WO2015135619A1

WO2015135619A1 - Exhaust gas after-treatment device, exhaust gas after-treatment system, internal combustion engine and motor vehicle

Info

Publication number: WO2015135619A1
Application number: PCT/EP2015/000277
Authority: WO
Inventors: Tillmann Braun; Robert Banek; Frank Duvinage; Alexander MACKENSEN
Original assignee: Daimler Ag
Priority date: 2014-03-14
Filing date: 2015-02-10
Publication date: 2015-09-17
Also published as: DE102014003686A1

Abstract

The invention relates to an exhaust gas after-treatment device (1) with a housing (3) in which at least two exhaust gas after-treatment elements (5, 7) are arranged. According to the invention, a first housing part (13), in which a first exhaust gas after-treatment element (5) is arranged, is received and guided in areas in a second housing part (15) in which a second exhaust gas after-treatment element (7) is arranged.

Description

Exhaust aftertreatment device, exhaust aftertreatment system,

Internal combustion engine and motor vehicle

The invention relates to an exhaust aftertreatment device according to the preamble of claim 1, an exhaust aftertreatment system according to the preamble of claim 6, an internal combustion engine according to claim 8 and a motor vehicle according to claim 9.

German Offenlegungsschrift DE 10 2012 009 940 A1 discloses an exhaust aftertreatment system which has an exhaust aftertreatment device, which is preferably designed as an oxidation catalyst, and an exhaust aftertreatment device downstream of the exhaust aftertreatment device, viewed in the flow direction of the exhaust gas. The exhaust aftertreatment device has a housing in which two exhaust gas aftertreatment elements, namely preferably a particle filter and a catalytic converter (SCR catalyst) arranged for a selective catalytic reduction, are arranged. In this case, the particulate filter is both upstream of the SCR catalyst and - seen in the direction of travel of the exhaust aftertreatment system having motor vehicle - in front of this. If there is an accident situation in which the motor vehicle is deformed substantially in the direction of a longitudinal axis of the housing of the exhaust aftertreatment device, this proves to be relatively stiff because it can not deform almost in the longitudinal direction of the exhaust aftertreatment elements arranged one behind the other. It acts block-forming insofar, can absorb no impact energy and carries the risk to be relocated even in the area of a passenger compartment or to move other components there. The relatively stiff structure is therefore in need of improvement in view of the impact behavior of the motor vehicle and on occupant protection.

The invention is therefore based on the object to provide an exhaust gas aftertreatment device, which does not have the disadvantages mentioned. Furthermore, the invention has the object, an exhaust aftertreatment system, an internal combustion engine and to create a motor vehicle, in which also the disadvantages mentioned do not occur.

The object is achieved by an exhaust aftertreatment device with the

Characteristics of claim 1 is created. This is characterized in that a first exhaust aftertreatment element is arranged in a first housing part, wherein a second exhaust aftertreatment element is arranged in a second housing part, and wherein the first housing part is partially received and guided in the second housing part. Thus, the housing as a whole is constructed neither monolithically nor as a rigid composite of various joined parts, but rather due to the inclusion and guidance of a portion of the first housing part in the second housing part at least by the action of a certain, preferably a predetermined upper limit force, telescoped and thus in its length changeable. It is therefore possible in an impact situation, that the first housing part is further hineinverlagert into the second housing part, whereby the length of the

Exhaust after-treatment device is reduced. Thus, this does not block building. Furthermore, it can absorb impact energy during the relative displacement of the first housing part into the second housing part, so that it acts to absorb energy. The reduction in length also mitigates the risk that the exhaust aftertreatment device itself penetrates into a vehicle interior or pushes other elements into it.

An exemplary embodiment of the exhaust gas aftertreatment device is preferred in which the first and also the second housing part are cylindrically symmetrical, preferably circular-cylindrical. But there are also other, in particular of the circular cross-sectional geometry deviating configurations possible,

for example, a polygonal cross-sectional geometry. An inner diameter or another suitable inner dimension of the second housing part is preferably matched to an outer diameter or another suitable outer dimension of the first housing part such that the first housing part is guided in the second housing part by abutment of its outer circumferential surface on an inner peripheral surface of the second housing part. Preferably, a difference between an inner radius of the first housing part and an outer radius of the second housing part is equal to the sum of the

Wall thicknesses of housing shells of the housing parts, so that there is a secure guide under investment for the first housing part in the second housing part. But it is also possible that a defined displacement force is specified on the radii difference, for example by the inner radius of the second housing part and the Outer radius of the first housing part are matched to one another such that there is a press fit with a defined pressing force.

The first housing part and the second housing part preferably have a common longitudinal axis, which coincide in the assembled state of the two housing parts, thus forming a common, coaxial longitudinal axis. Along this common longitudinal axis, the relative displacement of the two housing parts takes place in the event of an impact, and the length reduction of the exhaust gas aftertreatment device accordingly takes place.

Preferably, the first housing part and / or the second housing part has / have a jacket made of sheet metal, in particular of sheet metal, preferably of a

Thin sheet material is formed. In a preferred embodiment of the exhaust aftertreatment device is a wall thickness of the shell of the first housing part and / or the shell of the second housing part of at least 0.5 mm to at most 1, 5 mm, preferably 1 mm.

The first housing part and the second housing part are preferably connected to one another in a gastight manner. In one embodiment of the exhaust gas aftertreatment device, a clamp connection with a clamp connecting the first housing part and the second housing part is provided for this purpose. In another, preferred embodiment, the first and the second housing part are integrally connected to one another, in particular by welding or soldering. In this case, preferably, the jacket of the first housing part with the jacket of the second housing part at the end of the second housing part, on which the first housing part protrudes from this, materially connected, in particular welded or soldered. An adhesive bond is also possible, as far as it is ensured that it survives the typically occurring exhaust gas temperatures in the area of the exhaust aftertreatment device permanently non-destructive. In another, preferred embodiment, the first and the second housing part are frictionally connected to each other, preferably braced together. It is also possible for an interference fit to be realized in such a way via the difference in radius that the two housing parts are connected to one another in a gastight manner. Also, a sheet metal connection with reduced wall thickness in the sense of a predetermined breaking point is possible.

Preferably, via the gas-tight connection between the first and the second housing part, a predetermined lower limit for a longitudinally acting Defined deformation force, the exhaust aftertreatment device is compressed when force above this critical force level. In this case, the gas-tight connection between the housing parts is destroyed, and it comes to the already described Relativverlagerung. If, on the other hand, forces are introduced into the housing, viewed in the longitudinal direction, which remain below the critical force level, the gas-tight connection is stable, so that neither leaks nor deformation of the exhaust gas aftertreatment device occurs. This shows that even the destruction of the gas-tight connection requires energy, which is taken from the impact energy and thus absorbed. In addition, during the relative bearing of the first housing part in the second housing part, frictional forces preferably occur, which likewise contribute to an absorption of impact energy. The gas-tight connection is preferably designed such that the predetermined lower limit for the in

Longitudinal deformation force is at least 30 kN to at most 40 kN, preferably 35 kN. Impact tests have shown that these values have suitable limits in terms of minimizing the introduction of force into the

Represent vehicle interior.

An exemplary embodiment of the exhaust gas aftertreatment device is preferred, which is characterized in that the first exhaust gas aftertreatment element has a first substrate, wherein the second exhaust gas aftertreatment element has a second substrate. The first substrate has a higher rigidity than the second substrate. If, in the event of an impact, the first housing part is displaced into the second housing part under compression of the exhaust gas aftertreatment device, at the same time the first substrate is forced against the second substrate. Because the first substrate has a higher rigidity than the second, in this case the second substrate is deformed in a defined manner by the first substrate, in particular upset. In addition, impact energy is absorbed and converted into deformation work of the second substrate.

An exemplary embodiment of the exhaust aftertreatment device is also preferred, which is characterized in that the first substrate comprises silicon carbide (SiC), preferably consists of silicon carbide, or is formed as a silicon carbide substrate. The second substrate preferably has at least one structured metal foil, preferably a plurality of structured metal foils. The second substrate preferably consists of structured metal foils. These are preferably designed and arranged such that turbulences are generated in the exhaust gas flowing through the substrate. Preferably, the second substrate is as Metalit ^® -Katalysatorsubstrat educated. If the second substrate has structured metal foils, they can easily be deformed, in particular compressed, in an impact by the much stiffer, first silicon carbide substrate.

An exemplary embodiment of the exhaust gas aftertreatment device is also preferred, which is characterized in that the first exhaust gas aftertreatment element is designed as a diesel particle filter, wherein the second exhaust gas aftertreatment element is designed as an SCR catalytic converter. Particularly preferably, the first exhaust gas aftertreatment element additionally has an SCR catalyst coating, so that it has a total of so-called SDPF particle filter with selectively catalytically active

Coating is formed. In particular, an embodiment is preferred in which the first exhaust gas aftertreatment element is designed as a particle filter, in particular as an SDPF particle filter, wherein the first substrate is formed as a silicon carbide substrate. The second exhaust gas aftertreatment element is preferably designed as an SCR catalytic converter, wherein the second substrate has structured metal foils that are set up for SCR catalysis, in particular provided with an SCR coating. The advantage here is that the coating for the particulate filter, in particular the SDPF particulate filter, can easily be applied to the silicon carbide substrate, wherein an SCR coating can readily be applied to a substrate made of structured metal foils.

Alternatively, an embodiment of the exhaust aftertreatment device is preferred in which the first exhaust aftertreatment element is designed as an SCR catalyst, wherein the second exhaust aftertreatment element as a diesel particulate filter, preferably with additional SCR catalyst coating is formed. At the same time, the reverse configuration to the embodiment described above is realized.

An exemplary embodiment of the exhaust gas aftertreatment device is also preferred, which is characterized in that the second exhaust gas aftertreatment element is brazed to the second housing part. In particular, the second exhaust aftertreatment element is soldered to the inner circumferential surface of the shell of the second housing part. Thus, a direct connection between the second exhaust aftertreatment element and the jacket is provided. Typically, in known exhaust aftertreatment devices between the inner peripheral surface of the shell and the substrate, a mat is arranged, through which the substrate is spaced from the shell. An outer diameter of the substrate is thereby smaller by twice the thickness of the mat than the inner diameter of the jacket. Will the second exhaust aftertreatment element soldered to the second housing part, eliminates the mat, so that the outer diameter of the second exhaust aftertreatment element or the substrate thereof substantially corresponds to the inner diameter of the shell. Through this

Enlargement of the second exhaust aftertreatment element in the radial direction, it is possible while maintaining an identical volume to make it shorter - seen in the longitudinal direction - than would be provided if a mat. This also reduces the length of the housing of the exhaust gas aftertreatment device overall with the same exhaust aftertreatment performance. This is advantageous with regard to the impact behavior of the motor vehicle having the exhaust aftertreatment device and in particular with regard to occupant protection. The already shorter in the initial state housing shortens further in an impact, which effectively reduces the risk of intrusion into the vehicle interior or a shift of other parts in this through the housing.

Preferably, the second exhaust gas aftertreatment element is not soldered over its entire length with the second housing part, so that the solder connection - seen in the longitudinal direction of the second housing part - does not extend over the entire longitudinal extent of the second exhaust aftertreatment element. This embodiment is used in particular to unacceptably high tensions between the second

Exhaust after-treatment element and the second housing part to avoid due to different thermal expansion. In addition, a defined strength of the same can be set by means of a specific tuning of the length of the solder joint, so that a defined lower limit results for a force acting in the longitudinal direction, above which the solder joints between the second exhaust gas aftertreatment element and the second housing part is destroyed. In this way it is possible in an impact, additional impact energy by tearing the second

Receive exhaust aftertreatment element of the second housing part. A shortened in the longitudinal direction solder joint is preferably effected in that at least one edge region of the second exhaust aftertreatment element remains free of the solder joint. Preferably, on both sides edge regions of the second remain

Exhaust after-treatment element of the solder joint free, which is then provided only in a central region thereof.

The first exhaust aftertreatment element is mounted in a preferred embodiment of the exhaust aftertreatment device on a mat, by which it is spaced from an inner peripheral surface of the first housing part and preferably also thermally insulated. The housing of the exhaust gas aftertreatment device preferably has a

Rib structure, which additionally reduces its stiffness - seen in the longitudinal direction - facilitates deformation of the housing in an impact and absorbs additional impact energy during deformation.

The object is also solved by an exhaust aftertreatment system with the

Characteristics of claim 6 is created. This has an exhaust gas aftertreatment device and is characterized by an exhaust gas aftertreatment device according to one of the previously described embodiments. The exhaust aftertreatment device is with the exhaust aftertreatment device for

Passage of exhaust fluidly connected. In connection with the exhaust aftertreatment system realize the advantages that have already been explained in connection with the exhaust aftertreatment device.

An exemplary embodiment of the exhaust aftertreatment system is preferred, in which the exhaust aftertreatment device in the mounted state is oriented substantially perpendicular, preferably perpendicular, to the exhaust gas aftertreatment device. Particularly preferably, in the mounted state, the exhaust gas aftertreatment device is arranged approximately vertically in an engine compartment of a motor vehicle, wherein the exhaust aftertreatment device is arranged approximately horizontally, preferably horizontally in the engine compartment and preferably behind the exhaust aftertreatment device, viewed in the direction of travel. This results in a particularly compact design of the exhaust aftertreatment system. In the exhaust system from the exhaust gas aftertreatment device to the exhaust gas aftertreatment device, which preferably - as seen in the flow direction of the exhaust gas - downstream of

Aftertreatment device is arranged, resulting in a deflection of approximately 90 ° for the exhaust gas flow. This favors an energy-consuming kinking of an exhaust pipe element, which the exhaust aftertreatment device with the

Exhaust gas aftertreatment device connects.

The arrangement of the exhaust gas aftertreatment device horizontally in the engine compartment and preferably along a longitudinal extension of the motor vehicle favors absorption of absorption energy by the exhaust gas aftertreatment device in the event of a frontal impact, in particular in the event of an offset frontal impact

Main force axis of the impact with the longitudinal axis of the exhaust gas treatment device is aligned. An exhaust aftertreatment system is also preferred, which is characterized in that the exhaust aftertreatment device upstream of the exhaust aftertreatment device - as seen in the flow direction of the exhaust gas - is arranged.

The exhaust gas aftertreatment device particularly preferably has an oxidation catalytic converter or is designed as an oxidation catalytic converter.

The object is also achieved by providing an internal combustion engine having the features of claim 8. This is characterized by an exhaust aftertreatment device according to one of the embodiments described above or by an exhaust aftertreatment system according to one of the embodiments described above. This realizes the advantages that have already been explained in connection with the exhaust aftertreatment device and the exhaust aftertreatment system.

Preferably, the exhaust aftertreatment device is attached to the internal combustion engine and aligned in the longitudinal direction thereof. This is on the one hand thermally particularly favorable, on the other favors the orientation of the exhaust aftertreatment device in the longitudinal direction of the internal combustion engine whose energy absorption by deformation in an impact, especially in a frontal impact. This is especially true when the internal combustion engine is in turn installed in a motor vehicle in the longitudinal direction.

It is also preferred an internal combustion engine, which is characterized in that the exhaust gas aftertreatment device is arranged geodetically below an exhaust gas turbocharger. As a result, a particularly compact arrangement of the entire exhaust aftertreatment system on the internal combustion engine is possible, at the same time resulting in a particularly favorable impact behavior.

The object is finally solved by a motor vehicle having the features of claim 9 is created. This is characterized by an internal combustion engine according to one of the embodiments described above. The advantages already described are realized.

In a preferred embodiment of the motor vehicle, the internal combustion engine is arranged longitudinally in an engine compartment, wherein at the same time also attached to the internal combustion engine exhaust gas aftertreatment device in the longitudinal direction and at least approximately horizontally, preferably extending horizontally. Thus, the exhaust aftertreatment device is particularly favorable for energy absorption in a frontal impact, in particular an offset frontal impact, with its longitudinal axis is arranged at least parallel to a main axis of force in the event of impact, with particular preference aligned with the main axis of force. Thus, the full force introduced by the impact acts on the housing of the exhaust gas aftertreatment device in the direction of its longitudinal axis virtually on impact. In this sense, therefore, a motor vehicle is preferred in which the

Exhaust after-treatment device is arranged approximately horizontally, preferably horizontally and particularly preferably aligned in the longitudinal direction.

The motor vehicle is preferably designed as a passenger car. In this case, the advantages of the exhaust aftertreatment device or of the exhaust aftertreatment system with regard to their impact behavior are realized in a particularly suitable manner.

The invention will be explained in more detail below with reference to the drawing. Showing:

Fig. 1 is a schematic representation of a conventional

Exhaust aftertreatment device according to the prior art;

Fig. 2 is a schematic representation of an embodiment of a

Exhaust after-treatment device in undeformed state;

Fig. 3 shows the embodiment of Figure 2 in a deformed state, and

Fig. 4 is a schematic representation of an embodiment of a

Exhaust aftertreatment system.

Figure 1 shows a schematic representation of a known exhaust aftertreatment device according to the prior art. In this case, the exhaust gas aftertreatment device 1 has a housing 3, in which at least two exhaust aftertreatment elements are arranged, namely a first exhaust aftertreatment element 5, which is here as a particulate filter, in particular as a diesel particulate filter, preferably with an SCR coating, and a second exhaust aftertreatment element 7, which is designed here as SCR catalyst. The housing 3 is in one piece

designed so that its length is almost not reduced in the event of an impact, so that the exhaust gas aftertreatment device 1 acts block-forming. The exhaust aftertreatment elements 5, 7 are spaced from the housing 3 by mats 9, 11. Typically, the second exhaust aftertreatment element 7 comprises a ceramic substrate, in particular a cordierite substrate, which is not or hardly deformable. The first exhaust aftertreatment element 5 preferably has a silicon carbide substrate. Thus, the two exhaust aftertreatment elements 5, 7 on the whole a similar rigidity, so that even if the housing 3 - in the horizontal direction in Figure 1 horizontal direction - would deform, would not be a compression of one of the colliding exhaust aftertreatment elements 5, 7. Therefore, these would then act block-forming, and it could be absorbed, or at least only a small amount of impact energy. In addition, the length of the known exhaust aftertreatment device 1 hardly reduces on impact, so that it is possible that it penetrates into an interior of a motor vehicle or other parts in the interior shifts.

Figure 2 shows a schematic representation of an embodiment of the invention the exhaust aftertreatment device 1. Same and functionally identical

Elements are provided with the same reference numerals, so far on the

previous description is referenced. The exhaust aftertreatment device 1 here has a first housing part 13 and a second housing part 15. The first exhaust aftertreatment element 5, which in turn is preferably designed as a particulate filter, in particular as a diesel particulate filter, particularly preferably with an SCR coating, is arranged in the first housing part 13. The second exhaust aftertreatment element 7, which is preferably designed here as an SCR catalytic converter, is arranged in the second housing part 15. Here, the first housing part 13 is partially, namely in a transition region 17, in the second housing part 15th

recorded and conducted.

As a result, in the event of an impact, a telescoping relative displacement of the two housing parts 13, 15 - seen in the longitudinal direction of the housing 3 - possible, so that the exhaust aftertreatment device 1 deform and in particular can be compressed in the longitudinal direction. As a result, it does not block and can absorb impact energy.

In an end region 19 of the second housing part 15, in which the first housing part 13 protrudes from the second housing part 15, the two housing parts 13, 15 are preferably connected to each other gas-tight. In particular, in the end region 19 preferably provided a welding or soldering seam. But it is also a clamp connection or a frictional connection of the housing parts 13, 15 possible. By the connection preferably a minimum force is given, above which the

Connection is destroyed, so that the two housing parts 13, 15 can shift relative to each other, wherein the first housing part 13 further hineinverlagert into the second housing part 15 and the exhaust aftertreatment device 1 is compressed as a whole.

The first housing part 13 and the second housing part 15 each have a jacket 21, 23 which is preferably made of sheet metal, in particular sheet metal, preferably of a

Thin sheet material, particularly preferably with a wall thickness of less than 1 mm, is formed. The first exhaust aftertreatment element 5 is of an inner

Circumferential surface 25 of the shell 21 spaced by a mat 9, so be

Outer diameter is smaller than the inner diameter of the shell 21st

In contrast, the second exhaust aftertreatment element 7 is not stored here in a mat, but lies with its outer peripheral surface 27 directly to an inner peripheral surface 29 of the jacket 23 at. Its outer diameter thus preferably corresponds substantially, particularly preferably exactly, to the inner diameter of the jacket 23. In comparison to the exemplary embodiment illustrated in FIG. 1, in which the mat 11 is provided, the outer diameter of the second exhaust-gas aftertreatment element 7 is in the exhaust-gas aftertreatment device according to FIG increased. If, for the same exhaust aftertreatment performance, a volume of the second exhaust aftertreatment elements 7 in the embodiments according to FIG. 1 on the one hand and FIG. 2 on the other hand are kept the same, it is therefore possible to make the second exhaust aftertreatment element 7 shorter in the exemplary embodiment according to FIG. 2, seen in the longitudinal direction. As a result, the exhaust gas aftertreatment device 1 can be made shorter overall and, for that reason alone, have a lower block-forming effect than is the case in the known exhaust gas aftertreatment device 1 according to FIG.

The second exhaust gas aftertreatment element 7 according to FIG. 2 is preferably partially soldered in the region of its abutment with the outer circumferential surface 27 on the inner circumferential surface 29, the solder joint preferably not extending over the entire length of the second exhaust aftertreatment element 7 (seen in the horizontal direction in FIG. 2) , In particular, edge regions are preferably exempted from the soldering. But it is also possible that the second exhaust aftertreatment element 7 is soldered along its entire length with the jacket 23. About the extent of the Solder connection is preferably a tearing force adjustable beyond which the second exhaust aftertreatment element 7 is released from the jacket 23, in particular demolished. In this way, additional impact energy can be absorbed.

While the first exhaust aftertreatment element 5 preferably has a silicon carbide substrate, in the exemplary embodiment illustrated in FIG

Exhaust after-treatment device 1, the second exhaust aftertreatment element 7 preferably a substrate, which comprises structured metal foils, in particular a Metalit ^® substrate. In such a combination, the substrate of the first exhaust aftertreatment element 5 has a higher rigidity than the substrate of the second exhaust aftertreatment element 7. Therefore, in the event of an impact when the first exhaust aftertreatment element 5 is forced onto the second exhaust aftertreatment element 7, the substrate of the second exhaust aftertreatment element 7 will pass through compresses the substrate of the first exhaust aftertreatment element 5, which further impact energy is absorbed by this deformation.

This is shown schematically in FIG. The same and functionally identical elements are provided with the same reference numerals, so far as the previous

Description is referenced. FIG. 3 shows the situation after an impact. In this case, the connection between the first housing part 13 and the second housing part 15 is torn in the end portion 19, and the first housing part 13 has been displaced into the second housing part 15 inside. Overall, the length of the exhaust aftertreatment device 1 and in particular of the housing 3 has been effectively shortened relative to one another by telescoping relative movement of the two housing parts 13, 15 relative to each other. The first exhaust aftertreatment element 5 is pushed onto the second exhaust aftertreatment element 7, which has resulted in its deformation in the longitudinal direction due to the different rigidity of the substrates and in particular by the compressibility of the substrate of the second exhaust aftertreatment element 7. As a result, further impact energy has been absorbed.

It is also preferably possible that both substrates of the exhaust aftertreatment elements 13, 15 are destroyed upon impact, whereby additional impact energy is absorbed.

FIG. 4 shows a schematic illustration of an exemplary embodiment of an exhaust gas aftertreatment system 31 according to the invention, which has the above-described exhaust gas aftertreatment device 1 according to the invention. Besides, one is Exhaust after-treatment device 33 is provided, which is preferably formed here as an oxidation catalyst, in particular as a diesel oxidation catalyst. The exhaust aftertreatment device 33 is fluidly connected to the exhaust aftertreatment device 1 for passing exhaust gas.

The exhaust aftertreatment device 33 is arranged upstream of the exhaust gas aftertreatment device 1, viewed in the flow direction of the exhaust gas. The exhaust aftertreatment system 31 here has a first connection flange 35 for connection to an exhaust line coming from an internal combustion engine, the connection flange 35 particularly preferably serving for connecting the exhaust aftertreatment system 31 to an outlet flange of a turbine of an exhaust gas turbocharger. The exhaust aftertreatment device 33 is fluidly connected to the exhaust aftertreatment device 1 through a connecting line element 37. Downstream of the exhaust aftertreatment device 1 or on this itself, a second connecting flange 39 is arranged, which serves for the connection of the exhaust aftertreatment system 31 with a downstream exhaust gas piping.

In the illustrated embodiment, the exhaust aftertreatment device 33 and the exhaust aftertreatment device 1 are oriented substantially perpendicular to each other. Accordingly, the exhaust gas in the connecting pipe member 37 is deflected by approximately 90 °.

The exhaust aftertreatment system 31 is preferably attached directly to an internal combustion engine, wherein it is particularly preferably aligned in the longitudinal direction of the internal combustion engine. Preferably, in the assembled state extends

Exhaust gas aftertreatment device 1 in the longitudinal direction of the internal combustion engine, in particular when it is longitudinally installed in an engine compartment of a motor vehicle.

Thus, it is found that the exhaust aftertreatment device 33 in the mounted state on a motor vehicle is preferably oriented substantially vertically, while the exhaust gas aftertreatment device 1 is oriented substantially horizontally, wherein it preferably extends in the longitudinal direction of the motor vehicle.

If, in particular, a laterally offset frontal collision occurs, the longitudinal axis of the exhaust gas aftertreatment device 1 is therefore preferably arranged parallel or even in alignment with the main force axis of the impact. As a result, in the deformation of the Exhaust gas aftertreatment device 1 particularly effectively a large amount of

Impact energy be absorbed.

This shows overall that the exhaust gas aftertreatment device 1 and the exhaust aftertreatment system 31 can be arranged compactly in an engine compartment of a motor vehicle, preferably a passenger car, wherein the exhaust aftertreatment device 1 is defined above a critical force level compressed so that it does not block and absorbs impact energy.

Claims

claims

1. Aftertreatment device (1) with a housing (3), in which at least two exhaust aftertreatment elements (5,7) are arranged, wherein a first housing part (13), in which a first exhaust aftertreatment element (5) is arranged, in a second housing part ( 15) in which a second exhaust gas aftertreatment element (7) is arranged, received and guided in regions,

characterized in that

the housing (3) can be telescoped above a predetermined limit for a deformation force acting in the housing longitudinal direction by relative displacement of the first housing part (13) in the second housing part (15).

2. exhaust aftertreatment device (1) according to claim 1,

characterized in that

the first exhaust aftertreatment element (5) comprises a first substrate, wherein the second exhaust aftertreatment element (7) comprises a second substrate, wherein the first substrate has a higher rigidity than the second substrate.

3. exhaust gas aftertreatment device (1) according to claim 1 or 2,

characterized in that

the first substrate comprises silicon carbide, preferably consisting of silicon carbide, wherein the second substrate comprises at least one structured metal foil, preferably a plurality of structured metal foils, wherein it preferably consists of at least one structured metal foil, preferably of a plurality of structured metal foils.

4. exhaust aftertreatment device (1) according to one of the preceding claims, characterized in that

the first or the second exhaust gas aftertreatment element (5, 7) is designed as a particulate filter, in particular as a diesel particulate filter, in particular as a particulate filter with a selectively catalytically reducing coating, the second or the first exhaust gas after-treatment element (7,5) being used for selective catalytic reduction trained catalyst is formed.

5. exhaust gas aftertreatment device (1) according to one of the preceding claims, characterized in that

the second exhaust gas aftertreatment element (7) is soldered to the second housing part (15), wherein the solder connection preferably does not extend over the entire length - seen in the longitudinal direction of the second housing part (15) - of the second exhaust aftertreatment element (7).

6. exhaust aftertreatment system (31) with an exhaust aftertreatment device (33),

marked by

an exhaust aftertreatment device (1) according to any one of claims 1 to 5, wherein the exhaust aftertreatment device (33) is fluidly connected to the exhaust aftertreatment device (1) for the passage of exhaust gas.

7. exhaust aftertreatment system (1) according to claim 6,

characterized in that

the exhaust aftertreatment device (33) upstream of the exhaust aftertreatment device (1) - seen in the flow direction of the exhaust gas - is arranged, wherein the exhaust aftertreatment device (33) preferably an oxidation onskatalysator, in particular a Dieseloxidationskatalysator comprises, or as an oxidation catalyst, preferably as a diesel oxidation catalyst is formed.

8. Internal combustion engine, characterized by an exhaust gas aftertreatment device (1) according to one of claims 1 to 5 or by an exhaust aftertreatment system (31) according to any one of claims 6 and 7, wherein the exhaust aftertreatment Lung device (1) preferably attached to the internal combustion engine and is particularly preferably aligned in the longitudinal direction of the internal combustion engine.

9. motor vehicle,

marked by

an internal combustion engine according to claim 8, wherein the exhaust gas aftertreatment device (1) is preferably aligned in the longitudinal direction of the motor vehicle, wherein the internal combustion engine is particularly preferably arranged longitudinally in the motor vehicle.

10. Motor vehicle according to claim 9,

characterized in that

the exhaust aftertreatment device (1) is arranged horizontally.