Hybrid drive of a motor vehicle

Abstract

Hybrid drive (6) of a motor vehicle (2), which extends in a longitudinal direction (10) of the vehicle, with - a first and second vehicle axle (6, 8), namely a rear axle (6) arranged in a rear vehicle and a front axle (8) arranged in a front vehicle, - a differential (D1) arranged in the first vehicle axle (6), - are connected to an axle carrier (38) for the first vehicle axle (6), to the control arm (36) of a wheel suspension (34), - an internal combustion engine (IM), - an electric traction motor (EM1) having a motor shaft (22) and an output shaft (66), wherein the motor shaft (22) is arranged parallel to the first vehicle axle (6), wherein the output shaft (66) of the traction motor (EM1) is connected to the differential (D1) for transmitting the torque via a transmission unit (14), and wherein the traction motor (EM1) is arranged - with respect to the longitudinal direction (10) - after the first vehicle axle (6) and its motor shaft (22) is arranged higher than the first vehicle axle (6), characterized by that, due to the raised arrangement of the traction motor (EM1) in cross-section, a wedge area (52) is created between the differential (D1) and the traction motor (EM1), in which a first cross member (42a) of the axle carrier (38) runs, a first sub-section (54a) of the first cross member (42a) runs below the traction motor (EM1) and a second sub-section (54b) of the first cross member (42a) runs in the wedge area (52), wherein the second sub-section (54b) is reinforced compared to the first sub-section (54a), the first cross member (42a) in the first sub-area (54a) has a shell-shaped curved contour that is adapted to the outer contour of the traction motor (EM1), and the differential (D1) is arranged between a front cross member (42b) and the first cross member (42a) within a recess (44).

Description

[0001] The invention relates to a hybrid drive of a motor vehicle with the features of the preamble of claim 1 and claim 7.

[0002] A hybrid drive can be found, for example, in DE 10 2010 017 966 A1, US 2013 / 0 112 491 A1, US 2002 / 0 094 898 A1 and US 7 980 340 B2.

[0003] Hybrid vehicles utilize both a combustion engine and an electric traction motor for propulsion. The combination of these two different drive concepts presents specific challenges, both in terms of design and economics.

[0004] German patent application DE 10 2010 017 966 A1 presents various concepts for both purely electric and hybrid drives. In some of these designs, a hybrid drive is proposed as a combination of an internal combustion engine and an electric traction motor, whereby the torque exerted by the internal combustion engine is transmitted to a vehicle axle via a driveshaft and a differential. Additionally, the traction motor is arranged parallel to this vehicle axle and is also connected to the differential.

[0005] Based on this, the invention aims to provide a hybrid drive for a motor vehicle which can be integrated into existing conventional drive concepts as simply and therefore as economically as possible.

[0006] The problem is solved according to the invention by a hybrid drive for a motor vehicle with the features of claim 1. This drive has a first and a second axle, one axle being a rear axle located in a rear section and the other a front axle located in a front section. A differential is arranged in one of these two axles, hereinafter referred to as the first axle. This first axle is preferably the rear axle, without limiting the generality of the invention. Furthermore, an axle carrier is assigned to the first axle, and control arms, in particular lateral control arms, of a wheel suspension are connected to this axle carrier. The hybrid drive also includes an internal combustion engine, which is preferably—but not necessarily—located in the front section.Furthermore, the hybrid drive features a (first) electric traction motor, which has a motor shaft and an output shaft. During operation, a rotor of the motor and the output shaft rotate around the motor shaft. The traction motor, i.e., the motor shaft, is arranged parallel to the first vehicle axle.

[0007] The traction motor is arranged – relative to the vehicle's longitudinal direction – behind the first axle. This means that if the front axle is the first axle, the traction motor is located in front of it. In the preferred configuration where the first axle is the rear axle, the traction motor is located behind it. "Behind" here generally refers to the arrangement in the longitudinal direction of the vehicle, extending from the front of the vehicle to the rear.

[0008] Furthermore, the output shaft of the traction motor is connected to the differential via a transmission unit to transmit torque. Finally, the motor shaft of the traction motor is mounted higher than the first vehicle axle and thus higher than the differential. Therefore, the traction motor is typically also located above the axle carrier.

[0009] The term "elevated arrangement" here refers to an arrangement relative to an imaginary road surface. By positioning the traction motor above the differential, the traction motor is therefore located further away from the imaginary vehicle plane than the differential.

[0010] The specific arrangement chosen here is characterized by the parallel positioning of the electric traction motor relative to the first axle of the vehicle, and especially its parallel positioning behind the rear axle, combined with its elevated position relative to the differential. This elevated position effectively raises the traction motor relative to the axle carrier, meaning that the axle carrier requires little to no modification (compared to a configuration without an additional traction motor). This is particularly advantageous in terms of force absorption, the arrangement of the wheel suspension components, and ensuring sufficient ground clearance and adequate installation space for the other necessary vehicle components.The specially chosen arrangement creates a wedge-shaped area between the differential and the electric traction motor, which can be used particularly advantageously for power absorption by the axle carrier.

[0011] Furthermore, a first cross member of the axle carrier is arranged in this wedge-shaped area. The design of this cross member in this wedge-shaped area allows for sufficient rigidity without reducing ground clearance.

[0012] According to the invention, the first crossbeam has two sections: a first section which runs below the traction motor, and a second section which runs in the gusset area. The second section is reinforced compared to the first section. This also ensures optimal use of installation space while maximizing the stability of the crossbeam.

[0013] According to the invention, the first cross member has a shell-shaped curved contour in its first section, which is located below the traction module, and which is adapted to the outer contour of the traction motor. The traction motor rests almost directly on the axle carrier above this first section. The adapted shell-shaped contour allows for further optimal utilization of the installation space.

[0014] The axle carrier itself is expediently formed by several crossbeams and longitudinal beams, which are designed, for example, as load-bearing beams.

[0015] According to the invention, the differential is arranged between a front crossmember and the first crossmember. A recess or space is formed between the two crossmembers, into which the differential projects. The first vehicle axle typically runs above the axle carrier. A portion of the differential therefore projects into the recess.

[0016] Due to the elevated position of the traction motor relative to the differential and thus also relative to the first vehicle axle, a line connecting the motor axle and the first vehicle axle forms an angle with a horizontal plane. This horizontal plane runs parallel to the aforementioned imaginary road surface. This angle is preferably in the range of 10° to 40° and particularly in the range of 15° to 20°.

[0017] The traction motor is generally located directly next to the differential.

[0018] In a preferred further development, a power electronics unit is integrated with the traction motor, supplying it with electrical energy. This power electronics unit is now positioned above the differential and thus offset from the motor axis in the longitudinal direction. This measure, in combination with the raised position of the traction motor, further optimizes the use of the available installation space.

[0019] In general, the traction motor and the differential are arranged approximately centrally with respect to a transverse direction of the motor vehicle, i.e., viewed in the longitudinal direction, the traction motor and the differential overlap at least in sections and preferably at least almost completely.

[0020] The object of the invention is further achieved by a hybrid drive of a motor vehicle with the features of claim 8. According to this claim, an output shaft of the traction motor is connected to the differential for transmitting the torque, and output shafts for driving a respective wheel are connected to the differential on both sides. For transmitting the torque, the output shaft of the traction motor is connected to a hollow shaft, within which one of the output shafts is arranged, in particular concentrically. The hollow shaft is also connected to the differential for transmitting the torque. This design, with the hollow shaft as a transmitting shaft, results in a particularly compact and integrated construction when the traction motor is arranged parallel to the differential.

[0021] This aspect of torque transmission via the hollow shaft is fundamentally independent of the specific elevated arrangement of the traction motor and is considered a separate inventive embodiment. It can be combined with any individual features as described herein.

[0022] Conveniently, the hollow shaft is connected to a rotating carrier of the differential. Such a rotating carrier is also referred to as a basket or differential basket. The traction motor ultimately drives the rotating carrier.

[0023] In a preferred embodiment, the internal combustion engine is also connected to the differential via a driveshaft for transmitting the engine's torque. The differential is therefore designed as a summing differential, meaning it transmits the torque of both the internal combustion engine and the electric traction motor to the first axle of the vehicle. Depending on the operating situation, the torque of the internal combustion engine, the torque of the electric traction motor, or both torques simultaneously are transmitted to the first axle. This allows for the selection of a suitable drive mode depending on the driving situation and requirements.

[0024] Preferably, a transmission unit is additionally assigned to the electric traction motor, which is arranged particularly directly next to the differential. The transmission unit connects directly to the differential in the direction of the first vehicle axis and thus expediently forms a single assembly with it. Preferably, the transmission unit is arranged on the side of the hollow shaft. The hollow shaft is connected to the rotating carrier via the transmission unit.

[0025] The arrangement of such transmission units on an electric traction motor, for example a single-speed or two-speed transmission, is generally known.

[0026] Especially with a two-speed transmission, the electric traction motor, in conjunction with the transmission unit, covers the vehicle's entire speed range. The traction motor is therefore particularly useful for reaching the top speed, for example, 200 to 250 km / h. Without a multi-speed transmission unit, however, the electric traction motor primarily serves only to propel the vehicle down to a maximum speed below its top speed. This top speed can then only be achieved using the combustion engine.

[0027] In a preferred embodiment, a second electric traction motor is arranged, which, like the combustion engine, is connected to the differential via the driveshaft. This allows for an overall increase in the electrical system power. Increasing the electrical system power by selecting a larger (first) traction motor is usually not possible due to space constraints. Because of these space requirements, the size of the first traction motor, which is arranged parallel to the differential, is typically limited to a power output of approximately 150 kW to 250 kW, and particularly to approximately 200 kW. The second traction motor is preferably smaller than the first and, for example, designed for only half the electrical power.

[0028] The second electric traction motor is preferably part of a transmission unit for the internal combustion engine. In particular, the second traction motor is located between the internal combustion engine and a transmission associated with the internal combustion engine. The second traction motor therefore drives, in particular, the crankshaft of the internal combustion engine, which engages with the transmission.

[0029] In a preferred embodiment, a decoupling element, generally a clutch such as a magnetic clutch or dog clutch, is arranged between the (first) electric traction motor and the differential to decouple the transmission of torque from the traction motor to the differential. This is particularly useful when the electric traction motor is not designed for the vehicle's maximum speed. In this case, the traction motor can be decoupled, and the drive is then provided exclusively by the combustion engine via the (summing) differential.

[0030] Conveniently, the first axle of the vehicle is the rear axle, and the combustion engine is located in the front. The hybrid drive concept proposed here is therefore designed for a rear-wheel-drive vehicle. The particular advantage of this specific design lies in the fact that the hybrid drive can largely utilize existing components without requiring major modifications or the development of a completely new vehicle concept. Specifically, this concept simply adds the traction motor to a conventional front axle in the rear, allowing for the use of many identical components, similar to a modular system.

[0031] This keeps overall costs as low as possible. Thanks to this special space-optimized arrangement, the reduction in usable space is minimal.

[0032] In a preferred embodiment, a generator can additionally be arranged on the combustion engine, which is used in particular for a so-called stationary charging function. This design variant is used especially when there is only one electric traction motor. This allows electrical energy to be generated via the generator even when stationary with the combustion engine running, and this energy can be fed into a high-voltage battery. The first traction motor draws its energy from the high-voltage battery. This generator can be configured as a starter generator for starting the combustion engine.

[0033] According to an initial design variant, the hybrid drive is configured solely to power the first axle of the vehicle, specifically the rear axle. Alternatively, for an all-wheel-drive version, an all-wheel-drive transfer case is advantageously provided, which is designed to transmit torque to the second axle of the vehicle, specifically the front axle. For this purpose, an additional shaft is typically arranged, which can be coupled to the driveshaft and is connected to the second axle of the vehicle via a further differential.

[0034] Exemplary embodiments of the invention are explained in more detail in connection with the figures. These are partly shown in simplified representations: Fig. 1 a schematic representation of a motor vehicle with the essential components of a hybrid drive, Fig. 2 a partial overhead view of components of the hybrid drive in the area of ​​the rear of the vehicle and the rear axle, Fig. 3 a sectional view of a longitudinal section through components of the hybrid drive in the area of ​​the rear of the vehicle, in particular through a differential and an electric traction motor, Fig. 4 A view from below of some components of the hybrid drive in the area of ​​the rear of the car, Fig. 5 a sectional view of a cross-section through the differential.

[0035] In the figures, parts that have the same effect are marked with the same reference symbols.

[0036] According to Fig. 1 is a (passenger) motor vehicle 2 equipped with a hybrid drive 4. The vehicle generally has a first and a second axle. In the exemplary embodiment, the first axle is designed as a rear axle 6 and the second axle as a front axle 8. The motor vehicle 2 also generally has a so-called front section, i.e., the front end, and a rear section, i.e., the rear end. The motor vehicle 2 generally extends in a longitudinal direction 10 from the front section to the rear section.

[0037] The hybrid drive 4 itself comprises as essential components an internal combustion engine VM, a first electric traction motor EM1, a (first) differential D1, and a cardan shaft 12, via which the internal combustion engine VM is connected to the differential D. The first traction motor EM1 is also connected to the first differential D1 via a transmission unit 14 to transmit the torque of the first traction motor EM1 to the rear axle 6. A transmission G is also associated with the internal combustion engine VM. Furthermore, the hybrid drive includes a high-voltage storage device HVS as an electrical energy storage unit.

[0038] According to a first variant, only the rear axle 6 is driven via this hybrid drive 4, whereby the differential D1 is designed in the manner of a summing differential and transmits both the torque of the combustion engine VM and the torque of the first traction motor EM1 to the rear axle 6.

[0039] Optionally, the hybrid drive in the Fig. The illustrated version 1 also features a second electric traction motor EM2, which is located in the front of the vehicle. Specifically, it is positioned between the combustion engine VM and the transmission G.

[0040] Furthermore, it is optionally possible to configure the vehicle as an all-wheel-drive vehicle. For this purpose, a further shaft 16 is schematically represented by the dashed line, which connects the cardan shaft 12 to the front axle 8 via another differential D2. The connection to the cardan shaft 12 is made in a known manner via a coupling element, for example, an all-wheel-drive transfer case.

[0041] In Fig. 1. Further components of the exhaust system, in particular a rear silencer 20, can be seen in the rear of the vehicle, following the electric traction motor EM1.

[0042] In Fig. Figure 1 already shows the basic arrangement of the electric traction motor EM1. It has a motor shaft 22 which runs parallel to the rear axle 6, so that the traction motor EM1 is arranged parallel to the rear axle 6. It is also arranged longitudinally 10 behind the rear axle 6, directly following the differential D1. The differential D1 and the traction motor EM1 are arranged at least largely centrally with respect to a central longitudinal axis of the vehicle 2. The transmission unit 14 is attached laterally to the traction motor EM1 and is also arranged laterally to the differential D1.

[0043] In connection with the Fig. Sections 2 to 4 below explain the specific arrangement of the EM1 traction motor in more detail. In connection with Fig. Section 5 then goes on to describe the special connection of the traction motor EM1 to the differential D1.

[0044] From the representation according to Fig. Figure 2 clearly shows the parallel arrangement of the traction motor EM1 with respect to the differential D1. A gearbox unit 24 is attached laterally to the differential, which in the version of the Fig. 2 is designed as a two-speed transmission. Due to this additional arrangement of the transmission unit 24, the differential D1 is positioned slightly laterally offset from the cardan shaft 12. This offset is compensated for by adjacent gears 26. As can also be seen from the simplified representation of the differential D1, a bevel gear 28, connected at its end to the cardan shaft 12, meshes with a so-called carrier 30 of the differential D1. This carrier 30 is also referred to as a cage.

[0045] On either side of the differential D1, or the unit comprising differential D1 and transmission unit 24, an output shaft 32 is attached, which transmits the output to the drive wheels of the rear axle 6 (not shown in detail here). Each output shaft 32 is connected to a wheel suspension 34. The wheel suspension 34 also includes control arms, specifically lateral control arms 36, which are connected to an axle carrier 38. The forces applied by the wheels are transmitted via these lateral control arms 36 to the axle carrier 38 and from there to the vehicle body. The axle carrier 38 is appropriately attached to load-bearing body components.

[0046] The axle carrier 38 itself has several laterally arranged longitudinal members 40 and several cross members 42a,b, namely in particular a first cross member 42a and a front cross member 42b. The two cross members 42a,b and the lateral longitudinal members 40 create a central recess 44 in the axle carrier 38, in which the differential D1 and the transmission unit 24 are located. The two output axles 32, and thus the rear axle 6, are arranged above the axle carrier 38. "Above" here refers to an imaginary road surface 46 (see Figure 4). Fig. 3) understood, so that components which are arranged above are arranged on the side facing away from the roadway level 46.

[0047] In contrast to the arrangement of the differential D1, the traction motor EM1 is arranged above the axle carrier 38, specifically above the first cross member 42a. This elevated arrangement is particularly evident from the Fig. 3 clearly visible. The motor shaft 22 and the rear axle 6, which also forms a central axis of the differential D1, lie on a connecting line 50 that is inclined at an angle α with respect to a horizontal plane 48. This angle α is preferably in the range between 15° and 20°.

[0048] This quasi-oblique arrangement creates a wedge-shaped area 52 between the differential D1, the traction motor EM1, and the horizontal plane 48. This area is advantageously utilized by the first crossbeam 42a.

[0049] The first crossbeam 42a has two sections 54a and 54b arranged side by side in the longitudinal direction 10. The first section 54a is located directly below the traction motor EM1, and the second, front section 54b is located in the corner area. Due to the additional installation space in the corner area 52, the second section 54b is reinforced compared to the rear, first section 54a in order to absorb the required forces. Furthermore, to optimize the use of the installation space and maximize the stiffness of the axle carrier 38, the first section 54a has a curved contour on its upper surface, specifically following a path adapted to the traction motor EM1, particularly along a circular arc.

[0050] Out of Fig. Section 3 also includes a power electronics unit 56, which is required for the electrical supply of the traction motor EM1. This power electronics unit 56 is arranged offset forward towards the differential D1 relative to the traction motor EM1. In particular, the power electronics unit 56 is arranged above the differential D1. This suitably utilizes the inclined arrangement of the traction motor EM1 relative to the differential D1 to achieve the most space-optimized arrangement of the individual components.

[0051] Finally, in Fig. 3. It can still be seen that a vehicle fuel tank 58 is arranged above these components of the hybrid drive 4. Furthermore, both in Fig. 3 as well as in Fig. Figure 4, which shows a view from below, reveals exhaust pipes 18 and the rear silencer 20. Fig. Further along the longitudinal axis 10, following the axle carrier 38, a battery 60 for the normal electrical system of the motor vehicle can be seen. In the Fig. 2 to 4 are still optional components 62 of an active steering system. These also include, for example, components for vehicle stabilization, etc.

[0052] The specific connection of the traction motor EM1 to the differential D1 for transmitting torque is explained below using the following: Fig. 5 explained. A version without a gearbox unit 24 is shown here. However, the special connection can be applied to versions with a gearbox unit 24.

[0053] The transmission unit 14 initially comprises a transmission element 64, which transmits the rotational movement of an output shaft 66 of the traction motor EM (see also the output shaft 66 and the transmission element 64 in particular). Fig. 2) to a hollow shaft 68 which transmits and drives the hollow shaft 68. The hollow shaft 69 is part of the transmission unit 14. The transmission element 64 is, in the exemplary embodiment of the Fig. 2. This is designed as a gear chain. Other transmission variants, such as belts, etc., are also possible.

[0054] The hollow shaft 68 is arranged concentrically to the rear axle 6 and surrounds one of the two output shafts 32 connected to the differential D1. The hollow shaft 68 itself is rotationally fixed to the rotating carrier 30, for example via a suitable flange connection or a metallurgical connection. As further shown from the Fig.As can be seen further in Figure 5, the bevel gear 28, located at the end of the cardan shaft 12, meshes with a ring gear of the carrier 30, so that the torque of the internal combustion engine VM and the torque of the traction motor EM1 are transmitted to the output shafts 32 via the differential, both via the bevel gear 28 and the hollow shaft 68. The design variant with the hollow shaft 68 and its connection to the carrier 30 provides a structurally particularly suitable and space-optimized connection for the parallel traction motor EM1.

[0055] In the case of the arrangement of a gear unit 24, this is positioned between the hollow shaft 68 and the rotating carrier 30; therefore, in such an embodiment, the hollow shaft 68 is only indirectly connected to the rotating carrier 30 via the gear unit 24. The hollow shaft 68 thus drives an input-side gear shaft, and the rotating carrier 30 is driven via an output-side gear shaft.

[0056] Additionally, a decoupling element, not shown in detail here, can be arranged to separate the traction motor EM1 from the differential D1. For this purpose, for example, a coupling element is integrated within the transmission unit 14. Reference symbol list 2 motor vehicles 4 Hybrid drive 6 Rear axle 8 Front axle 10 Longitudinal direction 12 Cardan shaft 14 transmission unit 16 wave 18 Exhaust pipe 20 Component of the exhaust pipe / muffler 22 Engine axle 24 Gear unit 26 gears 28 bevel gear 30 Circulating beams 32 Output axle 34 Wheel suspension 36 wishbones 38 axle carriers 40 longitudinal beams 42a first crossbeam 42b front crossmember 44 recess 46 Roadway level 48 Horizontal plane 50 connecting line 52 gusset area 54a first subsection 54b second sub-section 56 Power electronics assembly 58 Fuel tank 60 battery 62 components of an active steering system 64 Transmission element 66 Output shaft 68 Hollow shaft D1 Differential D2 further differential EM1 (first) electric traction motor EM2 (second) electric traction motor HVS high-voltage storage VM internal combustion engine G gearbox α angle

Claims

[1] Hybrid drive (6) of a motor vehicle (2), which extends in a longitudinal direction (10) of the vehicle, with - a first and second vehicle axle (6, 8), namely a rear axle (6) arranged in a rear vehicle and a front axle (8) arranged in a front vehicle, - a differential (D1) arranged in the first vehicle axle (6), - are connected to an axle carrier (38) for the first vehicle axle (6), to the control arm (36) of a wheel suspension (34), - an internal combustion engine (IM), - an electric traction motor (EM1) having a motor shaft (22) and an output shaft (66), wherein the motor shaft (22) is arranged parallel to the first vehicle axle (6), wherein the output shaft (66) of the traction motor (EM1) is connected to the differential (D1) for transmitting the torque via a transmission unit (14), and wherein the traction motor (EM1) is arranged - with respect to the longitudinal direction (10) - after the first vehicle axle (6) and its motor shaft (22) is arranged higher than the first vehicle axle (6), characterized by , that, due to the raised arrangement of the traction motor (EM1) in cross-section, a wedge area (52) is created between the differential (D1) and the traction motor (EM1), in which a first cross member (42a) of the axle carrier (38) runs, a first sub-section (54a) of the first cross member (42a) runs below the traction motor (EM1) and a second sub-section (54b) of the first cross member (42a) runs in the wedge area (52), wherein the second sub-section (54b) is reinforced compared to the first sub-section (54a), the first cross member (42a) in the first sub-area (54a) has a shell-shaped curved contour that is adapted to the outer contour of the traction motor (EM1), and the differential (D1) is arranged between a front cross member (42b) and the first cross member (42a) within a recess (44). [2] Hybrid drive (4) according to any one of the preceding claims, characterized by , that a connecting line (50) between the first vehicle axle (6) and the engine axle (22) encloses an angle (α) in the range of 10° to 40°, in particular in the range of 15° to 20° to a horizontal plane (48). [3] Hybrid drive (4) according to any one of the preceding claims, characterized by , that the traction motor (EM1) is associated with a power electronics assembly (56) which is located above the differential (D1). [4] Hybrid drive (4) according to any one of the preceding claims, characterized by , that output shafts (32) are connected to the differential (D1) on both sides, and the output shaft (66) of the traction motor (EM1) is connected to a hollow shaft (68) within which one of the output shafts (32) is arranged and which hollow shaft (68) is connected to the differential (D1) for the transmission of torque. [5] Hybrid drive (4) according to the preceding claim, characterized by , that the differential (D1) has a rotating carrier (30) and the hollow shaft (68) is connected to the rotating carrier (30). [6] Hybrid drive (4) according to one of the two preceding claims, characterized by, that the internal combustion engine (VM) is connected to the differential (D1) via a cardan shaft (12) for the transmission of torque and the differential (D1) is designed as a summing differential, which is designed to transmit the torques of both the internal combustion engine (VM) and the electric traction motor (EM1) to the first vehicle axle (6). [7] Hybrid drive (4) according to any one of the preceding claims, characterized by , that next to the differential (D1) a gear unit (24) for the electric traction motor (EM1) is arranged. [8] Hybrid drive (4) according to any one of the preceding claims, characterized by , that a second electric traction motor (EM2) is arranged, which is connected to the differential (D1) via the cardan shaft (12). [9] Hybrid drive (4) according to the preceding claim, characterized by, that the second electric traction motor (EM2) is part of a gearbox (G) for the internal combustion engine (VM). [10] Hybrid drive (4) according to any of the preceding claims, characterized by , that a decoupling element is provided between the electric traction motor (EM1) and the differential (D1) to separate the transmission of torque from the traction motor (EM1) to the differential (D1). [11] Hybrid drive (4) according to any of the preceding claims, characterized by , that the first vehicle axle is the rear axle (6), that the internal combustion engine (VM) is located in the front of the vehicle and is connected to the differential (D1) via the cardan shaft (12) to drive the rear axle (6).

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