Motor vehicle with self-contained electric drive axle arrangement

Abstract

Motor vehicle with an internal combustion engine (10) for propelling the motor vehicle while simultaneously discharging energy losses during operation and with a drive train (12) for transmitting torque between at least one pair of wheels (16a, 16b), wherein the drive train (12) comprises the following: a self-contained drive axle arrangement (35), comprising: an electric motor (18) for driving the motor vehicle, which is mounted coaxially with and surrounds a first section of the drive axle assembly (35); a disengagement clutch (20) which is mounted coaxially with a second section of the drive shaft assembly (35) for selectively connecting the driven rotation of the electric motor (18) and surrounds the second section; and a transmission (14) connected to the release clutch (20) and comprising at least one transmission (15) and one power output unit (40), and coaxial with a third section of the drive axle assembly (35) for transmitting driven rotation to the at least one pair of wheels (16a, 16b) mounted by the drive axle assembly (35) and surrounding the third section, further comprising: an energy supply system (22) for utilizing waste energy emitted by the internal combustion engine (10), wherein the waste energy for rotating the electric motor (18) is converted into electrical energy, and the electrical energy is stored, further comprising: a control system (24) with at least one vehicle sensor (26a, 26b) for detecting the operating behavior of the motor vehicle and with an electronic control unit (28) that controls the actuation of the electric motor (18), the actuation of the release clutch (20) and the operation of the energy supply system (22) on the basis of a control program stored in memory as a response to the vehicle sensors (26a, 26b).

Description

AREA OF INVENTION

[0001] The invention relates to hybrid drive systems for motor vehicles and in particular to an integrated electric motor and an axle arrangement for use in hybrid motor vehicles. BACKGROUND

[0002] Known motor vehicles can incorporate an internal combustion engine and an electric drive device, such as an electric motor, as primary energy sources for propelling the vehicle. The vehicle's operation can additionally include a hybrid energy source based on an interaction between the internal combustion engine and the electric drive device. Due to energy losses during normal vehicle operation, known hybrid powertrains generally do not perform as well in terms of power delivery and function as comparable vehicles powered by an internal combustion engine. Many known hybrid powertrains are used in two-wheel-drive vehicles to power a single axle of the vehicle, due to a focus on efficient and economical operation.In an all-wheel-drive vehicle, rotational input power is applied to a second axle, which drives a second pair of wheels via a second electric drive device, and a first or front axle, which drives a first pair of wheels, is driven by the drivetrain. Energy converters and various drivetrains are disclosed in US patents US 7,854,278 B2, US 7,836,992 B2, US 7,398,841 B2, US 7,040,186 B2, and US patent US 6,699,151 B2. All-wheel drive hybrid vehicles are disclosed in US patents US 7 921 949 B2, US 7 464 779 B2, US 6 880 664 B2, US 6 595 308 B2 and US patent US 6 205 379 B2.

[0003] DE 10 2009 056 366 A1 describes a motor vehicle with a second axle, wherein the second axle is assigned a gearbox and an electric motor and a switchable clutch is arranged between the electric motor and the gearbox.

[0004] A similar drive axle arrangement with electric machine, coupling and gearbox is also disclosed by DE 10 2010 004 228 A1.

[0005] DE 11 2005 001 368 B4 relates in particular to a drive system in which waste heat from an internal combustion engine is used to generate electrical power to amplify an electric motor.

[0006] One object of the present invention is to create a motor vehicle or all-wheel drive vehicle with a drive axle arrangement that enables particularly efficient propulsion of the motor vehicle or all-wheel drive vehicle. SUMMARY

[0007] Hybrid powertrains release waste energy in the form of hot exhaust gases during normal operation. It is recommended to provide an energy conversion device to utilize this waste energy and convert it into usable energy for more efficient vehicle propulsion. Furthermore, it is recommended to provide a gearbox acting as a transition point between the first and second sets of wheels in the all-wheel-drive vehicle to reduce the amount of torque required from the electric motor to drive both powertrains. Finally, it is recommended to provide a cut-off mechanism to disconnect the electric motor from the gearbox that transmits torque between the vehicle's wheels, thus preventing overspeeding of the electric motor.Disconnecting the transmission from the electric motor allows the transmission and electric motor to rotate independently, reducing mechanical resistance. An all-wheel-drive vehicle can include a self-contained electric axle and a power generation system that utilizes energy lost during normal vehicle operation, such as waste heat or regenerative braking. The power generation system can operate independently of the vehicle's drive system and may include a mechanical system, a power supply system, and a control system.

[0008] The present invention thus relates to a motor vehicle with an internal combustion engine for propelling the vehicle while simultaneously discharging waste energy during operation. It comprises a drivetrain for transmitting torque between at least one pair of wheels. The drivetrain has a self-contained drive axle assembly with an electric motor, a disengagement clutch, and a gearbox. The electric motor can propel the vehicle and is mounted coaxially with and surrounding a first section of the drive axle assembly. The disengagement clutch is mounted coaxially with and surrounding a second section of the drive axle assembly to selectively connect the driven rotation between the electric motor and the gearbox.The transmission comprises at least one transmission unit and one power output unit and is mounted coaxially with a third section of the drive axle assembly, surrounding this third section to transmit the driven rotation through the drive axle assembly to at least one pair of wheels. The motor vehicle further comprises an energy supply system for utilizing energy losses emitted by the internal combustion engine, wherein the energy losses for rotating the electric motor are converted into electrical energy, and the electrical energy is stored.Furthermore, the motor vehicle includes a control system with at least one vehicle sensor for detecting the operating behavior of the motor vehicle and with an electronic control unit that controls the actuation of the electric motor, the actuation of the release clutch and the operation of the energy supply system based on a control program stored in memory as a response to the vehicle sensors.

[0009] The present invention further relates to an all-wheel drive vehicle comprising an internal combustion engine for powering the vehicle while simultaneously dissipating waste energy during operation. The all-wheel drive vehicle includes a first drive train for transmitting torque between at least one pair of wheels, a second drive train for transmitting torque between a second pair of wheels, a power supply system, and a control system.The first drivetrain comprises a self-contained drive axle assembly with an electric motor for propelling the vehicle, which is mounted coaxially with and surrounds a first section of the drive axle assembly; a disengagement clutch, which is mounted coaxially with and surrounds a second section of the drive axle assembly for selectively connecting the driven rotation to the electric motor; and a transmission with at least one transmission unit and one power output unit. The transmission is mounted coaxially with and surrounding a third section of the drive axle assembly. The power output unit transmits rotation driven by the drive axle assembly to the at least one pair of wheels, and from the first drivetrain to the second drivetrain.The energy supply system can utilize waste energy emitted by the vehicle during normal operation, convert this waste energy into electrical energy for rotating the electric motor, and store the converted energy until needed. The control system includes at least a first and a second vehicle sensor and an electronic control unit. The first vehicle sensor can detect the speed of the electric motor, and the electronic control unit can selectively control the disengagement clutch when the speed detected by the first vehicle sensor exceeds a threshold speed. The second vehicle sensor can detect the operating behavior of the vehicle, and the electronic control unit can selectively control the actuation of the electric motor in response to the second vehicle sensor. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The description given herein refers to the accompanying drawings, in which the same reference numerals refer to the same parts in all views, and in which: Fig. Figure 1 shows a schematic view of a motor vehicle comprising an internal combustion engine for propelling the motor vehicle and a drivetrain for transmitting the torque between a pair of wheels, wherein a self-contained drive axle assembly is shown comprising the drivetrain with an electric motor for propelling the motor vehicle, which is mounted coaxially with and surrounding a first section of the drive axle assembly, a disengagement clutch which is mounted coaxially with a second section of the drive axle assembly for selectively connecting the driven rotation between and surrounding the electric motor, and a transmission comprising a transmission and a power output unit, which is mounted coaxially with and surrounding a third section of the drive axle assembly to transmit the driven rotation to the pair of wheels through the drive axle. DETAILED DESCRIPTION

[0011] With reference to Fig.Figure 1 shows a motor vehicle which may have an internal combustion engine 10 for propelling the motor vehicle while simultaneously discharging energy losses during operation and a drivetrain 12 for transmitting the torque between at least one pair of wheels 16a, 16b. The motor vehicle may have a first drivetrain 12 that drives a first pair of wheels 16a, 16b and a second drivetrain 36 that drives a second pair of wheels 38a, 38b. The motor vehicle may be operated in an all-wheel-drive mode such that the torque is transmitted from the first drivetrain 12 to the second drivetrain 36. The first drivetrain 12 may include a first axle assembly 34 that connects the first pair of wheels 16a, 16b. The first drivetrain 12 may include an independent drive axle assembly 35 for driving the first pair of wheels 16a, 16b. The first axle arrangement 34 can include the self-contained drive axle arrangement 35.The first axle assembly 34 can also include a first differential gear connecting a pair of half-shafts 35a, 35b. Each half-shaft of the half-shaft pair 35a, 35b can be driven by a corresponding wheel of the first wheel pair 16a, 16b. The second drive train 36 can include a second axle assembly 44 connecting the second pair of wheels 38a, 38b. The second axle assembly 44 can include a second differential gear for connecting the second wheel pair 38a, 38b by a second pair of half-shafts.

[0012] The self-contained drive axle assembly 35 can include an electric drive device, or an electric motor 18, for propelling the motor vehicle. The electric motor 18 can be mounted coaxially with the drive axle assembly 35 between each wheel of the first pair of wheels 16a, 16b. The electric motor 18 can surround a first section of the drive axle assembly 35. The self-contained drive axle assembly 35 can further include a disengagement clutch 20, which is mounted coaxially with and surrounds a second section of the drive axle assembly 35, and a gearbox 14, which is mounted coaxially with and surrounds a third section of the drive axle assembly 35. The disengagement clutch 20 can selectively connect the driven rotation between the electric motor 18 and the gearbox 14. The gearbox 14 can include at least one transmission unit 15 and one power output unit 40.The transmission 15 can transmit the driven rotation from the electric motor 18 and / or a drive shaft 19 of the internal combustion engine to the first pair of wheels 16a, 16b through the drive axle assembly 35 and a shift clutch assembly 21. In an all-wheel-drive vehicle with a first and a second drive train 12, 36, the power output unit 40 can transmit rotational force from the first drive train 12 to the second drive train 36 when the vehicle is in all-wheel-drive mode. The internal combustion engine 10 can transmit drive torque to the first axle assembly 34 through the transmission unit 15 of the transmission 14. The electric motor 18, the disengagement clutch 20, and the transmission 14 can be arranged in a housing 23 of the self-contained axle assembly 35 and mounted to drive the rotation of the first differential gear between each wheel of the first pair of wheels 16a, 16b.By way of example, and without limitation, the housing 23 can comprise different housing unit sections in such a way that the different housing unit sections can include a section containing the electric motor 18, a section containing the release clutch 20, and a section containing the transmission 14, wherein the different housing unit sections can be combined and connected with respect to one another into a self-contained drive axle housing assembly 35. By way of example, and without limitation, the transmission 14 can be a planetary gear arrangement for controlling the drive torque transmitted by the internal combustion engine 10 and the electric motor 18 through the first differential gear connecting the pair of half-shafts 35a, 35b to each wheel of the first pair of wheels 16a, 16b.The planetary gear arrangement can comprise a configuration of a sun gear, a ring gear, and a plurality of planet gears rotatably mounted on a planetary gear carrier.

[0013] Planetary gear arrangements are generally known according to the prior art and are considered understood by those skilled in the art, and are therefore not explained further in this context. The disengagement clutch 20 can selectively connect the electric motor 18 and the gearbox 14. By way of example, and without limitation, at least one output shaft rotatable by the electric motor 18 can rotate the sun gear of the planetary gear arrangement within the gearbox 14 to provide a drive torque to the first pair of gears 16a, 16b. By way of example, and without limitation, the ring gear can be held stationary, and the rotation of the rotor shaft and the sun gear can cause the plurality of planet gears to rotate and drive the planetary gear carrier at a reduced speed. The planetary gear carrier can drive the first differential gear, which connects the half-shafts 35a, 35b.Energy can be transmitted to half-shafts 35a, 35b by a configuration of pinions and lateral gears, as is known to those skilled in the art, to drive each wheel of the first pair of wheels 16a, 16b.

[0014] The powertrain 12 can further comprise an energy supply system 22 for utilizing waste energy emitted by the internal combustion engine 10, wherein the waste energy is converted into electrical energy for rotating the electric motor 18, and the electrical energy is stored. The energy supply system 22 can utilize waste energy emitted during normal vehicle operation and convert the waste energy into electrical energy. The energy supply system 22 can then store the electrical energy in an energy storage device 32. The energy supply system 22 can include a thermoelectric generator 29 that utilizes the waste heat energy from an exhaust pipe 30 of the internal combustion engine 10. The energy storage device 32 can comprise at least one battery pack 32a and one capacitor 32b.The electric motor 18 can be in electrical communication with the energy storage device 32 via a control switch 42, which connects the electric motor 18 and at least one of the battery pack 32a and the capacitor 32b. The powertrain 12 can further comprise a control system 24, which includes at least one vehicle sensor 26a, 26b for detecting the operating behavior of the vehicle and an electronic control unit 28. The electronic control unit 28 can control the actuation of the electric motor 18, the actuation of the release clutch 20, and the operation of the power supply system 22, based on a control program stored in a memory in response to the vehicle sensor 26a, 26b. The electronic control unit 28 can include a microcomputer comprising a central processing unit, a random-access memory, a read-only memory, and an input / output actuator interface.By way of example and without limitation, the at least one vehicle sensor 26a, 26b can include an acceleration distance sensor, a brake status switch, an energy storage temperature sensor, an energy storage state of a charge sensor, a motor speed sensor, an electric motor speed sensor and a drive shaft sensor, which measures the speed of the drive shaft 19 driven by the motor 10 for transmitting the rotational force to the first axle arrangement 34.

[0015] The at least one vehicle sensor 26a, 26b can include a first vehicle sensor 26a for detecting the rotational speed of the electric motor 18. The control unit 28 can disengage the release clutch 20 when the rotational speed detected by the first vehicle sensor 26a exceeds a threshold speed such that the electric motor 18 and the transmission 14 can rotate independently of each other when the release clutch 20 is disengaged. The control system 24 can include a second vehicle sensor 26b in electronic communication with the switch 42, where the electronic control unit 28 can switch the switch between a charging position, a discharging position, and an isolating position in response to the vehicle sensor 26b.The charging position can be defined by the energy supply system 22, which utilizes energy from the electric motor 18; the discharging position can be defined by the energy supply system 22, which supplies electrical energy to the electric motor 18; and the isolation position can be defined by the energy supply system, which is isolated with respect to the electric motor 18.

[0016] During operation, the vehicle can be operated in one of three modes: combustion engine mode, electric mode, and hybrid mode. The combustion engine mode can be defined by the combustion engine 10, which alone powers the vehicle, and the electric mode can be defined by the electric motor 18, which alone powers the vehicle. The hybrid mode can be defined by the combination of the combustion engine 10 and the electric motor 18 powering the vehicle. The vehicle can be selectively switched between the operating modes by a driver or automatically by the control system 24, depending on various vehicle operating conditions, including, but not limited to, vehicle speed, acceleration requirements, and battery charge level.The engine 10 can be operated with any type or variety of fuel, such as gasoline, diesel, hydrogen, ethanol, biodiesel, or any other fuel or combination of fuels. If the vehicle is in electric or hybrid mode, the control system 24 can selectively switch the switch 42 in response to the vehicle sensor 26b. The at least one vehicle sensor 26b can detect an electrical potential of the electric motor 18. If the vehicle sensor 26b detects that the electrical potential of the electric motor 18 is greater than the electrical potential of the energy storage device 32, the electronic control unit 28 can switch the switch 42 to the charging position, allowing the energy supply system 22 to draw energy from the electric motor 18.When the vehicle sensor 26b detects that the electrical potential of the electric motor 18 is lower than the electrical potential of the energy storage device 32, the electronic control unit 28 can switch the switch 42 to the discharge position, allowing the power supply system 22 to supply electrical energy to the electric motor 18 to propel the vehicle. If the vehicle is traveling at a slower speed and the driver wishes to brake the rotating wheels, the electric motor 18 continues to rotate, driven by the vehicle's inertia, and the switch 42 is moved to the charging position to create mechanical resistance that counteracts the continued rotation of the wheels corresponding to the vehicle's motion.The rotation of the electric motor 18 acts as mechanical resistance against the rotation of the wheels or as regenerative braking work, and generates a high electrical potential in the electric motor 18, which is to be utilized and stored in the energy storage device 32.

[0017] If the vehicle is operating in combustion engine mode and the electric motor 18 is not propelling the vehicle, then the switch 42 can be moved to the isolating position. In combustion engine mode, the electric motor 18 can be reverse-driven by the rotation of the first pair of wheels 16a, 16b. If the vehicle sensor 26a detects that the electric motor 18 is rotating faster than a threshold speed, then the release clutch 20 can be actuated by the electronic control unit 28 for the selective disconnection of the electric motor 18 and the transmission 14. When the release clutch 20 is disengaged, the electric motor 18 and the transmission 14 can rotate independently of each other so that the rotational force from the first pair of wheels 16a, 16b is not transmitted to the electric motor 18. Separating the electric motor 18 and the gearbox 14 can prevent overspeed rotation of the electric motor 18 and reduce mechanical resistance within the drive train 12.When the vehicle is powered by the internal combustion engine 10 in engine mode and in hybrid mode, the thermoelectric generator 29 of the energy supply system 22 can utilize waste heat energy from the exhaust pipe 30 and convert this waste heat energy into electrical energy for rotating the electric motor 18. The thermoelectric generator 29 can be configured in a manner familiar to experts. The converted electrical energy can then be stored in the energy storage device 32 until the electronic control unit 28 switches the switch 42 to the discharge position for rotating the electric motor 18.

[0018] A powertrain 12 can be arranged in a motor vehicle. The method can include arranging a self-contained drive axle assembly 35. Arranging the self-contained drive axle assembly 35 can include mounting an electric motor 18 for driving the motor vehicle, which is mounted coaxially with and surrounds a first section of the drive axle assembly 35, engaging a disengagement clutch 20, which is mounted coaxially with and surrounds a second section of the drive axle assembly 35 for selectively connecting the driven rotation between the electric motor 18 and a gearbox 14, and positioning the gearbox 14.The gearbox 14 can comprise at least one gearbox 15 and one power output unit 40, and can be mounted coaxially with and surrounding a third section of the drive shaft assembly 35 for transmitting the driven rotation to at least one pair of wheels 16a, 16b through the drive shaft 35.

[0019] Although the invention has been described in connection with what is currently considered the most practical and preferred embodiment, it is nevertheless pointed out that the invention is not intended to be limited to the disclosed embodiments.

Claims

[1] Motor vehicle with an internal combustion engine (10) for propelling the motor vehicle while simultaneously discharging energy loss during operation and with a drive train (12) for transmitting torque between at least one pair of wheels (16a, 16b), wherein the drive train (12) comprises: a self-contained drive axle arrangement (35), comprising: an electric motor (18) for driving the motor vehicle, which is mounted coaxially with and surrounds a first section of the drive axle assembly (35); a disengagement clutch (20) which is mounted coaxially with a second section of the drive shaft assembly (35) for selectively connecting the driven rotation of the electric motor (18) and surrounds the second section; and a transmission (14) connected to the release clutch (20) and comprising at least one transmission (15) and one power output unit (40), and coaxial with a third section of the drive axle assembly (35) for transmitting driven rotation to the at least one pair of wheels (16a, 16b) mounted by the drive axle assembly (35) and surrounding the third section, further comprising: an energy supply system (22) for utilizing waste energy emitted by the internal combustion engine (10), wherein the waste energy for rotating the electric motor (18) is converted into electrical energy, and the electrical energy is stored, further comprising: a control system (24) with at least one vehicle sensor (26a, 26b) for detecting the operating behavior of the motor vehicle and with an electronic control unit (28) that controls the actuation of the electric motor (18), the actuation of the release clutch (20) and the operation of the energy supply system (22) on the basis of a control program stored in memory as a response to the vehicle sensors (26a, 26b). [2] Motor vehicle according to claim 1, further comprising: the energy supply system (22) with a thermoelectric generator (29) which utilizes the waste heat energy from an exhaust pipe (30) of the combustion engine (10) and converts the waste heat energy into electrical energy. [3] Motor vehicle according to claim 1, wherein the at least one vehicle sensor (26a, 26b) further comprises: a vehicle sensor (26a) for detecting the rotational speed of the electric motor (18); and wherein the electronic control unit (28) disengages the release clutch (20) when the rotational speed detected by the first vehicle sensor (26a) exceeds a threshold rotational speed, the electric motor (18) and the transmission (14) being able to rotate independently of each other when the release clutch (20) is disengaged. [4] Motor vehicle according to claim 1, wherein the energy supply system (22) further comprises: an energy storage device (32) comprising at least one battery set (32a) and one capacitor (32b). [5] Motor vehicle according to claim 4, further comprising: a switch (42) connecting the electric motor (18) and the at least one of a battery pack (32a) and a capacitor (32b); a vehicle sensor (26b) in electronic communication with the switch (42); and a control system (24) with at least one vehicle sensor (26a, 26b) for detecting the operating behavior of the motor vehicle and an electronic control unit (28) for controlling the actuation of the electric motor (18), the actuation of the release clutch (20) and the operating process of the power supply system (22) based on a control program stored in memory in response to the vehicle sensors (26a, 26b), wherein the electronic control unit (28) switches the switch (42) between a charging position, a discharging position and an isolating position in response to the vehicle sensor (26b), wherein the charging position is defined by the power supply system (22) that utilizes energy from the electric motor (18), the discharging position is defined by the power supply system (22) that supplies electrical energy to the electric motor (18), and the isolating position is defined by the power supply system.which is insulated with respect to the electric motor (18). [6] Motor vehicle according to claim 1, wherein the motor vehicle can be operated in an electric mode, a hybrid mode and an internal combustion engine mode, wherein the electric mode is defined by the electric motor (18) which drives the motor vehicle alone, the hybrid mode is defined by a combination of the electric motor (18) and an internal combustion engine which drive the motor vehicle, and the internal combustion engine mode is defined by the internal combustion engine (10) which drives the motor vehicle alone. [7] Motor vehicle according to claim 1, wherein the motor vehicle further comprises: a first drive train (12) which drives a first pair of wheels (16a, 16b) and has a first axle assembly (34) which connects the first pair of wheels (16a, 16b); a second drive train (36) which drives a second pair of wheels (38a, 38b) and has a second axle assembly (44) which connects the second pair of wheels (38a, 38b); and wherein the transmission (14) comprises the power output unit (40) for transmitting rotational force from the first drive train (12) to the second drive train (36) when the motor vehicle is in an all-wheel drive mode. [8] All-wheel drive motor vehicle with an internal combustion engine (10) to propel the motor vehicle while simultaneously discharging energy losses during operation, the all-wheel drive motor vehicle comprising: a first drive train (12) for transmitting torque between at least one pair of wheels (16a, 16b), the first drive train (12) comprising a self-contained drive axle assembly (35) comprising an electric motor (18) for driving the motor vehicle, which is mounted coaxially with and surrounds a first section of the drive axle assembly (35), a disengagement clutch (20) which is mounted coaxially with and surrounds a second section of the drive axle assembly (35) for selectively connecting a driven rotation of the electric motor (18), and a transmission (14) which is connected to the disengagement clutch (20) and comprises at least one transmission (15) and a power output unit (40) which is mounted coaxially with and surrounds a third section of the drive axle assembly (35), the power output unit (40) for transmitting driven rotation to the at least one pair of wheels (16a, 16b).16b) by the drive axle arrangement (35); a second drive train (36) for transmitting torque between a pair of wheels (38a, 38b), wherein the power output unit (40) transmits torque from the first drive train (12) to the second drive train (36); an energy supply system (22) for utilizing waste energy emitted by the motor vehicle during normal operation, which converts the waste energy for rotating the electric motor (18) into electrical energy, and stores the electrical energy; and a control system (24) comprising at least one first and one second vehicle sensor (26a, 26b) and an electronic control unit (28), wherein the first vehicle sensor (26a) detects a rotational speed of the electric motor (18) and the electronic control unit (28) selectively controls the release clutch (20) when the rotational speed detected by the first vehicle sensor (26a) exceeds a threshold rotational speed, wherein the second vehicle sensor (26b) detects the operating behavior of the motor vehicle and the electronic control unit (28) selectively controls the actuation of the electric motor (18) in response to the second vehicle sensor (26b). [9] All-wheel drive motor vehicle according to claim 8, wherein the all-wheel drive motor vehicle is operable in an electric mode, a hybrid mode and an internal combustion engine mode, wherein the electric mode is defined by the electric motor (18) which drives the motor vehicle alone, the hybrid mode is defined by a combination of the electric motor (18) and the internal combustion engine which drive the motor vehicle, and the internal combustion engine mode is defined by the internal combustion engine (10) which drives the motor vehicle alone. [10] All-wheel drive motor vehicle according to claim 8, further comprising: the energy supply system (22) with a thermoelectric generator (29) that utilizes waste heat energy from an exhaust pipe (30) of the combustion engine (10) and converts the heat energy into electrical energy. [11] All-wheel drive motor vehicle according to claim 8, wherein the energy supply system (22) further comprises: at least one of a battery set (32a) and a capacitor (32b). [12] All-wheel drive motor vehicle according to claim 11, further comprising: a switch (42) connecting the electric motor (18) and at least one of a battery pack (32a) and a capacitor (32b); the second vehicle sensor (26b) in electronic communication with the switch (42); and the electronic control unit (28) which switches the switch (42) between a charging position, a discharging position and an isolation position in response to the vehicle sensor (26b), wherein the charging position is defined by the power supply system (22) which utilizes the energy from the electric motor (18), the discharging position is defined by the power supply system (22) which supplies electrical energy to the electric motor (18) and the isolation position is defined by the power supply system which is isolated with respect to the electric motor (18).

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