DE102020006152A1 - Exhaust system for a drive train with a vertical crankshaft for a motor vehicle - Google Patents

Abstract

The invention relates to a drive train (10) for a motor vehicle, with an internal combustion engine (12) with an output shaft which extends at least essentially in the vertical direction (14) of the vehicle and by means of which a drive shaft (18) of the motor vehicle running transversely thereto can be driven. and wherein the internal combustion engine has an engine block which comprises at least one combustion chamber and an exhaust gas tract (13) through which an exhaust gas from the internal combustion engine can flow and which has at least one main chamber (13a), characterized in that the drive train (10) comprises an electric machine (22). which is arranged coaxially to the output shaft and can be coupled to the output shaft and decoupled from the output shaft by means of a first clutch (24), whereby the output shaft can be driven by the electric machine (22), and that the exhaust tract (13) is at least partially below the Engine blocks are arranged, with the main combs r (13a) is arranged next to the output shaft.

Description

The invention relates to a drive train for a motor vehicle according to the preamble of patent claim 1.

Such a drive train for a motor vehicle is the combination of DE 40 24 801 A1 and the DE 30 04 647 A1 famous. The drive train comprises an internal combustion engine with an output shaft which extends at least essentially in the vertical direction of the vehicle and by means of which a drive shaft of the motor vehicle running transversely thereto can be driven. The internal combustion engine has an engine block, which comprises at least one combustion chamber, and an exhaust gas tract with at least one main chamber through which an exhaust gas of the internal combustion engine can flow.

Furthermore, the DE 195 26 086 A1 an exhaust system of an internal combustion engine with a collection chamber with a jacket formed of sheet metal that is curved over at least part of its length and at least one exhaust pipe entering the collection chamber from the side, the entry point of the exhaust pipe being in the jacket surface.

The object of the present invention is to further develop a drive train for a motor vehicle of the type mentioned at the outset in such a way that the installation space of the drive train can be kept particularly small in a particularly advantageous manner.

This problem is solved by a drive train with the features of patent claim 1 . Advantageous configurations with expedient developments of the invention are specified in the remaining claims.

In order to further develop a drive train of the type specified in the preamble of patent claim 1 in such a way that the installation space of the drive train can be kept particularly small in a particularly advantageous manner, it is provided according to the invention that the drive train has an electric machine which is arranged coaxially to the output shaft and by means of a first clutch can be coupled to the output shaft and decoupled from the output shaft, as a result of which the output shaft can be driven by the electric machine, and that the exhaust tract is at least partially arranged below the engine block, with the main chamber being arranged next to the output shaft.

The motor vehicle is preferably designed as a motor vehicle, in particular as a passenger car or as a truck, it being possible for the motor vehicle to be driven at least partially by the internal combustion engine via the output shaft. At least one cylinder, which partially delimits the combustion chamber, is arranged in the engine block. The internal combustion engine includes an intake tract through which air can flow. The exhaust tract through which an exhaust gas of the internal combustion engine can flow can be referred to in particular as an exhaust system. Air can be supplied to the combustion chamber via the intake tract. Combustion processes take place in the combustion chamber, in which a fuel-air mixture is burned, resulting in the exhaust gas of the internal combustion engine. For this purpose, the fuel, which is in particular a liquid fuel, is introduced into the combustion chamber, in particular injected directly. The exhaust gas can be discharged from the combustion chamber via the exhaust tract. The exhaust tract is fluidically connected to the engine block via at least one exhaust gas connection point, which can be referred to in particular as a hot end, such that the exhaust gas can be routed from the combustion chamber into the exhaust tract. An exhaust gas aftertreatment device for cleaning the exhaust gas can be arranged in the exhaust tract. The exhaust gas aftertreatment device can be designed as a catalytic converter, in particular as a three-way catalytic converter or as an NO _x storage catalytic converter or as a diesel oxidation catalytic converter, or as a filter, in particular as a particle filter. In the catalytic converter, in particular, the exhaust gas from the internal combustion engine can be converted into harmless or non-toxic components by means of a chemical reaction. Solids, for example soot, located in the exhaust gas can be filtered out of the exhaust gas by means of the filter.

The output shaft of the internal combustion engine can in particular be designed as a crankshaft, with the output shaft extending at least essentially, in particular completely, in the vertical direction of the vehicle. In particular, this can be referred to as a vertical or approximately vertical arrangement of the output shaft. The vertical direction of the vehicle is understood to mean, in particular, a vertical direction perpendicular to a roadway on which the motor vehicle can move. The vertical direction of the vehicle can in particular be referred to as the yaw axis. Due to an extension of the output shaft that corresponds at least almost to the vertical direction of the vehicle, the internal combustion engine is installed in a position that can be described in particular as a vertical installation position of the internal combustion engine.

The drive shaft runs at least substantially transversely, in particular perpendicularly, to the Vehicle vertical direction and thus to the output shaft. The drive shaft corresponds at least essentially, in particular completely, to a transverse direction of the vehicle, which is perpendicular to the vertical direction of the vehicle and perpendicular to a longitudinal direction of the vehicle. The transverse direction of the vehicle can in particular be referred to as the pitch axis. The vehicle longitudinal direction corresponds to a longitudinal extension of the motor vehicle and corresponds to a driving direction of the motor vehicle when driving straight ahead. By means of the output shaft, the motor vehicle can be driven at least partially by the internal combustion engine via the drive shaft.

The electrical machine can in particular be referred to as an electric motor and has a stator connected to a housing and a rotor. The rotor is rotatable about a machine axis of rotation relative to the stator. The rotor is arranged coaxially to the output shaft and can be connected to the output shaft in a rotationally fixed manner by means of the first clutch. A non-rotatable connection is understood to mean a connection between two separately configured components which are connected to one another in such a way that at least relative rotations between the components and preferably in the axial direction and in the radial direction of the components relative movements between the components are suppressed or avoided.

The rotor of the electrical machine can be coupled to the output shaft of the internal combustion engine and decoupled from the output shaft by means of the first clutch. Coupling the electric machine to the output shaft means that the rotor can be coupled to the output shaft in a torque-transmitting manner, whereby, for example, the torque provided by the electric machine can be transmitted to the output shaft via the rotor. As a result, the output shaft can be driven and thus rotated about a shaft axis of rotation relative to a housing element of the internal combustion engine. The first clutch is arranged between the electric machine and the internal combustion engine in relation to a first torque flow running from the electric machine, in particular from the rotor, to the internal combustion engine, in particular the output shaft, via which the torque can be transmitted from the rotor to the output shaft , So that the first torque flow, especially when the first clutch is closed, runs through the first clutch. Alternatively, the first torque flow can run in the opposite direction from the internal combustion engine to the electric machine via the first clutch. The first clutch has, for example, a first clutch part and a second clutch part. The first clutch part can be non-rotatably connected to the rotor of the electric machine, and the second clutch part can be non-rotatably connected to the output shaft of the internal combustion engine.

The first clutch can be opened and closed, which means that the first clutch can be switched between an open state and a closed state. In the open state, the electric machine is decoupled from the internal combustion engine. In the closed state, the electric machine is coupled to the internal combustion engine. In the open state, the two clutch parts of the first clutch or the electric machine and the internal combustion engine are decoupled from one another, so that, for example, no torque or at most a first torque that is greater than 0 in particular can be transmitted between the two clutch parts or between the electric machine and the internal combustion engine . In the closed state, the two clutch parts are connected to one another in a torque-transmitting manner, in particular frictionally, such that a second torque that is greater than the first torque can be transmitted between the clutch parts or between the electric machine and the internal combustion engine. By means of the output shaft, the motor vehicle can be driven at least partially, in particular completely, by the internal combustion engine via the closed first clutch, via the rotor and via the drive shaft. The first clutch can be designed in particular as a frictional clutch, in particular as a friction clutch or a multi-plate clutch, or as a positive clutch, in particular as a claw clutch.

Electrical power can be converted into mechanical power by means of the electrical machine, as a result of which the rotor can be driven by the stator. The electrical power can be provided, for example, by an on-board network of the motor vehicle, with electrical energy being able to be drawn, for example, from an energy storage device, in particular from an accumulator or a battery. The electric machine can provide at least one torque via the rotor, in particular for driving the drive shaft. As a result, the motor vehicle can be driven by the electric machine at least partially, in particular completely and thus purely electrically. In particular, it can be a hybrid vehicle (PHEV). A hybrid vehicle can have both a combustion engine be driven both mechanically and by an electric motor. In other words, the motor vehicle can be driven by the internal combustion engine and/or the electric machine.

The electric machine can also be used to start the internal combustion engine. This can be understood in particular as starting or starting the internal combustion engine. In this case, the internal combustion engine changes from a deactivated state, in which combustion processes in the combustion chamber do not take place, to an activated state, in which combustion processes in the combustion chamber take place. When the internal combustion engine is started, the rotor of the electric machine can transmit torque to the output shaft via the closed first clutch, as a result of which the output shaft of the internal combustion engine can be accelerated, in particular from a standstill of the output shaft. As a result, the output shaft can be brought to a minimum speed required for operating the internal combustion engine, which can in particular be referred to as the idling speed.

The electrical machine can also be operated in generator mode. In the generator mode, mechanical power can be converted into electrical power, with the rotor being driven by the output shaft via the closed first clutch. The electrical power can be fed into the vehicle electrical system or into the energy storage device, for example.

Relative to the vertical direction of the vehicle, the exhaust tract is arranged at least partially, preferably completely or almost completely below the engine block. The main chamber is arranged next to the output shaft, which means that the main chamber and the output shaft are adjacent, in particular immediately adjacent. A vertical extent of the main chamber thus runs in the direction of the output shaft.

The invention is based in particular on the following findings and considerations: in a conventional drive train, the output shaft usually has a horizontal orientation, which can be referred to in particular as a horizontal output shaft, in particular a horizontal crankshaft, or as a parallel arrangement. The output shaft can be aligned in particular in the longitudinal direction of the vehicle or in the transverse direction of the vehicle. As a result, the drive train has a particularly large construction volume or a particularly large construction space, in particular in the longitudinal direction of the vehicle, as a result of which a crash length of the motor vehicle can be particularly short. In particular, a length of an area of the motor vehicle referred to as a crumple zone or a deformation zone can be referred to as a crash length, wherein in the event of a collision or an accident of the motor vehicle, the area deforms due to an impact and can thus absorb energy from the collision or an impact by means of deformation work. The deformation zone can run, for example, from the front of the motor vehicle, in particular a front apron, to the drive train, in particular the internal combustion engine, with the drive train not being part of the deformation zone. In a conventional drive train, the exhaust tract, in particular the exhaust connection point, is mostly arranged behind or in front of the engine block in relation to the longitudinal direction of the vehicle, or next to the engine block in relation to the transverse direction of the vehicle. This results in a particularly large installation space for the drive train, which results in a particularly short crash length.

In contrast, the installation space of the drive train, in particular in the longitudinal direction of the vehicle, can be kept particularly small in the drive train according to the invention due to the vertical arrangement of the output shaft. In particular, an integration of the electric machine into the drive train is possible with almost no overall length compared to the internal combustion engine and the output shaft, especially in the longitudinal direction of the vehicle, since the rotor is arranged coaxially to the vertical output shaft. In other words, the drive train is designed to be particularly compact. As a result, a particularly large crash length can be achieved, as a result of which safety, in particular passive safety, of the motor vehicle is particularly high. In addition, the drive train according to the invention has a particularly low weight and particularly low costs. A space gained compared to a conventional drive train can be used, for example, for an arrangement or a package of further components, in particular peripheral components. Since the main chambers of the exhaust system are at least partially arranged below the engine block, the drive train according to the invention has a particularly small installation space or system installation space requirement, with a simultaneous particularly large volume of the exhaust system. As a result, the crash length can be particularly increased. In addition, space is saved in the underbody, which can be used for the package of batteries and/or for a fuel tank. This is particularly advantageous for range extender applications. In addition, a control of the heating behavior of the internal combustion engine, which in particular as an active Thermoma nagement can be referred to, take place particularly advantageously. Furthermore, the weight and the costs of the exhaust system can be kept particularly low.

Further advantages, features and details of the invention result from the following description of preferred exemplary embodiments and from the drawings. The features and combinations of features mentioned above in the description and the features and combinations of features mentioned below in the description of the figures and/or shown alone in the figures can be used not only in the combination specified in each case, but also in other combinations or on their own, without going beyond the scope of the leave invention.

• 1 eine schematische Frontansicht eines erfindungsgemäßen Antriebsstrangs; und
• 2 eine schematische Seitenansicht eines erfindungsgemäßen Antriebsstrangs

show:

• 1 a schematic front view of a drive train according to the invention; and
• 2 a schematic side view of a drive train according to the invention

1 shows a schematic front view of a drive train 10 according to the invention for a motor vehicle, in particular for a motor vehicle preferably designed as a passenger car or as a truck. The drive train 10 has an internal combustion engine 12 , the motor vehicle being able to be driven at least partially via an output shaft of the internal combustion engine 12 . Internal combustion engine 12 has an engine block with at least one cylinder that partially delimits a combustion chamber. Internal combustion engine 12 includes an intake tract through which air can flow and an exhaust gas duct 13 through which exhaust gas from internal combustion engine 12 can flow. Air can be supplied to the combustion chamber via the intake duct. Combustion processes of a fuel-air mixture take place in the combustion chamber, from which the exhaust gas of the internal combustion engine 12 results. The exhaust gas can be discharged from the combustion chamber via the exhaust tract 13 . The exhaust tract 13 has at least one main chamber 13a. The exhaust gas tract 13 is fluidically connected to the engine block via at least one exhaust gas connection point in such a way that the exhaust gas can be routed from the combustion chamber into the exhaust gas tract 13 .

The output shaft can be designed as a crankshaft, for example. The output shaft extends at least essentially, in particular completely, in a vertical direction 14 of the vehicle, which can be referred to in particular as a vertical or vertical output shaft. An axis referred to as the output shaft axis 16, in the direction of which the output shaft extends, thus corresponds to the vertical direction 14 of the vehicle.

The drive train 10 has at least one drive shaft 18 which runs at least essentially, in particular completely, transversely or perpendicularly to the output shaft and thus to the vertical direction 14 of the vehicle. The drive shaft 18 extends in the direction of a vehicle transverse direction 20. The motor vehicle can be driven at least partially by the drive shaft of the internal combustion engine 12 via the drive shaft 18.

In order to create a drive train 10 which, in a particularly advantageous manner, has a particularly small installation space, the drive train 10 comprises an electric machine 22 which has a stator connected to a housing and a rotor. The rotor is rotatable relative to the stator about an engine axis of rotation and is coaxial with the input shaft whereby the engine axis of rotation and the output shaft axis 16 coincide.

The rotor of the electric machine 22 can be coupled to the output shaft of the internal combustion engine 12 and decoupled from the output shaft by means of a first clutch 24 . Coupling the rotor to the output shaft means that the rotor can be coupled to the output shaft in a torque-transmitting manner, as a result of which, for example, a torque provided by the electric machine 22 can be transmitted via the rotor to the output shaft. As a result, the output shaft can be driven and thus rotated about a shaft axis of rotation relative to a housing element of the internal combustion engine 12 . The first clutch 24 is arranged between the rotor and the output shaft in relation to a first torque flow running from the rotor to the output shaft, via which the torque can be transmitted from the rotor to the output shaft, so that the first torque flow occurs in particular when the first clutch 24 is closed via the first clutch 24 runs. The first torque flow may alternatively be reversed from the output shaft to the rotor via the first clutch 24 . The first clutch 24 can be designed in particular as a frictional clutch, in particular as a friction clutch or a multi-plate clutch, or as a positive clutch, in particular as a claw clutch. The exhaust tract 13 is, based on the vertical direction 14 of the vehicle, arranged at least partially, preferably completely or almost completely below the engine block. The main chamber 13a is arranged next to the output shaft, which means that the main chamber 13a and the output shaft are adjacent, in particular immediately adjacent. A vertical first The cover of the main chamber 13a thus runs in the direction of the output shaft.

The output shaft can be driven by the electric machine 22 via the closed first clutch 24 by means of the rotor, as a result of which the internal combustion engine 12 can be started by the electric machine 22 . Alternatively, when the electric machine 22 is in generator operation, the rotor can be driven by the output shaft of the internal combustion engine 12 via the closed first clutch 24, as a result of which electrical energy can be fed into an on-board network of the motor vehicle or an energy storage device.

In a particularly preferred embodiment of the invention, the drive train 10 has a second clutch 26 by means of which the rotor of the electric machine 22 can be coupled to the drive shaft 18 and can be decoupled from the drive shaft 18 . In the open state of the second clutch 26, the rotor and the drive shaft 18 are decoupled, in the closed state of the second clutch 26 the rotor and the drive shaft 18 are coupled. The second clutch 26 can be designed as a frictional clutch, in particular as a friction clutch or as a multi-plate clutch, or as a positive clutch, in particular a claw clutch. The second clutch 26 is related to a second torque flow running from the electric machine 22, in particular from the rotor, to the drive shaft 18, via which the torque can be transmitted from the rotor to the drive shaft 18, between the electric machine 22 and the drive shaft 18 arranged so that the second flow of torque, in particular when the second clutch 26 is closed, via the second clutch 26 runs. The second flow of torque may alternatively be from the drive shaft 18 via the second clutch 26 to the rotor. The motor vehicle can be driven at least partially, in particular completely, by the electric machine 22 via the drive shaft 18 via the closed second clutch 26 . Alternatively or additionally, the motor vehicle can be driven at least partially, in particular completely, via the closed first clutch 24, the rotor, the closed second clutch 26 and via the drive shaft 18 from the output shaft of the internal combustion engine 12.

In a preferred embodiment, at least one transmission device 28 is arranged between the electric machine 22 and the drive shaft 18 , so that the second flow of torque runs via the transmission device 28 . The transmission device 28 is preferably arranged between the second clutch 26 and the drive shaft 18 . The transmission device 28 can be understood in particular as a deforming element referred to as a transmission, with which movement variables, in particular rotational speed and torque, can be changed or adapted. The transmission device 28 is preferably designed as a differential gear. Alternatively, the differential gear can be provided in addition to the gear device 28 , the differential gear being configured separately from the gear device 28 . In particular, a planetary gear, in particular a planetary gear, with an input and two outputs can be referred to as a differential gear, differential gear, axle differential or differential. By means of the differential gear, two wheels of the motor vehicle can be driven in such a way that the wheels can rotate at different speeds but with the same propulsive force when the motor vehicle is cornering.

In further configurations, the internal combustion engine 12 is designed as a boxer engine. A boxer engine is in particular a multi-cylinder reciprocating engine with at least two cylinders, the cylinders being arranged opposite one another, which can be referred to in particular as a bank angle of 180° (degrees). The output shaft, in particular the crankshaft, is arranged between the cylinders. The installation space, in particular in the longitudinal direction of the vehicle, of the drive train 10 can be kept particularly small by means of the boxer engine.

2 shows the drive train 10 in a schematic side view. In particular because the electric machine 22 is arranged below the internal combustion engine 12 in relation to the vertical direction of the vehicle, the drive train 10 has a particularly small installation space, in particular in a vehicle longitudinal direction 30 . As a result, a crash length of the motor vehicle, which is illustrated with a double arrow 32, can be particularly increased. In particular, a length of an area of the motor vehicle referred to as a crumple zone or a deformation zone can be referred to as a crash length, wherein in the event of a collision or an accident of the motor vehicle, the area can deform as a result of an impact and can thus absorb energy from the collision or an impact by means of deformation work . The deformation zone can, for example, run from a vehicle front 34 of the motor vehicle, in particular a front apron, to the drive train 10, in particular the internal combustion engine 12, with the drive train 10 not being part of the deformation zone.

In one embodiment of the invention, the drive train 10 is mounted or attached by means of at least one bearing 36 to a structure 38 of the motor vehicle, which can be designed in particular as a self-supporting body, which consists of 1 emerges. The bearing 36 can in particular be referred to as an engine bearing, wherein the bearing 36 can be designed as a hydraulic bearing or a hydraulic engine bearing.

In a further embodiment, the main chamber 13a, in relation to the vertical direction 14 of the vehicle, can be delimited at the bottom by the drive shaft 18 . This means that a deepest extension of the main chamber 13a located in the vertical direction 14 of the vehicle can be located above the drive shaft 18 . The main chamber 13a preferably extends in the vehicle longitudinal direction 30 of the motor vehicle in front of and/or behind the drive shaft 18 to below the drive shaft 18, relative to the vertical direction 14 of the vehicle. In other words, the main chamber 13a is downward, relative to the vertical direction 14 of the vehicle Although delimited by the drive shaft 18, the main chamber 13a protrudes in front of and/or behind the drive shaft 18, in relation to the longitudinal direction 30 of the vehicle, under the drive shaft 18. This means that the main chamber 13a is extended in front of and/or behind the drive shaft 18 in the direction of a roadway of the motor vehicle. This is in the in 2 shown embodiment, in which the main chamber 13a extends behind the drive shaft 18 to below the drive shaft 18.

In a further embodiment, the exhaust tract 13 is connected to the engine block by means of at least one outlet flange 40 at the exhaust connection point, as a result of which the exhaust tract 13 is at least partially fixed to the engine block by means of the outlet flange 40, and the exhaust tract 13 is fluidically connected to the combustion chamber. As a result, the exhaust tract 13 can be mounted in a particularly advantageous manner.

In a particularly preferred embodiment of the invention, the exhaust tract 13 has at least two main chambers 13a, b, which can be connected to one another over a surface area and/or by means of pipes. The output shaft is arranged between the main chambers 13a, b, as a result of which a particularly large volume of the exhaust gas tract 13 can be achieved in a particularly advantageous manner. The main chambers 13a, b preferably form a cooling channel 42, through which a cooling medium can flow, for cooling the drive train 10, in particular the internal combustion engine 12, which is located outside the exhaust tract 13. The cooling channel 42 is therefore located between the main chambers 13a, b, is at least partially delimited by the main chambers 13a, b and is designed as a chimney. The main chambers 13a, b assume a flow-guiding function of the cooling medium. The cooling medium is air, for example.

In a preferred embodiment, the output shaft, the electric machine 22 and the first clutch 24 are at least partially surrounded by a shielding plate 44 , with the shielding plate 44 being arranged in the cooling channel 42 . The shielding plate 44 can in particular have a cylindrical shape. As a result, the cooling channel 42 is divided by the shielding plate 44 into two separate partial areas 46, 48. The first partial area 46 is delimited directly by the main chambers 13a, b. The second sub-area 48 directly surrounds the output shaft, the first clutch 24 and the electric machine 22. Coolant can preferably be routed in front of and/or behind and/or into the shielding plate 44, whereby the first sub-area 46 and/or the second sub-area 48 of the cooling medium can flow through. As a result, the drive train 10, in particular the internal combustion engine 12 and the output shaft and the electric machine 22 and the first clutch 24, can be cooled in a particularly advantageous manner, with the output shaft, the electric machine 22 and the first clutch 24 being at least partially shielded by the first partial region 46 are, so that different cooling capacities can be displayed in each of the two sections 46, 48. As a result, a heating behavior of the internal combustion engine 12 can be controlled and improved particularly well. A possible coolant flow or a possible path of the coolant is outlined by way of example in the figures by means of the arrows K. The heating behavior can in particular be referred to as active thermal management, with both partial areas 46, 48 being able to be used for active thermal management. The second clutch 26 is preferably also surrounded by the shielding plate 44 and is thus arranged in the second partial area of the cooling channel 42 .

Reference List

10

powertrain

12

internal combustion engine

13

exhaust tract

13a

main chamber

13b

main chamber

14

vehicle elevation

16

output shaft axis

18

drive shaft

20

vehicle transverse direction

22

electric machine

24

first clutch

26

second clutch

28

gear mechanism

30

vehicle longitudinal direction

32

crash length

34

vehicle front

36

storage

38

construction

40

outlet flange

42

cooling channel

44

shield plate

46

first section

48

second section

K

coolant flow

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 4024801 A1 [0002]
• DE 3004647 A1 [0002]
• DE 19526086 A1 [0003]

Claims (10)

Drive train (10) for a motor vehicle, with an internal combustion engine (12) with an output shaft which extends at least essentially in the vertical direction (14) of the vehicle and by means of which a drive shaft (18) of the motor vehicle running transversely to this can be driven, and wherein the internal combustion engine an engine block which comprises at least one combustion chamber and has an exhaust gas tract (13) through which an exhaust gas from the internal combustion engine can flow and which has at least one main chamber (13a), characterized in that the drive train (10) comprises an electric machine (22) which is coaxial with the output shaft is arranged and can be coupled to the output shaft and decoupled from the output shaft by means of a first clutch (24), as a result of which the output shaft can be driven by the electric machine (22), and that the exhaust tract (13) is arranged at least partially below the engine block, wherein the main chamber (13a) next to the output we ll is arranged. Drive train (10) after claim 1 characterized in that the main chamber (13a) is delimited downwards by the drive shaft (18) in relation to the vertical direction (14) of the vehicle. Drive train (10) after claim 1 or 2 characterized in that the main chamber (13a) extends in a vehicle longitudinal direction (30) of the motor vehicle in front of and/or behind the drive shaft (18) below the drive shaft (18) relative to the vehicle vertical direction (14). Drive train (10) according to one of the preceding claims, characterized in that the exhaust tract (13) is connected to the engine block by means of at least one outlet flange (40), whereby the exhaust tract (13) is at least partially fixed by means of the outlet flange (40), wherein the exhaust tract (13) is fluidically connected to the combustion chamber. Drive train (10) according to one of the preceding claims, characterized in that the exhaust tract (13) has at least two main chambers (13a, b). Drive train (10) after claim 5 , characterized in that the main chambers (13a, b) form a cooling duct (42) through which a cooling medium can flow, which is located outside the exhaust tract (13). Drive train (10) after claim 6 , characterized in that the output shaft, the electric machine (22) and the first clutch (24) are arranged in the cooling channel (42). Drive train (10) after claim 7 , characterized in that the output shaft, the electric machine (22) and the first clutch (24) are at least partially surrounded by a shielding plate (44), the shielding plate (44) being arranged in the cooling duct (42). Drive train (10) after claim 8 , characterized in that coolant can be guided in front of and/or behind and/or into the shielding plate (44). Drive train (10) according to one of the preceding claims, characterized by a second clutch (26) by means of which the electric machine (22) can be coupled to the drive shaft (18) and decoupled from the drive shaft (18).

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