Axle assembly with gear reduction module with countershaft gear set

Abstract

An axle assembly is disclosed, comprising a gear reduction unit configured to operatively connect an electric motor to a drive pinion. The gear reduction unit includes at least one countershaft gear set. At least one clutch is engaged to provide a torque path between the electric motor and the drive pinion.

Description

Technical Field

[0001] This disclosure relates to an axle assembly having at least one set of countershaft gears that can operatively connect a rotor to a drive pinion. background

[0002] A vehicle axle assembly with an electric motor module is disclosed in U.S. Patent Publication No. 2019 / 0054816.

[0003] Overview

[0004] In at least one embodiment, an axle assembly is provided. The axle assembly may include an electric motor, a drive pinion, a gear reduction unit, a first clutch, and a second clutch. The electric motor may have a rotor rotatable about an axis. The drive pinion may extend through the rotor and be rotatable about an axis. The gear reduction unit may include a first countershaft gear set, a second countershaft gear set, and a gear set for the drive pinion. The first countershaft gear set may include first, second, and third countershaft gears fixedly mounted to a first countershaft such that the first, second, and third countershaft gears are rotatable with the first countershaft about an axis of the first countershaft. The second countershaft gear set may include first, second, and third countershaft gears fixedly mounted to a second countershaft such that the first, second, and third countershaft gears of the second countershaft gear set are rotatable with the second countershaft about an axis of the second countershaft. The gear set for the drive pinion may include first, second, and third gears rotatable about an axis. The first, second, and third gears may mesh with the first, second, and third countershaft gears of the first and second countershaft gear sets, respectively. The first gear can be continuously connected to the rotor and can be disengaged from and rotated around the drive pinion. The second and third gears can be operatively connected to the drive pinion. The first clutch can selectively engage the second gear and the drive pinion. The second clutch can selectively engage the third gear and the drive pinion.

[0005] In at least one embodiment, an axle assembly is provided. The axle assembly may include an electric motor, a drive pinion, a gear reduction unit, a first clutch, a second clutch, and a third clutch. The electric motor may have a rotor rotatable about an axis. The drive pinion may extend through the rotor and be rotatable about an axis. The gear reduction unit may include a first countershaft gear set, a second countershaft gear set, and a gear set for the drive pinion. The first countershaft gear set may include first, second, and third countershaft gears fixedly mounted to a first countershaft such that the first, second, and third countershaft gears are rotatable with the first countershaft about its axis. The second countershaft gear set may include first, second, and third countershaft gears fixedly mounted to a second countershaft such that the first, second, and third countershaft gears of the second countershaft gear set are rotatable with the second countershaft about its axis. The gear set for the drive pinion may include first, second, and third gears rotatable about an axis. The first, second, and third gears may mesh with the first, second, and third countershaft gears of the first and second countershaft gear sets, respectively. The first gear is operatively connected to the rotor. The second and third gears are operatively connected to the drive pinion. The first clutch selectively connects the rotor and the first gear. The second clutch selectively connects the second gear and the drive pinion. The third clutch selectively connects the third gear and the drive pinion. Attached Figure Description

[0006] Figure 1 This is a 3D view of an example axle assembly.

[0007] Figure 2 yes Figure 1 A cross-sectional view of the axle assembly along section line 2-2.

[0008] Figure 3 yes Figure 2 An enlarged view of a portion of the image shows the gear reduction unit and the torque path associated with the first gear ratio.

[0009] Figure 4 It shows Figure 2 The gear reduction unit and the torque path associated with the second gear ratio.

[0010] Figure 5 This is an enlarged view showing the second configuration of the gear reduction unit and the torque path associated with the first gear ratio.

[0011] Figure 6 It shows Figure 5 The gear reduction unit and the torque path associated with the second gear ratio.

[0012] Figure 7 It shows Figure 5 The gear reduction unit and the torque path associated with the third gear ratio.

[0013] Figure 8 This is an enlarged view showing the third configuration of the gear reduction unit and the torque path associated with the first gear ratio.

[0014] Figure 9 It shows Figure 8 The gear reduction unit and the torque path associated with the second gear ratio.

[0015] Figure 10 It shows Figure 8 The gear reduction unit and the torque path associated with the third gear ratio. Detailed Implementation

[0016] As requested, detailed embodiments of the invention are disclosed herein; however, it should be understood that the disclosed embodiments are merely examples of how the invention can be implemented in various forms and alternative forms. The drawings are not necessarily to scale; some features may be exaggerated or minimized to show details of specific components. Therefore, the specific structural and functional details disclosed herein should not be construed as limiting, but rather serve only as a representative basis for teaching those skilled in the art to employ the invention in various ways.

[0017] refer to Figure 1 An example of axle assembly 10 is shown. Axle assembly 10 can be provided for motor vehicles, such as trucks, buses, farm equipment, mining equipment, military transport or armed vehicles, or cargo loading equipment for land, air, or sea vessels. In one or more embodiments, the motor vehicle may include a trailer for transporting cargo.

[0018] The axle assembly 10 can provide torque to one or more traction wheel assemblies, which may include tires mounted on wheels. Wheels may be mounted to hubs that are rotatable about a wheel axis.

[0019] One or more axle assemblies may be provided for use in a vehicle. (See reference...) Figure 1 and Figure 2 As best shown, the axle assembly 10 may include a housing assembly 20, a differential assembly 22, at least one half-shaft 24, and an electric motor module 26. Figure 2 As shown in the best embodiment, the axle assembly 10 may include a gear reduction module 30.

[0020] housing assembly

[0021] refer to Figure 1The housing assembly 20 can accommodate various components of the axle assembly 10. Additionally, the housing assembly 20 can facilitate the mounting of the axle assembly 10 to the vehicle. In at least one configuration, the housing assembly 20 may include an axle housing 40 and a differential carrier 42.

[0022] The axle housing 40 can receive and support the half-shaft 24. In at least one configuration, the axle housing 40 may include a central portion 50 and at least one arm portion 52.

[0023] The center portion 50 can be arranged adjacent to the center of the axle housing 40. The center portion 50 can define a cavity that can at least partially receive the differential assembly 22. Figure 2 As best shown, the lower region of the central portion 50 may at least partially define a reservoir portion 54, which may contain or collect lubricant 56. The lubricant 56 in the reservoir portion 54 may be splashed through the ring gear of the differential assembly 22 and distributed to lubricate various components.

[0024] refer to Figure 2 The central portion 50 may include a carrier mounting surface 58. The carrier mounting surface 58 facilitates mounting the differential carrier 42 to the axle housing 40. For example, the carrier mounting surface 58 may face and engage the differential carrier 42, and may have a set of holes that can be aligned with corresponding holes on the differential carrier 42. Each hole may receive a fastener, such as a bolt or stud, that connects the differential carrier 42 to the axle housing 40.

[0025] refer to Figure 1 One or more arm portions 52 may extend from the central portion 50. For example, two arm portions 52 may extend from the central portion 50 and away from the differential assembly 22 in opposite directions. The arm portions 52 may have substantially similar configurations. For example, each arm portion 52 may have a hollow or tubular configuration that extends around and receives the corresponding half-shaft 24, and may help to separate or isolate the half-shaft 24 or a portion thereof from the surrounding environment. The arm portion 52 or a portion thereof may be integrally formed with the central portion 50 or may not be integrally formed with the central portion. It is also contemplated that the arm portion 52 may be omitted.

[0026] refer to Figure 1 and Figure 2The differential carrier 42 can be mounted to the central portion 50 of the axle housing 40. The differential carrier 42 can support the differential assembly 22 and can facilitate the mounting of the electric motor module 26. For example, the differential carrier may include one or more bearing supports that can support bearings, such as roller bearing assemblies that can rotatably support the differential assembly 22. The differential carrier 42 may also include a mounting flange 60 and a bearing support wall 62.

[0027] refer to Figure 2 The mounting flange 60 can facilitate the installation of the electric motor module 26. As an example, the mounting flange 60 can be configured as a ring that extends outward and away from axis 70 and can extend around axis 70. In at least one configuration, the mounting flange 60 may include a set of fastener holes that can be configured to receive fasteners (e.g., bolts or short posts) that can secure the electric motor module 26 to the mounting flange 60.

[0028] The bearing support wall 62 can support bearings that can rotatably support other components of the axle assembly 10. For example, the bearing support wall 62 can support a bearing that can rotatably support the drive pinion 84, a bearing that can rotatably support the rotor of the electric motor module 26, or both. The bearing support wall 62 can extend in an axial direction away from the axle housing 40 and can extend about axis 70. The bearing support wall 62 can define a bore that can extend along or about axis 70 and receive the drive pinion 84 and the bearing that rotatably supports the drive pinion 84. The bearing support wall 62 can be integrally formed with the differential carrier 42, or it can be a separate component secured or fastened to the differential carrier 42.

[0029] Differential assembly, drive pinion, and half shaft

[0030] refer to Figure 2 The differential assembly 22 may be at least partially received in the central portion 50 of the housing assembly 20. The differential assembly 22 may be rotatable about a differential axis 80 and may transmit torque to the half-shaft 24 and the wheels. The differential assembly 22 may be operatively connected to the half-shaft 24 and may allow the half-shaft 24 to rotate at different speeds in a manner known to those skilled in the art. The differential assembly 22 may have a ring gear 82 having teeth that mesh or engage with the teeth of the gear portion of the drive pinion 84. Accordingly, the differential assembly 22 may receive torque from the drive pinion 84 via the ring gear 82 and transmit torque to the half-shaft 24.

[0031] The drive pinion 84 can provide torque to the ring gear 82. In an axle assembly including the gear reduction module 30, the drive pinion 84 can operatively connect the gear reduction module 30 to the differential assembly 22. In at least one configuration, the drive pinion 84 can rotate about axis 70 and can be rotatably supported inside another component (such as bearing support wall 62).

[0032] refer to Figure 1 The half-shaft 24 can transmit torque from the differential assembly 22 to the corresponding wheel hub and wheel. Two half-shafts 24 may be provided, such that each half-shaft 24 extends through a different arm portion 52 of the axle housing 40. The half-shafts 24 may extend along an axis (e.g., differential axis 80) and be rotatable about that axis. Each half-shaft 24 may have a first end and a second end. The first end is operatively connected to the differential assembly 22. The second end may be arranged opposite to the first end and is operatively connected to the wheel. Optionally, a gear reduction may be provided between the half-shaft 24 and the wheel.

[0033] electric motor module

[0034] refer to Figure 2 The electric motor module 26 (also referred to as an electric motor) can be mounted to the differential carrier 42 and can be operatively connected to the differential assembly 22. For example, the electric motor module 26 can provide torque to the differential assembly 22 via a drive pinion 84 and a gear reduction module 30, as discussed in more detail below. The electric motor module 26 can be primarily disposed outside the differential carrier 42. Additionally, the electric motor module 26 can be axially positioned between the axle housing 40 and the gear reduction module 30. In at least one configuration, the electric motor module 26 may include a motor housing 100, a coolant jacket 102, a stator 104, a rotor 106, at least one rotor bearing assembly 108, and a cover 110.

[0035] Motor housing 100 may extend between differential carrier 42 and cover 110. Motor housing 100 may be mounted on differential carrier 42 and cover 110. For example, motor housing 100 may extend from mounting flange 60 of differential carrier 42 to cover 110. Motor housing 100 may extend about axis 70 and may define motor housing cavity 120. Motor housing cavity 120 may be arranged inside motor housing 100 and may have a generally cylindrical configuration. Bearing support wall 62 of differential carrier 42 may be positioned inside motor housing cavity 120. Furthermore, motor housing 100 may extend continuously around bearing support wall 62 and may be spaced apart therefrom. In at least one configuration, motor housing 100 may have an outer side 122, an inner side 124, a first end surface 126, a second end surface 128, and one or more ports 130.

[0036] The outer side 122 may be away from the axis 70 and may define the outer surface or outer side surface of the motor housing 100.

[0037] The inner side 124 can be arranged opposite to the outer side 122. The inner side 124 can be positioned at a substantially constant radial distance from the axis 70 in one or more configurations.

[0038] The first end surface 126 may extend between the outer side 122 and the inner side 124. The first end surface 126 may be located at the end of the motor housing 100 that faces the differential carrier 42. For example, the first end surface 126 may be located adjacent to the mounting flange 60 of the differential carrier 42. The motor housing 100 and the first end surface 126 may be received inside the mounting flange 60, or they may not be received inside the mounting flange.

[0039] The second end surface 128 can be configured to be opposite to the first end surface 126. Thus, the second end surface 128 can be located at the end of the motor housing 100 that can face and engage with the cover 110. The second end surface 128 can extend between the outer side 122 and the inner side 124, and can be received inside the cover 110, or may not be received inside the cover.

[0040] One or more ports 130 may extend through the motor housing 100. Ports 130 may be configured as through-holes extending from the outer side 122 to the inner side 124. Ports 130 may allow coolant (such as fluids, such as water, water / antifreeze mixtures, etc.) to flow into and out of the coolant jacket 102, as will be discussed in more detail below.

[0041] refer to Figure 2The coolant jacket 102 helps cool the stator 104 or remove heat from the stator. The coolant jacket 102 can be received in the motor housing cavity 120 of the motor housing 100 and can engage the inner side 124 of the motor housing 100. The coolant jacket 102 can extend axially between the differential carrier 42 and the cover 110. For example, the coolant jacket 102 can extend axially from the differential carrier 42 to the cover 110. Additionally, the coolant jacket 102 can extend about axis 70 and the stator 104. Thus, the stator 104 can be at least partially received in the coolant jacket 102 and can be surrounded by the coolant jacket. Furthermore, the coolant jacket 102 can extend radially from the stator 104 to the inner side 124 of the motor housing 100. In at least one configuration, the coolant jacket 102 may include a plurality of channels 140.

[0042] Channel 140 may extend about axis 70 and may be positioned opposite to stator 104. Channel 140 may be configured to have an open side that may be opposite to axis 70 and facing the inner side 124 of motor housing 100. Coolant may be supplied to coolant jacket 102 via first port 130 and may be discharged from coolant jacket 102 via second port 130. For example, coolant may flow from first port 130 into channel 140, receive heat from stator 104 as it flows through channel 140, and be discharged at second port 130. One or more baffles may be provided with coolant jacket 102 that may reverse or change the direction of coolant flow to help direct coolant from first port 130 to second port 130.

[0043] The stator 104 may be received within the motor housing 100. For example, the stator 104 may be received within a motor housing cavity 120. The stator 104 may be fixedly positioned relative to the coolant jacket 102. For example, the stator 104 may extend about axis 70 and may include stator windings that may be received within the coolant jacket 102 and fixedly positioned relative to the coolant jacket.

[0044] Rotor 106 may extend about axis 70 and be rotatable about said axis. Rotor 106 may be received within the stator 104, coolant jacket 102, and motor housing cavity 120 of motor housing 100. Rotor 106 may be rotatable about axis 70 relative to differential carrier 42 and stator 104. Additionally, rotor 106 may be spaced apart from stator 104, but may be arranged adjacent to stator 104. Rotor 106 may include magnets or ferromagnetic materials that may facilitate current generation or may be induction-based. Rotor 106 may extend around and be supported by bearing support wall 62.

[0045] One or more rotor bearing assemblies 108 may rotatably support the rotor 106. For example, the rotor bearing assembly 108 may receive the bearing support wall 62 of the differential carrier 42 and may be received inside the rotor 106. The rotor 106 may be operatively connected to a drive pinion 84. For example, a coupling (e.g., Figure 3 The rotor output flange 150 (as best shown in the diagram) can operatively connect the rotor 106 to the gear reduction module 30, which in turn can be operatively connected to the drive pinion 84.

[0046] refer to Figure 2 The cover 110 can be mounted to the motor housing 100 and can be positioned opposite to the axle housing 40 and the differential carrier 42. For example, the cover 110 can be mounted to an end or end surface of the motor housing 100 that is arranged opposite to the differential carrier 42 (e.g., a second end surface 128). Thus, the cover 110 can be spaced apart from and not engaged with the differential carrier 42. The cover 110 can be provided in different configurations. In at least one configuration, the cover 110 may include a first side 160 and a second side 162. The first side 160 may face and engage with the motor housing 100. The second side 162 may be arranged opposite to the first side 160. The second side 162 may be opposite to the motor housing 100 and can be arranged opposite to the motor housing 100. The cover 110 may also include or define a motor cover opening, which may be a through-hole through which a drive pinion 84 can extend.

[0047] Gear reduction module and clutch

[0048] refer to Figure 2 An example of a gear reduction module 30 is shown. The gear reduction module 30 can transmit torque between the electric motor module 26 and the differential assembly 22. Thus, the gear reduction module 30 can operatively connect the electric motor module 26 and the differential assembly 22.

[0049] The gear reduction module 30 can be disposed outside the differential carrier 42, and can be primarily disposed outside the electric motor module 26, or can be integrally disposed outside the electric motor module 26, thereby providing a modular configuration that can be installed onto the electric motor module 26 when gear reduction is desired. For example, the gear reduction module 30 may include a gear reduction module housing 170, which can receive the gears of the gear reduction module 30. The gear reduction module housing 170 can be disposed in various configurations. For example, the gear reduction module housing 170 can be a separate component mounted to the cover 110, or it can be integrally formed with the cover 110. The gear reduction module housing 170 can extend from the second side 162 of the cover 110 in a direction opposite to the electric motor module 26. The gear reduction module cover 172 can be disposed on the gear reduction module housing 170 and can be removable to provide access to components located inside the gear reduction module housing 170. It is also contemplated that the gear reduction module housing 170 and the gear reduction module cover 172 can be integrally formed.

[0050] Gear reduction modules can be configured in various ways and can include multiple gear sets operatively connected to each other. These gear sets may include a gear set for driving a pinion and one or more counterspindle gear sets, which may have gears capable of meshing with the gear set for driving the pinion. For clarity, each gear set is designated by a different name below. The configurations discussed below are primarily in the context of gear reduction modules with two counterspindle gear sets (i.e., first and second counterspindle gear sets); however, it should be understood that in these configurations, the second counterspindle gear set may be omitted.

[0051] The following describes and Figures 3 to 10 The best illustration shows three main configurations of gear reduction modules 30, 30', and 30" . It should be understood that each gear reduction module configuration can be provided for an axle assembly having the components described above (e.g., an axle assembly having a housing assembly 20, a differential assembly 22, at least one half-shaft 24, an electric motor module 26, a drive pinion 84, a gear reduction module housing 170, etc.). Accordingly, Figures 3 to 10 The enlarged views shown better depict each gear reduction module configuration than the rest of the axle assembly. Each enlarged view is a cross-sectional view along axis 70. In these figures, the torque transmission path between the electric motor module 26 and the drive pinion 84 is represented by a straight double dashed line. In the configuration described below, the torque transmission path is primarily described in the context of transmitting torque from the electric motor module 26 to the drive pinion 84; however, the torque transmission path can be bidirectional and can facilitate the transmission of torque from the drive pinion 84 to the electric motor module 26 under various operating conditions, such as during regenerative braking.

[0052] refer to Figure 3 and Figure 4 The image shows a first configuration of the gear reduction module 30. The gear reduction module 30 may include a gear set 200 for driving a pinion, a first countershaft gear set 202, and optionally a second countershaft gear set 204.

[0053] The gear set 200 driving the pinion may include a plurality of gears, some of which may be selectively coupled to the driving pinion 84. In the illustrated configuration, the gear set 200 driving the pinion includes a first gear 210, a second gear 212, and a third gear 214; however, it should be understood that more or fewer gears may be provided.

[0054] The first gear 210 may extend about axis 70. In at least one configuration, the first gear 210 may have a through-hole that can receive a drive pinion 84, a connecting member 270, or both. The first gear 210 may have a plurality of teeth that may be arranged about axis 70 and may extend away from axis 70. The teeth of the first gear 210 may contact and mesh with the teeth of a first counterspindle gear, which may be provided for a first counterspindle gear set 202 and a second counterspindle gear set 204, as will be discussed in more detail below. The first gear 210 may be operatively connected to the rotor 106 of the electric motor module 26 such that the rotor 106 and the first gear 210 may rotate together about axis 70. For example, the first gear 210 may be fixedly positioned or fixedly coupled to the rotor 106 relative to the rotor 106 such that the first gear 210 cannot rotate relative to the rotor 106 about axis 70. Contemplatedly, the first gear 210 may be fixedly mounted to or integrally formed with the rotor output flange 150. Furthermore, the first gear 210 can be continuously disengaged from the drive pinion 84 and can rotate relative to the drive pinion 84. Thus, the clutch cannot connect the first gear 210 to the drive pinion 84 or the connecting member 270 extending from the drive pinion 84. The connecting member 270 can be received inside the first gear 210 and can be spaced apart from the first gear 210. In at least one configuration, the first gear 210 can be axially positioned along axis 70 between the second gear 212 and the electric motor module 26.

[0055] The second gear 212 may extend about axis 70. In at least one configuration, the second gear 212 may have a through-hole that can receive a drive pinion 84, a connecting member 270, or both. The second gear 212 may have a plurality of teeth that may be arranged about axis 70 and may extend away from axis 70. The teeth of the second gear 212 may contact and mesh with the teeth of a second counterspindle gear, which may be provided for the first counterspindle gear set 202 and the second counterspindle gear set 204, as will be discussed in more detail below. The diameter of the second gear 212 may be different from the diameters of the first gear 210 and the third gear 214. For example, the diameter of the second gear 212 may be larger than the diameter of the first gear 210 and smaller than the diameter of the third gear 214. In at least one configuration, the second gear 212 may be axially positioned between the first gear 210 and the third gear 214 along axis 70. In one or more configurations, the connecting member 270 may be received inside the second gear 212 and may be spaced apart from the second gear 212.

[0056] The third gear 214 may extend about axis 70. In at least one configuration, the third gear 214 may have a through-hole that can receive a drive pinion 84, a connecting member 270, or both. The third gear 214 may have a plurality of teeth that may be arranged about axis 70 and may extend away from axis 70. The teeth of the third gear 214 may contact and mesh with the teeth of a third counterspindle gear, which may be provided for the first counterspindle gear set 202 and the second counterspindle gear set 204, as will be discussed in more detail below. The diameter of the third gear 214 may be different from the diameter of the first gear 210 and the second gear 212. For example, the diameter of the third gear 214 may be larger than the diameter of the first gear 210 and the second gear 212. In at least one configuration, the third gear 214 is axially positioned along axis 70 further from the electric motor module 26 than from the first gear 210 and the second gear 212. In one or more configurations, the connecting member 270 may be received inside the third gear 214 and may be spaced apart from the third gear 214.

[0057] Alternatively, the bearings (such as roller bearings) can rotatably support the corresponding drive pinion. For example, the drive pinion 84 or connecting member 270 can be accommodated inside the first bearing, the second bearing, and the third bearing. The first bearing can be accommodated inside the first gear 210, the second bearing can be accommodated inside the second gear 212, and so on, to facilitate rotation of the drive pinion 84 relative to the gear when the gears are not engaged with the drive pinion 84 or connecting member 270.

[0058] The first countershaft gear set 202 can mesh with the gear set 200 that drives the pinion. The first countershaft gear set 202 can be at least partially received in the gear reduction module housing 170. The first countershaft gear set 202 can rotate about the first countershaft axis 220. In one or more embodiments, the first countershaft axis 220 can be arranged parallel or substantially parallel to axis 70. The first countershaft gear set 202 may include a first countershaft 230 and a plurality of gears. In the illustrated configuration, the plurality of gears of the first countershaft gear set 202 includes a first countershaft gear 240, a second countershaft gear 242, and a third countershaft gear 244; however, it is contemplated that a greater or lesser number of countershaft gears may be provided.

[0059] The first countershaft 230 is rotatable about the first countershaft axis 220. For example, the first countershaft 230 can be rotatably supported on the gear reduction module housing 170 by one or more roller bearing assemblies. As an example, the roller bearing assemblies can be located near opposite first and second ends of the first countershaft 230. The first countershaft 230 can support and rotate with the first countershaft gear 240, the second countershaft gear 242, and the third countershaft gear 244.

[0060] The first countershaft gear 240 can be fixedly arranged on or fixedly mounted to the first countershaft 230. Thus, the first countershaft gear 240 can rotate with the first countershaft 230 about the first countershaft axis 220, but cannot rotate relative to the first countershaft 230. For example, the first countershaft gear 240 can have a hole for receiving the first countershaft 230 and can be fixedly connected to the first countershaft 230. The first countershaft gear 240 can extend about the first countershaft axis 220 and can have multiple teeth arranged around the first countershaft axis 220 and extending away from the first countershaft axis. The teeth of the first countershaft gear 240 can contact and mesh with the teeth of the first gear 210. In at least one configuration, the first countershaft gear 240 can be axially positioned along the first countershaft axis 220 between the second countershaft gear 242 of the first countershaft gear set 202 and the electric motor module 26.

[0061] The second counterspindle gear 242 can be fixedly arranged on or fixedly mounted to the first counterspindle 230. Thus, the second counterspindle gear 242 can rotate with the first counterspindle 230 about the first counterspindle axis 220, but cannot rotate relative to the first counterspindle 230. For example, the second counterspindle gear 242 can have a hole for receiving the first counterspindle 230 and can be fixedly connected to the first counterspindle 230. The second counterspindle gear 242 can extend about the first counterspindle axis 220 and can have multiple teeth arranged around the first counterspindle axis 220 and extending away from the first counterspindle axis. The teeth of the second counterspindle gear 242 can contact and mesh with the teeth of the second gear 212. The diameter of the second counterspindle gear 242 can be different from the diameters of the first counterspindle gear 240 and the third counterspindle gear 244. In at least one configuration, the second countershaft gear 242 may be axially positioned along the first countershaft axis 220 between the first countershaft gear 240 of the first countershaft gear set 202 and the third countershaft gear 244 of the first countershaft gear set 202.

[0062] The third countershaft gear 244 can be fixedly arranged on or fixedly mounted to the first countershaft 230. Thus, the third countershaft gear 244 can rotate with the first countershaft 230 about the first countershaft axis 220, but cannot rotate relative to the first countershaft 230. For example, the third countershaft gear 244 can have a hole for receiving the first countershaft 230 and can be fixedly connected to the first countershaft 230. The third countershaft gear 244 can extend about the first countershaft axis 220 and can have multiple teeth arranged around the first countershaft axis 220 and extending away from the first countershaft axis. The teeth of the third countershaft gear 244 can contact and mesh with the teeth of the third gear 214. The diameter of the third countershaft gear 244 can be different from the diameter of the first countershaft gear 240 and the second countershaft gear 242. In at least one configuration, the third countershaft gear 244 may be axially positioned along the first countershaft axis 220 further from the electric motor module 26 than from the first countershaft gear 240 and the second countershaft gear 242 of the first countershaft gear set 202.

[0063] The second countershaft gear set 204 may be at least partially received within the gear reduction module housing 170 and may rotate about the second countershaft axis 220'. In one or more embodiments, the second countershaft axis 220' may be arranged parallel or substantially parallel to the first countershaft axis 220. The second countershaft gear set 204 may be generally arranged on the side of axis 70 opposite to the first countershaft gear set 202, or may be arranged such that the first countershaft axis 220 and the second countershaft axis 220' may be arranged at a common radial distance from axis 70. The first countershaft gear set 202 and the second countershaft gear set 204 may be positioned about axis 70 at any suitable angle of rotation or position.

[0064] The second countershaft gear set 204 may have the same or substantially the same configuration as the first countershaft gear set 202. For example, the second countershaft gear set 204 may include a second countershaft 230', which may be similar to or have the same structure as the first countershaft 230. Furthermore, the second countershaft gear set 204 may include a plurality of gears rotatable with the second countershaft 230'. In the illustrated configuration, the plurality of gears in the second countershaft gear set 204 includes a first countershaft gear 240', a second countershaft gear 242', and a third countershaft gear 244'; however, it is contemplated that a greater or lesser number of gears may be provided. The first countershaft gear 240', the second countershaft gear 242', and the third countershaft gear 244' of the second countershaft gear set 204 may be similar to or have the same structure as the first countershaft gear 240, the second countershaft gear 242, and the third countershaft gear 244 of the first countershaft gear set 202, respectively. The first countershaft gear 240', the second countershaft gear 242', and the third countershaft gear 244' may be arranged along and rotated about the second countershaft axis 220' instead of the first countershaft axis 220, and may be fixed to the second countershaft 230' instead of the first countershaft 230.

[0065] The first gear 210 and the first countershaft gears 240, 240' can provide different gear ratios than the second gear 212 and the second countershaft gears 242, 242', and can provide different gear ratios than the third gear 214 and the third countershaft gears 244, 244'. As a non-limiting example, the first gear 210 and the first countershaft gears 240, 240' can provide a gear ratio of approximately 1.68:1, the second gear 212 and the second countershaft gears 242, 242' can provide a gear ratio of approximately 1:1, and the third gear 214 and the third countershaft gears 244, 244' can provide a gear ratio of 2:1. For example, the diameter of the first countershaft gears 240, 240' can be larger than the diameters of the first gear 210, the second countershaft gears 242, 242', and the third countershaft gears 244, 244'. The second countershaft gears 242, 242' can have approximately the same diameter as the second gear 212. The third gear 214 may have a larger diameter than the third countershaft gears 244 and 244'.

[0066] It is also envisioned that other gear configurations can be provided. As an example, the diameter of the first gear 210 can be larger than the diameters of the second gear 212 and the third gear 214. As another example, as seen in the configuration shown, the gears or gear pairs can be arranged in different orders along their respective axes. As yet another example, the gear pair can provide an "overdrive" gear ratio of less than 1:1. Thus, gear ratios greater than 1:1, less than 1:1, equal (i.e., 1:1), or combinations thereof can be provided.

[0067] The teeth of the driving pinion and the counterspindle gear can be of any suitable type. As a non-limiting example, the meshing teeth of the components of the driving pinion gear set 200, the gears of the first counterspindle gear set 202, and the gears of the second counterspindle gear set 204 can have a helical configuration.

[0068] In the configuration described below, one or more clutches may cooperate with gear reduction module 30 to provide a desired gear reduction ratio and alter the torque transmitted between electric motor module 26 and differential assembly 22, and thus between electric motor module 26 and half-shaft 24 of axle assembly 10. A clutch can control the rotation of one component relative to another. For example, a clutch can engage and disengage two components (e.g., a driving component and a driven component). A clutch can have any suitable configuration. For example, a clutch can be configured as a friction clutch, electromagnetic clutch, hydraulic clutch, etc. A clutch can be configured as a slipper clutch or a non-slipper clutch. Slipper clutches can be configured in various ways, an example being a multi-plate clutch. Similarly, non-slipper clutches can also be configured in various ways, such as clutch collars, claw clutches, band clutches, etc.

[0069] In the accompanying drawings, the clutch is represented by a box extending between two components. When the clutch is engaged to connect, link, or lock the two components together, the box is shown as an X. When the clutch is disengaged and the two components are disengaged, disconnected, or unlocked, the box is empty and not shown as an X. The two rotatable components can rotate together when the clutch is engaged, but cannot rotate together when the clutch is disengaged or when the two rotatable components are connected. The clutch can inhibit the rotation of a rotatable component when it connects it to a stationary or non-rotatable component, and the rotatable component can rotate relative to the stationary or non-rotatable component when the clutch is disengaged or when the two components are connected.

[0070] These boxes can represent individual clutches or clutches that can share common components. For example, a clutch configured as a shift collar can have teeth that mesh with the teeth of different components depending on the axial position of the shift collar. Thus, one box can indicate a general position where the shift collar can be engaged with or disengaged from a first component, while a second box can indicate a general position where the shift collar can be engaged with or disengaged from a second component. The clutch can be operated or actuated with any suitable type of actuator in a manner known to those skilled in the art.

[0071] refer to Figure 3 The image shows two clutches. These clutches can be referred to as the first clutch 260 and the second clutch 262.

[0072] The first clutch 260 can selectively engage the second gear 212 to the drive pinion 84. For example, the first clutch 260 can connect the second gear 212 directly or via an intermediary member such as a connecting member 270 to the drive pinion 84, such that when the first clutch 260 is engaged, the second gear 212 and the drive pinion 84 can rotate together about axis 70. Conversely, the first clutch 260 can disengage to allow relative rotation between the second gear 212 and the drive pinion 84. The first clutch 260 is shown extending between the second gear 212 and the connecting member 270; however, other configurations and positioning are also contemplated. For example, the connecting member 270 may be omitted, and the first clutch 260 may extend from the drive pinion 84.

[0073] The second clutch 262 can selectively engage the third gear 214 to the drive pinion 84. For example, the second clutch 262 can connect the third gear 214 directly or via an intermediary member such as a connecting member 270 to the drive pinion 84, such that when the second clutch 262 is engaged, the third gear 214 and the drive pinion 84 can rotate together about axis 70. Conversely, the second clutch 262 can disengage to allow relative rotation between the third gear 214 and the drive pinion 84. The second clutch 262 is shown extending between the third gear 214 and the connecting member 270; however, other configurations and positioning are also contemplated. For example, the connecting member 270 may be omitted, and the second clutch 262 may extend from the drive pinion 84.

[0074] refer to Figure 3 The diagram illustrates a clutch providing a first gear ratio. In at least one configuration, the first gear ratio can be a high-speed gear ratio. The first clutch 260 engages, while the second clutch 262 disengages. Torque can be transmitted from the rotor 106, for example, via the rotor output flange 150, to the first gear 210, from the first gear 210 to the first countershaft gears 240, 240', from the first countershaft gears 240, 240' to the second countershaft gears 242, 242' respectively via the first countershaft 230 and the second countershaft 230', from the second countershaft gears 242, 242' to the second gear 212, and from the second gear 212 to the drive pinion 84 via the first clutch 260 and the connecting member 270 (if provided). Thus, when the first gear ratio is set, the first gear 210 and the third gear 214 can rotate about axis 70 relative to the drive pinion 84.

[0075] refer to Figure 4 The diagram illustrates a clutch providing a second gear ratio. In at least one configuration, the second gear ratio can be a low-speed gear ratio. The first clutch 260 disengages, while the second clutch 262 engages. Torque can be transmitted from the rotor 106, for example via the rotor output flange 150, to the first gear 210, from the first gear 210 to the first countershaft gears 240, 240', from the first countershaft gears 240, 240' to the third countershaft gears 244, 244' respectively via the first countershaft 230 and the second countershaft 230', from the third countershaft gears 244, 244' to the third gear 214, and from the third gear 214 to the drive pinion 84 via the second clutch 262 and the connecting member 270 (if provided). Thus, when the second gear ratio is set, the first gear 210 and the second gear 212 can rotate about axis 70 relative to the drive pinion 84.

[0076] refer to Figures 5 to 7The diagram illustrates a second configuration of the gear reduction module 30'. In this configuration, the gear reduction module 30' may include a gear set 200' for driving a pinion, a first countershaft gear set 202', and a second countershaft gear set 204'.

[0077] The gear set 200' that drives the pinion may include a first gear 210, a second gear 212, and a third gear 214, as previously described. Furthermore, the gear set 200' that drives the pinion may include one or more additional gears that drive the pinion, such as a fourth gear 216.

[0078] The fourth gear 216 may extend about axis 70. In at least one configuration, the fourth gear 216 may have a through-hole that can receive a drive pinion 84, a connecting member 270, or both. The fourth gear 216 may have a plurality of teeth that may be arranged about axis 70 and may extend away from axis 70. The teeth of the fourth gear 216 may contact and mesh with the teeth of a fourth counterspindle gear, which may be provided for the first counterspindle gear set 202' and the second counterspindle gear set 204', as will be discussed in more detail below. The fourth gear 216 may have a different diameter than the first gear 210, the second gear 212, the third gear 214, or combinations thereof. For example, the fourth gear 216 may have a larger diameter than the first gear 210, the second gear 212, and the third gear 214. In at least one configuration, the fourth gear 216 may be axially positioned along axis 70 further away from the electric motor module 26 than the third gear 214.

[0079] The first countershaft gear set 202' may include a first countershaft gear 240, a second countershaft gear 242, and a third countershaft gear 244, as previously described. Furthermore, the first countershaft gear set 202' may include one or more additional countershaft gears, such as a fourth countershaft gear 246.

[0080] The fourth countershaft gear 246 can be fixedly arranged on or fixedly mounted to the first countershaft 230. Thus, the fourth countershaft gear 246 can rotate with the first countershaft 230 about the first countershaft axis 220, but cannot rotate relative to the first countershaft 230. For example, the fourth countershaft gear 246 can have a hole for receiving the first countershaft 230 and can be fixedly connected to the first countershaft 230. The fourth countershaft gear 246 can extend about the first countershaft axis 220 and can have multiple teeth arranged around the first countershaft axis 220 and extending away from the first countershaft axis. The teeth of the fourth countershaft gear 246 can contact and mesh with the teeth of the fourth gear 216. The fourth countershaft gear 246 can have a different diameter than the first countershaft gear 240, the second countershaft gear 242, the third countershaft gear 244, or combinations thereof. In at least one configuration, the fourth countershaft gear 246 may be axially positioned along the first countershaft axis 220 further from the electric motor module 26 than from the third countershaft gear 244 of the first countershaft gear set 202'.

[0081] The second countershaft gear set 204' may include a first countershaft gear 240', a second countershaft gear 242', and a third countershaft gear 244', as previously described. Furthermore, the second countershaft gear set 204' may include one or more additional countershaft gears, such as a fourth countershaft gear 246'.

[0082] The fourth countershaft gear 246' can be fixedly arranged on or fixedly mounted to the second countershaft 230'. Thus, the fourth countershaft gear 246' can rotate with the second countershaft 230' about the second countershaft axis 220', but cannot rotate relative to the second countershaft 230'. For example, the fourth countershaft gear 246' can have a hole for receiving the second countershaft 230' and can be fixedly connected to the second countershaft 230'. The fourth countershaft gear 246' can extend about the second countershaft axis 220' and can have multiple teeth arranged around the second countershaft axis 220' and extending away from the second countershaft axis. The teeth of the fourth countershaft gear 246' can contact and mesh with the teeth of the fourth gear 216. The fourth countershaft gear 246' can have a different diameter than the first countershaft gear 240', the second countershaft gear 242', the third countershaft gear 244', or combinations thereof. In at least one configuration, the fourth countershaft gear 246' may be axially positioned along the second countershaft axis 220' further away from the electric motor module 26 than from the third countershaft gear 244' of the second countershaft gear set 204'.

[0083] refer to Figure 5The image shows three clutches. These clutches can be referred to as the first clutch 260, the second clutch 262, and the third clutch 264.

[0084] The first clutch 260 and the second clutch 262 can be the same as previously described.

[0085] The third clutch 264 can selectively engage the fourth gear 216 to the drive pinion 84. For example, the third clutch 264 can connect the fourth gear 216 directly or via an intermediary member such as a connecting member 270 to the drive pinion 84, such that when the third clutch 264 is engaged, the fourth gear 216 and the drive pinion 84 can rotate together about axis 70. Conversely, the third clutch 264 can disengage to allow relative rotation between the fourth gear 216 and the drive pinion 84. The third clutch 264 is shown extending between the fourth gear 216 and the connecting member 270; however, other configurations and positioning are also contemplated. For example, the connecting member 270 may be omitted, and the third clutch 264 may extend from the drive pinion 84.

[0086] refer to Figure 5 The diagram illustrates a clutch providing a first gear ratio. In at least one configuration, the first gear ratio can be a high-speed gear ratio. The first clutch 260 engages, while the second clutch 262 and the third clutch 264 disengage. Torque can be transmitted from the rotor 106, for example, via the rotor output flange 150, to the first gear 210, from the first gear 210 to the first countershaft gears 240, 240', from the first countershaft gears 240, 240' to the second countershaft gears 242, 242' respectively via the first countershaft 230 and the second countershaft 230', from the second countershaft gears 242, 242' to the second gear 212, and from the second gear 212 to the drive pinion 84 via the first clutch 260 and the connecting member 270 (if provided). Thus, when the first gear ratio is set, the first gear 210, the third gear 214, and the fourth gear 216 can rotate about axis 70 relative to the drive pinion 84.

[0087] refer to Figure 6The diagram illustrates a clutch providing a second gear ratio. In at least one configuration, the second gear ratio can be a medium or intermediate speed gear ratio that may differ from the first gear ratio. The second clutch 262 engages, while the first clutch 260 and the third clutch 264 disengage. Torque can be transmitted from the rotor 106, for example, via the rotor output flange 150, to the first gear 210, from the first gear 210 to the first countershaft gears 240, 240', from the first countershaft gears 240, 240' to the third countershaft gears 244, 244' respectively via the first countershaft 230 and the second countershaft 230', from the third countershaft gears 244, 244' to the third gear 214, and from the third gear 214 to the drive pinion 84 via the second clutch 262 and the connecting member 270 (if provided). Thus, when the second gear ratio is set, the first gear 210, the second gear 212, and the fourth gear 216 can rotate about axis 70 relative to the drive pinion 84.

[0088] refer to Figure 7 The diagram illustrates a clutch providing a third gear ratio. In at least one configuration, the third gear ratio can be a low-speed gear ratio that differs from the first and second gear ratios. The third clutch 264 engages, while the first clutch 260 and the second clutch 262 disengage. Torque can be transmitted from the rotor 106, for example, via the rotor output flange 150, to the first gear 210, from the first gear 210 to the first countershaft gears 240, 240', from the first countershaft gears 240, 240' to the fourth countershaft gears 246, 246' respectively via the first countershaft 230 and the second countershaft 230', from the fourth countershaft gears 246, 246' to the fourth gear 216, and from the fourth gear 216 to the drive pinion 84 via the third clutch 264 and the connecting member 270 (if provided). Thus, when the third gear ratio is set, the first gear 210, the second gear 212, and the third gear 214 can rotate about axis 70 relative to the drive pinion 84.

[0089] refer to Figures 8 to 10 The diagram shows a third configuration of the gear reduction module 30". In this configuration, the gear reduction module 30" may include a gear set 200" for driving a pinion, a first countershaft gear set 202", and a second countershaft gear set 204".

[0090] The gear set 200” driving the pinion may include a first gear 210, a second gear 212, and a third gear 214, as previously described. However, the first gear 210 may be selectively connected to the rotor 106 rather than being fixedly connected to the rotor 106. As previously described, the first gear 210 may engage or mesh with the first countershaft gears 240, 240', may be disengaged from the driving pinion 84, and may rotate relative to the driving pinion 84.

[0091] The first countershaft gear set 202" may include a first countershaft gear 240, a second countershaft gear 242, and a third countershaft gear 244, which may be fixedly arranged on the first countershaft 230, as previously described.

[0092] The second countershaft gear set 204” may include a first countershaft gear 240', a second countershaft gear 242', and a third countershaft gear 244', which may be fixedly arranged on the second countershaft 230' as previously described.

[0093] refer to Figure 8 Four clutches were shown. These clutches can be referred to as clutch 360, clutch 362, clutch 364, and clutch 366.

[0094] The first clutch 360 can selectively connect the first gear 210 to the rotor 106. For example, the first clutch 360 can connect the first gear 210 directly or via an intermediary such as the rotor output flange 150 to the rotor 106, such that when the first clutch 360 is engaged, the first gear 210 and the rotor 106 can rotate together about axis 70. Conversely, the first clutch 360 can be disengaged to allow relative rotation between the first gear 210 and the rotor 106 and the rotor output flange 150 (if provided). In the illustrated configuration, the first clutch 360 is shown extending between the rotor output flange 150 and the first gear 210.

[0095] The second clutch 362 can be similar to... Figure 3 and Figure 4 The configuration shown is associated with a first clutch 260. Thus, a second clutch 362 can selectively connect the second gear 212 directly or via an intermediary member such as a connecting member 270 to the drive pinion 84. When the second clutch 362 is engaged, the second gear 212 and the drive pinion 84 can rotate together about axis 70. Conversely, the second clutch 362 can disengage to allow relative rotation between the second gear 212 and the drive pinion 84.

[0096] The third clutch 364 can be similar to... Figure 3 and Figure 4The configuration shown is associated with a second clutch 262. Thus, a third clutch 364 can selectively connect the third gear 214 directly or via an intermediary member such as a connecting member 270 to the drive pinion 84. When the third clutch 364 is engaged, the third gear 214 and the drive pinion 84 can rotate together about axis 70. Conversely, the third clutch 364 can disengage to allow relative rotation between the third gear 214 and the drive pinion 84.

[0097] The fourth clutch 366 can selectively connect the rotor 106 to the second gear 212. For example, the fourth clutch 366 can connect the second gear 212 directly or via an intermediary member such as the rotor output flange 150 to the rotor 106, such that when the fourth clutch 366 is engaged, the rotor 106 and the second gear 212 can rotate together about axis 70. Conversely, the fourth clutch 366 can disengage to allow relative rotation between the second gear 212 and the rotor 106. In the illustrated configuration, the fourth clutch 366 is shown extending between the second gear 212 and the rotor output flange 150.

[0098] refer to Figure 8 The diagram illustrates a clutch providing a first gear ratio. In at least one configuration, the first gear ratio can be a high-speed gear ratio. A first clutch 360 and a second clutch 362 engage, while a third clutch 364 and a fourth clutch 366 disengage. Torque can be transmitted from the rotor 106, for example via the rotor output flange 150 and the first clutch 360, to the first gear 210, from the first gear 210 to the first countershaft gears 240, 240', from the first countershaft gears 240, 240' to the second countershaft gears 242, 242' respectively via the first countershaft 230 and the second countershaft 230', from the second countershaft gears 242, 242' to the second gear 212, and from the second gear 212 via the second clutch 362 and a connecting member 270 (if provided) to the drive pinion 84. Thus, when the first gear ratio is set, the first gear 210 can rotate relative to the second gear 212, and the first gear 210 and the third gear 214 can rotate relative to the drive pinion 84 about the axis 70.

[0099] refer to Figure 9The diagram illustrates a clutch providing a second gear ratio. In at least one configuration, the second gear ratio can be a medium or intermediate speed gear ratio that may differ from the first gear ratio. A third clutch 364 and a fourth clutch 366 engage, while the first clutch 360 and the second clutch 362 disengage. Torque can be transmitted from the rotor 106, for example, via the rotor output flange 150 and the fourth clutch 366, to the second gear 212, from the second gear 212 to the second countershaft gears 242, 242', from the second countershaft gears 242, 242' to the third countershaft gears 244, 244' via the first countershaft 230 and the second countershaft 230', respectively, to the third countershaft gears 244, 244', from the third countershaft gears 244, 244' to the third gear 214, and from the third gear 214 via the third clutch 364 and the connecting member 270 (if provided) to the drive pinion 84. Thus, when the second gear ratio is set, the rotor 106 and the second gear 212 can rotate together around the axis 70, the first gear 210 can not drive the first secondary shaft gears 240 and 240', and the first gear 210 and the second gear 212 can rotate relative to the driving pinion 84 around the axis 70.

[0100] refer to Figure 10 The diagram illustrates a clutch providing a third gear ratio. In at least one configuration, the third gear ratio can be a low-speed gear ratio that may differ from the first and second gear ratios. The first clutch 360 and the third clutch 364 engage, while the second clutch 362 and the fourth clutch 366 disengage. Torque can be transmitted from the rotor 106, for example, via the rotor output flange 150 and the first clutch 360, to the first gear 210, from the first gear 210 to the first countershaft gears 240, 240', from the first countershaft gears 240, 240' to the third countershaft gears 244, 244' respectively via the first and second countershafts 230 and 230', from the third countershaft gears 244, 244' to the third gear 214, and from the third gear 214 via the third clutch 364 and the connecting member 270 (if provided) to the drive pinion 84. Thus, when the third gear ratio is set, the first gear 210 and the second gear 212 can rotate relative to each other and relative to the drive pinion 84 about axis 70.

[0101] refer to Figure 1The axle assembly 10 may optionally include a spacer support 400. The spacer support 400 helps support the end of the axle assembly 10 that is arranged furthest from the axle housing 40 and the differential axis 80. In at least one configuration, the spacer support 400 may extend from the gear reduction module housing 170 or the gear reduction module cover 172 to a crossbeam 402, which is part of the vehicle floor. For example, the crossbeam 402 may extend laterally between two frame rails of the vehicle. The spacer support 400 may include a first portion 404 that may be mounted on the gear reduction module housing 170 or the gear reduction module cover 172, and a second portion that may be mounted to the crossbeam 402. The spacer support 400 may allow the first portion 404 to pivot relative to the second portion 406 about a spacer mounting axis 408 and may help limit movement and acceleration of the gear reduction module housing 170. For example, it is envisioned that a portion of the isolator support 400 may include an elastic member that may be received in a hole in a first portion 404, a second portion 406, or both. It is also envisioned that the first portion 404 or the second portion 406 may be configured as a shock absorber. The isolator support 400 may have any of the configurations previously discussed.

[0102] Axle assemblies with the gear set configuration described above can provide multiple gear ratios or multiple speeds while offering a more compact package size. Furthermore, compared to a two-speed single planetary gear configuration, these gear set configurations allow for reduced differences between gear ratios, which can help improve the efficiency of the gear reduction unit and the vehicle's driving performance. Additionally, the aforementioned configuration allows each gear ratio to be a gear reduction relative to the rotor speed, which can help reduce the rotational speed of the gear set and help reduce heat generation in the roller bearing assemblies associated with the gear set, thus increasing bearing life.

[0103] While exemplary embodiments have been described above, these embodiments are not intended to describe all possible forms of the invention. Rather, the terminology used herein is descriptive rather than restrictive, and it should be understood that various changes can be made without departing from the spirit and scope of the invention. Furthermore, features of various implementations of the embodiments can be combined to form other embodiments of the invention.

Claims

1. An axle assembly, comprising: An electric motor having a rotor rotatable about an axis; A drive pinion extends through the rotor and is rotatable about the axis; Gear reduction unit, the gear reduction unit comprising: The first countershaft gear set includes a first, second, and third countershaft gear, wherein the countershaft gear is fixedly mounted to the first countershaft, so that the first, second, and third countershaft gears can rotate around the axis of the first countershaft with the first countershaft; A second countershaft gear set, comprising a first, second, and third countershaft gear, wherein the countershaft gears are fixedly mounted to a second countershaft, such that the first, second, and third countershaft gears of the second countershaft gear set can rotate with the second countershaft about its axis; and A gear set for driving a pinion, the gear set for driving the pinion including a first, second, and third gear, the gears being rotatable about the axis and meshing with the first, second, and third countershaft gears of the first countershaft gear set and with the first, second, and third countershaft gears of the second countershaft gear set respectively, wherein the first gear is continuously connected to the rotor and continuously disengaged from the driving pinion and is rotatable relative to it, and the second and third gears are operatively connected to the driving pinion; The first clutch selectively connects the second gear and the drive pinion; and The second clutch selectively connects the third gear and the drive pinion.

2. The axle assembly as claimed in claim 1, wherein, The first clutch selectively connects the second gear and the drive pinion via a connecting member that extends from the drive pinion and is rotatable about the axis with the drive pinion.

3. The axle assembly as claimed in claim 2, wherein, The second clutch selectively connects the third gear and the drive pinion via the connecting member.

4. The axle assembly as claimed in claim 2, wherein, The connecting member is movable relative to the drive pinion along the axis.

5. The axle assembly as claimed in claim 2, wherein, The connecting member is received inside the first gear and spaced apart from the first gear.

6. The axle assembly as claimed in claim 2, wherein, The first gear may not directly engage with the drive pinion or the connecting member.

7. The axle assembly as claimed in claim 1, wherein, The drive pinion is received inside the first gear, the second gear, or the third gear.

8. The axle assembly as claimed in claim 1, wherein, When the second clutch connects the third gear to the drive pinion, the first clutch does not connect the second gear and the drive pinion; and when the first clutch connects the second gear to the drive pinion, the second clutch does not connect the third gear to the drive pinion.

9. The axle assembly as claimed in claim 1, wherein, When the first clutch engages the second gear and the drive pinion and the second clutch does not engage the third gear and the drive pinion, torque is transmitted between the electric motor and the drive pinion at a first gear ratio.

10. The axle assembly as claimed in claim 1, wherein, When the second clutch engages the third gear and the drive pinion and the first clutch does not engage the second gear and the drive pinion, torque is transmitted between the electric motor and the drive pinion at the second gear ratio.

11. An axle assembly, comprising: An electric motor having a rotor rotatable about an axis; A drive pinion extends through the rotor and is rotatable about the axis; Gear reduction unit, the gear reduction unit comprising: The first countershaft gear set includes a first, second, and third countershaft gear, wherein the countershaft gear is fixedly mounted to the first countershaft, so that the first, second, and third countershaft gears can rotate around the axis of the first countershaft with the first countershaft; A second countershaft gear set, comprising a first, second, and third countershaft gear, wherein the countershaft gears are fixedly mounted to a second countershaft, such that the first, second, and third countershaft gears of the second countershaft gear set can rotate with the second countershaft about its axis; and A gear set for driving a pinion, the gear set including a first, second, and third gear, the gears being rotatable about the axis and meshing with the first, second, and third countershaft gears of the first countershaft gear set and the first, second, and third countershaft gears of the second countershaft gear set, wherein the first gear is operably connected to the rotor, and the second and third gears are operably connected to the driving pinion; a first clutch selectively connecting the rotor and the first gear; A second clutch selectively engages the second gear and the drive pinion; and A third clutch selectively connects the third gear and the drive pinion.

12. The axle assembly of claim 11, wherein, The second clutch selectively connects the second gear and the drive pinion via a connecting member that extends from and is rotatable about the axis with the drive pinion, and the third clutch selectively connects the third gear and the drive pinion via the connecting member.

13. The axle assembly of claim 11, further comprising a fourth clutch that selectively connects the rotor to the second gear.

14. The axle assembly of claim 13, wherein, The first clutch and the fourth clutch cannot be engaged simultaneously, and the second clutch and the third clutch cannot be engaged simultaneously.

15. The axle assembly of claim 13, wherein, When the first clutch connects the rotor and the first gear and the second clutch connects the second gear and the drive pinion, torque is transmitted between the electric motor and the drive pinion at a first gear ratio.

16. The axle assembly of claim 15, wherein, The third clutch does not connect the third gear and the drive pinion, and the fourth clutch does not connect the rotor and the second gear.

17. The axle assembly of claim 13, wherein, When the third clutch connects the third gear and the drive pinion and the fourth clutch connects the rotor and the second gear, torque is transmitted between the electric motor and the drive pinion at the second gear ratio.

18. The axle assembly of claim 17, wherein, The first clutch does not connect the rotor and the first gear, and the second clutch does not connect the second gear and the drive pinion.

19. The axle assembly of claim 13, wherein, When the first clutch connects the rotor and the first gear and the third clutch connects the third gear and the drive pinion, torque is transmitted between the electric motor and the drive pinion at the third gear ratio.

20. The axle assembly of claim 19, wherein, The second clutch does not connect the second gear and the drive pinion, and the fourth clutch does not connect the rotor and the second gear.

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