Patent Description:
An axle assembly having an electric motor module is disclosed in <CIT>. <CIT> discloses, in the opinion of the Examining Division of the European Patent Office, an axle assembly comprising: a housing assembly that receives a differential assembly that at least partially defines a cavity that has a sump portion that receives lubricant; an electric motor module that is mounted to the housing assembly; a transmission module that includes: a first transmission housing that is mounted to the electric motor module and is fluidly connected to the housing assembly via a first lubricant passage; and a second transmission housing that is mounted to the first transmission housing, wherein the first and second transmission housings cooperate to define a transmission housing cavity that receives a transmission.

An axle assembly is provided as set out in claim <NUM>.

The axle assembly <NUM> may provide torque to one or more traction wheel assemblies that may include a tire mounted on a wheel. The wheel may be mounted to a wheel hub that may be rotatable about a wheel axis.

One or more axle assemblies may be provided with the vehicle. As is best shown with reference to <FIG> and <FIG>, the axle assembly <NUM> includes a housing assembly <NUM>, an electric motor module <NUM>, and a transmission module <NUM>, and may include a differential assembly <NUM>, at least one axle shaft <NUM>, and a drive pinion <NUM>. As is best shown in <FIG> and <FIG>, the axle assembly <NUM> includes a first lubricant passage <NUM> and may include a second lubricant passage <NUM>, a shift mechanism <NUM>, or combinations thereof.

The axle housing <NUM> may receive and may support the axle shafts <NUM>. In at least one configuration, the axle housing <NUM> may include a center portion <NUM> and at least one arm portion <NUM>.

The center portion <NUM> may be disposed proximate the center of the axle housing <NUM>. As is best shown in <FIG>, the center portion <NUM> may define a cavity <NUM> that at least partially receives the differential assembly <NUM>. A lower region of the center portion <NUM> may at least partially define a sump portion <NUM> that contains or collects lubricant <NUM>. Lubricant <NUM> in the sump portion <NUM> may be splashed by a ring gear <NUM> of the differential assembly <NUM> and distributed to lubricate various components that may or may not be received in the housing assembly <NUM>. For instance, some splashed lubricant <NUM> may lubricate components that are received in the cavity <NUM> like the differential assembly <NUM>, bearing assemblies that rotatably support the differential assembly <NUM>, a drive pinion <NUM>, and so on, while some splashed lubricant <NUM> may be routed out of the cavity <NUM> via the first lubricant passage <NUM>, which is best shown in <FIG>, to lubricate components located outside of the housing assembly <NUM>, such as components associated with the transmission module <NUM>, the shift mechanism <NUM>, or both as will be discussed in more detail below.

Referring to <FIG> and <FIG>, one or more arm portions <NUM> may extend from the center portion <NUM>. For example, two arm portions <NUM> may extend in opposite directions from the center portion <NUM> and away from the differential assembly <NUM>. The arm portions <NUM> may have substantially similar configurations. For example, the arm portions <NUM> may each have a hollow configuration or tubular configuration that may extend around and may receive a corresponding axle shaft <NUM> and may help separate or isolate the axle shaft <NUM> or a portion thereof from the surrounding environment. An arm portion <NUM> or a portion thereof may or may not be integrally formed with the center portion <NUM>. It is also contemplated that the arm portions <NUM> may be omitted.

The differential carrier <NUM> may be mounted to the center portion <NUM> of the axle housing <NUM>. The differential carrier <NUM> may support the differential assembly <NUM> and may facilitate mounting of the electric motor module <NUM>. For example, the differential carrier <NUM> may include one or more bearing supports that may support a bearing like a roller bearing assembly that may rotatably support the differential assembly <NUM>. In at least one configuration, the differential carrier <NUM> may include a mounting flange <NUM> and/or a bearing support wall <NUM>.

Referring to <FIG>, the mounting flange <NUM> may facilitate mounting of the electric motor module <NUM>. As an example, the mounting flange <NUM> may be configured as a ring that may extend outward and away from an axis <NUM> and may extend around the axis <NUM>. In at least one configuration, the mounting flange <NUM> may include a set of fastener holes that may be configured to receive fasteners, such as a bolt or stud, that may secure the electric motor module <NUM> to the mounting flange <NUM>.

The bearing support wall <NUM> may support bearings that may rotatably support other components of the axle assembly <NUM>. For example, the bearing support wall <NUM> may support a bearing that may rotatably support the drive pinion <NUM>, a bearing that may rotatably support a rotor of the electric motor module <NUM>, or both. The bearing support wall <NUM> may extend in an axial direction away from the axle housing <NUM> and may extend around the axis <NUM>. The bearing support wall <NUM> may define a hole that may extend along or around the axis <NUM> and receive the drive pinion <NUM> and the bearings that rotatably support the drive pinion <NUM>. The bearing support wall <NUM> may be integrally formed with the differential carrier <NUM> or may be a separate component that is secured or fastened to the differential carrier <NUM>.

Referring to <FIG>, the differential assembly <NUM> may be at least partially received in the center portion <NUM> of the housing assembly <NUM>. The differential assembly <NUM> may be rotatable about a differential axis <NUM> and may transmit torque to the axle shafts <NUM> and wheels. The differential assembly <NUM> may be operatively connected to the axle shafts <NUM> and may permit the axle shafts <NUM> to rotate at different rotational speeds in a manner known by those skilled in the art. The differential assembly <NUM> may have a ring gear <NUM> that may have teeth that mate or mesh with the teeth of a gear portion of the drive pinion <NUM>. Accordingly, the differential assembly <NUM> may receive torque from the drive pinion <NUM> via the ring gear <NUM> and transmit torque to the axle shafts <NUM>.

The drive pinion <NUM> may operatively connect the transmission module <NUM> to the differential assembly <NUM>. As such, the drive pinion <NUM> may transmit torque between the differential assembly <NUM> and the transmission module <NUM>. In at least one configuration, the drive pinion <NUM> may be rotatable about the axis <NUM> and may be rotatably supported inside another component, such as the bearing support wall <NUM>.

Referring to <FIG>, the axle shafts <NUM> may transmit torque from the differential assembly <NUM> to corresponding wheel hubs and wheels. Two axle shafts <NUM> may be provided such that each axle shaft <NUM> extends through a different arm portion <NUM> of axle housing <NUM>. The axle shafts <NUM> may extend along and may be rotatable about an axis, such as the differential axis <NUM>. Each axle shaft <NUM> may have a first end and a second end. The first end may be operatively connected to the differential assembly <NUM>. The second end may be disposed opposite the first end and may be operatively connected to a wheel. Optionally, gear reduction may be provided between an axle shaft <NUM> and a wheel.

Referring to <FIG>, the electric motor module <NUM>, which may also be referred to as an electric motor, may be mounted to the differential carrier <NUM> and may be operatively connectable to the differential assembly <NUM>. For instance, the electric motor module <NUM> may provide torque to the differential assembly <NUM> via the transmission module <NUM> and the drive pinion <NUM> as will be discussed in more detail below. The electric motor module <NUM> may be primarily disposed outside the differential carrier <NUM>. In addition, the electric motor module <NUM> may be axially positioned between the axle housing <NUM> and the transmission module <NUM>. In at least one configuration, the electric motor module <NUM> may include a motor housing <NUM>, a coolant jacket <NUM>, a stator <NUM>, a rotor <NUM>, at least one rotor bearing assembly <NUM>, and a motor cover <NUM>.

Referring to <FIG>, <FIG> and <FIG>, the motor housing <NUM> may extend between the differential carrier <NUM> and the motor cover <NUM>. The motor housing <NUM> may be mounted to the differential carrier <NUM> and the motor cover <NUM>. For example, the motor housing <NUM> may extend from the mounting flange <NUM> of the differential carrier <NUM> to the motor cover <NUM>. The motor housing <NUM> may extend around the axis <NUM> and may define a motor housing cavity <NUM>. The motor housing cavity <NUM> may be disposed inside the motor housing <NUM> and may have a generally cylindrical configuration. The bearing support wall <NUM> of the differential carrier <NUM> may be located inside the motor housing cavity <NUM>. Moreover, the motor housing <NUM> may extend continuously around and may be spaced apart from the bearing support wall <NUM>. In at least one configuration, the motor housing <NUM> may have an exterior side <NUM>, an interior side <NUM>, a first end surface <NUM>, and a second end surface <NUM>.

The exterior side <NUM> may face away from the axis <NUM> and may define an exterior or outside surface of the motor housing <NUM>.

The interior side <NUM> may be disposed opposite the exterior side <NUM> and may face toward the axis <NUM>. The interior side <NUM> may be disposed at a substantially constant radial distance from the axis <NUM> in one or more configurations.

The first end surface <NUM> may extend between the exterior side <NUM> and the interior side <NUM>. The first end surface <NUM> may be disposed at an end of the motor housing <NUM> that may face toward the differential carrier <NUM>. For instance, the first end surface <NUM> may be disposed adjacent to the mounting flange <NUM> of the differential carrier <NUM> and may engage or contact the mounting flange <NUM>.

The second end surface <NUM> may be disposed opposite the first end surface <NUM>. As such, the second end surface <NUM> may be disposed at an end of the motor housing <NUM> that may face toward the motor cover <NUM> and may engage or contact the motor cover <NUM>.

Referring to <FIG>, the coolant jacket <NUM> may help cool or remove heat from the stator <NUM>. The coolant jacket <NUM> may be received in the motor housing cavity <NUM> of the motor housing <NUM> and may engage the interior side <NUM> of the motor housing <NUM>. The coolant jacket <NUM> may extend axially (e.g., in a direction along the axis <NUM>) between the differential carrier <NUM> and the motor cover <NUM>. For example, the coolant jacket <NUM> may extend axially from the differential carrier <NUM> to the motor cover <NUM>. In addition, the coolant jacket <NUM> may extend around the axis <NUM> and around the stator <NUM>. Accordingly, the stator <NUM> may be at least partially received in and may be encircled by the coolant jacket <NUM>. The coolant jacket <NUM> may extend in a radial direction from the stator <NUM> to the interior side <NUM> of the motor housing <NUM>. In at least one configuration, the coolant jacket <NUM> may include a plurality of channels through which coolant may flow.

The stator <NUM> may be received in the motor housing cavity <NUM>. The stator <NUM> may be fixedly positioned with respect to the coolant jacket <NUM>. For example, the stator <NUM> may extend around the axis <NUM> and may include stator windings that may be received inside and may be fixedly positioned with respect to the coolant jacket <NUM>.

The rotor <NUM> may extend around and may be rotatable about the axis <NUM>. In addition, the rotor <NUM> may extend around and may be supported by the bearing support wall <NUM>. The rotor <NUM> may be received inside the stator <NUM>, the coolant jacket <NUM>, and the motor housing cavity <NUM> of the motor housing <NUM>. The rotor <NUM> may be rotatable about the axis <NUM> with respect to the differential carrier <NUM> and the stator <NUM>. In addition, the rotor <NUM> may be spaced apart from the stator <NUM> but may be disposed in close proximity to the stator <NUM>. The rotor <NUM> may include magnets or ferromagnetic material that may facilitate the generation of electrical current or may be induction-based.

One or more rotor bearing assemblies <NUM> may rotatably support the rotor <NUM>. For example, a rotor bearing assembly <NUM> may extend around and receive the bearing support wall <NUM> of the differential carrier <NUM> and may be received inside of the rotor <NUM>. The rotor <NUM> may be operatively connected to the drive pinion <NUM>. For instance, a coupling such as a rotor output flange <NUM> may operatively connect the rotor <NUM> to the transmission module <NUM>, which in turn may be operatively connectable to the drive pinion <NUM>.

Referring to <FIG>, <FIG> and <FIG>, the motor cover <NUM> may be mounted to the motor housing <NUM> and may be disposed opposite the axle housing <NUM> and the differential carrier <NUM>. For example, the motor cover <NUM> may be mounted to the second end surface <NUM> of the motor housing <NUM>. The motor cover <NUM> may be spaced apart from and may not engage the differential carrier <NUM>. The motor cover <NUM> may be provided in various configurations. In at least one configuration, the motor cover <NUM> may include a first side <NUM> and a second side <NUM>. The first side <NUM> may face toward and may engage the motor housing <NUM>. The second side <NUM> may be disposed opposite the first side <NUM>. The second side <NUM> may face away from the motor housing <NUM>. The motor cover <NUM> may also include a motor cover opening <NUM> through which the drive pinion <NUM> may extend.

Referring primarily to <FIG>, <FIG> and <FIG>, the transmission module <NUM> may transmit torque between the electric motor module <NUM> and the differential assembly <NUM>. As such, the transmission module <NUM> may be operatively connectable to the electric motor module <NUM> and the differential assembly <NUM>. In at least one configuration, the transmission module <NUM> includes a first transmission housing <NUM>, a second transmission housing <NUM>, and a transmission <NUM>. The first transmission housing <NUM> and the second transmission housing <NUM> cooperate to define a transmission housing cavity <NUM> that receives the transmission <NUM>.

Referring primarily to <FIG> and <FIG>, the first transmission housing <NUM> is mounted to the electric motor module <NUM>. For instance, the first transmission housing <NUM> may be mounted to the second side <NUM> of the motor cover <NUM>. As such, the motor cover <NUM> may separate the first transmission housing <NUM> from the motor housing <NUM>. In at least one configuration and as is best shown in <FIG>, the first transmission housing <NUM> may define a center hole <NUM>, an outlet <NUM> of the first lubricant passage <NUM>, and an inlet <NUM> of the second lubricant passage <NUM>. As is best shown with reference to <FIG>, the first transmission housing <NUM> may include first pocket <NUM>, a first connection passage <NUM>, a first outlet passage <NUM>, a first channel <NUM>, a second pocket <NUM>, a second connection passage <NUM>, a second outlet passage <NUM>, a second channel <NUM>, a deflector <NUM>, or combinations thereof. It is noted that the arrowed lines in <FIG> represent the flow of lubricant <NUM> that may be associated with these features.

Referring primarily to <FIG>, the center hole <NUM> may be a through hole that may extend around the axis <NUM> or along the axis <NUM>. In at least one configuration, the center hole <NUM> may receive the drive pinion <NUM>.

The first pocket <NUM> may be configured as a recess or indentation in the first transmission housing <NUM> that may extend toward the motor cover <NUM> and away from the second transmission housing <NUM>. As is best shown in <FIG>, the first pocket <NUM> may receive a bearing assembly <NUM> that may rotatably support a first countershaft of the transmission <NUM>. The first pocket <NUM> may have a generally circular or cylindrical configuration and may be spaced apart from the center hole <NUM>. As is best shown in <FIG>, the first pocket <NUM> or a portion thereof may be positioned below the outlet <NUM>. In addition, the first pocket <NUM> may be laterally positioned closer to the center hole <NUM> than the outlet <NUM> is positioned to the center hole <NUM>.

The first connection passage <NUM> may extend from the outlet <NUM> of the first lubricant passage <NUM> to the first pocket <NUM>. As such, the first connection passage <NUM> may route lubricant from the outlet <NUM> to the first pocket <NUM> and to the bearing assembly <NUM> that is received in the first pocket <NUM>. The first connection passage <NUM> may be configured as a recess or indentation in the first transmission housing <NUM>. The first connection passage <NUM> may extend downward toward the first pocket <NUM> to facilitate the flow of lubricant <NUM> under the force of gravity from the outlet <NUM> to the first pocket <NUM>. The first connection passage <NUM> may be linear in one or more embodiments.

The first outlet passage <NUM> may extend from the first pocket <NUM> in a direction that may extend away from the outlet <NUM>, the first connection passage <NUM>, or both. The first outlet passage <NUM> may be configured as a recess or indentation in the first transmission housing <NUM>. The first outlet passage <NUM> may extend downward from the first pocket <NUM> to facilitate the flow of lubricant under the force of gravity from the first pocket <NUM> into the transmission housing cavity <NUM>. The first connection passage <NUM> and the first outlet passage <NUM> may extend from opposite sides of the first pocket <NUM>.

The first channel <NUM> may route some lubricant <NUM> that exits the outlet <NUM> partially around the first pocket <NUM>. The first channel <NUM> may be configured as a recess or indentation in the first transmission housing <NUM> that may extend toward the motor cover <NUM> and away from the second transmission housing <NUM>. In addition, the first channel <NUM> may be spaced apart from the first pocket <NUM> and may extend partially around the first pocket <NUM>. For instance, the first channel <NUM> may extend from the outlet <NUM> of the first lubricant passage <NUM> to a first channel end <NUM>. The first channel end <NUM> may be disposed below the first pocket <NUM> or closer to the bottom of the first transmission housing <NUM> than the first pocket <NUM>. For instance, the first channel end <NUM> may be disposed underneath the axis <NUM>, the center hole <NUM>, or combinations thereof.

Referring to <FIG>, a first baffle <NUM> may deflect lubricant <NUM> that exits the outlet <NUM> of the first lubricant passage <NUM> into the first channel <NUM>. The first baffle <NUM> may have any suitable configuration. For instance, the first baffle <NUM> may be configured as a generally flat plate that may extend over the outlet <NUM> and over a portion of the first channel <NUM>. The first baffle <NUM> may be fixedly disposed on the first transmission housing <NUM>. For example, the first baffle <NUM> or a portion thereof may be received inside the first channel <NUM> and may be fastened to the first transmission housing <NUM> with one or more fasteners such as screws. The first baffle <NUM> may not cover the first channel end <NUM>, thereby allowing lubricant <NUM> to exit the first channel <NUM> at the first channel end <NUM> and enter the transmission housing cavity <NUM>.

Referring to <FIG> and <FIG>, the second pocket <NUM> may be configured as a recess or indentation in the first transmission housing <NUM> that may extend toward the motor cover <NUM> and away from the second transmission housing <NUM>. The second pocket <NUM> may receive a bearing assembly <NUM> that may rotatably support a second countershaft of the transmission <NUM>. The second pocket <NUM> may have a generally circular or cylindrical configuration and may be spaced apart from the center hole <NUM>. The center hole <NUM> may be positioned between the first pocket <NUM> and the second pocket <NUM>. The second pocket <NUM> or a portion thereof may be positioned above the inlet <NUM> of the second lubricant passage <NUM>. In addition, the second pocket <NUM> may be laterally positioned closer to the center hole <NUM> than the inlet <NUM> is positioned to the center hole <NUM>.

The second connection passage <NUM> may extend from the second channel <NUM> to the second pocket <NUM>. As such, the second connection passage <NUM> may route lubricant <NUM> from the second channel <NUM> to the second pocket <NUM> and the bearing assembly <NUM> that is received in the second pocket <NUM>. The second connection passage <NUM> may be configured as a recess or indentation in the first transmission housing <NUM>. The second connection passage <NUM> may extend downward from the second channel <NUM> toward the second pocket <NUM> to facilitate the flow of lubricant <NUM> under the force of gravity from the second channel <NUM> to the second pocket <NUM>. The second connection passage <NUM> may be linear in one or more embodiments.

The second outlet passage <NUM> may extend from the second pocket <NUM> in a direction that may extend away from the second connection passage <NUM>. The second outlet passage <NUM> may be configured as a recess or indentation in the first transmission housing <NUM>. The second outlet passage <NUM> may extend downward from the second pocket <NUM> to facilitate the flow of lubricant <NUM> under the force of gravity from the second pocket <NUM> into the transmission housing cavity <NUM>. The second connection passage <NUM> and the second outlet passage <NUM> may extend from opposite sides of the second pocket <NUM>.

The second channel <NUM> may route some lubricant <NUM> around the second pocket <NUM> to the inlet <NUM> of the second lubricant passage <NUM>. The second channel <NUM> may be configured as a recess or indentation in the first transmission housing <NUM> that may extend toward the motor cover <NUM> and away from the second transmission housing <NUM>. In addition, the second channel <NUM> may be spaced apart from the second pocket <NUM> and may extend partially around the second pocket <NUM>. For instance, the second channel <NUM> may extend from an enlarged end portion <NUM> of the second channel <NUM> to the inlet <NUM> of the second lubricant passage <NUM>. The enlarged end portion <NUM> may be located above the axis <NUM> and the center hole <NUM>.

Referring to <FIG>, a second baffle <NUM> may deflect or direct lubricant <NUM> from the second channel <NUM> into the inlet <NUM>. The second baffle <NUM> may have any suitable configuration. For instance, a portion of the second baffle <NUM> may be configured as a generally flat plate that may extend over the inlet <NUM> and a portion of the second channel <NUM>. The second baffle <NUM> may be fixedly disposed on the first transmission housing <NUM>. For example, a portion of the second baffle <NUM> may be received inside the second channel <NUM> and may be fastened to the first transmission housing <NUM> with one or more fasteners such as screws. In at least one configuration, the second baffle <NUM> may include a scoop <NUM>.

The scoop <NUM> may protrude from the first transmission housing <NUM> into the transmission housing cavity <NUM> and may be configured to capture lubricant <NUM>, such as lubricant that may be splashed by the transmission <NUM> as the transmission <NUM> rotates in the transmission housing cavity <NUM>. The scoop <NUM> may be disposed above the axis <NUM> and may be disposed above the center hole <NUM>. The scoop <NUM> may be generally aligned with the enlarged end portion <NUM> of the second channel <NUM> and may be open in an upward-facing direction that may face away from the axis <NUM> so that the scoop <NUM> may capture or collect splashed lubricant <NUM> and cooperate with the first transmission housing <NUM> to direct or route the lubricant <NUM> into the second channel <NUM>. Optionally, the scoop <NUM> may engage the deflector <NUM>, may be fastened to the deflector <NUM>, or both.

The deflector <NUM> may be disposed above the axis <NUM> and may extend from the first transmission housing <NUM> toward the second transmission housing <NUM>. As such, the deflector <NUM> may extend into the transmission housing cavity <NUM>. The deflector <NUM> may direct lubricant <NUM> into the enlarged end portion <NUM> and/or the scoop <NUM>. For instance, the deflector <NUM> may extend from a top interior side of the first transmission housing <NUM> in a downward direction toward the axis <NUM> and may be at least partially defined by opposing first and second surfaces <NUM>, <NUM>. The first and second surfaces <NUM>, <NUM> may extend along an arc and may direct lubricant <NUM> into the enlarged end portion <NUM> and/or the scoop <NUM>. The deflector <NUM> and its first and second surfaces <NUM>, <NUM> may help disrupt or redirect lubricant <NUM> so that at least some lubricant <NUM> does not circulate in a loop along the interior surface <NUM> of the first transmission housing <NUM> when the transmission <NUM> rotates. For example, countershaft gears of the transmission <NUM> may rotate in a common rotational direction. This rotation may cause lubricant to circulate along the interior surface <NUM> of the first transmission housing <NUM> and reduce the amount of lubricant <NUM> that enters the inlet <NUM> of the second lubricant passage <NUM>. The deflector <NUM> may disrupt lubricant circulation along the interior surface <NUM> so that more lubricant <NUM> may enter the second channel <NUM> and exit the transmission housing cavity <NUM> via that inlet <NUM> and the second lubricant passage <NUM>, which may help reduce churning losses that may occur when excess lubricant <NUM> is in the transmission housing cavity <NUM> and may help improve operating efficiency of the axle assembly and may reduce energy consumption or power losses.

Referring primarily to <FIG>, the second transmission housing <NUM> is shown. <FIG> and <FIG> face along the axis <NUM> away from the first transmission housing <NUM> and the electric motor module <NUM> and thus are in the opposite direction along the axis <NUM> from the perspective shown in <FIG> and <FIG>. The second transmission housing <NUM> is mounted to the first transmission housing <NUM>. For instance, the first transmission housing <NUM> may be mounted to and may engage or contact a side of the first transmission housing <NUM> that may face away from the motor cover <NUM>. As such, the first transmission housing <NUM> may separate the second transmission housing <NUM> from the motor cover <NUM>. In at least one configuration and as is best shown in <FIG>, the second transmission housing <NUM> may define a center hole <NUM> and a lubricant outlet hole <NUM>. Referring to <FIG> and <FIG>, the second transmission housing <NUM> may also include first pocket <NUM>, a first inlet slot <NUM>, a first outlet slot <NUM>, a second pocket <NUM>, a second inlet slot <NUM>, a second outlet slot <NUM>, a ledge <NUM>, or combinations thereof. A lubricant catcher <NUM> may be provided with the second transmission housing <NUM>.

Referring primarily to <FIG>, the center hole <NUM> may be a through hole that may extend around the axis <NUM> or along the axis <NUM>. In at least one configuration, the center hole <NUM> may receive the drive pinion <NUM> or an extension of the drive pinion <NUM> like the connecting member <NUM>, which is best shown in <FIG>.

The lubricant outlet hole <NUM> may be configured as a through hole that may extend through a wall of the second transmission housing <NUM>. The lubricant outlet hole <NUM> may direct lubricant <NUM> that is captured by the lubricant catcher <NUM> into a shift mechanism housing cavity <NUM>, which is best shown in <FIG>. For instance, the lubricant outlet hole <NUM> may be fluidly connected to a pipe or tube <NUM> that may route lubricant <NUM> from the lubricant outlet hole <NUM> to a desired location in the shift mechanism housing cavity <NUM>.

Referring to <FIG> and <FIG>, the first pocket <NUM> may be configured as a recess or indentation in the second transmission housing <NUM> that may extend away from the first transmission housing <NUM>. As is best shown in <FIG>, the first pocket <NUM> may receive a bearing assembly <NUM> that may rotatably support a first countershaft of the transmission <NUM>. As is best shown in <FIG>, the first pocket <NUM> may have a generally circular or cylindrical configuration and may be spaced apart from the center hole <NUM>. The first pocket <NUM> or a portion thereof may be positioned below the lubricant outlet hole <NUM>. In addition, the first pocket <NUM> may be aligned with and may be coaxially disposed with the first pocket <NUM> of the first transmission housing <NUM>.

The first inlet slot <NUM> may route lubricant <NUM> to the first pocket <NUM> and the bearing assembly <NUM> that it receives. The first inlet slot <NUM> may be configured as a recess or indentation in the second transmission housing <NUM> that may extend away from the first transmission housing <NUM>. The first inlet slot <NUM> that may extend from an outside circumference of the first pocket <NUM>. In at least one configuration, the first inlet slot <NUM> may extend between the ledge <NUM> and the first pocket <NUM>. The first inlet slot <NUM> may extend downward toward the first pocket <NUM> to facilitate the flow of lubricant <NUM> under the force of gravity from the ledge <NUM> to the first pocket <NUM>. The first inlet slot <NUM> may be linear in one or more embodiments.

The first outlet slot <NUM> may allow lubricant <NUM> to exit the first pocket <NUM> and the bearing assembly <NUM> that it receives. The first outlet slot <NUM> may be configured as a recess or indentation in the second transmission housing <NUM>. The first outlet slot <NUM> may extend from or protrude outwardly from an outside circumference of the first pocket <NUM>. In at least one configuration, the first outlet slot <NUM> may extend from the first pocket <NUM> in a direction that may extend away from the center hole <NUM>. The first outlet slot <NUM> may be spaced apart from the first inlet slot <NUM> and may be positioned closer to the bottom of the second transmission housing <NUM> than the first inlet slot <NUM> to facilitate the flow of lubricant <NUM> under the force of gravity from the first pocket <NUM> into the transmission housing cavity <NUM>.

The second pocket <NUM> may be configured as a recess or indentation in the second transmission housing <NUM> that may extend away from the first transmission housing <NUM>. The second pocket <NUM> may receive a bearing assembly <NUM> that may rotatably support a second countershaft of the transmission <NUM>. The second pocket <NUM> may have a generally circular or cylindrical configuration and may be spaced apart from the center hole <NUM>. The second pocket <NUM> or a portion thereof may be positioned below the lubricant outlet hole <NUM>. In addition, the second pocket <NUM> may be aligned with and may be coaxially disposed with the second pocket <NUM> of the first transmission housing <NUM>.

The second inlet slot <NUM> may route lubricant <NUM> to the second pocket <NUM> and the bearing assembly <NUM> that it receives. The second inlet slot <NUM> may be configured as a recess or indentation in the second transmission housing <NUM> that may extend away from the first transmission housing <NUM>. The second inlet slot <NUM> that may extend from an outside circumference of the second pocket <NUM>. In at least one configuration, the second inlet slot <NUM> may extend between the ledge <NUM> and the second pocket <NUM>. The second inlet slot <NUM> may extend downward toward the second pocket <NUM> to facilitate the flow of lubricant <NUM> under the force of gravity from the ledge <NUM> to the second pocket <NUM>. The second inlet slot <NUM> may be linear in one or more embodiments.

The second outlet slot <NUM> may allow lubricant <NUM> to exit the second pocket <NUM> and the bearing assembly <NUM> that it receives. The second outlet slot <NUM> may be configured as a recess or indentation in the second transmission housing <NUM>. The second outlet slot <NUM> may extend from or protrude outwardly from an outside circumference of the second pocket <NUM>. In at least one configuration, the second outlet slot <NUM> may extend from the second pocket <NUM> in a direction that may extend away from the center hole <NUM>. The second outlet slot <NUM> may be spaced apart from the second inlet slot <NUM> and may be positioned closer to the bottom of the second transmission housing <NUM> than the second inlet slot <NUM> to facilitate the flow of lubricant <NUM> under the force of gravity from the second pocket <NUM> into the transmission housing cavity <NUM>.

Referring to <FIG>, the ledge <NUM> may extend away from the first transmission housing <NUM>. In at least one configuration, the ledge <NUM> may include one or more generally horizontal surfaces that may extend from the center hole <NUM> or a ring that may extend around the center hole <NUM>. The ledge <NUM> may be disposed underneath the lubricant catcher <NUM>.

Referring to <FIG>, the lubricant catcher <NUM> may be configured to capture lubricant <NUM> that may be splashed by the transmission <NUM> as the transmission <NUM> rotates in the transmission housing cavity <NUM>. The lubricant catcher <NUM> extends from the second transmission housing <NUM> toward the first transmission housing <NUM> such that the lubricant catcher <NUM> is spaced apart from the first transmission housing <NUM>. As such, the lubricant catcher <NUM> may protrude from the second transmission housing <NUM> into the transmission housing cavity <NUM>. In at least one configuration, the lubricant catcher <NUM> may be disposed above the axis <NUM> and may be disposed above the center hole <NUM> of the second transmission housing <NUM>.

Referring to <FIG>, <FIG> and <FIG>, the lubricant catcher <NUM> may straddle or extend over at least one member of the set of drive pinion gears <NUM> of the transmission <NUM>. For instance, the lubricant catcher <NUM> may straddle or extend over at least a portion of the fourth gear <NUM> of the set of drive pinion gears <NUM>. The lubricant catcher <NUM> or a portion thereof may extend over a member of the first countershaft gear set <NUM> of the transmission <NUM>, a member of the second countershaft gear set <NUM> of the transmission <NUM>, or combinations thereof. In <FIG> the lubricant catcher <NUM> is shown extending over a fourth countershaft gear <NUM> of the first countershaft gear set <NUM> and a fourth countershaft gear <NUM>' of the second countershaft gear set <NUM>.

The lubricant catcher <NUM> may be open in an upward-facing direction that may face away from the axis <NUM> so that the lubricant catcher <NUM> may cooperate with the second transmission housing <NUM> to capture or collect lubricant <NUM> and direct or route the lubricant <NUM> into the lubricant outlet hole <NUM>. The lubricant catcher <NUM> may be a separate component from the second transmission housing <NUM> that may be attached to the second transmission housing <NUM> in any suitable manner. For instance, the lubricant catcher <NUM> may be received in one or more slots <NUM>, which are best shown in <FIG>, that may be provided with the second transmission housing <NUM>. Alternatively or in addition, the lubricant catcher <NUM> may be attached to the second transmission housing <NUM> with one or more fasteners. The fasteners may or may not be integrally formed with the lubricant catcher <NUM>. In at least one configuration and as is best shown with reference to <FIG> and <FIG>, the lubricant catcher <NUM> may at least partially define a center trough <NUM>, a first end trough <NUM>, a second end trough <NUM>, or combinations thereof.

The center trough <NUM> may extend laterally along the second transmission housing <NUM>. In at least one configuration, the second transmission housing <NUM> and the lubricant catcher <NUM> may cooperate to define the center trough <NUM>. Lubricant <NUM> that is captured by the lubricant catcher <NUM> may be routed to the lubricant outlet hole <NUM>.

The first end trough <NUM> may extend from the center trough <NUM> toward the first transmission housing <NUM> to help capture more lubricant <NUM> than may be captured by the center trough <NUM>. Lubricant <NUM> that is captured by the first end trough <NUM> may be routed to the center trough <NUM>. The first end trough <NUM> may be spaced apart from the top of the second transmission housing <NUM> and may be disposed above one or more gears of the transmission <NUM>. For instance, the first end trough <NUM> may be disposed above a member of the set of drive pinion gears <NUM>, a member of the first countershaft gear set <NUM>, or both. In at least one configuration, the second transmission housing <NUM> and the lubricant catcher <NUM> may cooperate to define the first end trough <NUM>.

The second end trough <NUM> may be spaced apart from the first end trough <NUM>. The second end trough <NUM> may extend from the center trough <NUM> toward the first transmission housing <NUM> to help capture more lubricant <NUM> than may be captured by the center trough <NUM>. In at least one configuration, the second end trough <NUM> may be disposed at an opposite end of the center trough <NUM> from the first end trough <NUM>. As such, member of the set of drive pinion gears <NUM> like the fourth gear <NUM> may be received between the first end trough <NUM> and the second end trough <NUM>. Lubricant <NUM> that is captured by the second end trough <NUM> may be routed to the center trough <NUM>. The second end trough <NUM> may be spaced apart from the top of the second transmission housing <NUM> and may be disposed above one or more gears of the transmission <NUM>. For instance, the second end trough <NUM> may be disposed above a member of the set of drive pinion gears <NUM>, a member of the second countershaft gear set <NUM>, or both. In at least one configuration, the second transmission housing <NUM> and the lubricant catcher <NUM> may cooperate to define the second end trough <NUM>.

Referring to <FIG> and <FIG>, the transmission <NUM> may be operatively connected to the electric motor. In at least one configuration, the transmission <NUM> may be configured as a countershaft transmission that may include a set of drive pinion gears <NUM>, a first countershaft gear set <NUM>, and a second countershaft gear set <NUM>.

The set of drive pinion gears <NUM> may be received in the transmission housing cavity <NUM> and may be arranged along the axis <NUM> between the first transmission housing <NUM> and the second transmission housing <NUM>. The set of drive pinion gears <NUM> may include a plurality of gears, some of which may be selectively coupled to the drive pinion <NUM>. In the configuration shown, the set of drive pinion gears <NUM> includes a first gear <NUM>, a second gear <NUM>, a third gear <NUM>, and a fourth gear <NUM>; however, it is to be understood that a greater or lesser number of gears may be provided.

The first gear <NUM> may extend around the axis <NUM> and may be disposed proximate the first transmission housing <NUM>. In at least one configuration, the first gear <NUM> may have a through hole that may receive the drive pinion <NUM>, an extension of the drive pinion <NUM> like the connecting member <NUM>, or both. The first gear <NUM> may have a plurality of teeth that may be arranged around and may extend away from the axis <NUM>. The teeth of the first gear <NUM> may contact and may mate or mesh with teeth of a first countershaft gear that may be provided with the first countershaft gear set <NUM> and the second countershaft gear set <NUM> as will be discussed in more detail below. The first gear <NUM> may be operatively connected to the rotor <NUM> of the electric motor module <NUM> such that the rotor <NUM> and the first gear <NUM> are rotatable together about the axis <NUM>. For example, the first gear <NUM> may be fixedly positioned with respect to the rotor <NUM> or fixedly coupled to the rotor <NUM> such that the first gear <NUM> is not rotatable about the axis <NUM> with respect to the rotor <NUM>. It is contemplated that the first gear <NUM> may be fixedly mounted to or integrally formed with the rotor output flange <NUM>. In addition, the first gear <NUM> may be continuously decoupled from the drive pinion <NUM> and may be rotatable with respect to the drive pinion <NUM>. As such, a clutch may not connect the first gear <NUM> to the drive pinion <NUM> or the connecting member <NUM>. The connecting member <NUM>, if provided, may be received inside the first gear <NUM> and may be spaced apart from the first gear <NUM>. In at least one configuration, the first gear <NUM> may be axially positioned along the axis <NUM> between the second gear <NUM> and the electric motor module <NUM>.

The second gear <NUM> may extend around the axis <NUM>. In at least one configuration, the second gear <NUM> may have a through hole that may receive the drive pinion <NUM>, the connecting member <NUM>, or both. The second gear <NUM> may have a plurality of teeth that may be arranged around and may extend away from the axis <NUM>. The teeth of the second gear <NUM> may contact and may mate or mesh with teeth of a second countershaft gear that may be provided with the first countershaft gear set <NUM> and the second countershaft gear set <NUM> as will be discussed in more detail below. The second gear <NUM> may have a different diameter than the first gear <NUM>. For example, the second gear <NUM> may have a larger diameter than the first gear <NUM>. In at least one configuration, the second gear <NUM> may be axially positioned along the axis <NUM> between the first gear <NUM> and the third gear <NUM>. The connecting member <NUM> may be received inside the second gear <NUM> and may be spaced apart from the second gear <NUM> in one or more configurations.

The third gear <NUM> may extend around the axis <NUM>. In at least one configuration, the third gear <NUM> may have a through hole that may receive the drive pinion <NUM>, the connecting member <NUM>, or both. The third gear <NUM> may have a plurality of teeth that may be arranged around and may extend away from the axis <NUM>. The teeth of the third gear <NUM> may contact and may mate or mesh with teeth of a third countershaft gear that may be provided with the first countershaft gear set <NUM> and the second countershaft gear set <NUM> as will be discussed in more detail below. The third gear <NUM> may have a different diameter than the first gear <NUM> and the second gear <NUM>. For example, the third gear <NUM> may have a larger diameter than the first gear <NUM> and the second gear <NUM>. In at least one configuration, the third gear <NUM> be axially positioned along the axis <NUM> between the second gear <NUM> and the fourth gear <NUM>. The connecting member <NUM> may be received inside the third gear <NUM> and may be spaced apart from the third gear <NUM> in one or more configurations.

The fourth gear <NUM> may extend around the axis <NUM>. In at least one configuration, the fourth gear <NUM> may have a through hole that may receive the drive pinion <NUM>, a connecting member <NUM>, or both. The fourth gear <NUM> may have a plurality of teeth that may be arranged around and may extend away from the axis <NUM>. The teeth of the fourth gear <NUM> may contact and may mate or mesh with teeth of a fourth countershaft gear that may be provided with the first countershaft gear set <NUM> and the second countershaft gear set <NUM> as will be discussed in more detail below. The fourth gear <NUM> may have a different diameter than the first gear <NUM>, the second gear <NUM>, and the third gear <NUM>, such as a larger diameter. In at least one configuration, the fourth gear <NUM> be axially positioned along the axis <NUM> further from the electric motor module <NUM> than the first gear <NUM>, the second gear <NUM>, and the third gear <NUM>. As such, the fourth gear <NUM> may be axially positioned proximate or adjacent to the second transmission housing <NUM>. The connecting member <NUM> may be received inside the fourth gear <NUM> and may be spaced apart from the fourth gear <NUM> in one or more configurations.

Optionally, thrust bearings <NUM> may be provided between members of the set of drive pinion gears <NUM>, between the first transmission housing <NUM> and the set of drive pinion gears <NUM>, between the second transmission housing <NUM> and the set of drive pinion gears <NUM>, or combinations thereof. For instance, a first thrust bearing <NUM> may be axially positioned between the first transmission housing <NUM> and the first gear <NUM>, a second thrust bearing <NUM> may be axially positioned between the first gear <NUM> and the second gear <NUM>, a third thrust bearing <NUM> may be axially positioned between the second gear <NUM> and the third gear <NUM>, a fourth thrust bearing <NUM> may be axially positioned between the third gear <NUM> and the fourth gear <NUM>, and a fifth thrust bearing <NUM> may be axially positioned between the fourth gear <NUM> and the second transmission housing <NUM>.

The first countershaft gear set <NUM> may be received in the transmission housing cavity <NUM> and may be in meshing engagement with the set of drive pinion gears <NUM>. The first countershaft gear set <NUM> may be rotatable about a first countershaft axis <NUM>. The first countershaft axis <NUM> may be disposed parallel or substantially parallel to the axis <NUM> in one or more embodiments. The first countershaft gear set <NUM> may include a first countershaft <NUM> and a plurality of gears. In the configuration shown, the plurality of gears of the first countershaft gear set <NUM> include a first countershaft gear <NUM>, a second countershaft gear <NUM>, a third countershaft gear <NUM>, and a fourth countershaft gear <NUM>; however, it is contemplated that a greater number of countershaft gears or a lesser number of countershaft gears may be provided.

The first countershaft <NUM> may be rotatable about the first countershaft axis <NUM>. For instance, the first countershaft <NUM> may be rotatably supported on the first transmission housing <NUM> and the second transmission housing <NUM> by corresponding bearing assemblies <NUM>. For example, first and second bearing assemblies <NUM> may be located near opposing first and second ends the first countershaft <NUM>, respectively. The first countershaft <NUM> may support and be rotatable with the first countershaft gear <NUM>, the second countershaft gear <NUM>, the third countershaft gear <NUM>, and the fourth countershaft gear <NUM>.

The first countershaft gear <NUM> may be fixedly disposed on the first countershaft <NUM> or fixedly mounted to the first countershaft <NUM>. As such, the first countershaft gear <NUM> may rotate about the first countershaft axis <NUM> with the first countershaft <NUM> and may not be rotatable with respect to the first countershaft <NUM>. For example, the first countershaft gear <NUM> may have a hole that may receive the first countershaft <NUM> and may be fixedly coupled to the first countershaft <NUM>. The first countershaft gear <NUM> may extend around the first countershaft axis <NUM> and may have a plurality of teeth that may be arranged around and may extend away from the first countershaft axis <NUM>. The teeth of the first countershaft gear <NUM> may contact and may mate or mesh with the teeth of the first gear <NUM>. In at least one configuration, the first countershaft gear <NUM> may be axially positioned along the first countershaft axis <NUM> between the second countershaft gear <NUM> of the first countershaft gear set <NUM> and the first transmission housing <NUM>.

The second countershaft gear <NUM> may be fixedly disposed on the first countershaft <NUM> or fixedly mounted to the first countershaft <NUM>. As such, the second countershaft gear <NUM> may rotate about the first countershaft axis <NUM> with the first countershaft <NUM> and may not be rotatable with respect to the first countershaft <NUM>. For example, the second countershaft gear <NUM> may have a hole that may receive the first countershaft <NUM> and may be fixedly coupled to the first countershaft <NUM>. The second countershaft gear <NUM> may extend around the first countershaft axis <NUM> and may have a plurality of teeth that may be arranged around and may extend away from the first countershaft axis <NUM>. The teeth of the second countershaft gear <NUM> may contact and may mate or mesh with the teeth of the second gear <NUM>. The second countershaft gear <NUM> may have a different diameter than the second countershaft gear <NUM> and the third countershaft gear <NUM>. In at least one configuration, the second countershaft gear <NUM> may be axially positioned along the first countershaft axis <NUM> between the first countershaft gear <NUM> of the first countershaft gear set <NUM> and the third countershaft gear <NUM> of the first countershaft gear set <NUM>.

The third countershaft gear <NUM> may be fixedly disposed on the first countershaft <NUM> or fixedly mounted to the first countershaft <NUM>. As such, the third countershaft gear <NUM> may rotate about the first countershaft axis <NUM> with the first countershaft <NUM> and may not be rotatable with respect to the first countershaft <NUM>. For example, the third countershaft gear <NUM> may have a hole that may receive the first countershaft <NUM> and may be fixedly coupled to the first countershaft <NUM>. The third countershaft gear <NUM> may extend around the first countershaft axis <NUM> and may have a plurality of teeth that may be arranged around and may extend away from the first countershaft axis <NUM>. The teeth of the third countershaft gear <NUM> may contact and may mate or mesh with the teeth of the third gear <NUM>. The third countershaft gear <NUM> may have a different diameter than the first countershaft gear <NUM> and the second countershaft gear <NUM>. In at least one configuration, the third countershaft gear <NUM> may be axially positioned along the first countershaft axis <NUM> between the second countershaft gear <NUM> of the first countershaft gear set <NUM> and the fourth countershaft gear <NUM> of the first countershaft gear set <NUM>.

The fourth countershaft gear <NUM> may be fixedly disposed on the first countershaft <NUM> or fixedly mounted to the first countershaft <NUM>. As such, the fourth countershaft gear <NUM> may rotate about the first countershaft axis <NUM> with the first countershaft <NUM> and may not be rotatable with respect to the first countershaft <NUM>. For example, the fourth countershaft gear <NUM> may have a hole that may receive the first countershaft <NUM> and may be fixedly coupled to the first countershaft <NUM> or may be integrally formed with the first countershaft <NUM>. The fourth countershaft gear <NUM> may extend around the first countershaft axis <NUM> and may have a plurality of teeth that may be arranged around and may extend away from the first countershaft axis <NUM>. The teeth of the fourth countershaft gear <NUM> may contact and may mate or mesh with the teeth of the fourth gear <NUM>. The fourth countershaft gear <NUM> may have a different diameter than the first countershaft gear <NUM>, the second countershaft gear <NUM>, and the third countershaft gear <NUM>. In at least one configuration, the fourth countershaft gear <NUM> may be axially positioned along the first countershaft axis <NUM> further from the electric motor module <NUM> than the third countershaft gear <NUM> of the first countershaft gear set <NUM>.

The second countershaft gear set <NUM> may be received in the transmission housing cavity <NUM> and may be rotatable about a second countershaft axis <NUM>'. The second countershaft axis <NUM>' may be disposed parallel or substantially parallel to the axis <NUM> and the first countershaft axis <NUM> in one or more embodiments. The second countershaft gear set <NUM> may generally be disposed on an opposite side of the axis <NUM> from the first countershaft gear set <NUM> or may be disposed such that the first countershaft axis <NUM> and the second countershaft axis <NUM>' may be disposed at a common radial distance from the axis <NUM>.

The second countershaft gear set <NUM> may have the same or substantially the same configuration as the first countershaft gear set <NUM>. For example, the second countershaft gear set <NUM> may include a second countershaft <NUM>' that may be analogous to or may have the same structure as the first countershaft <NUM>. In addition, the second countershaft gear set <NUM> may include a plurality of gears that are rotatable with the second countershaft <NUM>'. In the configuration shown, the plurality of gears of the second countershaft gear set <NUM> include a first countershaft gear <NUM>', a second countershaft gear <NUM>', a third countershaft gear <NUM>', and a fourth countershaft gear <NUM>'; however, it is contemplated that a greater number of gears or a lesser number of gears may be provided. The first countershaft gear <NUM>', second countershaft gear <NUM>', third countershaft gear <NUM>', and the fourth countershaft gear <NUM>' of the second countershaft gear set <NUM> may be analogous to or may have the same structure as the first countershaft gear <NUM>, second countershaft gear <NUM>, third countershaft gear <NUM>, and the fourth countershaft gear <NUM>, respectively, of the first countershaft gear set <NUM>. The first countershaft gear <NUM>', second countershaft gear <NUM>', third countershaft gear <NUM>', and the fourth countershaft gear <NUM>' may be arranged along and may be rotatable about a second countershaft axis <NUM>' rather than the first countershaft axis <NUM> and may be fixed to the second countershaft <NUM>' rather than the first countershaft <NUM>.

The first gear <NUM> and the first countershaft gears <NUM>, <NUM>' may provide a different gear ratio than the second gear <NUM> and the second countershaft gears <NUM>, <NUM>', the third gear <NUM> and the third countershaft gears <NUM>, <NUM>', and the fourth gear <NUM> and the fourth countershaft gears <NUM>, <NUM>'. Gear ratios may be provided that are greater than <NUM>:<NUM>, less than <NUM>:<NUM>, equal (i.e., <NUM>:<NUM>), or combinations thereof.

The teeth of the drive pinion gears and the countershaft gears may be of any suitable type. As a non-limiting example, the meshing teeth of the members of the set of drive pinion gears <NUM>, the gears of the first countershaft gear set <NUM>, and the gears of the second countershaft gear set <NUM> may have a helical configuration.

Referring to <FIG>, a side view of a portion of the axle assembly <NUM> is shown with an example of the first lubricant passage <NUM> shown with hidden lines. The first lubricant passage <NUM> may route lubricant <NUM> from the housing assembly <NUM> to the transmission housing cavity <NUM> to lubricate components that are disposed outside of the housing assembly <NUM>.

The first lubricant passage <NUM> may be at least partially defined by through holes in the differential carrier <NUM>, the motor housing <NUM>, the motor cover <NUM>, and the first transmission housing <NUM> that may be fluidly connected to each other. As such, the first lubricant passage <NUM> may extend through the motor housing <NUM>, the motor cover <NUM>, and the first transmission housing <NUM>. The first lubricant passage <NUM> may be at least partially defined in the exterior walls of the motor housing <NUM>, the motor cover <NUM>, and the first transmission housing <NUM>. Such a configuration may allow lubricant <NUM> to be routed away from the axis <NUM> and around the stator <NUM> and rotor <NUM> to transport lubricant <NUM> from the housing assembly <NUM> to the transmission housing cavity <NUM> rather than routing lubricant <NUM> through the motor housing cavity <NUM> of the motor housing <NUM>, through the motor cover opening <NUM> of the motor cover <NUM>, or both. In at least one configuration, the first lubricant passage <NUM> may be completely disposed above the axis <NUM>. The first lubricant passage <NUM> may have at least one inlet <NUM> and at least one outlet <NUM>.

The inlet <NUM> may be disposed proximate the housing assembly <NUM>. The inlet <NUM> may receive lubricant <NUM> that is splashed by the differential assembly <NUM>, such as when the differential assembly <NUM> rotates about the differential axis <NUM> as previously discussed. In at least one configuration, the inlet <NUM> may be provided with the differential carrier <NUM>. The inlet <NUM> may be positioned above the outlet <NUM> or disposed further above the axis <NUM> than the outlet <NUM>. As such, the first lubricant passage <NUM> or a portion thereof may slope downward from the inlet <NUM> toward or to the outlet <NUM>.

The outlet <NUM> may be provided with the first transmission housing <NUM> as previously discussed.

Referring to <FIG> and <FIG>, portions of the first lubricant passage <NUM> that are defined by the motor housing <NUM>, motor cover <NUM>, and the first transmission housing <NUM> are shown. In these figures, lubricant flow is represented by the dashed arrowed lines.

The portion <NUM> of the first lubricant passage <NUM> that is defined by the motor housing <NUM> may be disposed between and may be spaced apart from the exterior side <NUM> and the interior side <NUM> of the motor housing <NUM>. As such, the portion <NUM> may be radially positioned further from the axis <NUM> than the stator <NUM>, the coolant jacket <NUM>, and the interior side <NUM>. The portion <NUM> may extend between an inlet port <NUM> and an outlet port <NUM>. The inlet port <NUM> may face toward the differential carrier <NUM> and may be fluidly connected to the inlet <NUM>. The outlet port <NUM> may be disposed opposite the inlet port <NUM> and may be disposed adjacent to the motor cover <NUM>.

The portion <NUM> of the first lubricant passage <NUM> that is defined by the motor cover <NUM> may be disposed between and may be spaced apart from the exterior side and the interior side of the motor cover <NUM>. As such, the portion <NUM> may be radially positioned further from the axis <NUM> than the motor cover opening <NUM>. The portion <NUM> may extend between an inlet port <NUM> and an outlet port <NUM>. The inlet port <NUM> may face toward the motor housing <NUM> and may be fluidly connected to the outlet port <NUM>. The outlet port <NUM> may be disposed opposite the inlet port <NUM> and may be disposed adjacent to the first transmission housing <NUM>.

The portion <NUM> of the first lubricant passage <NUM> that is defined by the first transmission housing <NUM> may extend between and inlet port <NUM> and the outlet <NUM>. The inlet port <NUM> may face toward the motor cover <NUM> and may be fluidly connected to the of the outlet port <NUM>. The outlet <NUM> may be disposed opposite the inlet port <NUM>.

Referring to <FIG>, a side view of a portion of the axle assembly <NUM> is shown with an example of the second lubricant passage <NUM> shown with hidden lines. The second lubricant passage <NUM> may return lubricant to the sump portion <NUM> of the housing assembly <NUM>. For instance, the second lubricant passage <NUM> may route lubricant <NUM> from the transmission housing cavity <NUM> to the housing assembly <NUM> and may allow a common type of lubricant <NUM> or a common sump portion <NUM> to be provided with the axle assembly <NUM>. The second lubricant passage <NUM> may be spaced apart from the first lubricant passage <NUM>. In the configuration shown, the second lubricant passage <NUM> is disposed on an opposite side of the axle assembly <NUM> from the first lubricant passage <NUM>.

The second lubricant passage <NUM> may be at least partially defined by through holes in the first transmission housing <NUM>, the motor cover <NUM>, the motor housing <NUM>, and the differential carrier <NUM> that may be fluidly connected to each other. As such, the second lubricant passage <NUM> may extend through the first transmission housing <NUM>, the motor cover <NUM>, and the motor housing <NUM>. The second lubricant passage <NUM> may be at least partially defined in the exterior walls of the first transmission housing <NUM>, the motor cover <NUM>, and the motor housing <NUM>. Such a configuration may allow lubricant <NUM> to be routed away from the axis <NUM> and around the stator <NUM> and rotor <NUM> to transport lubricant <NUM> from the transmission housing cavity <NUM> to the housing assembly <NUM> rather than routing lubricant <NUM> through the motor housing cavity <NUM> of the motor housing <NUM>, through the motor cover opening <NUM> of the motor cover <NUM>, or both. In at least one configuration, the second lubricant passage <NUM> may be at least partially disposed below the first lubricant passage <NUM>. For instance, the second lubricant passage <NUM> or a portion thereof may be disposed below the axis <NUM>. The second lubricant passage <NUM> may have at least one inlet <NUM> and at least one outlet <NUM>.

The inlet <NUM> may be defined by the first transmission housing <NUM>. The inlet <NUM> may receive lubricant <NUM> that is splashed by the transmission <NUM>, such as when the transmission <NUM> rotates as previously discussed. The inlet <NUM> may be disposed above the outlet <NUM>. As such, the second lubricant passage <NUM> or a portion thereof may slope downward from the inlet <NUM> toward or to the outlet <NUM>.

The outlet <NUM> may be provided with the differential carrier <NUM>.

Referring to <FIG> and <FIG>, portions of the second lubricant passage <NUM> that are defined by the first transmission housing <NUM>, motor cover <NUM>, and the motor housing <NUM> are shown.

The portion <NUM> of the second lubricant passage <NUM> that is defined by the first transmission housing <NUM> may extend between and inlet <NUM> and an outlet port <NUM>. The inlet <NUM> may face toward and may be fluidly connected to the transmission housing cavity <NUM>. The outlet port <NUM> may be disposed opposite the inlet <NUM>.

The portion <NUM> of the second lubricant passage <NUM> that is defined by the motor cover <NUM> may be disposed between and may be spaced apart from the exterior side and the interior side of the motor cover <NUM>. As such, the portion <NUM> may be radially positioned further from the axis <NUM> than the motor cover opening <NUM>. The portion <NUM> may extend between an inlet port <NUM> and an outlet port <NUM>. The inlet port <NUM> may face toward the first transmission housing <NUM> and may be fluidly connected to the of the outlet port <NUM>. The outlet port <NUM> may be disposed opposite the inlet port <NUM> and may be disposed adjacent to the motor housing <NUM>.

The portion <NUM> of the second lubricant passage <NUM> that is defined by the motor housing <NUM> may be disposed between and may be spaced apart from the exterior side <NUM> and the interior side <NUM> of the motor housing <NUM>. As such, the portion <NUM> may be radially positioned further from the axis <NUM> than the stator <NUM>, the coolant jacket <NUM>, and the interior side <NUM>. The portion <NUM> may extend between an inlet port <NUM> and an outlet port <NUM>. The inlet port <NUM> may face toward the motor cover <NUM> and may be fluidly connected to the outlet port <NUM>. The outlet port <NUM> may be disposed opposite the inlet port <NUM> and may be disposed adjacent to the differential carrier <NUM> and may be fluidly connected to the outlet <NUM> of the second lubricant passage <NUM>.

Referring to <FIG> and <FIG>, the shift mechanism <NUM> may cooperate with the transmission module <NUM> to provide a desired gear reduction ratio to change the torque provided from the electric motor module <NUM> to the differential assembly <NUM>, and hence to the axle shafts <NUM> of the axle assembly <NUM>. In at least one configuration, the shift mechanism <NUM> may operatively connect a member of the set of drive pinion gears <NUM> to the drive pinion <NUM> such that the connected drive pinion gear is rotatable with the drive pinion <NUM>. More specifically, the shift mechanism <NUM> may couple one member of the set of drive pinion gears <NUM> at a time to the drive pinion <NUM> to provide different drive gear ratios.

The shift mechanism <NUM> may be received in or partially received in a shift mechanism housing cavity <NUM>, which is best shown in <FIG> and <FIG>. The shift mechanism housing cavity <NUM> may be partially defined by the second transmission housing <NUM> and may be disposed proximate an end of the axle assembly <NUM>.

The shift mechanism <NUM> may have any suitable configuration. For instance, the shift mechanism <NUM> may include one of more clutches of any suitable type. In the configuration shown, the shift mechanism <NUM> includes a shift collar <NUM> that may be moveable along the axis <NUM> to selectively connect a member of the set of drive pinion gears <NUM> to the drive pinion <NUM> so that a connected gear may rotate about the axis <NUM> with the drive pinion <NUM>.

An actuator <NUM> may actuate the shift mechanism <NUM>. The actuator <NUM> may be of any suitable type, such as an electric, electromechanical, or mechanical actuator.

Claim 1:
An axle assembly (<NUM>) comprising:
a housing assembly (<NUM>) that receives a differential assembly (<NUM>) and that at least partially defines a cavity (<NUM>) that has a sump portion (<NUM>) that receives lubricant (<NUM>);
an electric motor module (<NUM>) that is mounted to the housing assembly (<NUM>);
a transmission module (<NUM>) that includes:
a first transmission housing (<NUM>) that is mounted to the electric motor module (<NUM>) and is fluidly connected to the housing assembly (<NUM>) via a first lubricant passage (<NUM>); and
a second transmission housing (<NUM>) that is mounted to the first transmission housing (<NUM>), wherein the first and second transmission housings (<NUM>, <NUM>) cooperate to define a transmission housing cavity (<NUM>) that receives a transmission (<NUM>), and a lubricant catcher (<NUM>) is received in the transmission housing cavity (<NUM>), the lubricant catcher (<NUM>) being mounted to the second transmission housing (<NUM>) and extending from the second transmission housing (<NUM>) toward the first transmission housing (<NUM>).