Patent Description:
An axle assembly having an electric motor module is disclosed in <CIT>.

<CIT> discloses in its Fig.<NUM>, in the opinion of the Examining Division of the European Patent Office, an axle assembly comprising: an electric motor having a rotor that is rotatable about an axis; a drive pinion that extends through the rotor and is rotatable about the axis; a gear reduction unit that includes: a first countershaft gear set that includes first and second countershaft gears that are fixedly mounted to a first countershaft such that the first and second countershaft gears are rotatable about a first countershaft axis with the first countershaft; a second countershaft gear set that includes first and second countershaft gears that are fixedly mounted to a second countershaft such that the first and second countershaft gears of the second countershaft gear set are rotatable about a second countershaft axis with the second countershaft; and a set of drive pinion gears that include first and second gears that are rotatable about the axis and that mesh with the first and second countershaft gears of the first countershaft gear set, respectively, and that mesh with first and second countershaft gears of the second countershaft gear set, respectively, wherein the first gear is continuously connected to the rotor and decoupled from and rotatable with respect to the drive pinion, and the second gears are operatively connectable to the drive pinion; a first clutch that selectively connects the second gear and the drive pinion.

<CIT> discloses a gear transmission that has countershafts and two gear stages that each have a single shifting clutch.

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> may include a housing assembly <NUM>, a differential assembly <NUM>, at least one axle shaft <NUM>, and an electric motor module <NUM>. As is best shown in <FIG>, the axle assembly <NUM> includes a gear reduction module <NUM>.

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>. The center portion <NUM> may define a cavity that may at least partially receive the differential assembly <NUM>. As is best shown in <FIG>, a lower region of the center portion <NUM> may at least partially define a sump portion <NUM> that may contain or collect lubricant <NUM>. Lubricant <NUM> in the sump portion <NUM> may be splashed by a ring gear of the differential assembly <NUM> and distributed to lubricate various components.

Referring to <FIG>, the center portion <NUM> may include a carrier mounting surface <NUM>. The carrier mounting surface <NUM> may facilitate mounting of the differential carrier <NUM> to the axle housing <NUM>. For example, the carrier mounting surface <NUM> may face toward and may engage the differential carrier <NUM> and may have a set of holes that may be aligned with corresponding holes on the differential carrier <NUM>. Each hole may receive a fastener, such as a bolt or stud, that may couple the differential carrier <NUM> to the axle housing <NUM>.

Referring to <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.

Referring to <FIG> and <FIG>, 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 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>. The differential carrier <NUM> may also include a mounting flange <NUM> and 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 bearings that may rotatably support a drive pinion <NUM>, bearings 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 provide torque to the ring gear <NUM>. In an axle assembly that includes a gear reduction module <NUM>, the drive pinion <NUM> may operatively connect the gear reduction module <NUM> to the differential assembly <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 drive pinion <NUM> and a gear reduction module <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 gear reduction module <NUM>. In at least one configuration, the electric motor module <NUM> includes a rotor <NUM> and may include a motor housing <NUM>, a coolant jacket <NUM>, a stator <NUM>, at least one rotor bearing assembly <NUM>, and a cover <NUM>.

The motor housing <NUM> may extend between the differential carrier <NUM> and the cover <NUM>. The motor housing <NUM> may be mounted to the differential carrier <NUM> and the cover <NUM>. For example, the motor housing <NUM> may extend from the mounting flange <NUM> of the differential carrier <NUM> to the 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>, a second end surface <NUM>, and one or more ports <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>. 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>. The motor housing <NUM> and the first end surface <NUM> may or may not be received inside 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 and may engage the cover <NUM>. The second end surface <NUM> may extend between the exterior side <NUM> and the interior side <NUM> and may or may not be received inside the cover <NUM>.

One or more ports <NUM> may extend through the motor housing <NUM>. The ports <NUM> may be configured as through holes that may extend from the exterior side <NUM> to the interior side <NUM>. The ports <NUM> may allow coolant, such as a fluid like water, a water / antifreeze mixture, or the like, to flow to and from the coolant jacket <NUM> as will be described in more detail below.

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 between the differential carrier <NUM> and the cover <NUM>. For example, the coolant jacket <NUM> may extend axially from the differential carrier <NUM> to the cover <NUM>. In addition, the coolant jacket <NUM> may extend around the axis <NUM> and the stator <NUM>. As such, the stator <NUM> may be at least partially received in and may be encircled by the coolant jacket <NUM>. Moreover, 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 <NUM>.

The channels <NUM> may extend around the axis <NUM> and may be disposed opposite the stator <NUM>. The channels <NUM> may be configured with an open side that may face away from the axis <NUM> and toward the interior side <NUM> of the motor housing <NUM>. Coolant may be provided to the coolant jacket <NUM> via a first port <NUM> and may exit the coolant jacket <NUM> via a second port <NUM>. For instance, coolant may flow from the first port <NUM> into the channels <NUM>, receive heat from the stator <NUM> as the coolant flows through the channels <NUM>, and exit at the second port <NUM>. One or more baffles may be provided with the coolant jacket <NUM> that may reverse or change the direction of coolant flow to help route coolant from the first port <NUM> to the second port <NUM>.

The stator <NUM> may be received in the motor housing <NUM>. For instance, 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 is rotatable about the axis <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. The rotor <NUM> may extend around and may be supported by the bearing support wall <NUM>.

One or more rotor bearing assemblies <NUM> may rotatably support the rotor <NUM>. For example, a rotor bearing assembly <NUM> may 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> as is best shown in <FIG> may operatively connect the rotor <NUM> to the gear reduction module <NUM>, which in turn may be operatively connectable with the drive pinion <NUM>.

Referring to <FIG>, the 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 cover <NUM> may be mounted to an end or end surface of the motor housing <NUM>, such as the second end surface <NUM>, that may be disposed opposite the differential carrier <NUM>. As such, the cover <NUM> may be spaced apart from and may not engage the differential carrier <NUM>. The cover <NUM> may be provided in various configurations. In at least one configuration, the 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> and may be disposed opposite the motor housing <NUM>. The cover <NUM> may also include or define a motor cover opening that may be a through hole through which the drive pinion <NUM> may extend.

Referring to <FIG>, an example of a gear reduction module <NUM> is shown. The gear reduction module <NUM> may transmit torque between the electric motor module <NUM> and the differential assembly <NUM>. As such, the gear reduction module <NUM> may operatively connect the electric motor module <NUM> and the differential assembly <NUM>.

The gear reduction module <NUM> may be disposed outside of the differential carrier <NUM> and may be primarily disposed outside of the electric motor module <NUM> or entirely disposed outside the electric motor module <NUM>, thereby providing a modular construction that may be mounted to the electric motor module <NUM> when gear reduction is desired. For instance, the gear reduction module <NUM> may include a gear reduction module housing <NUM> that may receive gears of the gear reduction module <NUM>. The gear reduction module housing <NUM> may be provided in various configurations. For instance, the gear reduction module housing <NUM> may be a separate component that is mounted to the cover <NUM> or may be integrally formed with the cover <NUM>. The gear reduction module housing <NUM> may extend from the second side <NUM> of the cover <NUM> in a direction that extends away from the electric motor module <NUM>. A gear reduction module cover <NUM> may be disposed on the gear reduction module housing <NUM> and may be removable to provide access to components located inside the gear reduction module housing <NUM>. It is also contemplated that the gear reduction module housing <NUM> and the gear reduction module cover <NUM> may be integrally formed.

The gear reduction module may be provided in various configurations and may include multiple gear sets that are operatively connected to each other. These gear sets may include a set of drive pinion gears and one or more countershaft gear sets that may have gears that may mesh with the set of drive pinion gears. For clarity, each gear set is designated with a different name below. The configurations discussed below will primarily be discussed in the context of a gear reduction module having two countershaft gear sets (i.e., first and second countershaft gear sets); however, it is to be understood that the second countershaft gear set may be omitted in these configurations.

Three main configurations of gear reduction modules <NUM>, <NUM>', <NUM>" are described below and are best shown in <FIG>. It is to be understood that each gear reduction module configuration can be provided with an axle assembly having components as described above (e.g., with an axle assembly having a housing assembly <NUM>, differential assembly <NUM>, at least one axle shaft <NUM>, electric motor module <NUM>, drive pinion <NUM>, a gear reduction module housing <NUM>, etc.). Accordingly, magnified views are shown in <FIG> to better depict each gear reduction module configuration rather than the remainder of the axle assembly. Each magnified view is a section view along the axis <NUM>. In these figures, torque transmission paths between the electric motor module <NUM> and drive pinion <NUM> are represented by straight double-dash lines. In the configurations described below, torque transmission paths are primarily described in the context of transmitting torque from the electric motor module <NUM> to the drive pinion <NUM>; however, the torque transmission paths may be bidirectional and may facilitate the transmission of torque from the drive pinion <NUM> to the electric motor module <NUM> under various operating conditions, such as during regenerative braking.

Referring to <FIG> and <FIG>, a first configuration of a gear reduction module <NUM> is shown. The gear reduction module <NUM> may include a set of drive pinion gears <NUM>, a first countershaft gear set <NUM>, and optionally a second countershaft gear set <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>, and a third 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>. In at least one configuration, the first gear <NUM> may have a through hole that may receive the drive pinion <NUM>, a 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 a connecting member <NUM> that may extend from the drive pinion <NUM>. The connecting member <NUM> 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>, a 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> and the third gear <NUM>. For example, the second gear <NUM> may have a larger diameter than the first gear <NUM> and a smaller diameter than the third 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>, a 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> further from the electric motor module <NUM> than the first gear <NUM> and the second 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.

Optionally, a bearing such as a roller bearing may rotatably support a corresponding drive pinion gear. For instance, the drive pinion <NUM> or connecting member <NUM> may be received inside a first bearing, a second bearing, and a third bearing. The first bearing may be received inside the first gear <NUM>, the second bearing may be received inside the second gear <NUM>, and so on to facilitate rotation of the drive pinion <NUM> with respect to a gear when the gear is not coupled to the drive pinion <NUM> or the connecting member <NUM>.

The first countershaft gear set <NUM> may be in meshing engagement with the set of drive pinion gears <NUM>. The first countershaft gear set <NUM> may be at least partially received in the gear reduction module housing <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>, and a third 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 gear reduction module housing <NUM> by one or more roller bearing assemblies. As an example, a roller bearing assembly may be located near opposing first and second ends the first countershaft <NUM>. The first countershaft <NUM> may support and be rotatable with the first countershaft gear <NUM>, the second countershaft gear <NUM>, and the third 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 electric motor module <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 first 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> further from the electric motor module <NUM> than the first countershaft gear <NUM> and the second countershaft gear <NUM> of the first countershaft gear set <NUM>.

The second countershaft gear set <NUM> may be at least partially received in the gear reduction module housing <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 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 first and second countershaft gear sets <NUM>, <NUM> may be positioned at any suitable rotational angle or position about 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>', and a third 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>', a second countershaft gear <NUM>', and a third 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>, a second countershaft gear <NUM>, and a third countershaft gear <NUM>, respectively, of the first countershaft gear set <NUM>. The first countershaft gear <NUM>', second countershaft gear <NUM>', and third 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>' and may provide a different gear ratio than the third gear <NUM> and the third countershaft gears <NUM>, <NUM>'. As a non-limiting example, the first gear <NUM> and the first countershaft gears <NUM>, <NUM>' may provide a gear ratio of about <NUM>:<NUM>, the second gear <NUM> and the second countershaft gears <NUM>, <NUM>' may provide a gear ratio of about <NUM>:<NUM>, and the third gear <NUM> and the third countershaft gears <NUM>, <NUM>' may provide a gear ratio of <NUM>:<NUM>. For instance, the first countershaft gears <NUM>, <NUM>' may have a larger diameter than the first gear <NUM>, the second countershaft gears <NUM>, <NUM>', and the third countershaft gears <NUM>, <NUM>'. The second countershaft gears <NUM>, <NUM>' may have approximately the same diameter as the second gear <NUM>. The third gear <NUM> may have a larger diameter than the third countershaft gears <NUM>, <NUM>'.

It is also contemplated that other gear configurations may be provided. As one example, the first gear <NUM> may have a larger diameter than the second gear <NUM> and the third gear <NUM>. As another example, gears or gear pairings may be arranged in different sequences along their respective axes from the configuration shown. As another example, a gear pairing may provide an "overdrive" gear ratio of less than <NUM>:<NUM>. As such, 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.

In the configurations described below, one or more clutches may cooperate with the gear reduction module <NUM> to provide a desired gear reduction ratio and change the torque transmitted between the electric motor module <NUM> and the differential assembly <NUM>, and hence between the electric motor module <NUM> and the axle shafts <NUM> of the axle assembly <NUM>. A clutch may control rotation of one part with respect to another part. For instance, a clutch may connect and disconnect two parts, such as a driving part and a driven part. A clutch may have any suitable configuration. For instance, a clutch may be configured as a friction clutch, electromagnetic clutch, hydraulic clutch, or the like. A clutch may be configured as a slip clutch or a nonslip clutch. Slip clutches may be provided in various configurations, an example of which is a multi-plate clutch. Similarly nonslip clutches may also be provided in various configurations, such as a clutch collar, dog clutch, band clutch, or the like.

In the figures, a clutch is represented by a square box that extends between two components. The box is checked with an X when the clutch is engaged to couple, connect, or lock the two components to each other. The box is empty and is not checked with an X when the clutch is disengaged and the two components are decoupled, disconnected, or unlocked from each other. Two rotatable components may rotate together when a clutch connects those two components and may not rotate together when a clutch does not couple or connect those two rotatable components. A rotatable component may be inhibited from rotating when a clutch connects a rotatable component to a stationary or a non-rotatable component and may be rotatable with respect to the stationary or non-rotatable component when the clutch does not couple or connect those two components.

The square boxes may represent separate clutches or may represent clutches that may share a common component. For instance, a clutch that is configured as a shift collar may have teeth that may mesh with teeth of different components depending on the axial position of the shift collar. Thus, one square box may represent an approximate location where a shift collar may be coupled to or decoupled from a first component while a second square box may represent an approximate location where the shift collar may be coupled to or decoupled from a second component. A clutch may be operated or actuated with any suitable type of actuator in a manner known by those skilled in the art.

Referring to <FIG>, two clutches are illustrated. These clutches may be referred to as a first clutch <NUM> and a second clutch <NUM>.

The first clutch <NUM> may selectively couple the second gear <NUM> to the drive pinion <NUM>. For instance, the first clutch <NUM> may connect the second gear <NUM> to the drive pinion <NUM> directly or via an intervening component like the connecting member <NUM> such that the second gear <NUM> and the drive pinion <NUM> may be rotatable together about the axis <NUM> when the first clutch <NUM> is engaged. Conversely, the first clutch <NUM> may be disengaged to permit relative rotation between the second gear <NUM> and the drive pinion <NUM>. The first clutch <NUM> is illustrated as extending between the second gear <NUM> and the connecting member <NUM>; however, other configurations and positioning are contemplated. For instance, the connecting member <NUM> may be omitted and the first clutch <NUM> may extend from the drive pinion <NUM>.

The second clutch <NUM> may selectively couple the third gear <NUM> to the drive pinion <NUM>. For instance, the second clutch <NUM> may connect the third gear <NUM> to the drive pinion <NUM> directly or via an intervening component, such as the connecting member <NUM> such that the third gear <NUM> and the drive pinion <NUM> may be rotatable together about the axis <NUM> when the second clutch <NUM> is engaged. Conversely, the second clutch <NUM> may be disengaged to permit relative rotation between the third gear <NUM> and the drive pinion <NUM>. The second clutch <NUM> is illustrated as extending between the third gear <NUM> and the connecting member <NUM>; however, other configurations and positioning are contemplated. For instance, the connecting member <NUM> may be omitted and the second clutch <NUM> may extend from the drive pinion <NUM>.

Referring to <FIG>, clutching for providing a first gear ratio is illustrated. In at least one configuration, the first gear ratio may be a high-speed gear ratio. The first clutch <NUM> is engaged and the second clutch <NUM> is disengaged. Torque may be transmitted from the rotor <NUM> to the first gear <NUM> such as via the rotor output flange <NUM>, from the first gear <NUM> to the first countershaft gears <NUM>, <NUM>', from the first countershaft gears <NUM>, <NUM>' to the second countershaft gears <NUM>, <NUM>' via the first and second countershafts <NUM>, <NUM>', respectively, from the second countershaft gears <NUM>, <NUM>' to the second gear <NUM>, and from the second gear <NUM> to the drive pinion <NUM> via the first clutch <NUM> and the connecting member <NUM>, if provided. As such, the first gear <NUM> and the third gear <NUM> may be rotatable about the axis <NUM> with respect to the drive pinion <NUM> when the first gear ratio is provided.

Referring to <FIG>, clutching for providing a second gear ratio is illustrated. In at least one configuration, the second gear ratio may be a low-speed gear ratio. The first clutch <NUM> is disengaged and the second clutch <NUM> is engaged. Torque may be transmitted from the rotor <NUM> to the first gear <NUM> such as via the rotor output flange <NUM>, from the first gear <NUM> to the first countershaft gears <NUM>, <NUM>', from the first countershaft gears <NUM>, <NUM>' to the third countershaft gears <NUM>, <NUM>' via the first and second countershafts <NUM>, <NUM>', respectively, from the third countershaft gears <NUM>, <NUM>' to the third gear <NUM>, and from the third gear <NUM> to the drive pinion <NUM> via the second clutch <NUM> and the connecting member <NUM>, if provided. As such, the first gear <NUM> and the second gear <NUM> may be rotatable about the axis <NUM> with respect to the drive pinion <NUM> when the second gear ratio is provided.

Referring to <FIG>, a second configuration of a gear reduction module <NUM>' is shown. In this configuration, the gear reduction module <NUM>' 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 include a first gear <NUM>, a second gear <NUM>, and a third gear <NUM> as previously described. In addition, the set of drive pinion gears <NUM>' may include one or more additional drive pinion gears, such as a fourth gear <NUM>.

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>, the 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>, the third gear <NUM>, or combinations thereof. For example, the fourth gear <NUM> may have a larger diameter than the first gear <NUM>, the second gear <NUM>, and the third gear <NUM>. In at least one configuration, the fourth gear <NUM> may be axially positioned along the axis <NUM> further from the electric motor module <NUM> than the third gear <NUM>.

The first countershaft gear set <NUM>' may include a first countershaft gear <NUM>, a second countershaft gear <NUM>, and a third countershaft gear <NUM> as previously described. In addition, the first countershaft gear set <NUM>' may include one or more additional countershaft gears, such as a fourth countershaft gear <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>. 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>, the third countershaft gear <NUM>, or combinations thereof. 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 include a first countershaft gear <NUM>', a second countershaft gear <NUM>', and a third countershaft gear <NUM>' as previously described. In addition, the second countershaft gear set <NUM>' may include one or more additional countershaft gears, such as a fourth countershaft gear <NUM>'.

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

Referring to <FIG>, three clutches are illustrated. These clutches may be referred to as a first clutch <NUM>, a second clutch <NUM>, and a third clutch <NUM>.

The first clutch <NUM> and the second clutch <NUM> may be the same as previously described.

The third clutch <NUM> may selectively couple the fourth gear <NUM> to the drive pinion <NUM>. For instance, the third clutch <NUM> may connect the fourth gear <NUM> to the drive pinion <NUM> directly or via an intervening component, such as the connecting member <NUM> such that the fourth gear <NUM> and the drive pinion <NUM> may be rotatable together about the axis <NUM> when the third clutch <NUM> is engaged. Conversely, the third clutch <NUM> may be disengaged to permit relative rotation between the fourth gear <NUM> and the drive pinion <NUM>. The third clutch <NUM> is illustrated as extending between the fourth gear <NUM> and the connecting member <NUM>; however, other configurations and positioning are contemplated. For instance, the connecting member <NUM> may be omitted and the third clutch <NUM> may extend from the drive pinion <NUM>.

Referring to <FIG>, clutching for providing a first gear ratio is illustrated. In at least one configuration, the first gear ratio may be a high-speed gear ratio. The first clutch <NUM> is engaged and the second clutch <NUM> and the third clutch <NUM> are disengaged. Torque may be transmitted from the rotor <NUM> to the first gear <NUM> such as via the rotor output flange <NUM>, from the first gear <NUM> to the first countershaft gears <NUM>, <NUM>', from the first countershaft gears <NUM>, <NUM>' to the second countershaft gears <NUM>, <NUM>' via the first and second countershafts <NUM>, <NUM>', respectively, from the second countershaft gears <NUM>, <NUM>' to the second gear <NUM>, and from the second gear <NUM> to the drive pinion <NUM> via the first clutch <NUM> and the connecting member <NUM>, if provided. As such, the first gear <NUM>, the third gear <NUM>, and the fourth gear <NUM> may be rotatable about the axis <NUM> with respect to the drive pinion <NUM> when the first gear ratio is provided.

Referring to <FIG>, clutching for providing a second gear ratio is illustrated. In at least one configuration, the second gear ratio may be an intermediate or mid-speed gear ratio that may differ from the first gear ratio. The second clutch <NUM> is engaged and the first clutch <NUM> and the third clutch <NUM> are disengaged. Torque may be transmitted from the rotor <NUM> to the first gear <NUM> such as via the rotor output flange <NUM>, from the first gear <NUM> to the first countershaft gears <NUM>, <NUM>', from the first countershaft gears <NUM>, <NUM>' to the third countershaft gears <NUM>, <NUM>' via the first and second countershafts <NUM>, <NUM>', respectively, from the third countershaft gears <NUM>, <NUM>' to the third gear <NUM>, and from the third gear <NUM> to the drive pinion <NUM> via the second clutch <NUM> and the connecting member <NUM>, if provided. As such, the first gear <NUM>, the second gear <NUM>, and the fourth gear <NUM> may be rotatable about the axis <NUM> with respect to the drive pinion <NUM> when the second gear ratio is provided.

Referring to <FIG>, clutching for providing a third gear ratio is illustrated. In at least one configuration, the third gear ratio may be a low-speed gear ratio that may differ from the first gear ratio and the second gear ratio. The third clutch <NUM> is engaged and the first clutch <NUM> and the second clutch <NUM> are disengaged. Torque may be transmitted from the rotor <NUM> to the first gear <NUM> such as via the rotor output flange <NUM>, from the first gear <NUM> to the first countershaft gears <NUM>, <NUM>', from the first countershaft gears <NUM>, <NUM>' to the fourth countershaft gears <NUM>, <NUM>' via the first and second countershafts <NUM>, <NUM>', respectively, from the fourth countershaft gears <NUM>, <NUM>' to the fourth gear <NUM>, and from the fourth gear <NUM> to the drive pinion <NUM> via the third clutch <NUM> and the connecting member <NUM>, if provided. As such, the first gear <NUM>, the second gear <NUM>, and the third gear <NUM> may be rotatable about the axis <NUM> with respect to the drive pinion <NUM> when the third gear ratio is provided.

Referring to <FIG>, a third configuration of a gear reduction module <NUM>" is shown. In this configuration, the gear reduction module <NUM>" includes 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>" includes a first gear <NUM>, a second gear <NUM>, and a third gear <NUM> as previously described. However, the first gear <NUM> is selectively connectable to the rotor <NUM> rather than fixedly coupled to the rotor <NUM>. As previously described, the first gear <NUM> mate or mesh with the first countershaft gears <NUM>, <NUM>', may be decoupled from the drive pinion <NUM>, and may be rotatable with respect to the drive pinion <NUM>.

The first countershaft gear set <NUM>" includes a first countershaft gear <NUM>, a second countershaft gear <NUM>, and a third countershaft gear <NUM> that are fixedly disposed on the first countershaft <NUM> as previously described.

The second countershaft gear set <NUM>" includes a first countershaft gear <NUM>', a second countershaft gear <NUM>', and a third countershaft gear <NUM>' that are fixedly disposed on the second countershaft <NUM>' as previously described.

Referring to <FIG>, four clutches are illustrated. These clutches may be referred to as a first clutch <NUM>, a second clutch <NUM>, a third clutch <NUM>, and a fourth clutch <NUM>.

The first clutch <NUM> selectively connects the first gear <NUM> to the rotor <NUM>. For instance, the first clutch <NUM> may connect the first gear <NUM> to the rotor <NUM> directly or via an intervening component like the rotor output flange <NUM> such that the first gear <NUM> and the rotor <NUM> may be rotatable together about the axis <NUM> when the first clutch <NUM> is engaged. Conversely, the first clutch <NUM> may be disengaged to permit relative rotation between the first gear <NUM> and the rotor <NUM> and the rotor output flange <NUM>, if provided. In the configuration shown, the first clutch <NUM> is illustrated as extending between the rotor output flange <NUM> and the first gear <NUM>.

The second clutch <NUM> may be analogous to the first clutch <NUM> associated with the configuration shown in <FIG> and <FIG>. As such, the second clutch <NUM> selectively connects the second gear <NUM> to the drive pinion <NUM>, either directly or via an intervening component, such as the connecting member <NUM>. The second gear <NUM> and the drive pinion <NUM> may be rotatable together about the axis <NUM> when the second clutch <NUM> is engaged. Conversely, the second clutch <NUM> may be disengaged to permit relative rotation between the second gear <NUM> and the drive pinion <NUM>.

The third clutch <NUM> may be analogous to the second clutch <NUM> associated with the configuration shown in <FIG> and <FIG>. As such, the third clutch <NUM> selectively connects the third gear <NUM> to the drive pinion <NUM>, either directly or via an intervening component, such as the connecting member <NUM>. The third gear <NUM> and the drive pinion <NUM> may be rotatable together about the axis <NUM> when the third clutch <NUM> is engaged. Conversely, the third clutch <NUM> may be disengaged to permit relative rotation between the third gear <NUM> and the drive pinion <NUM>.

The fourth clutch <NUM> may selectively connect the rotor <NUM> to the second gear <NUM>. For instance, the fourth clutch <NUM> may connect the second gear <NUM> to the rotor <NUM> directly or via an intervening component, such as the rotor output flange <NUM> such that the rotor <NUM> and the second gear <NUM> may be rotatable together about the axis <NUM> when the fourth clutch <NUM> is engaged. Conversely, the fourth clutch <NUM> may be disengaged to permit relative rotation between the second gear <NUM> and the rotor <NUM>. In the configuration shown, the fourth clutch <NUM> is illustrated as extending between the second gear <NUM> and the rotor output flange <NUM>.

Referring to <FIG>, clutching for providing a first gear ratio is illustrated. In at least one configuration, the first gear ratio may be a high-speed gear ratio. The first clutch <NUM> and the second clutch <NUM> are engaged and the third clutch <NUM> and the fourth clutch <NUM> are disengaged. Torque may be transmitted from the rotor <NUM> to the first gear <NUM> such as via the rotor output flange <NUM> and the first clutch <NUM>, from the first gear <NUM> to the first countershaft gears <NUM>, <NUM>', from the first countershaft gears <NUM>, <NUM>' to the second countershaft gears <NUM>, <NUM>' via the first and second countershafts <NUM>, <NUM>', respectively, from the second countershaft gears <NUM>, <NUM>' to the second gear <NUM>, and from the second gear <NUM> to the drive pinion <NUM> via the second clutch <NUM> and the connecting member <NUM>, if provided. As such, the first gear <NUM> may be rotatable with respect to the second gear <NUM>, and the first gear <NUM> and the third gear <NUM> may be rotatable about the axis <NUM> with respect to the drive pinion <NUM> when the first gear ratio is provided.

Referring to <FIG>, clutching for providing a second gear ratio is illustrated. In at least one configuration, the second gear ratio may be an intermediate or mid-speed gear ratio that may differ from the first gear ratio. The third clutch <NUM> and the fourth clutch <NUM> are engaged and the first clutch <NUM> and the second clutch <NUM> are disengaged. Torque may be transmitted from the rotor <NUM> to the second gear <NUM> such as via the rotor output flange <NUM> and the fourth clutch <NUM>, from the second gear <NUM> to the second countershaft gears <NUM>, <NUM>', from the second countershaft gears <NUM>, <NUM>' to the third countershaft gears <NUM>, <NUM>' via the first and second countershafts <NUM>, <NUM>', respectively, from the third countershaft gears <NUM>, <NUM>' to the third gear <NUM>, and from the third gear <NUM> to the drive pinion <NUM> via the third clutch <NUM> and the connecting member <NUM>, if provided. As such, the rotor <NUM> and the second gear <NUM> may rotate together about the axis <NUM>, the first gear <NUM> may not drive the first countershaft gears <NUM>, <NUM>', and the first gear <NUM> and the second gear <NUM> may be rotatable about the axis <NUM> with respect to the drive pinion <NUM> when the second gear ratio is provided.

Referring to <FIG>, clutching for providing a third gear ratio is illustrated. In at least one configuration, the third gear ratio may be a low-speed gear ratio that may differ from the first gear ratio and the second gear ratio. The first clutch <NUM> and the third clutch <NUM> are engaged and the second clutch <NUM> and the fourth clutch <NUM> are disengaged. Torque may be transmitted from the rotor <NUM> to the first gear <NUM> such as via the rotor output flange <NUM> and the first clutch <NUM>, from the first gear <NUM> to the first countershaft gears <NUM>, <NUM>', from the first countershaft gears <NUM>, <NUM>' to the third countershaft gears <NUM>, <NUM>' via the first and second countershafts <NUM>, <NUM>', respectively, from the third countershaft gears <NUM>, <NUM>' to the third gear <NUM>, and from the third gear <NUM> to the drive pinion <NUM> via the third clutch <NUM> and the connecting member <NUM>, if provided. As such, the first gear <NUM> and the second gear <NUM> may be rotatable about the axis <NUM> with respect to each other and with respect to the drive pinion <NUM> when the third gear ratio is provided.

Referring to <FIG>, the axle assembly <NUM> may optionally include an isolator support <NUM>. The isolator support <NUM> may help support the end of the axle assembly <NUM> that is disposed furthest from the axle housing <NUM> and the differential axis <NUM>. In at least one configuration, the isolator support <NUM> may extend from the gear reduction module housing <NUM> or the gear reduction module cover <NUM> to a cross beam <NUM> that may be part of the chassis of the vehicle. For instance, the cross beam <NUM> may extend in a lateral direction between two frame rails of the vehicle. The isolator support <NUM> may include a first portion <NUM> that may be mounted on the gear reduction module housing <NUM> or the gear reduction module cover <NUM> and a second portion <NUM> that may be mounted to the cross beam <NUM>. The isolator support <NUM> may allow the first portion <NUM> to pivot about an isolator mount axis <NUM> with respect to the second portion <NUM> and may help limit movement and acceleration of the gear reduction module housing <NUM>. For example, it is contemplated that a portion of the isolator support <NUM> may include a resilient member that may be received in a hole in the first portion <NUM>, the second portion <NUM> or both. It is also contemplated that the first portion <NUM> or the second portion <NUM> may be configured as a shock absorber. The isolator support <NUM> may be provided with any of the configurations previously discussed.

Claim 1:
An axle assembly (<NUM>) comprising:
an electric motor (<NUM>) having a rotor (<NUM>) that is rotatable about an axis (<NUM>);
a drive pinion (<NUM>) that extends through the rotor (<NUM>) and is rotatable about the axis (<NUM>);
a gear reduction unit (<NUM>") that includes:
a first countershaft gear set (<NUM>") that includes first, second, and third countershaft gears (<NUM>, <NUM>, <NUM>) that are fixedly mounted to a first countershaft (<NUM>) such that the first, second, and third countershaft gears (<NUM>, <NUM>, <NUM>) are rotatable about a first countershaft axis (<NUM>) with the first countershaft (<NUM>);
a second countershaft gear set (<NUM>") that includes first, second, and third countershaft gears (<NUM>', <NUM>', <NUM>') that are fixedly mounted to a second countershaft (<NUM>') such that the first, second, and third countershaft gears of the second countershaft gear set (<NUM>") are rotatable about a second countershaft axis (<NUM>') with the second countershaft (<NUM>'); and
a set of drive pinion gears (<NUM>") that include first, second, and third gears (<NUM>, <NUM>, <NUM>) that are rotatable about the axis (<NUM>) and that mesh with the first, second, and third countershaft gears (<NUM>, <NUM>, <NUM>) of the first countershaft gear set (<NUM>"), respectively, and that mesh with first, second, and third countershaft gears (<NUM>', <NUM>', <NUM>') of the second countershaft gear set (<NUM>"), respectively, wherein the first gear (<NUM>) is operably connectable to the rotor (<NUM>), and the second and third gears (<NUM>, <NUM>) are operatively connectable to the drive pinion (<NUM>);
a first clutch (<NUM>) that selectively connects the rotor (<NUM>) and the first gear (<NUM>);
a second clutch (<NUM>) that selectively connects the second gear (<NUM>) and the drive pinion (<NUM>); and
a third clutch (<NUM>) that selectively connects the third gear (<NUM>) and the drive pinion (<NUM>).