Patent Publication Number: US-11639093-B2

Title: Powertrain

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 16/411,617 filed on May 14, 2019, which is a continuation-in-part of U.S. patent application Ser. No. 16/135,406 filed on Sep. 19, 2018. The disclosure of which is incorporated herein by reference in its entirety. 
    
    
     FIELD 
     The present teachings relate to powertrains for lightweight utility vehicles, e.g., golf cars. 
     BACKGROUND 
     The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. 
     A traditional known approach to gas powertrain design is to mount the gas or diesel engine and transaxle to the vehicle chassis/frame structure or other vehicle structure independently. Other known designs utilize a common platform such as a tray or pan connected to the vehicle chassis/frame structure or other vehicle structure to mount the engine and transaxle to the vehicle. In both instances, power is transferred from the engine power take off (e.g., output shaft) to the transaxle input shaft via external clutches (e.g., a continuously variable transmission (CVT)) connected to the engine and/or transaxle via a CVT belt. For example, in various traditional powertrain designs the engine is mounted to the vehicle using an isolator on the vehicle chassis and the same is done to mount the transaxle. With such isolator mounted configurations, it is critical to keep the CVT clutches&#39; center distance fixed. This requirement is crucial for a predictable CVT system performance. 
     Such known designs generally include many parts and components that increase costs and are known to generate significant undesirable engine and powertrain vibration that is transmitted to the vehicle. 
     SUMMARY 
     In various embodiments, the present disclosure provides a transaxle system for a golf car, wherein the system comprises a transaxle and a mating interface. The transaxle comprises a plurality of mounting flanges fixedly mountable to at least one axle tube of the golf car, wherein the at least one axle tube houses at least one wheel axle, and the transaxle is operably couplable to the at least one wheel axle. The transaxle additionally comprising a transaxle mounting collar that is fixedly mounted to or integrally formed with a housing of the transaxle. The mating interface is mountable to the transaxle mounting collar, and is structured and operable to have an integrated internal combustion engine-transmission unit of the golf car mounted thereto. 
     In various other embodiments, the present disclosure provides a unitized powertrain for a golf car, wherein the unitized powertrain comprises an integrated internal combustion engine-transmission unit, an integrated transaxle-mounting collar unit, and a mating interface. In various instances, the integrated transaxle-mounting collar unit comprises a transaxle and a plurality of mounting flanges connected to the transaxle and fixedly mountable to at least one axle tube of the golf car, wherein the at least one axle tube houses at least one wheel axle, and the transaxle is operably couplable to the at least one wheel axle. The transaxle-mounting collar unit additionally comprises a transaxle mounting collar that is fixedly mounted to or integrally formed with a housing of the transaxle-mounting collar unit. The unitized powertrain additionally comprises a mating interface that comprises a mounting plate to which the transaxle mounting collar is mounted and a sidewall extending from the mounting plate, wherein the sidewall includes a mounting face disposed along a distal edge thereof to which the internal combustion engine-transmission unit is mounted. 
     In various other embodiment the present disclosure provides a golf car that comprises a chassis, a plurality of golf car suspension components connected to the chassis, a drive axle assembly including at least one wheel axle and at least one axle tube housing the at least one wheel axle. The at least one axle tube is connected to the suspension components such that the at least one axle assembly is operably connected to the golf car chassis via the golf car suspension components. The golf car additionally comprises a unitized powertrain that comprises an integrated internal combustion engine-transmission unit, an integrated transaxle-mounting collar unit, and a mating interface. In various instances, the integrated transaxle-mounting collar unit comprises a transaxle and a plurality of mounting flanges connected to the transaxle and fixedly mounted to the at least one axle tube, and the transaxle is operably coupled to the at least one wheel axle. The transaxle-mounting collar unit additionally comprises a transaxle mounting collar that is fixedly mounted to or integrally formed with a housing of the transaxle-mounting collar unit. The unitized powertrain additionally comprises a mating interface that comprises a mounting plate to which the transaxle mounting collar is mounted and a sidewall extending from the mounting plate, wherein the sidewall includes a mounting face disposed along a distal edge thereof to which the internal combustion engine-transmission unit is mounted. 
     This summary is provided merely for purposes of summarizing various example embodiments of the present disclosure so as to provide a basic understanding of various aspects of the teachings herein. Various embodiments, aspects, and advantages will become apparent from the following detailed description taken in conjunction with the accompanying drawings which illustrate, by way of example, the principles of the described embodiments. Accordingly, it should be understood that the description and specific examples set forth herein are intended for purposes of illustration only and are not intended to limit the scope of the present teachings. 
    
    
     
       DRAWINGS 
       The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present teachings in any way. 
         FIG.  1    is a side view of an exemplary vehicle including a unitized powertrain, in accordance with various embodiments of the present disclosure. 
         FIG.  2    is a top view of a portion of a vehicle chassis/frame of the vehicle shown in  FIG.  1    having an axle assembly connected thereto, and wherein the unitized powertrain is a ‘floating’ powertrain fixedly and operationally connected to the axle assembly, in accordance with various embodiments of the present disclosure. 
         FIG.  3    is an isometric view showing the axle assembly connected the vehicle chassis/frame via only two or more suspension components (e.g., leaf springs and/or shocks) such that the ‘floating’ powertrain is operationally connected to the chassis/frame, and hence the respective vehicle, via only the suspension components, in accordance with various embodiments of the present disclosure. 
         FIG.  4    is a partially exploded view of the ‘floating’ powertrain mounted to the axle assembly showing a transaxle mounting collar mounted to or integrally forms with the transaxle to which the prime mover can be mounted and cantilevered therefrom, in accordance with various embodiments of the present disclosure. 
         FIG.  5    is an isometric view of the transaxle and transaxle mounting collar, in accordance with various embodiments of the present disclosure. 
         FIG.  6    is a partially exploded view of the ‘floating’ powertrain mounted to the axle assembly showing an output shaft of the prime mover, in accordance with various embodiments of the present disclosure. 
         FIG.  7    is a partially exploded view of the ‘floating’ powertrain mounted to the axle assembly including a transmission, in accordance with various embodiments of the present disclosure. 
         FIG.  8    is a partially exploded view of the unitized powertrain mounted to the axle assembly comprising an integrated prime mover-transmission comprising the prime mover integrated with a transmission in accordance with various embodiments of the present disclosure. 
         FIG.  9    is a partially exploded view of the unitized powertrain mounted to the axle assembly comprising an integrated prime mover-starter motor comprising the prime mover integrated with a starter motor, in accordance with various embodiments of the present disclosure. 
         FIG.  10    is an isometric view of a mating interface of the unitized powertrain, in accordance with various embodiments of the present disclosure. 
         FIG.  11    is an exploded top view of the unitized powertrain including the mating interface, in accordance with various embodiments of the present disclosure. 
         FIG.  12    is an exploded isometric view of the unitized powertrain including the mating interface, in accordance with various embodiments of the present disclosure. 
         FIG.  13    is a top view of the unitized powertrain including the mating interface, in accordance with various embodiments of the present disclosure. 
         FIG.  14    is side view of the unitized powertrain having a front portion thereof mounted to structure of the vehicle utilizing at least one isolator mount, in accordance with various embodiments of the present disclosure. 
         FIG.  15    is a side view of the unitized powertrain having a front portion thereof mounted to the structure of the vehicle utilizing at least one isolator mount, in accordance with various other embodiments of the present disclosure. 
         FIG.  16    is an isometric view of at least one noise suppression pan of the vehicle, in accordance with various embodiments of the present disclosure. 
         FIG.  17    is side view of the at least one noise suppression pan of the vehicle, in accordance with various embodiments of the present disclosure. 
         FIG.  18    is a rear isometric view of the at least one noise suppression pan of the vehicle, in accordance with various embodiments of the present disclosure. 
     
    
    
     Corresponding reference numerals indicate corresponding parts throughout the several views of drawings. 
     DETAILED DESCRIPTION 
     The following description is merely exemplary in nature and is in no way intended to limit the present teachings, application, or uses. Throughout this specification, like reference numerals will be used to refer to like elements. Additionally, the embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art can utilize their teachings. As well, it should be understood that the drawings are intended to illustrate and plainly disclose presently envisioned embodiments to one of skill in the art, but are not intended to be manufacturing level drawings or renditions of final products and may include simplified conceptual views to facilitate understanding or explanation. As well, the relative size and arrangement of the components may differ from that shown and still operate within the spirit of the invention. 
     As used herein, the word “exemplary” or “illustrative” means “serving as an example, instance, or illustration.” Any implementation described herein as “exemplary” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations. All of the implementations described below are exemplary implementations provided to enable persons skilled in the art to practice the disclosure and are not intended to limit the scope of the appended claims. 
     Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting. As used herein, the singular forms “a,” “an,” and “the” may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms “comprises,” “comprising,” “including,” and “having,” are inclusive and therefore specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order discussed or illustrated, unless specifically identified as an order of performance. It is also to be understood that additional or alternative steps can be employed. 
     When an element, object, device, apparatus, component, region or section, etc., is referred to as being “on,” “engaged to or with,” “connected to or with,” or “coupled to or with” another element, object, device, apparatus, component, region or section, etc., it can be directly on, engaged, connected or coupled to or with the other element, object, device, apparatus, component, region or section, etc., or intervening elements, objects, devices, apparatuses, components, regions or sections, etc., can be present. In contrast, when an element, object, device, apparatus, component, region or section, etc., is referred to as being “directly on,” “directly engaged to,” “directly connected to,” or “directly coupled to” another element, object, device, apparatus, component, region or section, etc., there may be no intervening elements, objects, devices, apparatuses, components, regions or sections, etc., present. Other words used to describe the relationship between elements, objects, devices, apparatuses, components, regions or sections, etc., should be interpreted in a like fashion (e.g., “between” versus “directly between,” “adjacent” versus “directly adjacent,” etc.). 
     As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. For example, A and/or B includes A alone, or B alone, or both A and B. 
     Although the terms first, second, third, etc. can be used herein to describe various elements, objects, devices, apparatuses, components, regions or sections, etc., these elements, objects, devices, apparatuses, components, regions or sections, etc., should not be limited by these terms. These terms may be used only to distinguish one element, object, device, apparatus, component, region or section, etc., from another element, object, device, apparatus, component, region or section, etc., and do not necessarily imply a sequence or order unless clearly indicated by the context. 
     Moreover, it will be understood that various directions such as “upper”, “lower”, “bottom”, “top”, “left”, “right”, “first”, “second” and so forth are made only with respect to explanation in conjunction with the drawings, and that components may be oriented differently, for instance, during transportation and manufacturing as well as operation. Because many varying and different embodiments may be made within the scope of the concept(s) taught herein, and because many modifications may be made in the embodiments described herein, it is to be understood that the details herein are to be interpreted as illustrative and non-limiting. 
     Referring now to  FIG.  1   , the present disclosure generally provides a powertrain  10  for a lightweight vehicle  14 , such as a golf car. The powertrain  10  generally comprises a prime mover  18  (e.g., an internal combustion engine, an electric motor, or any other device structured and operable to deliver power/torque/motive force) that is fixedly mounted to a transaxle  22  that is fixedly mounted to an axle assembly  26 . In various embodiments of the present disclosure, the powertrain  10  can be a ‘unitized’ powertrain wherein the prime mover  18  and transaxle  22  are coupled together utilizing a mounting collar  78  to form a single unit or unitized powertrain, as described further below. In various embodiments of the present disclosure the powertrain  10  can be a ‘floating’ powertrain, wherein the prime mover  18  and transaxle  22  are coupled together utilizing the mounting collar  78  to form a single or unitized powertrain that is mounted only to the axle assembly  26  absent any other structure for connecting the powertrain  10  to the vehicle  14 , as described below. Alternatively, in various embodiments, the unitized powertrain  10  can be mounted at a rear end to the axle assembly  26  and supported at a front end by one or more isolator mount, such as isolator mounts  146  illustrated in and described with regard to  FIGS.  14  and  15   . 
     In some embodiments the unitized powertrain  10  encloses the moving components (e.g. the prime mover output shaft  98 ′, the transaxle input shaft  102 , gears, chains, belts, and any other moving components configured to transmit power from the prime mover-transmission unit  18 ′ to the one or more rear axle  74 ) from the outside environment. Particularly the transaxle  22  comprises a left and right (relative to the lateral or side-to-side-direction of the vehicle  14 ) housing sealed together (e.g. via gaskets not shown), the prime mover-transmission unit  18 ′ seals together with either a mating surface of the transaxle/mounting collar  22 / 86  or a surface of the mating interface  150  which seals to the mating surface of the transaxle/mounting collar  22 / 86 . 
     The vehicle  14  generally includes a passenger compartment  34 , one or more front wheels  38  operationally connected to the chassis or other frame structure  30 , one or more rear wheels  42  operationally connected to the axle assembly  26 , and the powertrain  10 . The passenger compartment  34  generally includes the dash/instrument console  46 , a seating structure  50  structured and operable to provide seating for one or more vehicle occupants, a steering wheel  54  for use by the vehicle operator to control the directional movement of the vehicle  14 , a brake pedal  58  for use by the vehicle operator to control slowing and stopping of the vehicle  14 , and an accelerator pedal  62  for use by the vehicle operator to control the torque/power delivered by the prime mover  18  to one or more of the rear and/or front wheels  42  and/or  38 . In various embodiments, the seating structure  50  can include at least one row of a side by side passenger seating arrangement. 
     Although the vehicle  14  is exemplarily illustrated as a golf car throughout the various figures, it should be understood that in various embodiments, the vehicle  14  can be a maintenance vehicle, a cargo vehicle, a shuttle vehicle, an all-terrain vehicle (ATV), a utility-terrain vehicle (UTV), a worksite vehicle, a buggy, any lightweight vehicle, or any other suitable type of utility or low-speed vehicle that is not designated for use on roadways, and remain within the scope of the present disclosure. 
     Additionally, although the powertrain  10  of the present disclosure will, by way of example, be shown and described herein as structured and operable to deliver motive force to the rear wheel(s)  42 , via the axle assembly  26  (shown by way of example as a rear axle assembly), it should be understood that, in various embodiments, the powertrain  10  of the present disclosure can be structured and operable to deliver motive force to the front wheel(s)  38 , via a front axle assembly (not shown), and remain within the scope of the present disclosure. In yet other embodiments, it is envisioned that powertrain  10 , as described herein can be implemented in a four-wheel drive vehicle including a power take off assembly (not shown) operably connected to the transaxle  22  to deliver motive force from the prime mover  18  to one or more of the front wheel(s)  38  and/or rear wheel(s)  42 . 
     Referring now to  FIGS.  2 ,  3  and  4   , as described above, in various embodiments the powertrain  10  can be a ‘floating’ powertrain for the vehicle  14 , e.g., a golf car. In such embodiments, the powertrain  10  comprises the prime mover  18  (e.g., an internal combustion engine, an electric motor, or any other device structured and operable to deliver power/torque/motive force) that is fixedly mounted to and cantilevered from (e.g., suspended from) the transaxle  22 , via the mounting collar  78 , and the transaxle  22  is mounted only to the axle assembly  26  absent any other structure for connecting the transaxle  22  and prime mover  18  to the vehicle  14 . More specifically, the prime mover  18  is only operationally connected (e.g., indirectly connected) to the vehicle chassis and/or frame structure  30  through its connection and mounting to the transaxle  22 , via the mounting collar  78 . 
     The axle assembly  26  is connected to the chassis/frame  30  via two or more vehicle suspension components  66  (e.g., two or more springs (e.g., leaf springs, coil springs, etc.), and/or shocks, and/or struts, and/or spring/strut combinations, etc.). The suspension components  66  are mounted to one or more axle tube  70  of the axle assembly  26  and to the vehicle frame/chassis  30 , thereby connecting the axle assembly  26  with the chassis/frame  30 . The axle assembly  26  additionally includes one or more wheel axle  74  disposed within, and housed by, the axle tube(s)  70 . In some embodiments, the axle tube(s)  70  can comprise a left axle tube  70 A and a right axle tube  70 B that are different lengths such that the transaxle  22  is mounted to the axle tubes  70 A and  70 B offset to the left or right of a longitudinal center axis LCA (shown in  FIG.  13   ) of the vehicle  14 . For example, as exemplarily illustrated in  FIG.  13   , in various instances the right axle tube  70 B can be shorter than the left axle tube  70 A such that the transaxle  22  is mounted to the axle tubes  70 A and  70 B offset to the right (e.g., toward the passenger&#39;s (non-driver) side of the vehicle  14 ) of the longitudinal center axis LCA of the vehicle  14 . Alternatively, in various embodiments, the left and right axle tubes are approximately the same length such that the transaxle  22  is mounted to the axle tubes  70 A and  70 B approximately centered in the lateral or width direction of the vehicle  14 , e.g., centered along the longitudinal center axis LCA. 
     The wheels (e.g., the front wheels  38  or the rear wheels  42 ) are mounted to distal ends of the wheel axle(s)  74 . The transaxle  22  is fixedly mounted to the axle tube(s)  70  and operationally connected to the wheel axle(s)  74 . In various embodiments, the transaxle  22  can be fixedly mounted to the axle tube(s)  70  via a plurality (e.g., 2 or more) mounting flanges  76 . 
     As described above, the prime mover  18  is fixedly mounted to the transaxle mounting collar  78 , which is connected to or integrally formed with the transaxle  22  (e.g., the mounting collar  78  is connected to or integrally formed with a housing of the transaxle  22 ). In the various floating powertrain embodiments, other than the mounting collar  78  for connecting the prime mover  18  to the transaxle  22 , there is no other support structure or means provided to connect and support the prime mover  18  to and within the vehicle  14 . Specifically, the axle assembly  26  is connected to the chassis/frame  30  via the suspension components  66 , the transaxle  22  is mounted to the axle tube(s)  70 , the mounting collar  78  is connected to or integrally formed with the transaxle  22 , and the prime mover  18  is mounted to the mounting collar  78  such that the prime mover  18  is cantilevered from (e.g., suspended from) the mounting collar  78 . That is, the prime mover  18  is only operationally connected (e.g., indirectly connected) to the vehicle chassis/frame structure  30  (as best shown in  FIGS.  2  and  3   ) through its connection and mounting to the transaxle  22  (via the mounting collar  78 ). Hence, in such embodiments, the suspension components  66  provide the only elements, components, structure, or means by which the axle assembly  26 , the transaxle  22  and ultimately the prime mover  18  are mounted to and within the vehicle  14 , and thereby provide the only support, torque path and vibration path for the ‘floating’ prime mover  18 . The prime mover  18  is operationally connected to the transaxle  22  and the transaxle is operationally connected to the wheel axle(s)  74  such that operation of the prime mover  18  provides power and torque, via the transaxle  22 , to the wheel axle(s)  74  to thereby provide motive power to the vehicle  14 . 
     Referring now to  FIGS.  3 ,  4 ,  5 , and  6   , as described above, in various embodiments, the mounting collar  78  is structured and operable to connect or mount the prime mover  18  to the transaxle  22 , which is mounted to the axle assembly  26 . And, the axle assembly  26  is in turn connected or mounted to the chassis/frame  30  via the suspension components  66 . Therefore, other than the connection of the axle assembly  26  to the chassis/frame  30  via the suspension components  66 , there is no other support structure or means provided to connect and support the prime mover  18  to and within the vehicle  14 . Accordingly, that the prime mover  18  is cantilevered from (e.g., suspended from) the mounting collar  78 , and the powertrain  10  (e.g., prime mover  18  plus the transaxle  22 ) is cantilevered from axle assembly  26  absent any structure for mounting the prime mover  18  to the vehicle  14 —other than the suspension components  66 . 
     The mounting collar  78  is sized, shaped, structured and operable to connected to a proximal end  18 A of the prime mover  18  and thereby support and carry the load acting on the prime mover  18  as the prime mover  18  and vehicle  14  are operated. The load acting on the prime mover  18  will be readily and easily understood by one skilled in the art to comprise the weight and mass of the prime mover  18 , torque generated by the prime mover  18  during operation thereof, the moment forces (e.g., force vectors), vibrations, jarring, jolting impacts, etc., acting on the prime mover  18  as the prime mover  18  and vehicle  14  are operated, and any other force acting on prime mover  18  or generated by the prime mover  18  that will be imparted on, translated to or transferred to the mounting collar  78  (and hence, on/to the transaxle  22 , the axle assembly  26 , and the suspension components  66 ) both when the prime mover  18  and/or vehicle  14  are in operation, and when the prime mover  18  and/or vehicle  14  are not operating or are stationary or at rest. 
     Specifically, the mounting collar  78  comprises a sidewall  82  having a transaxle mounting face  84  formed along a proximal edge thereof to which the transaxle  22  can be mounted, and a prime mover mounting face  86  formed along an opposing distal edge thereof to which the prime mover  18  can be mounted. As described further below, the prime mover mounting face  86  has a surface area sized and shaped to support the cantilevered prime mover  18 , and bear the load(s) exerted thereby and thereon, absent any additional structure for mounting the prime mover  18  to the vehicle  14 . Particularly, as one skilled in the art will readily and easily understand, the larger the surface area of the prime mover mounting face  86 , the more the load(s) exerted by and on the prime mover  18  will be distributed across that surface area of the prime mover mounting face  86 . Hence, the larger the surface area of the mounting face  86 , the greater load(s) the mounting collar  78  will support and bear. Therefore, the size and shape of the surface area of the mounting face  86  (e.g., circumferential length, shape and width of the mounting face  86 ) is dependent on the size and weight/mass of the prime mover  18  and the load(s) generated by and acting on the prime mover  18 . 
     The prime mover  18  comprises a collar mounting face  94  that contacts the mounting collar prime mover mounting face  86  when the prime mover  18  is mounted to the transaxle  22 , via the mounting collar  78 . In various embodiments, the prime mover  18  can be securely mounted to the mounting collar  78  using a plurality of bolts (not shown) inserted through a plurality of bolt holes or channels  106  formed in the mounting collar  78 . Alternatively, in various embodiments, the prime mover  18  can be securely mounted to the mounting collar  78  using any other suitable connecting means, method, device or mechanism. 
     As described above, the surface area of the prime mover mounting face  86  is sized and shaped to distribute the weight/mass of the prime mover  18  and load(s) exerted by and on the prime mover  18  across that surface area such that the prime mover  18  can be cantilevered from mounting collar  78 , absent any additional structure for mounting the prime mover  18  to the vehicle  14 . Particularly, the prime mover mounting face  86  is sized and shaped such that when the prime mover  18  is mounted to the mounting collar  78  substantially the entire surface area of the prime mover mounting face  86  is in contact with at least substantially the entire surface area of the collar mounting face  94  (and/or vice-versa). Therefore, sufficient contact surface area is provided between the mounting faces  86  and  94  to distribute the weight/mass of the cantilevered prime mover  18  and the load(s) exerted by and on the cantilevered prime mover  18  across the contact surface area. And therefore, sufficient support is provided for the cantilevered prime mover  18  and to bear the load(s) exerted by and on the prime mover  18  when the prime mover  18  and/or vehicle  14  are in operation, and when the prime mover  18  and/or vehicle  14  are not operating or are stationary or at rest. Said another way, the contact surface area between the mounting faces  86  and  94  is sized and shaped to provide the sufficient weight distribution of the prime mover within the respective design constraints. Additionally, the geometry of contact surface area between the mounting faces  86  and  94  provides an effective clamping load with significantly high margin of safety for the respective material used on the construction of the body of the prime mover  18  and the transaxle  22 . For example, in various embodiments, the contact surface area between the mounting faces  86  and  94  can be between approximately 5000.0 mm 2  and 6500.0 mm 2  (e.g., approx. 5700.00 mm 2 ). 
     Referring now to  FIGS.  3 ,  4 ,  5 ,  6  and  9   , in various embodiments, to assist in supporting the prime mover  18  and bearing the load(s) generated by and exerted on the prime mover  18 , the mounting collar  82  and/or the prime mover  18  can comprise at least one alignment pin  90  extending from at least one of the mounting collar prime mover mounting face  86  and a mounting face  94  of the prime mover  18 . The alignment pin(s)  90  is/are located along the mounting collar prime mover mounting face  86  and/or prime mover mounting face  94  and are structured to mate with a corresponding alignment pin receptacle  92  disposed in the respective corresponding mounting collar prime mover mounting face  86  and/or prime mover mounting face  94 . In addition to helping support the prime mover  18  and bearing the load(s) generated by and exerted on the prime mover  18  absent any additional structure for mounting the prime mover  18  to the vehicle  14 , the alignment pin(s)  90  is/are structured and operable to align the mounting collar prime mover mounting face  86  and prime mover mounting face  94  with each other. More specifically, the alignment pin(s)  90  align the mounting collar and prime mover mounting faces  86  and  94  such that substantially the entire surface area of the mounting collar prime mover mounting face  86  is in contact with at least substantially the entire surface area of the prime mover mount face  94  (and/or vice-versa). Therefore, sufficient contact surface area is provided between the mounting faces  86  and  94  to distribute the weight/mass of the cantilevered prime mover  18  and the load(s) exerted by and on the prime mover  18  across the contact surface area. And therefore, sufficient support is provided for the cantilevered prime mover  18  and for bearing the load(s) exerted by and on the prime mover  18  when the prime mover  18  and/or vehicle  14  are in operation, and when the prime mover  18  and/or vehicle  14  are not operating or are stationary or at rest. 
     Furthermore, in various embodiments, the alignment pin(s)  90  is/are structured and operable to coaxially align an output shaft  98  of the prime mover  18  with an input shaft  102  of the transaxle  22  such that the prime mover output shaft  98  can be coupled directly to the transaxle input shaft  102 . More specifically the alignment pin(s)  90  is/are structured and operable to align the prime mover output shaft  98  with the transaxle input shaft  102  such that a longitudinal axis of the prime mover output shaft  98  will coaxially align with a longitudinal axis of the transaxle input shaft  102 , thereby allowing the prime mover output shaft  98  and the transaxle input shaft  102  to be directly connected to each other. For example, in various instances, one of the prime mover output shaft  98  or the transaxle input shaft  102  can be a hollow shaft with splined interior (exemplarily shown in the figures to be the prime mover output shaft  98 ) and the respective other prime mover output shaft  98  or the transaxle input shaft  102  can be a solid shaft with a splined exterior (exemplarily shown in the figures to be the transaxle input shaft  102 ), such that prime mover output shaft  98  can directly connect and mate with the transaxle input shaft  102  in a splined interconnection. 
     In various embodiments, the mounting collar  78  can further comprises a plurality of gussets  110  formed along an interior surface of the sidewall  82 . The gussets  110  are structured and operable to add strength to the sidewall  82  such that the mounting collar  78  will support the prime mover  18  and bear the load(s) exerted by and on the prime mover  18  when the prime mover  18  and/or vehicle  14  are in operation, and when the prime mover  18  and/or vehicle  14  are not operating or are stationary or at rest. In various instances, the gussets  110  can be triangular structures that are connected or integrally formed between the interior surface of the sidewall  82  and the interior surface of a base  114  of the mounting collar  78 . The gussets  110  provide support to the sidewall  82  and help reduce or prevent flexure of sidewall  78  caused by the weight/mass of the cantilevered prime mover  18  and/or the load(s) exerted by and on the prime mover  18 . 
     Although the mounting collar  78  has been described above with regard to embodiments wherein the prime mover  18  is cantilevered from the transaxle  22  absent any additional structure for mounting the prime mover  18  to the vehicle  14 , the description above of the mounting collar is equally applicable for embodiments wherein the prime mover  18  is connected to the a portion of the vehicle  14  and supported by one or more isolator mounts such as the isolator mounts  146  exemplarily illustrated in and described with regard to  FIGS.  14  and  15   . 
     In various embodiments, the prime mover  18  is structured and designed to locate the center of gravity of the prime mover  18  a desired distance from the transaxle  22  and the ground in order to aid the mounting collar  78  in supporting the load(s) generated by and acting on the prime mover  18 , in various instances such that the prime mover  18  can be cantilevered from the transaxle  22 . More particularly, the prime mover  18  is structured and designed to have a length, height, width and weight/mass designed to locate the center of gravity of the prime mover  18  a desired distance from the transaxle  22  and the ground that allows the mounting collar  78  to support the load(s) generated by and acting on the prime mover  18 , in various instances such that the prime mover  18  can be cantilevered from the transaxle  22 . In various embodiments, the overall size of the prime mover  18  is designed to be smaller than known prime movers (e.g., internal combustion engines) known to be used in various lightweight vehicles (e.g., golf cars). 
     For example, in various instances, the prime mover  18  is designed to be between 15%-30% (e.g., 22%) smaller than known prime movers known to be used in various lightweight vehicles. The reduction in the length of the prime mover  18  locates the center of gravity (CG) of the prime mover  18  closer to the longitudinal center axis P of the axle shaft  74 , thereby reducing the overhang mass, and hence, the rotational moment of the powertrain  10 . In various instances where the powertrain  10  includes a transmission (as described below) the reduction in size of the prime mover  18  additionally requires that the design of the transmission  118  and/or  118 ′ be reduced with regard to known transmissions, thereby further reducing the mass of the powertrain  10 . For example, as exemplarily shown in  FIG.  8   , in various embodiments, the CG of the powertrain  10  can be located, as measured from the longitudinal center axis P of the axle shaft  74 , between approximately 45.0 mm and 60.0 mm (e.g., approx. 51.0 mm) in the Z direction vertically above the axis P, between approximately 165.0 mm and 180.0 mm (e.g., approx. 171.0 mm) in the X direction forward of/in front of the axle axis P, and between approximately 45.0 mm and 60.0 mm (e.g., approx. 53.0 mm) in the Y direction along the axis P toward the driver&#39;s side end of the axle shaft  74  from the vehicle center toward the driver side. 
     As used herein, the word “forward” and the phrase “forward of” are used to describe the direction from a named component or structure toward the front of the vehicle  14 . For example, the statement that the steering wheel  54  is located “forward of” the longitudinal center means the steering wheel  54  is located within an area that extends from the longitudinal center of the vehicle  14  to the front of the vehicle  14 . Similarly, as used herein, the word “rearward” and the phrase “rearward of” are used to describe the direction from a named component or structure toward the rear of the vehicle  14 . For example, the statement that a component of the vehicle  14  or powertrain  10  is located “rearward of” the longitudinal center means the component is located within an area that extends from the longitudinal center of the vehicle  14  to the rear of the vehicle  14 . 
     Referring now to  FIG.  7   , in various embodiments, the unitized powertrain  10  can further comprise a transmission  118  that is fixedly and operationally connected to the prime mover  18 . In various ‘floating’ powertrain embodiments, the powertrain  10  can comprise the transmission  118  that is fixedly and operationally connected to the prime mover  18  and to the transaxle mounting collar  78  absent any additional structure for mounting the transmission  118  to the vehicle  14 . While in other embodiments, the powertrain  10  can comprise the transmission  118  that is fixedly and operationally connected to the prime mover  18  and to the transaxle mounting collar  78  having at least the prime mover mounted to a portion of the vehicle  14  (e.g., the chassis  30 ) via one or more isolator mount, such as the isolator mounts  146  shown in and described with regard to  FIGS.  14  and  15   ). As illustrated in  FIG.  7   , the transmission  118  is connected to the prime mover  18  and receives power (e.g., torque) output by the prime mover  18 . The transmission  118  in turn transfers the power delivered from the prime mover  18  to the transaxle  22 , which in turn deliver the power as motive force to the axle assembly  26  and wheel (e.g., rear wheels  42 ) In various instances, the transmission  118  can comprise a plurality of gears (not show) that are interoperatively engaged or connected to controllably provide various gear ratios that adjust (e.g., increase or decrease) the power delivered to the transaxle  22 . In various other instances, the transmission  118  can comprise a continuously-variable-transmission (CVT) that delivers the power to transaxle  22  through a continuous range of gear ratios via a system of pulleys and belts. 
     In such embodiments, the transmission  118  comprises a mounting face  122  that is similar to the prime mover mounting face  94  described above, for mounting the transmission  118  to transaxle mounting collar  78 . More particularly, the transmission  118  mounts to the mounting collar  78  in the same manner as described above with regard to the prime mover  18 . Specifically, the transmission mounting face  122  contacts the mounting collar mounting face  86  when the transmission  118  is mounted to the mounting collar  78 . The surface area of the mounting collar mounting face  86  is sized and shaped to distribute the weight/mass of the prime mover  18  and the transmission  118 , and the load(s) exerted by and on the prime mover  18  and transmission  118  across that surface area, in various instances such that the prime mover  18  and transmission  118  can be cantilevered from mounting collar  78  absent any additional structure for mounting the prime mover  18  and/or transmission  118  to the vehicle  14 . Particularly, the mounting face  86  is sized and shaped such that when the transmission  118  is mounted to the mounting collar  78  substantially the entire surface area of the mounting collar mounting face  86  is in contact with at least substantially the entire surface area of the transmission mount face  122  (and/or vice-versa). 
     Therefore, sufficient contact surface area is provided between the mounting faces  86  and  122  to distribute the weight/mass of the prime mover  18  and transmission  118 , e.g., the cantilevered prime mover  18  and transmission  118 , and the load(s) exerted by and on the prime mover  18  and transmission  118  across the contact surface area. And therefore, sufficient support is provided for the prime mover  18  and transmission  118 , e.g., the cantilevered prime mover  18  and transmission  118 , to bear the load(s) exerted by and on the prime mover  18  and transmission  118  when the prime mover  18  and/or transmission  118  and/or vehicle  14  are in operation, and when the prime mover  18  and/or transmission  118  and/or vehicle  14  are not operating or are stationary or at rest. Therefore, the size and shape of the surface area of the mounting face  86  (e.g., circumferential length and width of the mounting face  86 ) is dependent on the size and weight/mass of the prime mover  18  and transmission  118  and the load(s) generated by and acting on the prime mover  18  and transmission  118 . 
     Furthermore, in such embodiments, the transmission  18  can comprise at least one alignment pin  90  (not shown) extending from the transmission mounting face  122 . Similar to the description above with regard to  FIGS.  4 ,  5  and  6   , the alignment pin(s)  90  is/are located along the mounting collar mounting face  86  and/or transmission mounting face  122  and are structured to mate with a corresponding alignment pin receptacle  92  (not shown) disposed in the respective corresponding mounting collar mounting face  86  and/or transmission mounting face  122 . In addition to helping support the prime mover  18  and transmission  118  and bearing the load(s) generated by and exerted on the prime mover  18  and transmission  118 , in various instances absent any additional structure for mounting the prime mover  18  and transmission  118  to the vehicle  14 , the alignment pin(s)  90  is/are structured and operable to align the mounting collar mounting face  86  and transmission mounting face  122  with each other. More specifically, the alignment pin(s)  90  align the mounting collar and transmission mounting faces  86  and  122  such that substantially the entire surface area of the mounting collar mounting face  86  is in contact with at least substantially the entire surface area of the transmission mount face  122  (and/or vice-versa). Therefore, sufficient contact surface area is provided between the mounting faces  86  and  122  to distribute the weight/mass of the prime mover  18  and transmission  122 , e.g., the cantilevered prime mover  18  and transmission  122 , and the load(s) exerted by and on the prime mover  18  and transmission  122  across the contact surface area. And therefore, sufficient support is provided for the prime mover  18  and transmission  122 , e.g., the cantilevered prime mover  18  and transmission  122 , and to bear the load(s) exerted by and on the prime mover  18  and transmission  118  when the prime mover  18  and/or transmission  118  and/or vehicle  14  are in operation, and when the prime mover  18  and/or transmission  118  and/or vehicle  14  are not operating or are stationary or at rest. 
     Additionally, in various embodiments, the alignment pin(s)  90  is/are structured and operable to coaxially align an output shaft (not shown) of the transmission  118  with an input shaft  102  of the transaxle  22  such that the transmission output shaft can be coupled directly to the transaxle input shaft  102 . More specifically the alignment pin(s)  90  is/are structured and operable to align the transmission output shaft with the transaxle input shaft  102  such that a longitudinal axis of the transmission output shaft will coaxially align with a longitudinal axis of the transaxle input shaft  102 , thereby allowing the transmission output shaft  98  and the transaxle input shaft  102  to be directly connected to each other. For example, in various instances, one of the transmission output shaft or the transaxle input shaft  102  can be a hollow shaft with splined interior and the respective other transmission output shaft or the transaxle input shaft  102  can be a solid shaft with a splined exterior, such that transmission output shaft can directly connect and mate with the transaxle input shaft  102  in a splined interconnection. 
     In various embodiments, the prime mover  18  and transmission  118  are structured and designed to locate the center of gravity of the prime mover  18  and transmission  118  a desired distance from the transaxle  22  and the ground in order to aid the mounting collar  78  in supporting the load(s) generated by and acting on the prime mover  18  and transmission  118 , in various instances such that the prime mover  18  and transmission  118  can be cantilevered from the transaxle  22 . More particularly, the prime mover  18  and transmission  118  are structured and designed to have a combined length, height, width and weight/mass designed to locate the center of gravity of the prime mover  18  and transmission  118  a desired distance from the transaxle  22  and the ground that allows the mounting collar  78  to support the load(s) generated by and acting on the prime mover  18  and transmission  118 , in various instances such that the prime mover  18  and transmission  118  can be cantilevered from the transaxle  22 . As described above, in various embodiments, the overall size of the prime mover  18  is designed to be smaller than known prime movers (e.g., internal combustion engines) known to be used in various lightweight vehicles (e.g., golf cars). 
     For example, in various instances, the prime mover  18  is designed to be between 15%-30% (e.g., 22%) smaller than known prime movers known to be used in various lightweight vehicles. The reduction in the length of the prime mover  18  locates the center of gravity (CG) of the prime mover  18  closer to the longitudinal center axis P of the axle shaft  74 , thereby reducing the overhang mass, and hence, the rotational moment of the powertrain  10 . In various instances where the powertrain  10  includes a transmission (as described with regard to  FIGS.  7  and/or  8   ) the reduction in size of the prime mover  18  additionally requires that the design of the transmission  118  and/or  118 ′ be reduced with regard to known transmissions, thereby further reducing the mass of the powertrain  10 . For example, as exemplarily shown in  FIG.  8   , in various embodiments, the CG of the powertrain  10  can be located, as measured from the longitudinal center axis P of the axle shaft  74 , between approximately 45.0 mm and 60.0 mm (e.g., approx. 51.0 mm) in the Z direction vertically above the axis P, between approximately 165.0 mm and 180.0 mm (e.g., approx. 171.0 mm) in the X direction forward of/in front of the axle P, and between approximately 45.0 mm and 60.0 mm (e.g., approx. 53.0 mm) in the Y direction along the axis P toward the driver&#39;s side end of the axle shaft  74  from the vehicle center toward the driver side. 
     Referring now to  FIGS.  8  and  9    in various embodiments, the unitized powertrain  10 , in various instances the ‘floating’ powertrain  10 , can comprise an integrated prime mover-transmission unit  18 ′ that comprises a prime mover  18  integrated and integrally fabricated with a transmission  118 ′ to provide a single unit or component of the powertrain  10 . The prime mover-transmission unit  18 ′ is fixedly connected to the transaxle mounting collar  78 , in various instances absent any additional structure for mounting the prime mover-transmission unit  18 ′ to the vehicle  14 . The prime mover-transmission unit  18 ′ is structured and operable to generate power (e.g., torque) via the prime mover portion of the prime mover-transmission unit  18 ′, and to controllably adjust (e.g., increases and/or decreases) and deliver the power generated to the transaxle  22  via the transmission portion of the prime mover-transmission unit  18 ′. The transaxle  22  in turn delivers the power as motive force to the axle assembly  26  and wheel (e.g., rear wheels  42 ) In various instances, the transmission portion  118 ′ of the prime mover-transmission unit  18 ′ can comprise a plurality of gears (not show) that are interoperatively engaged or connected to controllably provide various gear ratios that adjust (e.g., increase or decrease) the power delivered to the transaxle  22 . In various other instances, the transmission portion  118 ′ of the prime mover-transmission unit  18 ′ can comprise a continuously-variable-transmission (CVT) that delivers the power to transaxle  22  through a continuous range of gear ratios via a system of pulleys and belts. 
     The prime mover-transmission unit  18 ′ comprises a mounting face  94 ′ at a distal end  18 ′A that is similar to the prime mover mounting face  94  described above, for mounting the prime mover-transmission unit  18 ′ to transaxle mounting collar  78 . More particularly, the prime mover-transmission unit  18 ′ mounts to the mounting collar  78  in the same manner as described above with regard to the prime mover  18 . Specifically, the prime mover-transmission unit  18 ′ mounting face  94 ′ contacts the mounting collar mounting face  86  when the prime mover-transmission unit  18 ′ is mounted to the mounting collar  78 . The surface area of the mounting collar mounting face  86  is sized and shaped to distribute the weight/mass of the prime mover-transmission unit  18 ′, and the load(s) exerted by and on the prime mover-transmission unit  18 ′ across that surface area, in various instances such that the prime mover-transmission unit  18 ′ can be cantilevered from mounting collar  78 , absent any additional structure for mounting the prime mover-transmission unit  18 ′ to the vehicle  14 . Particularly, the mounting face  86  is sized and shaped such that when the prime mover-transmission unit  18 ′ is mounted to the mounting collar  78  substantially the entire surface area of the mounting collar mounting face  86  is in contact with at least substantially the entire surface area of the prime mover-transmission unit mount face  94 ′ (and/or vice-versa). 
     Therefore, sufficient contact surface area is provided between the mounting faces  86  and  94 ′ to distribute the weight/mass of the prime mover-transmission unit  18 ′, in various instances the cantilevered prime mover-transmission unit  18 ′, and the load(s) exerted by and on the prime mover-transmission unit  18 ′ across the contact surface area. And therefore, sufficient support is provided for the prime mover-transmission unit  18 ′, e.g., the cantilevered prime mover-transmission unit  18 ′, and to bear the load(s) exerted by and on the prime mover-transmission unit  18 ′ when the prime mover-transmission unit  18 ′ and/or vehicle  14  are in operation, and when the prime mover-transmission unit  18 ′ and/or vehicle  14  are not operating or are stationary or at rest. Therefore, the size and shape of the surface area of the mounting face  86  (e.g., circumferential length and width of the mounting face  86 ) is dependent on the size and weight/mass of the and bear the load(s) exerted by and on the prime and the load(s) generated by and acting on the and bear the load(s) exerted by and on the prime. As described above, in various embodiments the contact surface area between the mounting faces  86  and  94  is sized and shaped to provide the sufficient weight distribution of the prime mover within the respective design constraints. Additionally, the geometry of contact surface area between the mounting faces  86  and  94  provides an effective clamping load with significantly high margin of safety for the respective material used on the construction of the body of the prime mover  18  and the transaxle  22 . For example, in various embodiments, the contact surface area between the mounting faces  86  and  94  can be between approximately 5000.0 mm 2  and 6500.0 mm 2  (e.g., approx. 5700.00 mm 2 ). 
     Furthermore, in such embodiments, the prime mover-transmission unit  18 ′ can comprise at least one alignment pin  90  (not shown) extending from the prime mover-transmission unit mounting face  94 ′. Similar to the description above with regard to  FIGS.  4 ,  5  and  6   , the alignment pin(s)  90  is/are located along the mounting collar mounting face  86  and/or prime mover-transmission unit mounting face  94 ′ and are structured to mate with a corresponding alignment pin receptacle  92  (not shown) disposed in the respective corresponding mounting collar mounting face  86  and/or prime mover-transmission unit mounting face  94 ′. In addition to helping support the prime mover-transmission unit  18 ′ and bearing the load(s) generated by and exerted on the prime mover-transmission unit  18 ′, in various instances absent any additional structure for mounting the prime mover-transmission unit  18 ′ to the vehicle  14 , the alignment pin(s)  90  is/are structured and operable to align the mounting collar mounting face  86  and prime mover-transmission unit mounting face  94 ′ with each other. More specifically, the alignment pin(s)  90  align the mounting collar and prime mover-transmission unit mounting faces  86  and  94 ′ such that substantially the entire surface area of the mounting collar mounting face  86  is in contact with at least substantially the entire surface area of the prime mover-transmission unit mount face  94 ′ (and/or vice-versa). Therefore, sufficient contact surface area is provided between the mounting faces  86  and  94 ′ to distribute the weight/mass of the cantilevered prime mover-transmission unit  18 ′, and the load(s) exerted by and on the prime mover-transmission unit  18 ′ across the contact surface area. And therefore sufficient support is provided for the cantilevered prime mover-transmission unit  18 ′ and to bear the load(s) exerted by and on the prime mover-transmission unit  18 ′ when the prime mover-transmission unit  18 ′ and/or vehicle  14  are in operation, and when the prime mover-transmission unit  18 ′ and/or vehicle  14  are not operating or are stationary or at rest. 
     Additionally, in various embodiments, the alignment pin(s)  90  is/are structured and operable to align an output shaft  98 ′ of the prime mover-transmission unit  18 ′ with an input shaft  102  of the transaxle  22  such that the prime mover-transmission unit output shaft  98 ′ can be coupled directly to the transaxle input shaft  102 . More specifically the alignment pin(s)  90  is/are structured and operable to align the prime mover-transmission unit output shaft  98 ′ with the transaxle input shaft  102  such that a longitudinal axis of the prime mover-transmission unit output shaft  98 ′ will coaxially align with a longitudinal axis of the transaxle input shaft  102 , thereby allowing the prime mover-transmission unit output shaft  98 ′ and the transaxle input shaft  102  to be directly connected to each other. For example, in various instances, one of the prime mover-transmission unit output shaft or the transaxle input shaft  102  can be a hollow shaft with splined interior and the respective other prime mover-transmission unit output shaft or the transaxle input shaft  102  can be a solid shaft with a splined exterior, such that prime mover-transmission unit output shaft can directly connect and mate with the transaxle input shaft  102  in a splined interconnection. 
     In various embodiments, the prime mover-transmission unit  18 ′ is structured and designed to locate the center of gravity of the prime mover-transmission unit  18 ′ a desired distance from the transaxle  22  and the ground in order to aid the mounting collar  78  in supporting the load(s) generated by and acting on the prime mover-transmission unit  18 ′, in various instances such that the prime mover-transmission unit  18 ′ can be cantilevered from the transaxle  22 . More particularly, the prime mover-transmission unit  18 ′ is structured and designed to have a length, height, width and weight/mass designed to locate the center of gravity of the prime mover-transmission unit  18 ′ a desired distance from the transaxle  22  and the ground that allows the mounting collar  78  to support the load(s) generated by and acting on the prime mover-transmission unit  18 ′, in various instances such that the prime mover-transmission unit  18 ′ can be cantilevered from the transaxle  22 . As described above, in various embodiments, the overall size of the prime mover  18  is designed to be smaller than known prime movers (e.g., internal combustion engines) known to be used in various lightweight vehicles (e.g., golf cars). 
     For example, in various instances, the prime mover  18  is designed to be between 15%-30% (e.g., 22%) smaller than known prime movers known to be used in various lightweight vehicles. The reduction in the length of the prime mover  18  locates the center of gravity (CG) of the prime mover  18  closer to the longitudinal center axis P of the axle shaft  74 , thereby reducing the overhang mass, and hence, the rotational moment of the powertrain  10 . In various instances where the powertrain  10  includes a transmission the reduction in size of the prime mover  18  additionally requires that the design of the transmission  118  and/or  118 ′ be reduced with regard to known transmissions, thereby further reducing the mass of the powertrain  10 . For example, as exemplarily shown in  FIG.  8   , in various embodiments, the CG of the powertrain  10  can be located, as measured from the longitudinal center axis P of the axle shaft  74 , between approximately 45.0 mm and 60.0 mm (e.g., approx. 51.0 mm) in the Z direction vertically above the axis P, between approximately 165.0 mm and 180.0 mm (e.g., approx. 171.0 mm) in the X direction forward of/in front of the axle P, and between approximately 45.0 mm and 60.0 mm (e.g., approx. 53.0 mm) in the Y direction along the axis P toward the driver&#39;s side end of the axle shaft  74  from the vehicle center toward the driver side. 
     Referring now to  FIGS.  8  and  9   , in various embodiments, the unitized powertrain  10  can comprise an integrated prime mover-starter generator  18 ″ that comprises a prime mover  18  integrated and integrally fabricated with a starter generator  126  to provide a single unit or component of the powertrain  10 . In various embodiments, the in various embodiments, the unitized powertrain  10  can comprise an integrated prime mover-transmission-starter generator that comprises the prime mover integrated and integrally fabricated with the transmission  118  and the starter generator  126  to provide a single unit or component of the powertrain  10 , and remain within the scope of the present disclosure. The starter generator  126  of the integrated prime mover-starter generator  18 ″ generally comprises a rotor  130 , a stator or field coil  134 , and a Hall Effect position sensor  138 , and a fan (not shown). In various instances the rotor  130  is structured as a drum and functions as a fly wheel and includes a plurality of permanent magnets sectors  142  disposed around a sidewall thereof. The center of the drum has a mounting hub to assemble it directly on the crank shaft. The stator  134  comprises a magnetic coil winding and is mounted on or to the engine. The Hall Effect sensor identifies the position of the rotor, which is critical to avoid roll backs by repositioning the crank shaft for quick start. In various instances, in addition to turning the engine to start the engine, the integrated prime mover-starter generator  18 ″ is structured and operable to generate 3-Phase AC electrical power that can be u electrical power usable for various vehicle utility requirements. In various instances, the integrated prime mover-starter generator  18 ″ is structured and operable to be a non-contact compact assembly that integrates the rotor  134  into a crank shaft assembly of the engine while the stator or field coil is mounted to an engine casting and encapsulated by the rotor  134 , which acts as fly wheel as well. The integrated prime mover-starter generator  18 ″ is a maintenance free system with no serviceable parts in the assembly thereof and is structured to has few or no mechanical noise sources. 
     In further embodiments, the powertrain  10  can comprise an integrated prime mover-transmission-starter generator by combining the features, functions, structure and operations of the integrated prime mover-transmission unit  18 ′ with the integrated prime mover-starter generator  18 ″, as described above. 
     Referring now to  FIGS.  10 ,  11 ,  12  and  13   , in various embodiments, the unitized powertrain  10  can additionally comprise an mating interface  150  that is structured and operable to connect the transaxle  22  having the mounting collar  78  connected thereto or integrally formed therewith to the prime mover  18  or the prime mover—transmission unit  18 ′ in instances where the mounting face  86  of the mounting collar  78  does not mate with the mounting face  94 / 94 ′ of the prime mover/the prime mover—transmission unit  18 / 18 ′. For clarity and simplicity, the mating interface  150  will be described herein with regard to embodiments wherein the unitized powertrain  10  comprises the integrated prime mover-transmission unit  18 ′. However, is should be understood that the mating interface  150  can be implemented and utilized with the embodiments described above wherein the unitized powertrain  10  comprises the prime mover  18 , and/or the integrated prime mover-starter generator  18 ″, and/or an integrated prime mover-transmission-starter generator and remain within the scope of the present disclosure. 
     The mating interface  150  can be implemented in the unitized powertrain  10  in any instance wherein the mounting face  86  of the mounting collar  78  does not mate with the mounting face  94 ′ of the prime mover—transmission unit  18 ′. For example, it is envisioned that in various instances it may be desirable to convert an electric golf car (e.g., a golf car wherein the prime mover is an electric motor) to a gas golf car (e.g., a golf car wherein the prime mover is an internal combustion engine (ICE)) by merely replacing the electric motor or electric motor-transmission unit with an ICE or ICE-transmission unit, and utilizing the same the transaxle/mounting collar unit  22 / 78  (e.g., the transaxle  22  having the mounting collar  78  connected thereto or integrally formed therewith). In such instances, after the electric motor or electric motor-transmission unit is disconnected from the transaxle/mounting collar unit  22 / 78 , the mating interface  150  can be mounted to the mounting face  86  of the mounting collar  78  and the prime mover-transmission unit  18 ′ (e.g., the ICE-transmission unit  18 ′) can be mounted to the mating interface  150  to form a single unitized powertrain  10 . 
     In various embodiments, the mating interface  150  generally comprises a sidewall  154  extending from a mounting plate  158  having a transaxle mounting face  162  to which the transaxle/mounting collar unit  22 / 78  can be mounted. Particularly, the mating interface transaxle mounting face  162  contacts the transaxle/mounting collar unit mounting face  86  when the transaxle/mounting collar unit  22 / 78  is mounted to the mating interface  150 . The sidewall  154  comprises a prime mover-transmission unit mounting face  166  disposed along a distal edge thereof to which the prime mover-transmission unit  18 ′ can be mounted. Particularly, the mating interface prime mover-transmission unit mounting face  166  contacts the prime mover-transmission unit mounting face  94 ′ when the prime mover-transmission unit  18 ′ is mounted to the mating interface  150 . 
     The mating interface  150  additionally comprises a shaft aperture  170 . In various embodiments, the transaxle input shaft  102  or the prime mover-transmission unit output shaft  98 ′ can extend through the shaft aperture  170  to directly engage or connect with the respective transaxle input shaft  102  or the prime mover-transmission unit output shaft  98 ′. In various embodiments, the mating interface  150  comprises a bearing stand  174  disposed around the shaft aperture  170  that is structured and operable to receive and retain a shaft bearing (not shown) through which a coupling shaft  178  can be disposed. In such instances, the coupling shaft  178  is structured and operable to operatively engage or connect with respective transaxle input shaft  102  with the prime mover-transmission unit output shaft  98 ′. More specifically, in such instances, the transaxle input shaft  102  can be directly engaged or connected to a first end of the coupling shaft  178  and the prime mover-transmission unit output shaft  98 ′ can be directly engaged or connected to an opposing second end of the coupling shaft  178 , such that the transaxle input shaft  102  is operably engaged with or connected to the prime mover-transmission unit output shaft  98 ′, via the coupling shaft  178 . Accordingly, power or torque output by the prime mover-transmission unit output shaft  98 ′ is transferred to the transaxle input shaft  102  via the coupling shaft  178 . 
     As described above, when the prime mover-transmission unit  18 ′ (e.g., the ICE-transmission unit  18 ′) and the transaxle/mounting collar unit  22 / 78  are mounted to the mating interface  150  the powertrain  10  is configured as a single unit powertrain  10 , i.e., a unitized powertrain  10 . 
     Furthermore, in various embodiments, the sidewall  154  of the mating interface, and the housings of the transaxle/mounting collar  22 / 78  and the prime mover-transmission unit  18 ′ are sealed together (e.g., via gaskets not shown) and are absent holes, bores or apertures such that the unitized powertrain  10  is a sealed system wherein the internal components of the powertrain  10 , e.g., the components of the prime mover-transmission unit  18 ′, the mating interface  150 , and the transaxle/mounting collar unit  22 / 78 , are sealed from exposure to ambient environmental elements such as water, mud, dirt, rocks and other debris. Particularly, by directly connecting or mounting the prime mover-transmission unit  18 ′ and the transaxle/mounting collar unit  22 / 78  to the mating interface  150 , in various instances having one or more gasket or other sealing device disposed within the respective junctions, a rigid, sealed, unitized powertrain  10  is provided. For example, the engine/transmission output shaft  98 ′, the mating interface coupling shaft  178  and the transaxle input shaft  102  are fully enclosed within the housing of the unitized powertrain  10 , which includes the prime mover-transmission unit housing, the mating interface sidewall  154 , and the transaxle/mounting collar unit housing. 
     Referring now to  FIGS.  14  and  15   , as described above, directly connecting or mounting the prime mover-transmission unit  18 ′ and the transaxle/mounting collar unit  22 / 78  to the mating interface  150 , provides a rigid, sealed, unitized powertrain  10 . Moreover, the rigid connection between the prime mover-transmission unit  18 ′ and the transaxle/mounting collar unit  22 / 78  to the mating interface  150  provides sufficient rigidity of the unitized powertrain  10  such that, in various embodiments, the prime mover-transmission unit  18 ′ can be cantilevered from (e.g., suspended from) the transaxle/mounting collar  22 / 78 , as described above, absent any mounting structure other than the transaxle mounting flanges  76  that mount the transaxle  22  to the axle tube(s)  70 . Alternatively, in various embodiments, in addition to the mounting of the transaxle  22  to the axle tube(s)  70 , the prime mover-transmission unit  18 ′ can be mounted to other vehicle structure (e.g., a portion of the frame or chassis  30 ) using one or more isolator mount  146 . The isolator mount(s)  146  can be any structure, apparatus, component assembly or mechanism that is structured and operable to support at least a portion of the prime mover-transmission unit  18 ′ forward of the transaxle  22 , via direct or indirect connection to any suitable vehicle structure, such as the frame or chassis  30 . For example, in various embodiments, the prime mover-transmission unit  18 ′ can be mounted to an engine pan  182 , which in turn is connected to, engaged with, or interoperable with the isolator mount(s)  146 . In various embodiment, the isolator mount(s)  146  can include on or more flexible, compressible and/or resilient isolator bushings  186  that are structured and operable to absorb and dampen vibrations, shaking, and movement of prime mover-transmission unit  18 ′ so that such vibrations, shaking and movement are not transferred to the vehicle frame or chassis  30 . 
     For example, as exemplarily illustrated in  FIG.  14   , in various instances the isolator mount(s)  146  can comprise an L-shaped chassis mounting bracket  190 , a flexible or rigid connecting arm or linkage  194  and a pair of isolator bushings  186 . In such instances, first arm of the L-shaped bracket can be mounted to any suitable portion of the vehicle structure, such as the frame or chassis  30 , a first end of the connecting arm or linkage  194  can be connected to an engine pan  182  to which the prime mover-transmission unit  18 ′ is mounted, and an opposing second end of the connecting arm or linkage  194  can be connected to a second arm of the L-shaped bracket  190  via the isolator bushings  186 . For example, in various instances the second arm of the L-shaped bracket can include an aperture (not shown) through which the second end of the connecting arm or linkage  194  can freely pass. In such instances, the second end of the connecting arm or linkage  194  can be inserted through aperture and connected to the second arm of the L-shaped bracket  190  via the isolator bushings  186 , whereby second arm of the L-shaped bracket  190  is disposed between the isolator bushing  186 , as illustrated in  FIG.  14   . Accordingly, the connecting arm or linkage  194  and prime mover-transmission unit  18 ′ would be able to move up and down via the flexure, compressibility or resilience of the isolator bushings  186 , move side-to-side and fore-to-aft via the flexibility of the connecting arm or linkage  194 , and the isolator bushings  186  would absorb vibrations, shaking, and movement of the prime mover-transmission unit  18 ′ so that transfer of such movement, shaking, and vibrations to the vehicle structure (e.g., the frame or chassis  30 ) is dampened or absorbed. 
     In other embodiments, as exemplarily illustrated in  FIG.  15   , the isolator mount(s)  146  can comprise an C-shaped chassis mounting bracket  198 , a flexible or rigid isolator tongue  202  connected to the engine pan  182 , and a pair of isolator bushings  186 . In such instances, a main arm of the C-shaped bracket  198  can be mounted to any suitable portion of the vehicle structure, such as the frame or chassis  30 , one of the isolator bushings  186  can be mounted to an upper arm of the C-shaped bracket  198  and extend downward toward an opposing lower arm of the C-shaped bracket  198 , and one of the isolator bushings  186  can be mounted to the lower arm of the C-shaped bracket and extend upward toward the upper arm such that there is a gap or a space between distal ends of the opposing isolator bushings  186  into which a distal end of the isolator tongue  202  can be disposed, as shown in  FIG.  15   . More specifically, the distal end of the isolator tongue  202  can be disposed within gap between isolator bushings  186  and set or rested on the distal end of the isolator bushing  186  mounted to the lower arm of the C-shaped bracket. Accordingly, the isolator tongue  202  and prime mover-transmission unit  18 ′ would be able to move up and down via the gap or space between the isolator bushings and the flexure, compressibility or resilience of the isolator bushings  186 , move side-to-side and fore-to-aft via the gap or space between the isolator bushings, and the isolator bushings  186  would absorb vibrations, shaking and movement of the prime mover-transmission unit  18 ′ so that transfer of such movement, shaking and vibrations to the vehicle structure (e.g., the frame or chassis  30 ) is dampened or absorbed. 
     Referring now to  FIGS.  11 ,  12  and  13   , as described above, the prime mover-transmission unit output shaft  98 ′ can be directly connected or indirectly connected (via the coupling shaft  178 ) to transaxle input shaft  102  such that power or torque output by the prime mover-transmission unit output shaft  98 ′ is transferred to the transaxle input shaft  102  via the coupling shaft  178 . Moreover, as illustrated in  FIGS.  11 ,  12  and  13   , the prime mover-transmission unit output shaft  98 ′ is connected (directly or indirectly) to transaxle input shaft  102  such that a longitudinal center axis of the prime mover-transmission unit output shaft  98 ′ is collinear with, or parallel with a longitudinal center axis of the transaxle input shaft  102 , and both longitudinal center axis are substantially parallel with or collinear with a line Q that is substantially parallel with the longitudinal center axis P of the axle shaft  74 . In various embodiments, one or both of the prime mover-transmission unit output shaft  98 ′ and the transaxle input shaft  102  longitudinal center axis can be collinear with the line Q. As illustrated the line Q is substantially parallel with the axle shaft longitudinal center axis P and therefore substantially orthogonal, or non-parallel, to a fore-aft or front-to-rear longitudinal axis of the vehicle  14 . Hence, the prime mover-transmission unit output shaft  98 ′ and the transaxle input shaft  102 , and their respective longitudinal center axis extend in a side-to-side direction with respect to the vehicle  14  and extend substantially parallel to the wheel axle  74  and its respective longitudinal center axis P. 
     Furthermore, as illustrated in  FIGS.  11 ,  12  and  13   , the transaxle/mounting is oriented and mounted to the axle tube  70  (via the mounting flanges  76 ) at forward angle, and the prime mover-transmission unit  18 ′ and mating interface  150  are mounted to the transaxle/mounting collar  22 / 76  such that the longitudinal center axis of the prime mover-transmission unit output shaft  98 ′ and the transaxle input shaft  102  is located, disposed or lies forward of the wheel axle longitudinal center axis P, and in various instances forward of the axle tube  70 . For example, in various embodiments wherein the longitudinal center axis of the prime mover-transmission unit output shaft  98 ′ and the longitudinal center axis of the transaxle input shaft  102  are collinear with each other and collinear with the line Q, the transaxle/mounting is oriented and mounted to the axle tube  70  (via the mounting flanges  76 ) at a forward angle such that the line Q (and hence the longitudinal center axis of the prime mover-transmission unit output shaft  98 ′ and transaxle input shaft  102 ) are located, disposed or lies forward of the wheel axle longitudinal center axis P, and in various instances forward of the axle tube  70 . For example, in various instances of such embodiments the line Q is located, disposed or lies a distance D forward of the axle tube  70 , wherein the distance D can be 2 to 18 inches, e.g., 6 to 12 inches. 
     Referring now to  FIGS.  16  and  17   , in various embodiments, the vehicle  14  can additionally include one or more noise suppression pan or housing  204  that is structured and operable to suppress or prevent noise from the unitized powertrain from traveling to the ambient environment surrounding the vehicle  14  and from being heard by persons in the ambient environment surrounding the vehicle  14  and/or passengers in the passenger compartment. The noise suppression pan(s)  204  can have any shape and be connected to one or more location of the vehicle structure (e.g., the vehicle frame or chassis  30 ) and/or any portion of the unitized powertrain  10 , or structure mounted thereto (e.g., the engine pan  182 ). For example, in various embodiments, the noise suppression pan(s)  204  can be mounted to a bracket  208  that is mounted to the engine pan  182  such that the noise suppression pan(s)  202  is/are not connected to the vehicle structure (e.g., the frame or chassis structure  30 ) and is independent therefrom. Accordingly, in such instances, the noise suppression pan(s) can move with the powertrain  10  independent of the vehicle structure (e.g., the frame or chassis structure  30 ). Additionally, the noise suppression pan(s)  204  can have any desired shape. For example, as illustrated in  FIGS.  16 ,  17  and  18   , in various instances the noise suppression pan(s)  204  can comprise a single noise suppression pan  204  and be shaped to have a bottom and four sides such that the noise suppression pan  204  is disposed beneath and around at least a portion of the powertrain  10 . Furthermore, the noise suppression pan(s)  204  can have any desired construction designed and suitable to suppress noise generated by the powertrain  10 . For example, in various embodiments, the noise suppression pan(s)  204  can comprise a hard and rigid outer shell with a noise damping and baffling insulation liner disposed alone the most all or the entire interior surface area of the hard and rigid outer shell. 
     In various embodiments, the noise suppression pans  204  include at least two noise suppression pans  204 , wherein at least one noise suppression pan  204  is disposed beneath and around at least a portion of the powertrain  10 , and at least one noise suppression pan  204  is disposed beneath the seating structure  50  of the vehicle. 
     The description herein is merely exemplary in nature and, thus, variations that do not depart from the gist of that which is described are intended to be within the scope of the teachings. Moreover, although the foregoing descriptions and the associated drawings describe example embodiments in the context of certain example combinations of elements and/or functions, it should be appreciated that different combinations of elements and/or functions can be provided by alternative embodiments without departing from the scope of the disclosure. Such variations and alternative combinations of elements and/or functions are not to be regarded as a departure from the spirit and scope of the teachings.