DE102019008946A1 - Exhaust system for an internal combustion engine of a motor vehicle, in particular a motor vehicle - Google Patents

Abstract

The invention relates to an exhaust system (10) for an internal combustion engine (11) of a motor vehicle, with an exhaust tract (12) through which exhaust gas from the internal combustion engine (11) can flow and in which an exhaust gas aftertreatment device (14) is arranged, which has at least one particle filter (18) and has at least one burner (30), by means of which a burner exhaust gas can be provided by burning a fuel-air mixture which comprises air supplied to the burner (30) and fuel supplied to the burner (30) and into the exhaust gas tract (12 ) can be introduced, as a result of which heating and thereby regeneration of the particle filter (18) can be brought about, comprising a suction device (36) arranged in the exhaust tract (12) downstream of the particle filter (18), by means of which air is supplied to regenerate the particle filter (18) at least one second inlet point (E2) arranged upstream of the particle filter (18) into the exhaust tract (12) is fundable.

Description

The invention relates to an exhaust system for an internal combustion engine of a motor vehicle, in particular a motor vehicle, according to the preamble of claim 1.

Such an exhaust system for an internal combustion engine of a motor vehicle, in particular a motor vehicle, is already the DE 2012 216 449 A1 as known. The exhaust system has an exhaust tract through which exhaust gas from the internal combustion engine can flow and in which an exhaust gas aftertreatment device of the exhaust system is arranged. The exhaust gas can be aftertreated by means of the exhaust gas aftertreatment device through which the exhaust gas can flow. For this purpose, the exhaust gas aftertreatment device has, for example, at least one oxidation catalytic converter and at least one particle filter arranged downstream of the oxidation catalytic converter in the flow direction of the exhaust gas flowing through the exhaust system, by means of which particles, in particular soot particles, can be filtered out of the exhaust gas. The exhaust gas aftertreatment device also includes at least one burner, by means of which a fuel-air mixture can be burned. By burning the fuel-air mixture, a burner exhaust gas is generated, which is provided by the burner and is or can be introduced into the exhaust gas tract at an inlet point. By introducing the burner exhaust gas into the exhaust gas tract, the particle filter can be heated and, as a result, the particle filter can be regenerated or cleaned. The regeneration or cleaning of the particle filter can in particular be understood to mean that particles received in the particle filter, in particular soot particles, are at least partially removed from the particle filter. The fuel-air mixture comprises air fed to the burner and, in particular liquid, fuel or fuel fed to the burner.

Furthermore, the DE 10 2009 043 087 A1 an internal combustion engine, with a combustion air system, which leads combustion air to the working cylinder of the internal combustion engine. Besides, the DE 10 2010 027 984 A1 a method for operating an exhaust system of an internal combustion engine can be found as known.

The object of the present invention is to further develop an exhaust system of the type mentioned at the beginning in such a way that the particle filter can be regenerated particularly advantageously.

This object is achieved by an exhaust system with the features of claim 1. Advantageous configurations with expedient developments of the invention are specified in the remaining claims.

In order to further develop an exhaust system of the type specified in the preamble of claim 1 in such a way that the particle filter can be regenerated particularly advantageously and in particular also particularly advantageously when combustion processes are omitted in the internal combustion engine, in particular in all combustion chambers of the internal combustion engine, according to the invention, one of the Internal combustion engine different, provided in addition to the internal combustion engine suction device, which is arranged in the exhaust tract. The suction device is arranged downstream of the particle filter in the flow direction of the exhaust gas flowing through the exhaust tract. By means of the suction device, air, in particular from the surroundings of the exhaust system and the internal combustion engine and in particular from the surroundings of the motor vehicle, can be conveyed into the exhaust tract and preferably thereby into the particle filter for the regeneration or cleaning of the particle filter. The air, which preferably comes from the surroundings of the exhaust system and the internal combustion engine, in particular from the surroundings of the motor vehicle as a whole, contains oxygen, so that, by means of the invention, an excess of air or oxygen can be realized particularly advantageously in the exhaust tract upstream of the particle filter. This allows the particle filter to be regenerated or cleaned in a particularly advantageous manner, since, for example, particles, in particular soot particles, received in the particle filter are oxidized with the aid of the air or with the aid of the oxygen contained in the air and can thus be burned off and thus removed from the particle filter. The above-mentioned excess of air or oxygen can be realized in the invention in the exhaust gas tract upstream of the particle filter without undesirably influencing the operation of the burner. The air or oxygen excess in the exhaust tract upstream of the particle filter can thus be advantageously implemented, while the burner, for example, can be operated with a particularly advantageous, in particular stoichiometric, combustion air ratio and thus, for example, with lambda = 1. As a result, the burner can be operated particularly favorably, in particular with particularly favorable efficiency and particularly low emissions, so that the particle filter can be regenerated particularly advantageously.

In particular, the invention makes it possible to regenerate the particle filter while the internal combustion engine is deactivated or combustion processes in the internal combustion engine, in particular in its or all combustion chambers of the internal combustion engine, are omitted. Expressed again in other words, the invention makes it possible to regenerate the particle filter while the internal combustion engine is not operated in a fired manner, which is also referred to as internal combustion engine operation. Thus, for example, the invention makes it possible to regenerate the particle filter during a hybrid or electric drive of the motor vehicle, which is preferably, in particular purely, electrically driven during the hybrid or electric drive. Overall, it can be seen that the burner is used as a heating element in order to heat the particulate filter, which is designed as a diesel particulate filter (DPF), for example, and then to regenerate it without any engine combustion taking place, i.e. without combustion processes taking place in the internal combustion engine. The invention is based in particular on the knowledge that an excess of air or oxygen in the exhaust tract upstream of the particle filter is advantageous in order to be able to advantageously oxidize soot in the particle filter. This is now possible through the invention without undesirably influencing the operation of the burner. The burner can thus be operated in a particularly advantageous manner, in particular in a particularly favorable manner in terms of efficiency and emissions, without having to accept losses in the regeneration of the particle filter. For example, in order to regenerate the particle filter while the internal combustion engine is deactivated or while the motor vehicle is being driven electrically, the from the DE 10 2015 015 794 A1 and from the DE 10 2016 014 225 A1 , the disclosures and contents of which are to be viewed in full as part of this disclosure, known methods are used.

The suction device sucks the air, for example, from at least one of the combustion chambers of the internal combustion engine, from several of the combustion chambers of the internal combustion engine or from all of the combustion chambers of the internal combustion engine, to and into the exhaust tract, in particular into the particle filter, so that the air, for example, from the internal combustion engine or out originates from at least one combustion chamber of the internal combustion engine. The air can thus be sucked through the internal combustion engine, also referred to as engine or internal combustion engine, by means of the suction device, in particular through its combustion chambers, and thus sucked in and sucked into the exhaust tract, in particular into the particle filter. The air comes, for example, from an exhaust gas tract through which the air can flow, by means of which the air can be guided to and in particular into the combustion chambers. It can thus be provided that the suction device sucks the air out of the exhaust tract of the internal combustion engine via at least one of the combustion chambers of the internal combustion engine and thus sucks or conveys the air through the at least one combustion chamber and subsequently sucks it in or delivers it into the exhaust tract.

Furthermore, it is conceivable that the air that is sucked in by means of the suction device and thereby sucked into the exhaust gas tract and thus conveyed bypasses the internal combustion engine, that is to say the or all combustion chambers of the internal combustion engine. For this purpose, a bypass line, also referred to as a bypass or bypass line, is provided, for example, which is fluidly connected or can be connected to the exhaust gas tract, for example, at the second inlet point. The air, which can be conveyed through the line by means of the suction device, can be introduced into the exhaust tract at the second introduction point via the bypass line. The bypass line and thus the air flowing through the bypass line bypass the internal combustion engine, i.e. the or all combustion chambers of the internal combustion engine, so that the air flowing through the bypass line does not flow through the combustion chambers of the internal combustion engine.

The bypass line is fluidly connected or connectable to the aforementioned intake tract, for example, with fresh air flowing through the intake tract. The fresh air can be guided into the combustion chambers, in particular into all combustion chambers, of the internal combustion engine by means of the intake tract. In this case, for example, at least part of the fresh air flowing through the intake tract can be branched off from the intake tract by means of the bypass line, thereby introduced into the bypass line and guided to the second introduction point by means of the bypass line. The fresh air diverted from the intake tract, i.e. the aforementioned part of the fresh air, is the aforementioned air, which can be introduced or is introduced into the exhaust tract, for example, by means of the bypass line at the second introduction point, in particular bypassing the or all combustion chambers of the internal combustion engine. It is therefore conceivable that the suction device sucks in the air that is introduced into the exhaust tract from the intake tract and conveys it through at least one of the combustion chambers and / or the suction device sucks the air in from the intake tract, the air being the or all combustion chambers of the Internal combustion engine bypasses and flows into the exhaust tract at the second discharge point, for example via the bypass line.

It is conceivable that the bypass line is an exhaust gas recirculation line, by means of which, for example, in an exhaust gas recirculation mode, at least part of the exhaust gas flowing through the exhaust gas tract and resulting from the internal combustion engine or fired operation of the internal combustion engine, in particular a second inlet point, branches off from the exhaust gas tract to the intake tract can return and introduce into the intake tract. Thus, the exhaust gas recirculation line is used inversely or vice versa with respect to the exhaust gas recirculation mode in order to introduce the air, which is advantageous for this purpose, into the exhaust gas tract to regenerate the particle filter. Furthermore, it is conceivable that the bypass line is a line provided in addition to the exhaust gas recirculation line and different from the exhaust gas recirculation line or an exhaust gas recirculation line for guiding the air.

Overall, it can be seen that the suction device, also referred to as the suction device, is particularly advantageously suitable for sucking in the air, in particular from a fresh air side, so that a particularly advantageous combustion air ratio, in particular a particularly large and, for example, greater than 1, combustion air ratio directly in front of the particle filter in the exhaust gas tract (Lambda) can be created.

• - Gewährleistung einer verlässlichen Reinigung beziehungsweise Regeneration des Partikelfilters, insbesondere in einem hybridischen Betrieb, in welchem beispielsweise das Kraftfahrzeug, insbesondere rein, elektrisch angetrieben wird
• - der Kraftstoffverbrauch und die Emissionen können während der Regeneration des Partikelfilters besonders gering gehalten werden, somit Verringerung von Gesamt-Kraftstoffverbrauch und Gesamt-Emissionen bei dem beispielsweise als Hybrid-Fahrzeug, insbesondere als Diesel-Hybrid-Fahrzeug, ausgebildeten Kraftfahrzeug
• - zumindest im Wesentlichen kontinuierliche Reinigung des beispielsweise als Dieselpartikelfilter ausgebildeten Partikelfilters möglich
• - Entfall Brennverfahren zur Regeneration des Partikelfilters
• - Erhöhung des elektrischen Fahrerlebnisses durch Reduzierung des verbrennungsmotorischen Betriebs während der Regeneration des Partikelfilters
• - Möglichkeit zur Regeneration des Partikelfilters in zumindest nahezu allen Fahrsituationen zur Vermeidung von Überbeladung des Partikelfilters und damit einhergehenden Folgen wie beispielsweise Filterbruch, nicht kontrollierbarer Temperaturen in der Abgasanlage et cetera
• - höhere Variabilität bei der Anordnung des Partikelfilters in dem Gesamtsystem der Abgasanlage und somit Bauraumvorteile

In particular, the invention can achieve the following advantages:

• Ensuring reliable cleaning or regeneration of the particle filter, in particular in hybrid operation in which, for example, the motor vehicle is driven electrically, in particular in a pure manner
• The fuel consumption and the emissions can be kept particularly low during the regeneration of the particulate filter, thus reducing overall fuel consumption and overall emissions in the motor vehicle, which is designed, for example, as a hybrid vehicle, in particular as a diesel-hybrid vehicle
• - At least substantially continuous cleaning of the particulate filter embodied, for example, as a diesel particulate filter is possible
• - No combustion process for regeneration of the particle filter
• - Increase of the electric driving experience by reducing the combustion engine operation during the regeneration of the particulate filter
• - Possibility of regenerating the particulate filter in at least almost all driving situations to avoid overloading the particulate filter and the associated consequences such as filter breakage, uncontrollable temperatures in the exhaust system, etc.
• - greater variability in the arrangement of the particle filter in the overall system of the exhaust system and thus advantages in terms of installation space

Further advantages, features and details of the invention emerge from the following description of preferred exemplary embodiments and on the basis of the drawing. The features and combinations of features mentioned above in the description as well as 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 respectively specified combination, but also in other combinations or alone, without the scope of the Invention to leave.

• 1 eine schematische Darstellung einer erfindungsgemäßen Abgasanlage für eine Verbrennungskraftmaschine eines Kraftfahrzeugs gemäß einer ersten Ausführungsform;
• 2 eine schematische Darstellung der Abgasanlage gemäß einer zweiten Ausführungsform; und
• 3 eine schematische Darstellung der Abgasanlage gemäß einer dritten Ausführungsform.

The drawing shows in:

• 1 a schematic representation of an exhaust system according to the invention for an internal combustion engine of a motor vehicle according to a first embodiment;
• 2 a schematic representation of the exhaust system according to a second embodiment; and
• 3 a schematic representation of the exhaust system according to a third embodiment.

Identical or functionally identical elements are provided with the same reference symbols in the figures.

1 shows a schematic representation of an exhaust system 10 for an internal combustion engine 11 of a motor vehicle. The motor vehicle is preferably designed as a motor vehicle, in particular as a passenger car and utility vehicle, and in its fully manufactured state has the exhaust system 10 and the internal combustion engine, also known as the internal combustion engine or motor 11 on, by means of which the motor vehicle can be driven. The internal combustion engine 11 has a housing element designed, for example, as a crankshaft, for example as a cylinder crankcase 13th on which at least one or more cylinders 15th forms or limits. The respective cylinder 15th at least partially delimits a respective combustion chamber 17th the internal combustion engine 11 . In the respective combustion chamber 17th For example, a respective piston is received in a translationally movable manner, so that the respective combustion chamber 17th partly by the respective piston and partly by the respective cylinder 15th is limited. during one also as internal combustion engine operation designated, fired operation of the internal combustion engine 11 run in the combustion chambers 17th and thus in the internal combustion engine 11 Combustion processes. As part of the respective combustion process, a fuel-air mixture is burned, resulting in exhaust gas from the internal combustion engine 11 results.

Here is the exhaust system 10 from the exhaust gas of the internal combustion engine 11 , that is, from the exhaust gas from the or all combustion chambers 17th the internal combustion engine 11 permeable. The exhaust system 10 one of the exhaust gas of the internal combustion engine 11 through-flow exhaust tract 12th on, in which one of the exhaust gas of the internal combustion engine 11 , that is, from the exhaust gas from the combustion chambers 17th Through-flow exhaust gas aftertreatment device 14th is arranged. By means of the exhaust gas aftertreatment device 14th is or will be the exhaust gas of the internal combustion engine 11 to be post-treated or post-treated. For this purpose, the exhaust gas aftertreatment device comprises 14th a first aftertreatment component 16 , which can have an oxidation catalyst designed, for example, as a diesel oxidation catalyst (DOC). Alternatively or additionally, the aftertreatment component can be used 16 have a nitrogen oxide storage catalytic converter, also referred to as NSK or NSC, by means of which nitrogen oxides from the exhaust gas can be stored at least temporarily.

The exhaust aftertreatment device 14th also has a particulate filter designed, for example, as a diesel particulate filter (DPF) 18th on, which is in the flow direction of the exhaust tract 13th exhaust gas flowing through downstream of the aftertreatment component 16 is arranged. Illustrated in 1 an arrow 19th that the exhaust tract 12th exhaust gas flowing through, in particular its direction of flow or mass flow. The exhaust aftertreatment device 14th also has an SCR catalytic converter 20th on which is downstream of the particulate filter 18th is arranged. The aftertreatment component 16 , the particle filter 18th and the SCR catalytic converter 20th are arranged, for example, in an engine compartment of the motor vehicle, in the engine compartment of which the internal combustion engine is also located 11 is arranged. 1 shows a first embodiment of the exhaust system 10 , while 2 a second embodiment of the exhaust system 10 , and 3 a third embodiment of the exhaust system 10 shows. The first embodiment is, for example, a hot-end variant, which is also referred to as a hot-end variant. The second embodiment and the third embodiment are, for example, so-called cold-end variants, which are also referred to as cold-end variants.

In the third embodiment, the exhaust gas aftertreatment device 14th further aftertreatment components 22nd and 24 have which downstream of the particulate filter 18th and in particular downstream of the SCR catalytic converter 20th are arranged. Here is the aftertreatment component 22nd downstream of the SCR catalytic converter 20th arranged while the aftertreatment component 24 downstream of the aftertreatment component 22nd is arranged. The aftertreatment components 22nd and 24 are, for example, so-called underbody components which are arranged outside the engine compartment and thereby underneath an underbody of the motor vehicle formed, for example, by a self-supporting body of the motor vehicle. The aftertreatment component 22nd is for example an SCR catalytic converter. The aftertreatment component 24 includes, for example, a further SCR catalytic converter and / or an ammonia barrier catalytic converter, also referred to as ASC, which absorbs unused and thus excess ammonia and can store it at least temporarily. The exhaust aftertreatment device 14th also includes a metering element 26th , by means of which a particularly liquid reducing agent is applied to a downstream of the aftertreatment component 16 and upstream of the SCR catalyst 20th , especially upstream of the particulate filter 18th , arranged introduction point in the exhaust tract 12th introduced, in particular injected, can be. The SCR catalytic converter 20th is designed to catalytically effect or support the selective catalytic reduction (SCR). In the context of SCR, nitrogen oxides contained in the exhaust gas react with ammonia to form nitrogen and water, whereby nitrogen oxides contained in the exhaust gas are at least partially removed from the exhaust gas. This is also known as exhaust gas denitrification. The ammonia comes from the reducing agent or is the aforementioned reducing agent. Upstream of the aftertreatment component 22nd and that downstream of the SCR catalytic converter 20th a further introduction point can be arranged, at which by means of a further metering element 28 the reducing agent in the exhaust tract 12th introduced, in particular injected, can be. The particle filter 18th has, for example, a coating that is catalytically effective for the SCR and is thus designed, for example, as an sDPF.

The exhaust system 10 also includes a burner 30th which can be supplied with a particularly liquid fuel and with air. This can, for example, in the burner 30th a fuel-air mixture, also known simply as a mixture, is formed, which is the air that the burner 30th and the fuel that goes to the burner 30th is supplied, includes. By means of the burner 30th , especially in the burner 30th , the mixture is burned, creating a Burner exhaust gas is formed. The burner 30th can provide its burner exhaust gas and at an inlet point E. in the exhaust tract 12th initiate. The burner exhaust gas can then flow through the exhaust gas tract as a mass flow at a high temperature 12th and in particular through the particulate filter 18th flow through so that the particle filter 18th can be heated by means of the burner exhaust gas. The particle filter can use the burner exhaust gas 18th in particular are heated in such a way that by heating the particle filter 18th a regeneration or cleaning of the particle filter 18th is effected. In the first embodiment, the discharge point is E. upstream of the particulate filter 18th and downstream of the aftertreatment component 16 arranged. It is conceivable that the introduction point and the discharge point E. in the direction of flow of the exhaust tract 12th exhaust gas flowing through are arranged at the same level or offset from one another.

In 1 illustrates an arrow 32 the aforementioned air that the burner 30th is fed. In particular, the arrow illustrates 32 a so-called secondary air supply, in the context of which, for example, the burner 30th is supplied with the air to form the fuel-air mixture. Out 2 and 3 can be seen that the aftertreatment components 22nd and 24 are not provided in the second embodiment and are therefore omitted. In addition, in the exhaust tract 12th , especially downstream of the aftertreatment component 22nd and or 24 , an exhaust flap 34 can be arranged, by means of which the exhaust gas can be dammed up as required.

To now the particulate filter 18th in particular to be able to regenerate especially when in the or all combustion chambers 17th the internal combustion engine 11 Combustion processes do not occur and, for example, the motor vehicle, in particular pure, is electrically driven, is in the exhaust tract 12th downstream of the particulate filter 18th a suction device that can be operated electrically, for example 36 ( 2 and 3 ) arranged. The suction device 36 is downstream of the SCR catalytic converter 20th , especially downstream of the aftertreatment components 22nd and 24 , arranged. Out 2 and 3 it can be seen that the suction device 36 downstream of the exhaust flap 34 can be arranged.

By means of the suction device 36 is or will be used to regenerate the particulate filter 18th Air to at least one upstream of the particulate filter 18th arranged, second introduction point into the exhaust tract can be conveyed or conveyed into it. In the first embodiment, the aforementioned, second introduction point can be seen and is denoted by E2. In the first embodiment it is provided that the air, which by means of the suction device 36 at the discharge point E2 in the exhaust tract 12th conveyed into it and subsequently, for example, into the particle filter 18th is promoted into it, from at least one of the combustion chambers 17th , in particular from the or all combustion chambers 17th , the internal combustion engine 11 originates.

The internal combustion engine 11 For example, an intake tract, not shown in the figures, is assigned through which fresh air can flow. The fresh air is conveyed to and in particular into the combustion chambers by means of the intake tract 17th directed. In the first embodiment it is provided, for example, that the suction device 36 the air from the intake tract via the at least one combustion chamber 17th sucks in and thus the air via the at least one combustion chamber 17th from the intake tract into the exhaust tract 12th conveyed in, in particular sucked in. This means that the air, which by means of the suction device 36 sucked in and thereby in the exhaust tract 12th is sucked in or conveyed in, at least a part of the intake tract and then the at least one combustion chamber 17th flows through and then into the exhaust tract 12th flows in.

It is also conceivable that the air or all of the combustion chambers 17th bypasses. For this purpose, a bypass line, not shown in the figures, is provided, for example, which fluidically connects to the exhaust tract at a connection point 12th connected is. The connection point is, for example, downstream of the or all combustion chambers 17th and upstream of the particulate filter 18th arranged. The air drawn by the suction device 36 sucked in and subsequently into the exhaust tract 12th is conveyed in or sucked in, is by means of the suction device 36 sucked in from the bypass line and thus into the exhaust tract 12th conveyed in and thereby through the bypass line by means of the suction device 36 promoted through. The air drawn by the suction device 36 is conveyed through the bypass line, flows through the bypass line and bypasses all combustion chambers 17th the internal combustion engine 11 so that the air flowing through the bypass line does not pass through any of the combustion chambers 17th and thus not by the internal combustion engine 11 flows through it. The bypass line is fluidically connected to the intake tract at a second connection point, for example, the second connection point in the flow direction of the air or fresh air flowing through the intake tract upstream of the or all combustion chambers 17th is arranged. It can be seen that the air drawn by means of the suction device 36 is conveyed out of the intake tract, at least part of the fresh air flowing through the intake tract is or can be.

By means of the suction device 36 can in the exhaust tract 12th upstream of the particulate filter 18th an excess of air and thus oxygen can be realized without the burner 30th to have an unfavorable influence in its operation. As a result, the burner can 30th are operated in a particularly efficient and low-emission manner, and the particle filter 18th can be regenerated particularly advantageously.

List of reference symbols

10

Exhaust system

11

Internal combustion engine

12th

Exhaust tract

13th

Housing element

14th

Exhaust aftertreatment device

15th

cylinder

16

Aftertreatment component

17th

Combustion chamber

18th

Particle filter

19th

arrow

20th

SCR catalytic converter

22nd

Aftertreatment component

24

Aftertreatment component

26th

Dosing element

28

Dosing element

30th

burner

32

arrow

34

Exhaust flap

36

Suction device

E.

Discharge point

E2

Discharge point

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed 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 2012216449 A1 [0002]
• DE 102009043087 A1 [0003]
• DE 102010027984 A1 [0003]
• DE 102015015794 A1 [0007]
• DE 102016014225 A1 [0007]

Claims (6)

Exhaust system (10) for an internal combustion engine (11) of a motor vehicle, with an exhaust gas tract (12) through which exhaust gas from the internal combustion engine (11) can flow and in which an exhaust gas aftertreatment device (14) is arranged, which has at least one particle filter (18) and at least one burner ( 30), by means of which a burner exhaust gas can be provided by burning a fuel-air mixture which comprises air supplied to the burner (30) and fuel supplied to the burner (30) and can be introduced into the exhaust gas tract (12) at an inlet point (E), whereby a heating and thereby a regeneration of the particle filter (18) can be brought about, characterized by a suction device (36) arranged in the exhaust tract (12) downstream of the particle filter (18), by means of which, for the regeneration of the particle filter (18), air is supplied to at least one upstream of the particle filter (18) arranged, second inlet point (E2) can be conveyed into the exhaust tract (12). Exhaust system (10) Claim 1 , characterized in that the air can be conveyed into the exhaust tract (12) from at least one combustion chamber (17) of the internal combustion engine (11) by means of the suction device (36). Exhaust system (10) Claim 1 or 2 , characterized in that a bypass line is fluidically connected to the exhaust gas tract (12) at the second inlet point (E2), via which the air, which can be conveyed through the bypass line by means of the suction device (36), at the second inlet point (E2) in the exhaust tract (12) can be introduced. Exhaust system (10) Claim 3 , characterized in that the bypass line is fluidically connected to an intake tract through which fresh air can flow, which can be guided into combustion chambers (17) of the internal combustion engine (11) by means of the intake tract. Exhaust system (10) Claim 4 , characterized in that at least part of the fresh air flowing through the intake tract can be branched off from the intake tract by means of the bypass line, can thereby be introduced into the bypass line, can be guided by means of the bypass line to the second inlet point (E2) and as the air at the second inlet point (E2) in the exhaust tract (12) can be introduced. Exhaust system (10) Claim 4 or 5 , characterized in that the bypass line is an exhaust gas recirculation line, by means of which at least part of the exhaust gas flowing through the exhaust gas tract (12), in particular at the second inlet point (E2), can be branched off from the exhaust gas tract and introduced into the intake tract.

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