees around a vertical axis relative to the first orientation. In some embodiments, the drivetrain system comprises a first gear orientation as the front drivetrain system and a second and opposite gear orientation as the rear drivetrain system.

[0018] In some embodiments, the drive train system comprises two inverter cores and a cover configured to accommodate the inverter cores. In some such embodiments, the inverter cores are modular. In some embodiments, the cover includes an opening configured to accommodate a top cover and provide access to the power electronics components.

[0019] In some embodiments, the intermediate bearings comprise an inner bearing and an outer bearing, the outer bearing being arranged axially inwards from an axially outer section of the first gear reduction.

[0020] In some embodiments, the present disclosure relates to an electric vehicle comprising a first powertrain system and a second powertrain system. In some embodiments, the first powertrain system and the second powertrain system each comprise the powertrain system described above. In some embodiments, the first powertrain system comprises a front powertrain system and the second powertrain system comprises a rear powertrain system. In some such embodiments, the front powertrain system comprises a first orientation and the rear powertrain system comprises a second orientation, which is rotated 180 degrees about a vertical axis relative to the first orientation as described above.In some embodiments, the front drivetrain system includes a first gear alignment, and the rear drivetrain system includes a second and opposite gear alignment relative to the front drivetrain system. Brief description of the drawings

[0021] The present disclosure is described in detail according to one or more different embodiments with reference to the following figures. The drawings are for illustrative purposes only and represent only typical or exemplary embodiments. These drawings are provided to facilitate understanding of the concepts disclosed herein and should not be considered as limiting the scope, extent, or applicability of these concepts. It should be noted that these drawings are not necessarily to scale for the sake of clarity and ease of illustration. Fig. Figure 1 shows a top view of illustrative components of an electric vehicle according to some embodiments of the present disclosure; Fig. Figure 2 shows three illustrative drive unit configurations according to some embodiments of the present disclosure; Fig. Figure 3 shows a top view of an illustrative powertrain system with power electronics according to some embodiments of the present disclosure; Fig. Figure 4 shows a top view of an illustrative drive train system according to some embodiments of the present disclosure; Fig. Figure 5 shows a cross-sectional view from above of the illustrative powertrain system of Fig. 4 according to some embodiments of the present disclosure; and Fig. Figure 6 shows an end view of an illustrative motor and A-plate arrangement of the Fig. 4 to 5 including intermediate and drive shafts and gears according to some embodiments of the present disclosure. Detailed description

[0022] In some embodiments, an electric powertrain may comprise one or more electric motors configured to achieve active torque distribution (e.g., a four-motor architecture). For example, a front drive unit (FDU) and a rear drive unit (RDU) may be identical, each comprising two inverter cores, two motors, and two independent gear sets integrated into a compact and cost-effective unit. In some embodiments, the present disclosure relates to arrangements with a high degree of component commonality (e.g., among all four motor / gearbox / inverter assemblies). In some embodiments, the present disclosure relates to arrangements with relatively reduced summation widths configured for larger motors, smaller vehicles, or both.

[0023] Fig. Figure 1 shows a top view of illustrative components of an electric vehicle 100 according to some embodiments of the present disclosure. In some embodiments, a vehicle may comprise two or more electric motors arranged in one or more drive units. Some of the motor arrangements may be identical, for example, while some may have different handedness or shaft rotation directions relative to the motor. As illustrated, the front drive unit 110 and the rear drive unit 120 are oriented differently. In particular, the front drive unit 110 is rotated 180° about a vertical axis (e.g., as illustrated, from the side) relative to the rear drive unit 120. Accordingly, the handedness of the front drive unit 110 and the rear drive unit 120 differs.Therefore, the gear alignment in the front drive unit 110 and the rear drive unit 120 can be opposite to accommodate the opposite shaft rotations.

[0024] In Fig. Figure 1 also illustrates a disassembled view of motor assembly 111, motor assembly 112, motor assembly 121, and motor assembly 122. Motor assemblies 111 and 112 are included in the front drive unit 110 (e.g., together with other components). Motor assemblies 121 and 122 are included in the rear drive unit 120 (e.g., together with other components). As illustrated, motor assemblies 111 and 121 have similar handedness to each other (i.e., motor assembly 111 is similar to motor assembly 121 but rotated 180 degrees about a vertical axis). As illustrated, motor assemblies 112 and 122 have similar handedness to each other and opposite to that of motor assemblies 111 and 121. Since the front drive unit 110 and the rear drive unit 120 are rotated relative to each other, the handedness of the gears may be opposite to each other in some embodiments.Since the output shafts rotate in opposite directions relative to the corresponding drive units during forward movement, for example, the gearing must be reversed to achieve the desired gear backlash and engagement.

[0025] Fig. Figure 2 shows three illustrative drive unit configurations according to some embodiments of the present disclosure. Configuration 200 comprises two separate motor drives 210 and 220, each of which can be operated as a single drive. Each of the motor drives 210 and 220 can, for example, be sealed, mechanically separated (e.g., complete bearings and lubrication systems), and comprise a motor, a gearbox housing, and an output (e.g., an output splined shaft or output half-shaft).

[0026] Configuration 250 comprises motor drives 260 and 270, illustrated in a disassembled view. Motor drives 260 and 270 are configured to be coupled to each other by the intermediate housing 252. In some embodiments, each of the motor drives 260 and 270, while comprising a motor (e.g., motors 261 and 271), a complete gear set (e.g., gear sets 263 and 273), and an output (e.g., half-shafts 264 and 274), need not be configured for independent operation. As illustrated, motor drives 260 and 270 each include B-shields 262 and 272, which may be configured to accommodate a bearing, manage electrical connections, provide cooling, provide a mounting, other suitable functions, or any suitable combination thereof. In some embodiments, the motor drives 260 and 270 do not need to be sealing.The intermediate housing 252 (e.g., the I-shield) can, for example, be configured to seal against both the motor drive 260 and the motor drive 270. The intermediate housing 252 can be configured to seal lubricants (e.g., bearing oil), to seal coolants (e.g., water, mixtures, oil), to provide noise reduction (e.g., to dampen transmission-related audible noise and vibration), to align the motor drives 260 and 270 with each other, to mount the motor drives 260 and 270 to a frame or other structural element, to accommodate one or more shaft bearings (e.g., one or more bearings for a motor shaft, intermediate shaft, output shaft, or a combination thereof), or to provide any other suitable functionality or combination thereof.

[0027] Configuration 290 comprises motor drives 260 and 270 in an assembled state. Motor drives 260 and 270 may be attached to the intermediate housing 252, for example, using fasteners (such as screws, threaded studs, and nuts), clamps, latches, mechanical detents, other suitable fasteners, or a combination thereof. In some embodiments, the intermediate housing 252, the motor drive 260, the motor drive 270, or a combination thereof may include alignment features that spatially align two or more components, restrict relative movement, or both. For example, the intermediate housing 252 may allow each of the motor drives 260 and 270 to be shorter (e.g., along the left-right axis, as shown in Figure 252). Fig. (2 illustrated). In another example, configuration 290, as illustrated, can be shorter along the left-right axis than configuration 200 because motor drives 260 and 270 do not require fully sealed gear sets 263 and 273. The self-contained motor drives 210 and 220 include housings that are fully sealed against lubrication, coolant, or both, and also accommodate all the bearings of the corresponding gear sets.

[0028] Fig. Figure 3 shows a top view of an illustrative drive train system 300 with power electronics 320 according to some embodiments of the present disclosure. As illustrated, the drive train system 300 comprises motor drives 303 and 309 arranged opposite each other. The motor drives 303 and 309 include corresponding B-shields 302 and 310 (e.g., to seal the outer section of the respective motor and to accommodate a bearing), corresponding stator housings (configured, for example, to accommodate stator windings and electrical connections), corresponding rotating shafts, and corresponding A-shields 304 and 308 (configured, for example, to accommodate gears and bearings and to interface with an I-shield 306). The power electronics 320 is included as illustrated in the arrangement and is electrically coupled to the windings of the motors of the motor drives 303 and 309.The power electronics 320 can include, for example, switches (e.g., relays, transistors, contactors), capacitors, any other high-voltage or high-current components (e.g., AC or DC), or any combination thereof.

[0029] The power electronics cover 322 may, for example, comprise a die-cast lid or other suitable cover that encloses the power electronics 320. In some embodiments, the power electronics cover 322 includes, as illustrated, an opening 324 configured to receive a smaller top cover. The opening 324 provides easy access to the electrical connections 330 (e.g., including DC bus connections, AC connections, or both).

[0030] As illustrated, the smaller upper cover has been removed, revealing the 330 electrical connections.

[0031] Fig. Figure 4 shows a top view of an illustrative drive train system 400 according to some embodiments of the present disclosure. In some embodiments, the integrated A-shields 404 and 408 enable a relatively compact twin-motor arrangement (e.g., motors 420 and 460). In some embodiments, the drive train system 400 can be mounted on a vehicle by means of bushings (e.g., for position retention and vibration damping) at suitable locations (e.g., the four locations 496, 497, 498, and 499), as illustrated with two inner locations (e.g., locations 497 and 498) and two outer locations (e.g., locations 496 and 499). The motor 420 comprises the B-shield 402, the housing 403, and part of the A-shield 404, as well as a rotating shaft and windings (not shown). The motor 460 comprises the B-shield 410, the housing 409, and part of the A-shield 408, as well as a rotating shaft and windings (not shown). The intermediate housing 406 (e.g.,(an I-sign) is configured to attach the A-signs 404 and 408 together.

[0032] Fig. Figure 5 shows a cross-sectional view from above of the illustrative powertrain system 400. Fig. 4 according to some embodiments of the present disclosure. The motors 420 and 460 comprise corresponding motor shafts 520 and 560, to which corresponding motor gears 525 and 565 are attached. Each of the motor shafts 520 and 560 is positioned by three bearings: an outer bearing (not shown), a middle bearing (e.g., corresponding to bearing 521 and bearing 561), and an inner bearing (e.g., corresponding to bearing 523 and bearing 563). The motor gears 525 and 565 engage with corresponding gear reductions 531 and 571, which are attached to corresponding intermediate shafts (not shown). The corresponding bevel gears 532 and 572 are also attached to the corresponding intermediate shafts. Each intermediate shaft is positioned accordingly by a corresponding inner bearing (e.g. the corresponding bearings 537 and 577) and a corresponding outer bearing (not visible in the cross-sectional view).The inner bearing of the intermediate shaft can be, for example, the I-shield 406 from . Fig. 4 are captured (e.g., attached to, aligned with, or both). Each of the bevel gears 532 and 572 engages with corresponding drive gears 535 and 575, which are mounted on a corresponding drive shaft. Each of the drive gears 535 and 575 is positioned by a corresponding pair of tapered roller bearings, comprising the inner and outer bearings 536 and 576, which are configured to respond to axial loads. The axial loads may, for example, originate from a drive shaft (not shown) coupled to the corresponding drive gear. In some embodiments, depending on the size of the motor gear (e.g., the motor gears 525 and 565) and the central bearing (e.g., the bearings 521 and 561), the gear reductions 531 and 571 may be positioned axially adjacent to or overlapping with the corresponding motor (e.g., the motor 420 or 460).

[0033] Fig. Figure 6 shows an end view of the illustrative motor and A-shield assembly 600 (e.g., including motor 420 and A-shield 404) including intermediate and drive shafts and gears according to some embodiments of the present disclosure. The retaining plate 602 holds the inner motor shaft bearing 523 in place and is configured to respond to axial loads. The motor shaft 520, intermediate shaft 620, and drive shaft 621 have corresponding axes arranged at the shaft angle 650 (e.g., sometimes referred to as the "dog-leg angle"). For example, increasing the shaft angle 650 from 0 degrees can reduce the length of the drivetrain assembly in the forward and reverse directions of an electric vehicle, while increasing the bearing loads. In some embodiments, the wave angle 650 is approximately equal to (e.g. within 2.5°) or greater than 50°, 55°, 60°, 65°, 70°, 75°, 80°, 85° and 90°.

[0034] In some embodiments, a drivetrain system includes a three-bearing design on the motor shaft (e.g., bearings 521, 522, and 523 on the motor shaft 520, as shown in Fig. (5 illustrated). By using three bearings instead of four or more, a redundant bearing can be eliminated, simplifying the design. Integrating the gearbox housing and the motor's A-shield allows for the elimination of one bearing. For illustration, a conventional gearbox housing might have two bearings on the first shaft, and a conventional electric motor might have two bearings on the motor shaft. Typically, the first shaft would engage with the motor shaft (e.g., via keyways or splines), and the resulting shaft would then have four bearings.

[0035] In some embodiments, the drivetrain system includes a bearing support plate 602 configured to minimize the axial summation of the gear reduction 531 to the electric motor 420. The bearing support plate 602 may, for example, be configured to respond to axial loads along the motor shaft 520 (e.g., from the engagement of helical gears). In another example, the bearing support plate 602 may be configured to maintain the alignment of the intermediate motor bearing 521. In yet another example, the bearing support plate 602 may be attached to the A-shield 404, which is coupled to the corresponding motor housing 403. The bearing support plate 602 is semicircular (e.g., horseshoe-shaped), as illustrated, with a section having a relatively reduced radial width. In some embodiments, the bearing support plate 602 extends only partially along the azimuth direction, as illustrated (e.g., it extends only a portion of the azimuth).(not a complete 360° around the motor shaft). This allows the gear reduction 531 to be positioned axially closer to the motor A-shield 404 than if the bearing retaining plate 602 extended a full 360° around the motor shaft 520. The bearing retaining plate 602 can have any suitable thickness (e.g., be formed from a rod, a plate, a sheet, or a combination thereof).

[0036] In some embodiments, the drivetrain system (drivetrain system 400) includes an integrated gearbox housing and motor A-shield, which can help reduce the number of parts, cost and mass, and promotes active cooling of the transmission oil, gear set, bearings, other suitable components or any combination thereof.

[0037] In some embodiments, axial play within the drivetrain system (e.g., drivetrain system 400) is optimized, minimized, or otherwise reduced. For example, the drivetrain system (e.g., drivetrain system 400) may include a rotary encoder (e.g., an encoder) configured to achieve the reduced width (e.g., by selecting a rotary encoder option / unit or screw length). The rotary encoder can be integrated into the design so that the assembly does not become wider. In another example, the drivetrain system may include one or more handling features on a rotor near the motor's lamination stacks (e.g., integrated into the A-shield or motor housing, or both). A handling feature may include a protrusion, recess, or other feature for carrying, positioning, or otherwise handling the motor.In another example, the active length of the motor or the number of stator end windings can be selected to achieve a reduced width. In another example, the integrated A-shield can assist in reducing machining tolerances on one or more I-shield bearings, associated hardware, or both. In another example, the drivetrain system can include a tooth width configured to achieve reduced axial summation. In another example, the drivetrain system can include a bearing configured to achieve reduced axial summation. In yet another example, the drivetrain system can include a first gear reduction bearing that is axially inserted into the gear reduction (e.g., on the intermediate shaft). For illustration, the gear reduction bearing can be located axially inward of the axially outer portion of the gear reduction (e.g.,such that it would not be visible in a top view of the wheel reduction gear). In another example, the drivetrain system can incorporate a minimized I-shield width between intermediate shafts (and therefore, for example, reduce the overall drivetrain width in a side-to-side direction of the vehicle). Since there are no two separate coupled gearbox housings, no partition between the gearbox housings is required for illustrative purposes.

[0038] In some embodiments, the drivetrain system incorporates an increased dog-leg angle, allowing for a thinner footprint. For example, some features of the A-shield, I-shield, gear train, or a combination thereof may incorporate a relatively more robust construction, exhibit relatively higher stiffness, or be otherwise configured to withstand increased shear stress due to the enlarged dog-leg angle.

[0039] In some embodiments, the drivetrain system comprises one or more integrated inverter cores arranged in a single cover for modularity (e.g., for a single motor DU). The integrated inverter cores can, for example, still enable an optimized drivetrain system assembly.

[0040] In some embodiments, the drive train system may include features for busbar cooling through one or more motor cooling channels and an inverter heat sink (e.g., the cover itself).

[0041] In some embodiments, the drive train of the present disclosure may include common parts (e.g., on each of four motors or on each drive unit). A common part may, for example, include an A-shield, a B-shield, a rotor shaft, a stator and / or a stator housing, a gear set, a rotary encoder, a motor mounting bushing (e.g., an inner or outer bushing), a half-shaft, an inverter, an inverter cover, a busbar, wiring connections (e.g., low voltage, high voltage, DC, or AC), any other suitable part, or any combination thereof. In some embodiments, a vehicle may, for example, include four motors and gear sets. Common parts may be used in each of the motor and gear set assemblies. In some embodiments, a vehicle may, for example, include four motors and gear sets arranged in an FDU and RDU.Corresponding common parts can be used in the FDUs and RDUs (e.g., and can, but do not have to, be interchangeable between FDU and RDU). In an illustrative example, each motor can be identical, and there can be two A-shield parts with two orientations. As in . Fig. As illustrated in Figure 1, there are two arrangements (e.g., the motor arrangements 111 and 121 on the one hand and the motor arrangements 112 and 122 on the other).

[0042] In some embodiments, the drivetrain may comprise two motors, two A-shields, and two gear sets, each with cooling channels. In some embodiments, the arrangement of the motors may allow the corresponding cooling channels to be coupled in series or parallel for a coolant flow. In some such embodiments, for example, the cooling channels of a single motor may have a single inlet or outlet port and a second port for coupling with another motor.

[0043] The foregoing merely illustrates the principles of this disclosure, and various modifications may be made by a person skilled in the art without deviating from the scope of this disclosure. The embodiments described above are presented for illustrative purposes, not for limitation. This disclosure may also take many other forms than those explicitly described herein. Accordingly, it is emphasized that this disclosure is not limited to the expressly disclosed methods, systems, and devices, but is intended to include variations and modifications thereof that are in accordance with the following claims.

Claims

[1] Powertrain system (300, 400), comprising: an I-sign (306, 406); a first engine (420); a second engine (460); a first A-plate (304, 404) attached to the first motor (420) and the I-plate (306, 406); a second A-plate (308, 408) attached to the second motor (460) and the I-plate (306, 406); a first gear set (263), comprising: a first motor shaft (520) of the first motor (420); a first motor gear (525) which is attached to the first motor shaft (520); a first intermediate wave (620); a first gear reduction gear (531) which is attached to the first intermediate shaft (620) and engages with the first motor gear (525); a first bevel gear (532) which is attached to the first intermediate shaft (620); a first drive shaft (621); a first drive wheel (535) which is attached to the first drive shaft (621) and is engaged with the first bevel gear (532); three and only three motor bearings (521, 522, 523) arranged collinearly and coupled to the first motor shaft (520); and two intermediate bearings arranged collinearly and coupled to the intermediate shaft (620), wherein the drive train system (300, 400) further comprises a first horseshoe-shaped bearing retaining plate (602) which is attached to the first A-shield (304, 404), wherein: the three engine mounts (521, 522, 523) include a center mount (521) which is positioned in a recess of the first A-shield (304, 404); the first horseshoe-shaped bearing retaining plate (602) is configured to maintain the position of the center bearing (521) in the recess; and a first wheel reduction gear (531) is positioned axially next to the central bearing (521) and in an opening of the first horseshoe-shaped bearing support plate (602). [2] Powertrain system (300, 400) according to claim 1, wherein: the first motor shaft (520) comprises a motor axle; the first intermediate shaft (620) includes an intermediate axle; the first drive shaft (621) comprises a drive axle; The motor shaft, the intermediate shaft, and the drive shaft define a shaft angle (65°); and the wave angle (650) is greater than 50 degrees. [3] Drive train system (300, 400) according to claim 2, wherein the shaft angle (650) is approximately 60 degrees. [4] Drive train system (300, 400) according to claim 2, wherein the shaft angle (650) is greater than 60 degrees. [5] Powertrain system (300, 400) according to claim 1, further comprising: a second gear set (273), comprising: a second motor shaft (560) of the second motor (460); a second motor gear (565) which is attached to the second motor shaft (560); a second intermediate wave; a second gear reduction gear (571) which is attached to the second intermediate shaft and engages with the second motor gear (565); a second bevel gear (572) attached to the second intermediate shaft; a second drive shaft; a second drive wheel (575) which is attached to the second drive shaft and engages with the second bevel gear (572); three and only three motor bearings, arranged collinearly and coupled to the second motor shaft (560); and two intermediate bearings, arranged collinearly and coupled to the second intermediate shaft. [6] Powertrain system (300, 400) according to claim 1, wherein the powertrain system (300, 400) comprises a modular system that can be used as a front powertrain system (110) and a rear powertrain system (120). [7] Powertrain system (300, 400) according to claim 6, wherein: the powertrain system (300, 400) includes a first orientation as the front powertrain system (110); the drivetrain system (300, 400) includes a second orientation as a rear drivetrain system (120); and The second orientation is rotated 180 degrees around a vertical axis relative to the first orientation. [8] Powertrain system (300, 400) according to claim 7, wherein: the drivetrain system (300, 400) includes a first gear alignment as the front drivetrain system (110); and the drivetrain system (300, 400) includes a second and opposite gear alignment to the rear drivetrain system (120). [9] Powertrain system (300, 400) according to claim 1, further comprising: a first inverter core; a second inverter core; and a cover configured to accommodate the first inverter core and the second inverter core, the first and second inverter core being modular. [10] Powertrain system (300, 400) according to claim 1, wherein the cover comprises an opening (324) configured to accommodate an upper cover and provide access to power electronic components (320). [11] Drive train system (300, 400) according to claim 1, wherein the two intermediate bearings comprise an inner bearing (577) and an outer bearing, and wherein the outer bearing is arranged axially inwards of an axially outer section of the first gear reduction (531). [12] Electric vehicle (100), comprising: a first powertrain system (300, 400), comprising: a first I-sign (306, 406); a first engine (420); a second engine (460); a first A-plate (304, 404) attached to the first motor (420) and the first I-plate (306, 406); a second A-plate (308, 408) attached to the second motor (460) and the first I-plate (306, 406); a first gear set (263), comprising: a first motor shaft (520) of the first motor (420); a first motor gear (525) which is attached to the first motor shaft (520); a first intermediate wave (620); a first gear reduction gear (531) which is attached to the first intermediate shaft (620) and engages with the first motor gear (525); a first bevel gear (531) which is attached to the first intermediate shaft (620); a first drive shaft (621); a first drive wheel (535) which is attached to the first drive shaft (621) and is engaged with the first bevel gear (531); three and only three motor bearings (521, 522, 523) arranged collinearly and coupled to the first motor shaft (520); and two intermediate bearings arranged collinearly and connected to the first intermediate shaft (620) are coupled; and a second powertrain system (300, 400), comprising: a second I-sign (306, 406); a third engine (420); a fourth engine (460); a third A-plate (304, 404) attached to the third motor (420) and the second I-plate (306, 406); a fourth A-plate (308, 408) attached to the fourth motor (460) and the second I-plate (306, 406); a second gear set (273), comprising: a second motor shaft (560) of the third motor (420); a second motor gear (565) which is attached to the second motor shaft (560); a second intermediate shaft (620); a second gear reduction gear (571) which is attached to the second intermediate shaft (620) and engages with the second motor gear (565); a second bevel gear (572) which is attached to the second intermediate shaft (620); a second drive shaft (621); a second drive wheel (575) which is attached to the second drive shaft (621) and is engaged with the second bevel gear; three and only three motor bearings (521, 522, 523) arranged collinearly and coupled to the second motor shaft (560); and two intermediate bearings arranged collinearly and coupled to the second intermediate shaft (620), wherein the electric vehicle (100) further comprises a first horseshoe-shaped bearing support plate (602) which is attached to the first A-shield (304, 404), wherein: the three engine mounts (521, 522, 523) of the first drive train system (300, 400) comprise a center mount (521) which is positioned in a recess of the corresponding A-shield (304, 404); the first horseshoe-shaped bearing retaining plate (602) is configured to maintain the position of the center bearing (521) in the recess; and a first wheel reduction gear (531) is positioned axially next to the central bearing (521) and in an opening of the first horseshoe-shaped bearing support plate (602). [13] Electric vehicle (100) according to claim 12, wherein: the first drivetrain system (300, 400) includes a front drivetrain system (110); and the second drivetrain system (300, 400) includes a rear drivetrain system (120). [14] Electric vehicle (100) according to claim 13, wherein: the front drivetrain system (110) includes a first alignment; the rear drivetrain system (120) includes a second alignment; and The second orientation is rotated 180 degrees around a vertical axis relative to the first orientation. [15] Electric vehicle (100) according to claim 14, wherein: the front drivetrain system (110) includes a first gear alignment; and the rear drivetrain system (120) includes a second and opposite gear alignment to the front drivetrain system (110). [16] Electric vehicle (100) according to claim 12, wherein each comprises the first powertrain system (300, 400) and the second powertrain system (300, 400): a first inverter core; a second inverter core; and a cover configured to accommodate the first inverter core and the second inverter core, the first and second inverter core being modular. [17] Electric vehicle (100) according to claim 16, wherein the cover of each of the first powertrain system (300, 400) and the second powertrain system (300, 400) comprises an opening configured to accommodate an upper cover and provide access to power electronics (320).

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