EP2646660A1

EP2646660A1 - Muffler for exhaust systems

Info

Publication number: EP2646660A1
Application number: EP11791534.8A
Authority: EP
Inventors: Pamela Kess; Roland Kess
Original assignee: Kesstech GmbH
Current assignee: KESSTECH GmbH
Priority date: 2010-12-02
Filing date: 2011-12-02
Publication date: 2013-10-09
Anticipated expiration: 2031-12-02
Also published as: US20130247865A1; DE102010064088A1; US9540996B2; EP2646660B2; EP2646660B1; WO2012072789A1

Abstract

The invention relates to a muffler for motor vehicle exhaust systems comprising an internal combustion engine. Said muffler comprises an exhaust gas flow pipe (5) for conducting exhaust gas, said pipe having an exhaust gas inlet opening (10), an exhaust gas outlet opening (26) which is in fluid connection with the exhaust gas inlet opening (10), and a longitudinal central axis (13). Said muffler also comprises at least one actuatable adjustment body (8) for influencing the flow of the exhaust gas in the exhaust gas flow pipe (5), wherein the at least one adjustment body (8) is arranged downstream of the exhaust gas inlet opening (10). Said muffler further comprises at least one bypass duct (7) which is in fluid connection with the exhaust gas flow pipe (5), at least one adjustment body (8) running past said bypass duct which has an exhaust gas outlet opening (23).

Description

Muffler for exhaust systems

The invention relates to a muffler for exhaust systems of motor vehicles with internal combustion engine. Furthermore, the invention is directed to a Schalldämpf-arrangement with at least one corresponding muffler, which for exhaust systems of motor vehicles

Internal combustion engine is provided. The internal combustion engine may be a diesel or gasoline engine. Exhaust systems of motor vehicles must comply with legally prescribed noise emission limits. As part of the legally prescribed noise emission limits, for example, a maximum volume of the exhaust system is generally desired by motorcyclists when driving. The legally prescribed noise emission limits are not uniformly set worldwide, so that a complex adaptation to the local prevailing noise emission limit values is required for exporting exhaust systems. DE 20 2005 01 14 448 Ul various mufflers for exhaust systems are known. These silencers have proven themselves in practice.

The object of the invention is to provide a silencer which allows an extremely precise adjustment of the volume of the exhaust system. Furthermore, the muffler should be particularly simple and have a high reliability. A corresponding Schalldämpf-arrangement should also be created. This object is achieved by the features specified in the independent claims 1 and 6 features.

The silencer according to the invention is intended for exhaust systems of motor vehicles. Under motor vehicles are understood here motor-driven vehicles. Motor vehicles include, for example, motorcycles, passenger cars, lorries, buses, tractors and special motor vehicles. The silencer can be an end or center silencer.

The exhaust gas flow pipe is preferably annular in cross section. The exhaust gas flow tube can also have any other cross sections, such as an oval cross section. It is preferably perforated circumferentially at least partially and to a

Combustion engine can be connected. The internal combustion engine may be associated with a catalyst for exhaust aftertreatment. The internal combustion engine can also be assigned no catalyst. The flow of the exhaust gas in the exhaust gas flow pipe can be influenced by the at least one actuatable adjusting body. For example, the at least one adjusting body may allow or completely prevent a flow of the exhaust gas in the exhaust gas flow pipe. However, the at least one adjusting body can also influence the flow velocity of the exhaust gas in the exhaust gas flow pipe. By way of example, the exhaust gas flow and the exhaust gas back pressure can be changed by the at least one adjusting body, which also affects the power and the torque of the engine of the motor vehicle. impacts. Preferably, the at least one adjustment body is infinitely adjustable.

At least one bypass channel may be attenuated by resonance, absorption, interference, throttle design (cross-sectional constriction), perforation of at least a portion of a bypass body confining bypass body, and / or reflection, with combinations also possible. The at least one bypass channel may include one or more flow chambers. If several flow chambers are provided, they are preferably connected in series.

Further advantageous embodiments are specified in the subclaims. It is advantageous if the at least one bypass channel extends at least partially parallel to the exhaust gas flow tube. Preferably, the at least one bypass channel extends at least partially along the exhaust gas flow tube. This embodiment results in an extremely compact and cost-effective silencer. This silencer in particular has an extremely short length. Conveniently, this silencer also has an extremely small transverse dimension or an extremely small diameter.

Conveniently, the at least one bypass channel runs meandering at least in some areas. The at least one bypass channel is then formed extremely long. He has several exhaust deflection points.

Conveniently, the at least one bypass channel is bounded by at least one bypass body, which is preferably tubular. The bypass Body can be designed as a separate insert. It is preferably tubular, with any cross-sections are possible.

Advantageously, the at least one bypass body has at least one exhaust gas inlet opening, via which the at least one bypass body is in flow communication with the exhaust gas flow pipe.

Preferably, the at least one exhaust gas inlet opening is provided on the circumferential side in the at least one bypass body. It is preferably provided in the jacket of the at least one bypass body. The exhaust gas inlet opening is thus oriented obliquely to the main flow direction of the exhaust gas in the exhaust gas flow pipe.

The at least one exhaust gas inlet opening is expediently provided upstream in the at least one bypass body. Thus, the exhaust gas inlet port is open in the main flow direction of the exhaust gas in the exhaust gas flow pipe.

Conveniently, an exhaust gas outlet opening of the exhaust gas flow pipe and an exhaust gas outlet opening of the bypass channel are arranged adjacent to each other. These can be provided one above the other or side by side.

It is advantageous if the exhaust gas flow tube and the at least one bypass body are in flow communication with one another via at least one coupling tube piece. The coupling tube piece may be located upstream and / or downstream of the exhaust flow tube and / or the bypass channel. It is advantageous if the exhaust gas flow pipe and the at least one bypass channel are surrounded at least in regions by an absorption material. As absorption material steel or stainless steel wool, basalt fibers, fiberglass mats or threads or the like may find application.

Advantageously, the absorption material is at least partially surrounded by a silencer housing. The muffler housing may be circular or oval in cross-section. But it can also have other cross-sectional shapes.

Preferably, the at least one adjusting body is arranged in the exhaust gas flow pipe. It may be located on the input side or on the output side in the exhaust gas flow tube. However, it can also be arranged in an area which lies between, preferably approximately in the middle, between the exhaust gas inlet opening and the exhaust gas outlet opening.

According to claim 2, the at least one adjusting body is arranged immediately downstream of the exhaust gas flow pipe. The at least one adjusting body is thus provided outside the exhaust gas flow pipe.

It is advantageous if the muffler is designed such that the exhaust gas flows at least regionally transverse to the longitudinal center axis in the exhaust gas flow tube to reach the at least one bypass channel. Preferably, the at least one bypass channel is arranged radially offset from the longitudinal center axis. The exhaust gas flow pipe according to claim 3 has an extremely low flow resistance. It is preferably free of exhaust deflecting points. In particular, it is designed such that the exhaust gas can flow straight and substantially barrier-free through the exhaust gas flow pipe in the direction of the longitudinal center axis when the adjustment body is open. When the exhaust gas flow pipe is circular in cross section, the exhaust gas flows axially.

The embodiment according to claim 4 results in a particularly good exhaust gas guide in the exhaust gas flow pipe. The exhaust gas guide element may be formed as a tube, plate or bow.

Preferably, the cap body of claim 5 is closed upstream.

Advantageously, the at least one adjustment body is designed as an adjustment flap, which is pivotable between an open position and a closed position. The pivoting movement of the at least one adjusting flap may be locally limited. For this purpose, corresponding end stops can be used, which prevent further pivoting of the at least one adjusting body. The at least one adjusting body is mounted pivotably. The pivot axis of the at least one adjusting flap can obliquely, preferably perpendicular, to the longitudinal center axis or preferably in the same direction.

The at least one bypass channel can pass the at least one adjusting body. It is advantageous if the at least one bypass channel runs laterally out of the silencer housing.

It may flow laterally into the environment or into another silencer, an interference tube or a complete pot upstream or adjacent to the at least one adjusting body.

The default setting of the control device according to claim 7 can be achieved for example by a corresponding programming. It is advantageous if the at least one adjustment drive is an electric adjustment drive. The preset threshold value may be a motor vehicle speed threshold value and / or a motor speed threshold value. The threshold value may also be a transmission gear threshold value. The control device can actuate the at least one adjusting body when the threshold value is exceeded or exceeded. Preferably, the control device is an electronic control device.

The embodiment according to claim 9 is an automatic adjustment. A manual adjustment is so obsolete. It is advantageous if the adjusting drive is an electric adjustment drive and the control device is designed in such a way that it detects a current increase of the electric adjustment drive as a stop signal and thus increases the electrical adjustment. Drive shuts off. Mechanical play is so effective and easily compensable. The current increase can be generated so that the

Electric adjustment drive in a closed position of the at least one adjustment body, a mechanical resistance is opposed. For this purpose, at least one corresponding end stop can be provided. The end stop can then directly with the adjustment body and / or the electric adjustment drive interact. But it is also almost produced by the at least one adjusting body itself. However, the adjusting drive can also be designed such that the respective opening or closing angle takes place without at least one corresponding end stop. In the case of a pneumatic or hydraulic control, the corresponding electronic connections to the control direction, which receive the commands for adjusting the at least one adjusting body, must then be established. Alternatively, the control-Eimichtung can be designed such that it detects a turn-off time signal instead of the increase in current and switches off the timing drive time-controlled. For this purpose, a corresponding switch-off time must be programmed in advance in the control direction. It is advantageous if a silencing arrangement comprises at least two silencers connected in series, wherein preferably at least two of the silencers are in flow communication with each other via at least one exhaust gas interference tube. The exhaust gas interference tube may be formed as an exhaust holder.

Alternatively, the Schalldämpf- arrangement also include only a silencer, which is equipped with at least one bypass channel.

Advantageously, the at least one adjusting body according to claim 11 is closed when the motor vehicle is idling. The control Eimichtung is preferably set or programmed accordingly. The adjustment drive can bring the at least one adjusting body into its closed position. Alternatively or additionally, the at least one adjustment body is favorably closed again from a predetermined engine speed, wherein the engine speed is preferably to be adjusted or programmed depending on the vehicle. The adjusting drive preferably moves the at least one adjusting body in its closing position, if appropriate.

Position. This preferably receives for a corresponding Schließbzw. Turn-off time signal from the control device.

The control device is preferably designed such that it generates an opening signal for partially or completely opening the at least one adjustment body in at least one preset speed interval and / or engine speed interval.

The control device according to claim 12 allows a bypass channel which is extremely short and / or has a particularly small effective flow cross-section. It preferably opens the at least one adjusting body at at least one defined speed, rotational speed and / or at least one defined transmission gear of the motor vehicle. This at least one threshold value is preferably programmed or stored in the control device. By opening the at least one adjusting body of the exhaust back pressure can be lowered. It is advantageous if the control device is designed such that it opens the at least one adjusting body only just so far that, despite the small bypass channel, the values specified by the motor vehicle manufacturer, such as engine power and / or torque, maintainable and / or can be improved.

Alternatively, the control device can also be designed in such a way that, even in a deactivated state, it enables the at least one adjustment Body just so far opens that, despite the small bypass channel, the values specified by the motor vehicle manufacturer, such as engine power and / or torque and / or all legal EC regulations can be maintained and / or improved. This mode of operation of the control device in the deactivated state applies to all adjusting bodies disclosed in the exemplary embodiments, which can differ in their shape, dimension or arrangement in the silencer.

Hereinafter, preferred embodiments of the invention will be described by way of example with reference to the accompanying drawings. It shows: a longitudinal section through an inventive

Silencer according to a first embodiment, wherein the adjusting body is in a closed position,

Fig. 2 is a schematic view similar to that shown in Fig. 1

Silencer from the rear shows

FIG. 3 shows the silencer shown in FIG. 1, the adjusting body being in an open position here, FIG.

4 is a schematic view similar to that shown in FIG

Silencer from the rear shows

Fig. 5 is a longitudinal section through an inventive

Silencer according to a second embodiment, the adjusting body is in a closed position, a schematic view showing the rear of the muffler shown in Figure 5, the muffler shown in Figure 5, wherein the adjusting body is in an open position. a schematic view showing the silencer shown in Fig. 7 from behind, a schematic view showing a possible course of the bypass channel, a longitudinal section through a erfindungemäßen silencer according to a third embodiment, here being the adjusting body in a Closing position is the muffler shown in Fig. 10, wherein the adjusting body is here in an open position, a longitudinal section through a silencer according to the invention according to a fourth embodiment, in which case the adjusting body in a closed position is, a longitudinal section through the muffler shown substantially in Figure 12, wherein the muffler may be a central muffler or an end muffler, the muffler shown in Figure 12, wherein here is the adjusting body in an open position. a longitudinal section through a silencer according to the invention according to a fifth embodiment, wherein here the adjusting body is in a closed position, a schematic view showing the silencer shown in Fig. 14 from the rear, the silencer shown in Fig. 14, wherein the adjustment body is in an open position, a schematic view showing the silencer shown in Fig. 16 from the rear, a longitudinal section through a silencer according to the invention according to a sixth embodiment, in which case the adjusting body in a closing Position is, 19 shows the muffler shown in Fig. 18, wherein the adjusting body is in an open position,

Fig. 20 to 22 are schematic views showing the different adjustment body in its closed position and the associated

Show adjustment body shots,

Fig. 23 is a longitudinal section through an inventive

Silencer according to a seventh embodiment, wherein the adjusting body is in a closed position,

FIG. 24 is a schematic view showing the rear muffler shown in FIG. 23; FIG.

FIG. 25 shows the silencer shown in FIG. 23, with the adjusting body in an open position, FIG.

FIG. 26 is a schematic view showing the rear muffler shown in FIG. 25, FIG.

27 is a longitudinal section through a simplified silencer according to the invention according to an eighth embodiment, wherein the adjusting body is in a closed position,

28 shows a longitudinal section through a simplified silencer according to the invention according to a ninth Embodiment, wherein the adjustment body is in a closed position,

29 is a longitudinal section through a simplified silencer according to the invention shown in a tenth

Embodiment, wherein the adjusting body is in a closed position, a schematic, partially cut, erfindungsge Permitted Schalldämpf arrangement according to another

Embodiment, wherein an example of a control of an adjustment body is illustrated via an associated with the adjustment body adjusting motor,

31 is a simplified schematic diagram illustrating the control

FIG. 32 shows a schematic, partially sectioned silencer arrangement according to the invention, according to a further embodiment, FIG.

33 shows a schematic silencer arrangement according to the invention according to a further embodiment, and

Fig. 34 is a longitudinal section through an inventive

Silencer according to a last embodiment, wherein the adjusting body is in its closed position.

Hereinafter, a first embodiment of the invention will be described with reference to Figs. A muffler 1 for use in exhaust systems of motor vehicles, especially motorcycles, has a muffler housing 2, which preferably tapers off against a main flow direction 3 of exhaust gas and is fixedly connected to a connection piece 4. The muffler housing 2 may also have a corresponding other geometric shape. The connecting piece 4 can be connected to an internal combustion engine of a motor vehicle or another silencer 1. The muffler housing 2 and the connecting piece 4 may be formed in one piece or as separate components. Within the muffler housing 2, a straight-running exhaust gas flow pipe 5 is arranged, which has at least partially perforation openings 6 on the circumferential side and laterally delimits an exhaust gas flow channel 55. Furthermore, a bypass channel 7, which is in flow connection with the exhaust gas flow pipe 5 or the exhaust gas flow channel 55 and runs essentially along it, extends at the edge in the muffler housing 2. Downstream of the exhaust gas flow pipe 5, an adjusting body 8 is supported in the muffler housing 2, which is movable between an opening position and a closing position. An absorption material 9 adjoins the silencer housing 2 on the inside.

When the adjusting body 8 is in its open position (see FIGS. 3, 4), the exhaust gas from the connecting piece 4 in the main flow direction 3 flows axially through the exhaust gas flow pipe 5 and passes through Adjusting body 8. This is indicated by the flow arrow V2 in the Fig. 3, 4 illustrates. In this case, no or hardly any exhaust gas flows from the exhaust gas flow pipe 5 into the bypass channel 7.

When the adjusting body 8 is in its closing position (see FIGS. 1, 2), the exhaust gas flows into the exhaust gas flow pipe 5 via the connecting piece 4 in the main flow direction 3 and then enters laterally in the bypass channel 7 a. In the bypass channel 7, the exhaust gas is deflected, so that the bypass channel 7 has a predetermined flow length. The exhaust gas leaves the muffler 1 via the bypass channel 7, which passes by the adjusting body 8. This is illustrated by the flow arrow VI in FIGS. 1, 2. The resulting sound is strongly attenuated by the bypass channel 7.

The connecting piece 4 is annular in cross section and preferably has a constant diameter.

The muffler housing 2 is also annular in cross section. Adjacent to the terminal piece 4, the muffler housing 2 favorably has an extension portion 11 in which the muffler housing 2 widens in the main flow direction 3. Preferably, the muffler housing 2 widens in the extension area 11 continuously or conically. The expansion area 11 is adjoined advantageously downstream by a main area 12, which is part of the silencer housing 2. In the main area 12, the muffler housing 2 preferably has a constant diameter. The muffler housing 2 has a longitudinal center axis 13 which extends in the direction of the main flow direction 3. The exhaust gas flow pipe 5 is annular in cross section. It is housed substantially concentric with the longitudinal center axis 13 in the muffler housing 2 and has an inlet piece 14 which connects downstream to the connecting piece 4. The inlet piece 14 has an inlet side exhaust gas inlet opening 10. It extends substantially along the extension portion 11. The inlet piece 14 according to this embodiment preferably has a ring shoulder 15. In the region of the ring-shoulder 15th However, the exhaust gas flow pipe 5 extends in the main flow direction 3. The exhaust gas flow pipe 5 may also be attached to the muffler housing 2 without an inlet piece 14.

The inlet piece 14 has a downstream end 16. Adjacent to the end 16 of the inlet piece 14, the exhaust gas flow tube 5 has a ring shoulder 17. In the area of the ring shoulder 17, the exhaust gas flow tube expands 5 in the main flow direction 3. Downstream of the annular shoulder 17, the exhaust gas flow pipe 5 has a constant cross section. The inlet piece 14 may be formed separately. In the muffler housing 2, an elongated bypass body 18 is housed, which determines the course of the bypass channel 7 and laterally into the exhaust gas flow pipe 5 protrudes. The bypass body 18 extends in the main flow direction 3 or parallel to the longitudinal center axis 13. It is located in a peripheral edge region of the exhaust gas flow pipe 5. The bypass body 18 is in Cross-section curved. The center of curvature of the bypass body 18 preferably coincides substantially with the longitudinal center axis 13. It is advantageous if the bypass body 18 is located in relation to the longitudinal Center axis 13 over an angular range of 5 ° to 120 °, preferably from 50 ° to 90 °, extends.

The bypass body 18 has at least one, preferably more, inner exhaust inlet opening 19, which is in direct flow communication with the exhaust flow pipe 5. The exhaust gas inlet openings 19 are provided on the inner side 56 of the bypass body 18. The exhaust flow channel 55 is bounded by the inner side 56 radially outward. The exhaust gas inlet openings 19 are located in a front region of the bypass body 18.

In the bypass body 18 a plurality of flow chambers 20 are provided, which are connected in series and communicate with each other via corresponding connection openings 21 in flow communication. The flow chambers 20 are arranged in such a way that, as they flow through, the exhaust gas is deflected several times. The last flow chamber 20 has an exhaust gas outlet body 22 with an exhaust gas outlet opening 23 and runs parallel to the exhaust gas flow pipe 5. It may be formed like a nozzle. The exhaust gas outlet body 22 passes by the adjusting body 8. The exhaust gas outlet opening 23 is located downstream of the adjusting body 8.

Between the muffler housing 2 and the exhaust gas flow pipe 5 or the bypass body 18 is an annular intermediate space 24, in which the absorption material 9 is arranged.

The exhaust gas flow pipe 5 ends in the main flow direction 3 in front of the muffler housing 2. In the area of the downstream end 25 of the exhaust gas flow pipe 5, the exhaust gas flow pipe 5 has a discharge. Gas outlet opening 26 which is substantially larger than the exhaust gas outlet opening 23 of the bypass body 18 and also larger than the exhaust gas inlet opening 10. In the area of the end 25, the absorption material 9 ends.

Downstream of the end 25, an adjustment body receptacle 27 is provided in the muffler housing 2, which is annular in cross-section and is arranged concentrically to the longitudinal center axis 13. Between the absorption material 9 and the adjusting body 27 receiving a sealing ring 57 may be arranged. The adjustment body receptacle 27 defines an exhaust gas passage channel 28 in which the adjusting body 8 is accommodated in an actuatable manner.

The adjusting body 8 is formed by a circular cross-section flap whose diameter corresponds approximately to the inner diameter of the adjustment body 27 recording. The adjusting body 8 is connected to a bearing body 29 in a rotationally fixed connection, which is pivotally mounted in the adjustment body 27 and receiving receptacle by an external pivoting force is pivotable. The bearing body 29 is preferably pin-shaped. It extends perpendicular to the main flow direction 3 and the longitudinal center axis 13. The exhaust gas outlet body 22 passes through the adjustment body 27 receiving.

Downstream of the adjustment body 8, an end piece 30 follows the silencer housing 2, which end section is circular-ring-shaped and is arranged concentrically to the longitudinal center axis 13. Hereinafter, the operation of the muffler 1 in operation will be described in detail. In this case, the operation of the muffler 1 with closed adjustment body 8 according to FIG. 1, 2 will be discussed first. The exhaust gas leaving the internal combustion engine of the motor vehicle passes via the connection piece 4 into the exhaust gas flow pipe 5. After the adjusting body 8 is in its closed position, the exhaust gas passage channel 28 in the adjustment Body receptacle 27 completely closes, the exhaust gas flows via the exhaust gas inlet openings 19 laterally into the bypass body 18 (arrow VI). The exhaust gas also flows transversely to the main flow direction 3. The exhaust gas flows through the connection openings 21 through the individual flow chambers 20 and is deflected several times. The bypass body 18 thus forms a multi-chamber body. The exhaust gas then passes in the exhaust gas outlet body 22 the adjusting body 8 and thus passes through the end piece 30 into the environment. The entire exhaust gas flows via the exhaust gas outlet

Opening 23 in the area. No exhaust gas can reach the environment via the exhaust gas outlet opening 26. The adjusting body 8 is in its closed position perpendicular to the main flow direction 3 and to the longitudinal center axis thirteenth

In contrast, when the adjusting body 8 is in its opening position according to FIGS. 3, 4, the exhaust gas passage channel 28 is released. The adjusting body 8 is here pivoted about its 90 ° about the bearing body 29 with respect to its closed position. The pivoting movement is preferably motorized. The exhaust gas can thus flow through the exhaust gas flow pipe 5 completely axially and thereby also pass through the exhaust gas passage channel 28 (arrow V2). It then exits the silencer 1 via the end piece 30. The exhaust gas passage channel 28 can depend on ability of the engine speed and / or the speed of the motor vehicle to be only partially open.

Hereinafter, a second preferred embodiment of the invention will be described with reference to Figs. 5 to 8. Identical components are given the same reference numerals as in the previous embodiment, to which reference is hereby made. Structurally different but functionally similar components are given the same reference numerals with a subordinate "a." This also applies analogously to the other embodiments.

The muffler la according to the second embodiment differs from the muffler 1 according to the first embodiment only by the bypass body 18a. The bypass body 18a has only exactly one flow chamber 20a. He forms a one-chamber body. The exhaust gas outlet body 22 again passes by the adjusting body 8. The bypass channel 7a thus extends substantially parallel to the exhaust gas flow channel 55. In Fig. 9, a bypass body 18b is shown, which defines a flow channel 7b for exhaust gas. The flow channel 7b runs in a meandering manner. A reflection muffler is created. The bypass body 18b may be applied to the mufflers 1, 1a according to the described embodiments.

Hereinafter, a third embodiment of the invention will be described with reference to Figs. The muffler 1c is similar to the muffler 1b according to the second embodiment. In contrast to the silencer lb, the silencer lc also has a straight one Inner tube 31 which is circular in cross-section and is arranged concentrically to the longitudinal center axis 13. The inner tube 31 extends from the annular shoulder 15 to the adjustment body receptacle 27. It extends at a distance from the exhaust gas flow pipe 5. The inner pipe 31 has at least in the region of the exhaust gas inlet pipe.

Openings 19 at least one lateral exhaust gas passage opening 32. The adjusting body 8 is disposed downstream of the inner tube 31. Through the inner tube 31, a second, outer expansion chamber is quasi created or limited to the inside, in which the exhaust gas can expand and calm. In the inner tube 31, the exhaust gas can flow through the exhaust gas passage openings 32 in an extremely streamlined and fast manner.

10, when the adjusting body 8 is in its closed position, the exhaust gas from the internal combustion engine flows into the bypass body 18a via the exhaust gas passage openings 32. As shown in FIG. The exhaust gas also flows transversely to the main flow direction 3. It exits the bypass body 18a through the exhaust gas outlet body 22. The exhaust gas, after passing through the exhaust gas passage openings 32, can also enter a ring space 33, which is present between the exhaust gas flow pipe 5 and the inner tube 31.

On the other hand, when the adjusting body 8 is in its open position as shown in FIG. 11, the exhaust gas flows through the inner tube 31. It then flows into the end piece 30 via the exhaust gas passageway 28. The exhaust gas flows thereby mainly past the exhaust gas passage openings 32 of the inner tube 31.

Hereinafter, a fourth embodiment of the invention will be described with reference to FIGS. 12 and 13. This embodiment In the embodiment of FIGS. 10 and 11, the exhaust gas passage openings 32 in the inner tube 3 ld are now arranged in a front portion thereof. Further, in a rear portion of the inner tube 3 ld further exhaust gas passage openings 32 are provided.

The bypass body 18d defines a flow channel 7d which, for example, is meandering. The flow chambers 20d are again connected in series and extend parallel to the main flow direction 3. Adjacent to the flow chambers 20d, the adjusting body 8 is disposed in the inner tube 3 ld. The adjusting body 8 is provided between the exhaust gas inlet port 10 and the exhaust gas exhaust port 26 of the exhaust gas flow pipe 5. It is arranged approximately in the middle between the openings 10, 26. The exhaust gas is thus upstream of the adjusting body 8 through the exhaust gas passage openings 32 from the inner tube 3 ld in the adjacent, second expansion chamber feasible. Downstream of the adjusting body 8, the exhaust gas is then returned to the inner tube 3 ld via the corresponding exhaust gas passage openings 32. If the muffler ld is designed as an end muffler, the exhaust gas is then guided via the exhaust gas outlet opening 26 into the environment. If the muffler ld is designed as a central muffler, the exhaust gas is fed into at least one other muffler or pot.

When the adjusting body 8 is in its closing position as shown in FIG. 12, the exhaust gas flows into the bypass body 18d via the front peripheral exhaust gas passage openings 32. In the first flow chamber 20d, the exhaust gas flows in the main flow direction 3. After the first flow chamber 20d, the exhaust gas is then returned against the main flow direction 3. It then occurs in at least at least one further flow chamber 20 d and passes through the rear, peripheral exhaust gas passage openings 32 again in the inner tube 3 ld. The exhaust gas thus circulates the adjusting body 8 via the bypass body 18d.

When the adjusting body 8 according to FIG. 13 is in its open position, it can be bypassed or passed by the exhaust gas. The exhaust gas then exits the exhaust gas flow pipe 5 via its exhaust gas outlet port 26. In contrast to the previous embodiments, the exhaust gas always flows through the exhaust gas exhaust port 26. The exhaust gas passage openings 32 form here the exhaust gas outlet openings of the bypass channel 7d.

According to FIG. 12a, the silencer 1d according to FIGS. 12, 13 is still assigned a connecting piece in order to be able to connect it to any downstream silencer. It should be noted again that all mufflers disclosed in this application may be end or center mufflers. FIG. 12a shows by way of example how a connection can look like a central silencer. This connection is possible for all disclosed end silencers.

Hereinafter, a fifth embodiment of the invention will be described with reference to Figs. In contrast to the previous embodiments, here the muffler housing 2 e is formed in cross-section substantially oval. In the silencer le there is a sound attenuation by reflection and resonance.

The silencer le has a connection piece 4e, which is annular in cross section. The silencer housing 2e expands unevenly over the extension area. The muffler housing 2e runs downwardly much further from the terminal 4e than up, so that the terminal 4e is located at an upper portion of the muffler housing 2e.

The connecting piece 4e is further adjoined by the exhaust gas flow pipe 5e, which initially widens downwardly from the connecting piece 4e in the main flow direction 3. At least in an upstream portion of the exhaust flow pipe 5e, perforation holes 6 are provided in the exhaust gas flow pipe 5e.

Between the muffler housing 2e and the exhaust gas flow pipe 5e, the intermediate space 24e is provided, which can be filled with absorbent material 9 and is circumferentially closed.

The intermediate space 24e and the exhaust gas flow pipe 5e are closed at their downstream end by a shutter plate 34 extending perpendicular to the main flow direction 3. In the shutter plate 34, an exhaust gas outlet port 26 is formed facing the port piece 4e in the main flow direction 3. Downstream of the exhaust gas outlet opening 26, the adjustment body receptacle 27 is arranged, in which the adjustment body 8 is pivotably mounted.

The bypass body 18e is mostly located in the exhaust flow pipe 5e. It has a plurality of exhaust gas inlet openings 19 in its upstream region 35. The bypass body 18e is tube-like design. He preferably has a circular cross-section. The bypass body 18e passes through the closure plate 34 adjacent to the adjustment body receptacle 27. The upstream region 35 is surrounded by a cap body 36 which has a closed head region 37. Further, the cap body 36 has an open foot portion 38 disposed opposite to the head portion 37. The foot region 38 is provided in the main flow direction 3 downstream of the head region 37. The bypass body 18e extends in parallel with the main flow direction 3 of the exhaust gas flow pipe 5e.

Between the bypass body 18e and the cap body 36, there is thus an exhaust flow space 39 open to the shutter plate 34.

When the adjusting body 8 is in its closed position according to FIGS. 14, 15, the exhaust gas flows out of the connecting piece 4e via the foot region 38 into the exhaust gas flow space 39, where it exits via the exhaust gas flow chamber 39. Inlet openings 19 in the bypass body 18 e a. In the exhaust gas flow space 39, the exhaust gas flows from the foot portion 38 counter to the main flow direction 3 to the exhaust gas entrance openings 19. The exhaust gas flows transversely to the main flow direction 3. It then leaves the bypass body 18e via its exhaust gas outlet opening 23.

When the adjusting body 8 is in its open position according to FIGS. 16, 17, the exhaust gas flows through the exhaust gas flow pipe 5 e to the exhaust gas outlet opening 26. The exhaust gas thereby expands in the exhaust gas flow Tube 5e and then merged again. Hereinafter, a sixth embodiment of the invention will be described with reference to Figs. Here, compared with the fifth embodiment, an exhaust gas guide member 40 is inserted into the exhaust gas flow pipe 5f. The exhaust guide member 40 straightly passes from the fitting 4f to the shutter plate 34 and is fixed thereto adjacent to the exhaust outlet opening 26. Preferably, the exhaust gas guide member 40 is arcuately curved in cross section. In the exhaust gas guide member 40, exhaust gas passage openings 32 provided at the level of the cap body 36 are formed. The adjusting body 8 is disposed downstream of the exhaust gas guide member 40. All kinds of damping are possible.

When the adjusting body 8 is in its closed position as shown in FIG. 18, the exhaust gas flows into the exhaust gas flow space 39 via the exhaust gas passage openings 32. It enters through the foot region 38 and then flows against the main flow direction 3 to the exhaust gas inlet openings 19. The exhaust gas passage openings 32 can be distributed over the entire circumference of the exhaust gas flow pipe 5f. However, only one exhaust gas passage opening 32 may be present.

When the adjusting body 8 is in its open position as shown in FIG. 19, the exhaust gas just flows out of the fitting 4f via the exhaust gas outlet port 26 through the released exhaust gas passageway 28.

Referring to FIGS. 20 to 22, various adjustment bodies 8 and different adjustment body receptacles 27 are shown. The adjusting body 8 and the adjustment body receptacle 27 according to FIG. 20 correspond to the adjusting body 8 already described or the adjustment body receptacle 27 already described. It should be noted that in FIGS. 20 to 22 of FIG in the embodiments of FIGS. 1, 3, 5, 7, 10 and 11, the adjustment body recordings 27 passing through the exhaust outlet body 22 is not shown for reasons of clarity.

According to FIG. 21, the adjusting body 8g has an upper and a lower adjusting body region 41. These run parallel to one another. However, the adjustment body regions 41 are arranged offset from one another on the bearing body 29g. In the adjustment body receptacle 27g, two end stops 42 are formed, which are formed by corresponding shoulders in the adjustment body receptacle 27g. The end stops 42 are substantially perpendicular to the main flow direction 3. They are in direct communication with the exhaust gas passage channel 28. From the upper end stop 42, a recess extends in the main flow direction 3. From the lower end stop 42, a corresponding recess extends opposite to the main flow direction 3. The end stops 42 are in main flow Direction 3 offset from each other.

When the adjusting body 8g is in its closed position, the outer adjusting body regions 41 rest laterally against the end stops 42. The end stops 42 prevent the adjusting body 8g from pivoting beyond its closing position. According to FIG. 21 a, the adjustment body receptacle 27 g 'is formed in two parts. The adjusting body receptacle 27 g 'thus has a first adjusting body receiving part and a second adjusting body receiving part which bear against one another at the front end and are firmly connected to one another. The adjustment body receiving parts together define the exhaust gas passageway 28. End stops 42 are again provided.

According to FIG. 21b, the adjusting body receptacle 27 is designed in accordance with FIG. 21. In the adjustment body receptacle 27 g, two separate tubes are inserted, which end at a distance from the end stops 42.

According to FIG. 22, the adjusting body 8h is oval. The adjusting body 8h thus has a main axis and a minor axis smaller than the main axis. The exhaust gas passage channel 28h in the adjusting body receptacle 27h is round in cross-section and dimensioned such that the pivoting of the adjusting body 8h is limited. The wall defining the exhaust gas passage channel 28h therefore forms an end stop 42 for the adjusting body 8h. Hereinafter, a seventh embodiment of the invention will be described with reference to Figs. The basic structure of the muffler Ii corresponds to the muffler 1 shown in FIGS. 1 to 4. In the exhaust gas flow pipe 5i here a bypass body 18i is used, which is tubular and the inside of the exhaust gas flow pipe 5i just running along. The exhaust gas inlet opening 19 of the bypass body 18i is located in the exhaust gas flow pipe 5i. It is located in the exhaust flow pipe 5i between, preferably approximately midway between, the exhaust gas inlet opening 10 and the exhaust gas exhaust opening 26i. The longitudinal center axis of the bypass body 18i extends so offset from the longitudinal center axis 13 of the muffler housing 2i. The exhaust gas discharge body 22 passes by the adjusting body 8i. The adjusting body 8i is formed here as an adjusting flap, which is mounted pivotably in the adjusting body 27i receiving. The adjusting body 8i is essentially formed by a semicircular plate which is pivotally mounted on a bearing body 29i. The bearing body 29 i is formed as a bearing pin extending in the main flow direction 3. The bearing body 29i is also in direct communication with a closure plate 34i which closes the exhaust gas flow pipe 5i at the end. The closure plate 34i has a corresponding recess in the region of the exhaust gas outlet body 22.

On the adjusting body 8i, a toothed rim 43 is provided at its curved area at the edge. The toothed rim 43 has a plurality of teeth 44. The muffler Ii further includes a rotatably driven drive gear 45 that meshes with a transmission gear 46. The transmission gear 46 also meshes with the toothed rim 43. A gear-wheel control is thus present so to speak. Alternatively, the toothed rim 43 can also be drivable directly via a drive gearwheel, which is then directly in tooth connection with the toothed rim 43.

When the adjusting body 8i is in its closing position according to FIGS. 23, 24, the exhaust gas flows past the adjusting body 8i via the bypass body 18i.

By rotary drive of the drive gear 45 and the transmission gear 46 is rotated. The rotational movement of the transmission gear 46 causes a pivoting of the adjusting body 8i and the bearing body 29i. When the adjusting body 8i is in its off-state 25, 26 is located, the exhaust gas outlet opening 26i is released, so that the exhaust gas can flow through them. The bypass channel 7i is closed by the adjusting body 8i. Referring to Fig. 27, upstream of the exhaust flow pipe 5j and the bypass body 18j, there is provided a coupling pipe 58 through which the exhaust gas flow pipe 5j and the bypass body 18j are in fluid communication with each other , In the exhaust gas flow pipe 5j, an adjusting body 8 is arranged.

In the bypass body 18j, on the other hand, at least one partition wall 59 is arranged, which closes the bypass channel 7j. Upstream and downstream of the partition wall 59, lateral exhaust gas passage openings 32 are disposed in the bypass body 18j.

When the recliner body 8 is in its closed position, the exhaust gas flows out of the bypass passage 7j via the upstream exhaust passage openings 32 and flows back into the bypass passage 7j via the downstream exhaust passage openings 32 , In this case, the exhaust gas flows over an outer flow chamber past the separating element 59.

When the adjusting body 8 is in its open position, it can be flowed around by exhaust gas. The exhaust gas then passes through the adjusting body. 8

The embodiment of FIG. 28 differs from the embodiment of FIG. 27 in that the coupling tube 58 is downstream. is disposed to the exhaust gas flow pipe 5j and the bypass body 18j.

Referring to Fig. 29, a coupling tube 58 is disposed downstream and upstream of the exhaust gas flow passage 5j and the bypass body 18j.

Fig. 30 shows an example of a silencer Ii with a servo motor 47, which is preferably an electric servo motor or a servo motor or other DC motor. The actuator motor 47 has a drive shaft (not shown) operatively connected to the actuator body 8i for actuating it. Furthermore, the adjusting motor 47 comprises an end stop 48. The end stop 48 is preferably fixedly attached to the housing of the adjusting motor 47. It can interact with a driver 49 which is attached to the drive shaft. When the cam 49 comes into abutment against the end stop 48, the current of the servo motor 47 increases. This is then detected by a control device, which is shown in simplified form in FIG. 31 and has the reference numeral 50. The control device 50 communicates with the servo motor 47 in a data transmitting manner. However, the end stop 48 can also be formed by the concrete shape of the adjusting body 8, 8g, 8h (see FIGS. 21, 21a, 21b, 22). The required adjustment angle for the adjusting body 8i are also electronically generated by a servo motor without mechanical stops.

The control device 50 receives motor vehicle movement data. There is a first sensor 51, which detects the driving speed of the motor vehicle, with the control device 50 in connection. Optionally, a second sensor 52 may communicate with the controller 50 stand and record the speed of the internal combustion engine of the motor vehicle, the respective transmission gear and / or other suitable values or signals of the motor vehicle. The speed can be removed inductively or conventionally. The adjusting motor can be arranged at any point of the motor vehicle.

Furthermore, a tactile switch 53 is in communication with the control device 50, which is used for manually switching on or off the speed-dependent and / or speed-dependent and / or transmission-dependent automatic control device 50. In particular, the momentary contact switch 53 is used only for activating / switching on or deactivating / deactivating the speed, speed and / or transmission-dependent automatic of the control device 50. When "deactivating" the adjusting body 8i remains in its closed position and Exhaust gas can only escape via the bypass channel at any speed or in all gear ratios.

The connection between the positioning motor 47 and the adjusting body 8 can be achieved via a flexible shaft, a flexible Bowden cable, a worm gear, bevel gears, conventional toothed wheels, tooth connections, a wedge Belt, a chain drive, a Gelenkbzw. Cardan shaft, lever translations, a linkage, a thread or a threaded rod done. Said compound may be spring assisted or non-spring assisted.

Further, an exhaust test button 54 is in communication with the control device 50. This is used to completely switch off the control device 50. With the separate exhaust test button 54 is a test mode in the control device 50 can be activated, which controls the Adjusting body 8i without having to drive. By operating the exhaust test button 54, the functionality of the muffler assembly can be checked after attachment to the vehicle or for maintenance.

According to FIG. 32, quasi two silencers 1 k are connected in series. For this, the bypass body 18k has laterally a downstream outlet piece 60, which opens at the beginning into an interference tube 61. Preferably, the interference tube 61 is formed as an exhaust holder. The interference tube 61 has for at least one fastening means for attachment to the vehicle. At the downstream end of the interference tube 61, a coupling tube 62 is mounted, which leads into another silencer lk. According to FIG. 33, two mufflers 11 are provided, which are in flow connection with a common, external bypass body 181. For this purpose, peripheral connection bodies 63 are arranged in the exhaust gas flow pipes 51 and open laterally into the bypass body 181. In the bypass body 181, the exhaust gas is deflected several times. For this purpose, corresponding openings are provided in guide walls, which are arranged in the bypass body 181.

It is advantageous if the external bypass body 181 is designed as an exhaust holder. Preferably, the bypass body 181 for this purpose has at least one attachment means for attachment to the vehicle.

The illustrated in Fig. 34 alternative muffler Im resembles the

Muffler lc as shown in FIGS. 10, 11. Reference is made to the accompanying description. In contrast to the silencer lc has the Silencer In the downstream of the exhaust gas outlet opening 23, a hollow throttle body 64, which is arranged in the end piece 30 and merges the exhaust gas leaving the exhaust gas outlet opening 23. The exhaust gas flows to the exhaust gas outlet opening 23 so in operation on the longitudinal center axis 13. It is therefore redirected again. Of the

Throttle body 64 also has an inner tube jacket 65, which mainly serves to guide the adjustment body 8 passing exhaust gas. In the tube jacket 65 at least one through-opening 66 is formed, through which the exhaust gas from the exhaust gas outlet opening 23 can enter into an end channel bounded by the tube jacket 65. The gas passing the adjusting body 8 also enters the end channel when the adjusting body 8 is open. The exhaust gas enters the environment via the end channel. Individual parts of the embodiments described herein can be combined with each other, if appropriate. In particular, the bypass bodies are interchangeable. The location and design of the adjustment body are also interchangeable.

Claims

Silencer for exhaust systems of motor vehicles with an internal combustion engine, comprising

a) an exhaust gas flow pipe (5; 5e; 5f; 5i; 5j; 51) for guiding exhaust gas with

b) at least one exhaust gas inlet opening (10),

c) at least one exhaust gas outlet opening (26; 26i) in fluid communication with said at least one exhaust gas inlet opening (10), and

d) a longitudinal center axis (13),

e) at least one actuatable adjusting body (8; 8g; 8h; 8i) for influencing the flow of the exhaust gas in the exhaust gas flow pipe (5; 5e; 5f; 5i; 5j; 51),

f) wherein the at least one adjusting body (8; 8g; 8h; 8i) is arranged downstream of the at least one exhaust gas inlet opening (10), and

g) is movable between an open position and a closed position, and

h) at least one bypass channel (7; 7a; 7b; 7d; 7e; 7f; 7i; 7j; 71), the

i) is in flow communication with the exhaust flow pipe (5; 5e; 5f; 5i; 5j; 51), and

j) has at least one exhaust gas outlet opening (23; 32).

Silencer according to claim 1, characterized in that the at least one adjusting body (8; 8i) is arranged immediately downstream of the exhaust gas flow pipe (5; 5e; 5f; 5i; 51). A silencer according to claim 1 or 2, characterized in that the exhaust gas flow pipe (5; 5e; 5f; 5i; 5j; 51) is designed so that this exhaust gas straight in the direction of the longitudinal center axis (13) can be flowed through, if the at least one adjusting body (8; 8g; 8h; 8i) is in its open position.

Silencer according to one of the preceding claims, characterized by at least one exhaust guide element (31; 31d; 40) which is arranged in the exhaust gas flow pipe (5; 5e; 5f) and runs at least partially along it; Having passage opening (32) and delimiting at least one outer expansion chamber, wherein preferably at least one bypass body (18a; 18d, 18f) extends at least partially in the at least one outer expansion chamber.

Silencer according to one of the preceding claims, characterized in that at least one exhaust gas inlet opening (19) of the bypass body (18a; 18d; 18f) is covered at least in regions by at least one spaced-apart cap body (36).

Silencer arrangement for exhaust systems of motor vehicles with an internal combustion engine, comprising at least one silencer (1; la; lc; ld; le; lf; Ij; lj; lk; 11; Im) according to one of the preceding claims.

7. Schalldämpf- arrangement according to claim 6, characterized by a) a control device (50) which communicates with the at least one adjusting body for actuating the same in a data-transmitting manner, and

b) at least one actuatable by the control device (50)

Adjusting drive (47) for adjusting the at least one adjusting body, wherein preferably the control device (50) automatically actuates the at least one adjusting body as a function of at least one preset threshold value.

8. Schalldämpf- arrangement according to claim 7, characterized in that the control device (50) after a programmed shutdown time receives a shut-off time signal for switching off the adjustment drive (47).

9. Schalldämpf- arrangement according to claim 7 or 8, characterized in that the adjustment of the at least one adjusting body (8; 8g; 8h) by at least one stop (42; 48) is limited, wherein the control device (50 ) receives a stop signal upon reaching the at least one stop (42; 48).

10. Schalldämpf- arrangement according to one of claims 6 to 9, characterized by at least two parallel mufflers (11), wherein preferably at least two of the muffler (11) via at least one bypass channel (71) are in fluid communication with each other.

11. Schalldämpf- arrangement according to one of claims 9 or 10, characterized in that the at least one adjusting body (8; 8g, 8h) is in idle position of the motor vehicle in its closed position.

12. Schalldämpf- arrangement according to one of claims 7, 9 or 11, characterized in that the control device (50) is designed such that it actuates the adjustment drive (47) in at least one pre-set threshold value in that the at least one adjusting body (8; 8g; 8h) only opens so far as to reduce the exhaust gas back pressure so that predetermined vehicle values are maintained.

13. Schalldämpf- arrangement according to one of claims 7 to 12, characterized in that with the control Eimichtung (50) an exhaust test button (54) is in communication, which is used to completely switch off the control Eimichtung (50), wherein preferably with the exhaust test button (54) a test mode in the control Eimichtung (50) is activated, which makes the control of the adjustment body (8i) without driving to be possible. 14. Schalldämpf- arrangement according to one of claims 7 to 13, characterized in that the control Eimichtung (50) a Tast- switch (53) is in communication, which is only for activating / switching on or off / off the speed- and / or speed-dependent automatic control-Eimichtung (50) is used, preferably when deactivating the adjusting body (8; 8g; 8h; 8i) remains in its closed position and the exhaust gas at any speed and in all gearbox Gases can only escape via the bypass channel (7).

15. Silencer according to one of claims 1 to 5, characterized in that the adjusting body (8g) is housed in an exhaust gas passage passage (28) actuated, which is bounded by an adjusting body receptacle (27g ') , wherein the adjusting body receptacle (27g ') is formed in two parts and so a first adjustment body

Recording part and a second adjustment body receiving part which abut each other frontally and are firmly connected. 16. Silencer according to one of claims 1 to 5, characterized in that the adjusting body (8h) is formed oval and thus has a main axis and a minor axis which is smaller than the main axis, wherein an exhaust gas passage Channel (28h) in an adjustment body receptacle (27h) is round in cross-section and dimensioned so that the pivoting of the adjustment body (8h) is limited.