WO2016055413A1

WO2016055413A1 - Vehicle having a cooler for condensing exhaust gas and method therefor

Info

Publication number: WO2016055413A1
Application number: PCT/EP2015/072935
Authority: WO
Inventors: Matthias Thewes
Original assignee: Fev Gmbh
Priority date: 2014-10-06
Filing date: 2015-10-05
Publication date: 2016-04-14
Also published as: DE112015004576A5

Abstract

The invention relates to a vehicle having a cooler for condensing exhaust gas and to a method therefor. The vehicle (1) has an internal combustion engine (2) having at least one combustion chamber (6) for burning a fuel-air mixture. The vehicle (1) also has an exhaust gas system (7) for leading away exhaust gas from the at least one combustion chamber (6) into the open. The exhaust gas system (7) has a cooler (9) for forming condensate (10) from the exhaust gas. The vehicle has a collecting container (11) for condensate (10) and a pump (18) for conveying condensate (10) from the collecting container (11). The vehicle also has a injector associated with the at least one combustion chamber (6) of the internal combustion engine (2), for injecting condensate (10) conveyed from the collecting container (11) with pressure by the pump (18).

Description

Vehicle with cooler for Abaaskondensieruna and method for this

The present patent application claims the priority of German Patent Application 10 2014 014 502.6 of 6 October 2014, the content of which is hereby incorporated by reference into the subject matter of the present patent application.

The present invention relates to a vehicle with an internal combustion engine, in which a cooler for forming condensate from the exhaust gas is arranged in an exhaust line. Furthermore, a method for exhaust heat utilization is proposed, which preferably uses the cooler for condensate recovery.

Injection of water can be used in internal combustion engines of vehicles to reduce NOx emissions. This is particularly interesting for diesel engines but also for lean-burn gasoline engines. In gasoline engines can also reduce the tendency to knock due to injection of water, whereby the efficiency of the internal combustion engine can be increased over earlier focal points of combustion. This is synonymous with a reduction in fuel consumption. Due to the reduced tendency to knock, it is also possible to increase the compression ratio of the gasoline engine. This potentially provides additional efficiency benefits at higher loads as well as efficiency benefits at low load operating points where water injection is not utilized. In addition, an increase in power of the internal combustion engine can be achieved by water injection. In the case of gasoline engines, at high speeds and loads, the mixture enrichment usually required for component protection can also be reduced, as a result of which the fuel consumption in this operating state can be improved disproportionately. At the same time, the quantities of coal discharged into the monoxide (CO) and hydrocarbons (HC), which may be relevant for the fulfillment of future emission regulations (keyword: Real Driving Emissions). The problem, however, is always to provide a sufficient supply of water to a vehicle and to adjust the quantity of the supplied fast l to changing load conditions.

Task of present ying erfind ung to improve the Bevorratu ng of water for water injection to a vehicle and simultaneously d urch an injection of water by means of more than one injector bility a best effect possible cooling effect and rapid control can be achieved for different Lastzu ^¬ Scores ,

This object is achieved with a vehicle having the features of claim 1 and a method having the features of claim 15. Advantageous features, refinements and further developments will become apparent from the following description, the figures as well as from the claims, wherein individual features of a design are not limited to these. ^¬ much more can be linked to one or more features of one embodiment with one or more features of another embodiment for further refinements gene. In particular, the respective independent claims can also be combined with each other. Nor should the language of the independent claims be construed as limiting the claimed subject matter. One or more features of Anspruchsformu ^¬ lierungen can therefore replaced as be left out, but are also well complemented. The cited reference to a specific embodiment features can also veral lgemeinert rela ^¬ hung as in other embodiments, in particular applica improvements are not also used. With the inventions so a vehicle is proposed, which is provided with an internal combustion engine (for example reciprocating piston or rotary piston internal combustion engine) with at least one combustion chamber for combustion of a fuel-air mixture,

an exhaust line for discharging exhaust gas from the at least one combustion chamber to the outside,

wherein the exhaust line comprises a cooler for forming condensate from the exhaust gas,

a reservoir for condensate,

a pump for conveying condensate from the collecting container and

an injector associated with the at least one combustion chamber of the internal combustion engine for injecting condensate pumped by the pump under pressure from the reservoir. Further, the invention proposes a method for exhaust heat utilization of a vehicle, which may be, for example, a vehicle with the aforementioned features, wherein in the method exhaust gas of an internal combustion engine of the vehicle flows through a radiator, this condensate accumulates, which is collected and at least one combustion chamber of the internal combustion engine is supplied.

According to the invention condensate is used for water injection, which is obtained by cooling the exhaust gases of the internal combustion engine. The water supply required for the water injection is thus obtained by "on-board means", wherein additionally may be provided in addition to liquid by condensing the exhaust gas and condensate from the air conditioning of the vehicle or rainwater to collect and use for water injection. The advantages of a cylinder-specific different water injection quantity are: different levels of NOx reduction for each cylinder to achieve even better adaptation, as required by the more stringent legislation

Adaptation to cylinder-specific different filling of the cylinder with air and fuel

same or different proportional amount of water (water / air or water / fuel)

same or different cooling Another advantage of the invention is that by cylinder-specific and thus taking place closer to the cylinder injection condensate better the transient operation of an internal combustion engine can follow and in each cycle of the respective cylinder the correct (desired) amount of condensate can be injected.

It is therefore proposed a vehicle with an internal combustion engine, wherein the internal combustion engine has a fuel injection, with a radiator in an exhaust line of the vehicle through which the exhaust gas flows, which flows out of the exhaust line to the outside, wherein in the radiator condensate from the flowing through Exhaust gas is accumulated, with a collecting container in which the condensate is stored, from where it passes through at least one pump to more than one injector, via which the condensate is injected, the injectors in each case a different cylinder of the internal combustion engine or generally expressed another Combustion chamber of the internal combustion engine are assigned, so that the water injection cylinder or combustion chamber specific and / or -individuell controlled takes place, both in terms of the fact which cylinder or combustion chamber is assigned to injected condensate, as well as in terms of condensate (volume) ,

Furthermore, it is provided that the vehicle has a structure of the internal combustion engine, wherein the injector in the inlet channel of the cylinder or injected into a combustion chamber of the cylinder. Preferably, each cylinder is assigned at least one injector for condensate injection. Preferably, each individual one of these injectors can also be controlled in a cylinder-specific manner so as to adapt the amount of condensate as well as the injection time, for example, to a respective operating point. Furthermore, it is preferred if the respective injectors bear against a common pressure line, via which the condensate is conveyed by means of a pump to an adjustable pressure. Preferably, only a single pump for the condensate is needed.

Furthermore, a filter can be arranged between the collecting container and the pump, which, for example, retains solids and / or ice which would otherwise reach the pump. Furthermore, according to one embodiment, it is provided that the vehicle has a cylinder head design of the internal combustion engine, in which the combustion chamber has a fuel injection in addition to the injector. A further development provides that at least one first injector for the injection of fuel and at least one second injector for the injection of the condensate are provided in the combustion chamber, wherein at least one of the two injectors in a central injector between the valves and the other injector in the lateral injector are arranged below the intake valves in a cylinder head. A further embodiment provides that the radiator is usable as an EGR cooler and is in communication with an EGR line and associated EGR valve, via which the cooled exhaust gas is partially returned to the engine. In order to avoid condensate in the EGR line, the EGR is not taken behind the radiator but before the end of the radiator. If necessary, the EGR removal takes place between a first cooler, which cools the exhaust gas only to a temperature, as for the return to the engine is desired and a second cooler, which cools down the exhaust gas so far that water condenses out.

A further embodiment provides that the radiator is followed by a heat exchanger in which a recirculated exhaust gas is reheated, with a return of the heated exhaust gas upstream of a compressor, which is upstream of the cylinders of the internal combustion engine.

It is preferred if the radiator is arranged in the exhaust system behind all components of the exhaust gas purification system.

It is further provided that a heating of the collecting container and a tubing is provided. For example, the condensate collecting tank can be attached to the internal combustion engine or in the vicinity of the internal combustion engine, so that, for example, the condensate is protected from freezing by heat transfer from the internal combustion engine or, after freezing, thawing is enabled. It can also be provided that the condensate collecting tank is heated by cooling water. Another possibility is heating by means of warm exhaust gas.

According to a further embodiment, it is provided that an antifreeze container is present, is introduced from the intermittent or depending on an outside temperature frost protection in the sump. The antifreeze container is preferably dimensioned so large that its contents can be filled within the scope of a service interval of the vehicle.

Also, for example, a corrosion protection agent container is present from which preferably intermittent corrosion protection is introduced into the collection container. By means of the anti-corrosion agent can be prevented, for example, that the injector or other condensate-carrying components are attacked. The anticorrosive agent container is also preferred is dimensioned so large that its content can be filled within the service intervals of the vehicle.

The anticorrosive agent container, the antifreeze container and / or the condensate collection container can be easily reached for filling. Thus, at least one of the containers can be arranged in the engine compartment. In particular, it can be provided that the condensate collecting tank can be filled with additional water from the outside. For example, a level monitoring for the condensate collector or one of the other two containers may be provided. By means of this can be displayed when a filling of one of the containers is necessary.

A further embodiment provides that a further pump is provided to promote condensate from the air conditioner in the sump. This supports the storage of water to be injected.

A further embodiment provides that incident on the car incident rainwater is proportionately collected and directed into the sump. This also supports the storage of injected water.

According to a further aspect of the invention, which can be used as a function of the above vehicle, a method for exhaust heat utilization of a vehicle is proposed, preferably a vehicle as described above, in which an exhaust gas of an internal combustion engine of the vehicle flows through a radiator , this condensate accumulates, which is collected and the inlet channel or combustion chamber of a cylinder of the internal combustion engine is supplied. Preferably, the injection is used to reduce the tendency to knock and thus to reduce fuel consumption. As a result, for example, the compression ratio of the internal combustion engine can be increased, whereby a further fuel consumption reduction is achieved. It is also possible to reduce NOx emissions. It is preferred if a quantity of condensate supplied into the combustion chamber is determined, controlled and monitored as a function of the current operating point by means of a motor control. A further embodiment of the method provides that, depending on a prediction of future operating points, a condensate injection takes place to reduce fuel consumption. For example, depending on an input route known from a navigation device, it is possible to calculate in advance how water injection could take place. As a result, for example, the prediction of the maximum benefit of the condensate injection for fuel consumption reduction exists if only a limited amount of condensate is available.

Furthermore, it is preferred that an injection of condensate takes place only after closing of the inlet valve or valves of the cylinder of the internal combustion engine.

However, it may be provided according to a development that an injection of condensate takes place before closing the intake valve or valves of the cylinder of the internal combustion engine.

A further embodiment provides that ignition-coupled injection of condensate, for example, with ethanol as antifreeze on a direct injection injector installed in a central location, so that the turbulence at the ignition increases and the combustion is stabilized, but without causing an increase in the Particulate emissions come, as it may be the case when the ignition-coupled injection takes place by means of fuel. A further embodiment of the method provides that, before stopping the internal combustion engine, the supply of condensate to the injector (s) is prevented, the injector or injectors being connected in parallel thereto or thereafter. Ren continue to inject condensate, so that they are at least partially emptied to counteract a risk of Beschäd ig ung when freezing the condensate. Furthermore, it can be provided that the condensate pump or the condensate pumps make it possible to empty the injector through inverse operation. This can be done immediately after switching off the internal combustion engine or in dependency of further available for the engine control ble information such. As the Prog nose when the engine is started the next time, and as in the meantime the engine Tempe ^¬ ture aufg round of life and U mgebungstemperaturverlauf will change. Such information can z. This can be achieved, for example, via the online connection of modern vehicles and networking with the driver's diary.

For both methods, it may be advantageous if the injector is constructed and installed so that it remains inclined relative to the horizontal in übl Ien driving or Abstell conditions of the vehicle such that the liquid in the interior of the injector from the injector so may leak, that a damage ig the injector when freezing the amount of residual liquid in In ^¬ jector is avoided.

Preferably, the condensate recovery is carried out using the entire exhaust gas flow d. In this case, it has furthermore proven to be preferable to combine this with a miller method in which the internal combustion engine is operated, since the efficiency of the internal combustion engine is higher and therefore the exhaust gas is colder. Furthermore, it is preferable to combine this with an exhaust gas recirculation, wherein the recirculated exhaust gas is cooled. A further embodiment provides that the Verdüt- ratio in the cylinder can be set to a value of more than 13, preferably has a range of 13.5 and more. Another embodiment provides that during transients, where the ideal amount cooled external AG R is not fast enough l nachge ^¬ controls or can be adjusted, so a higher or lower amount of condensate injection is compensated above sea over.

A further embodiment provides that a condensate injection takes place together with the use of a Miller cycle and a cooled external Abgasrückführu ng in part load operation at a variably settable compaction ratio (VCR). For this purpose, the internal combustion engine can be designed, for example, as a VCR internal combustion engine. Thus, for example, an eccentric Verstel development in the connecting rod for each Zyl be provided by means of which the kinematic effective connecting rod length SET LIBER is changeable.

An additional further image provides that the internal combustion engine is operated in lean operation. The condensate injection can also be used in this operating region, preferably to save fuel by reducing the tendency of knocking. It is, for example, able to keep the NOx emission as low as possible, or to reduce it further.

A further embodiment provides that the ratio of injected fuel quantity to injected amount of water, in particular condensate ^¬ amount, operating point dependent, but preferably also changes depending on temperature. Thus, for example, in a cold start with less or no condensate injection, the operation of the internal combustion engine is made. On the other hand, for example, upon reaching a predefinable operating temperature or operating time of the internal combustion engine, the injected condensate quantity is increased. According to one embodiment ^¬ example, be provided that the ratio of the amount of condensate to the fuel amount of up to 1, 5, may preferably be up to 0.75. The cooling for the radiator can be generated by various means according to a development. For example, a Rankine process can be used, as described, for example, in the publication "Gasoline Combustion Systems Beyond 2020", M. Thewes et al. , 23. Aachener Kollo- fum Fahrzeug- und Motorenentwicklung, and the sources mentioned there. Other options mentioned in the publication may also be considered. Incidentally, this publication is referred to in its entirety in the context of the disclosure, in particular also with regard to the results determined there by means of condensate injection.

Further advantageous embodiments as well as features will become apparent from the following figures and the associated description. The resulting from the figures and the description of individual features are exemplary only and not limited to the particular embodiment. Rather, from one or more figures, one or more features with other features from the above description may be combined into further embodiments. Therefore, the features are not limiting but exemplified. Show it :

Fig. 1 is a schematic view of a vehicle body relating to a vehicle body

Cooler for condensate recovery from the exhaust and

Fig. 2 shows a schematic view of a possible construction of a cylinder head with a first and a second injector and further

Components.

Fig. FIG. 1 shows a schematic view of a section of a vehicle 1 which has an internal combustion engine 2, which, for B. can be designed as reciprocating piston or Rota- tion piston internal combustion engine. The internal combustion engine 2 has a fuel injection 3. Furthermore, the internal combustion engine 2 is preferably a VCR internal combustion engine, such as this by a Eccentric in a connecting rod of a piston 4 of a cylinder 5 of the internal combustion engine 2 is indicated. In a combustion chamber 6 of the cylinder 5 condensate is injected via a first injector, which was recovered from an exhaust gas of an exhaust line 7. The flow of the exhaust gas from the cylinder 5 into the exhaust line 7 is indicated by the reference symbol a. In the exhaust line 7, a radiator 9 is arranged in addition to an exhaust aftertreatment component 8 such as a catalyst and / or a particulate filter. The cooler 9 is able to cool the still hot or hot exhaust gas to a temperature such that the water coming from the combustion is condensed out. Preferably, for this purpose, the exhaust gas or parts of the radiator 9 is cooled, according to one embodiment, to a temperature of preferably 40 ° C to 56 ° C. The condensate 10 can already be pre-collected in the cooler 9, for example. For example, the cooler 9 can have its own collecting volume, in particular having a collecting container integrated. However, it is preferred if the actual collecting volume is provided by a separate collecting container 11. The collecting container 11 may preferably be additionally filled manually, as indicated by the lid. For this purpose, the collecting container 11 is arranged, for example, in the vicinity of a mop water container. There is also the possibility that the collecting container is connected to a further, water-carrying line, via which the collecting container 11 can be fed. Also, several water-bearing container in the vehicle be connected to each other and thus ensure a supply. From the collecting container 11, the condensate 10 is guided, for example, to a filter 12. This prevents, for example, the forwarding of Feinstteilchen that may have crept in with a manual filling of the collecting container 11 with. Furthermore, an antifreeze 14 and / or an anticorrosive agent container 15 can be added to the condensate, for example, from an antifreeze container 13 in metered quantities. As indicated, valves 17 may be connected via an engine control ECU. Preferably, the containers also each have at least one sensor 11 ', which is also connected to the engine control ECU are: By means of the sensors 11 'can be made ^possible Lich, for example, monitoring of the liquid supply and / or the liquid state in a container. The engine control ECU can in this way in each case adapted to an operating situation make appropriate settings, such as the valves 17. So there is the possibility for the engine control to alert the operator of the vehicle that one or more fluids must be replenished. There is also the possibility that the engine control system adjusts the inflowing amounts or changes the engine strategy according to the particular supply of liquid or condensate still on board the vehicle 1, for example if the condensate level in the collecting container 11 is too low to decide the respective levels or conditions of the fluids, the engine control ECU, whether or not a condensate injection takes place at all. In addition, the respective compression ratio via the engine control unit ECU but also the respective fuel injection as well as a variable valve timing can be adjusted. Preferably, the motor controller adapted their maps to the operating behavior by the operator of the vehicle or on a predetermined route in a navigation system ^¬ gationsgerät of the vehicle.

From the filter 12, the condensate or the mixture is conducted with predominantly condensate to at least one pump 18. About the pump 18, the liquid to be injected is pressurized and fed to the respective injectors. This is indicated by the c. According to one embodiment, preferably only one pump is used at pressures of up to 50 bar, at pressures of more than 50 bar, in particular of pressures of 100 bar and more, two pumps or even two pump stages are used. It is preferred that all the condensate injection devices in the form of injectors abut against a common line, which is able to bring the condensate into the respective cylinder to the desired injection while damping pressure pulsations. The injection can be uniform, clocked, take place in different sub-quantities during a cycle, controlled by the respective injector d, denoted by the reference symbols cl and c2.

The condensate 10 to be injected can be injected via an at least approximately centrally in the cylinder head angeord Neten injector or d urch a laterally angeord Neten injector in the combustion chamber 6, this is denoted in each case d by the reference numerals cl and c2. Furthermore, the internal combustion engine 2 can be spark-ignited as indicated by the flash or else self-igniting. Likewise, each cylinder 5 may be associated with an annealing device. Also, according to one embodiment, the internal combustion engine 2 between two modes of external and Selbstzünd be switched.

Furthermore, it is provided, for example, that the entire exhaust gas flows through the cooler 9 hours. If an exhaust gas recirculation is then provided, in which exhaust gas is diverted only after the cooler 9, this branched off partial exhaust gas mass flow can be conducted through a heat exchanger 20 before entering a fresh air mass flow of the cylinder 5 or an inlet d directly into the combustion chamber 6d which is a warm-up. For example, the heat exchanger 20 can be arranged close to the internal combustion engine 2. The various possibilities Mög the admixture of the recirculated exhaust gas mass flow are part urch d t he reference numeral bl and b2 is ^¬ indicated. Also proposes ls poss I is the branch ung b of the radiator, preferably has an exhaust gas for the purpose of exhaust gas recirculation at any point on a innerhal Stel le at which the exhaust gas still r a tempera ture above the condensation temperature ^¬.

Fig. 2 shows another schematic view of a possible structure of a vehicle with condensate recovery from the exhaust gas. In this embodiment, the cooler 21 is disposed in front of an exhaust aftertreatment device 22. An exhaust gas mass partial flow is in turn discharged to the radiator 21, heated via the indicated heat exchanger and then in front of a compressor Supplied to the fresh air mass flow, indicated by the reference numeral d. The condensate 10 is in turn fed to a collecting tank 24. In this case, the collecting container 24 has an integrated filter 25 on. A corrosion inhibitor 26 as well as an antifreeze 27 are added directly to the sump 24. For this purpose, the corresponding storage containers can be connected directly to the collecting container 24. Furthermore, when using a combined M ittels be provided only a corresponding reservoir. The condensate can, for example, the collecting tank 24 subsequent Zusatzl condensate from another device, such as an air conditioner 28 are supplied. Both are then fed via a pump 29 to the respective injector injector. As shown, a first injector 30 can be arranged centrally and a second injector 31 can be positioned below a level of the intake valves 32. Each of the two positions is adapted to provide a condensate injector. Depending on the construction geometry of, for example, the dome of the cylinder head, there is also the possibility that a central position is made possible for the injector injecting the condensate and for injecting the fuel injector. The proposed condensate recovery and use is preferably used in road vehicles such as passenger cars, but especially in commercial vehicles. In addition, however, it can also be used in all other vehicles, be it ships, land machines, off-road vehicles or other vehicles.

The invent ung can alternatively rewrite d urch one of the following feature groups further wherein the Merkmalsg 'groups bel Liebig are combined with each other and individual features of one feature ^¬ group with one or more features of one or more other feature groups and / or one or several of the embodiments described above can be combined. Mechanical:

Collecting containers

Pump to pump condensate from the air conditioner into the collecting tank.

Radiator in the exhaust system with geometric design such that the

Condensate is collected.

This cooler is used as AG R cooler and the cooled exhaust gas is at least partially recycled back into the engine.

If appropriate, a further AG R cooler is connected downstream in which the recirculated exhaust gas is reheated so that no condensate damages the compressor when it is returned in the form of low-pressure EGR.

This cooler is preferably arranged behind all components of the exhaust gas purification system.

Pump to pump exhaust gas condensate into the sump.

Pump from the reservoir to at least one injector, alternatively one or more injectors per cylinder.

Between collecting tank and the last mentioned pump a filter. - The injector can either inject into the suction pipe or directly into the combustion chamber.

If necessary, heating of collecting tanks and tubing is provided.

If necessary, there is another container with an antifreeze (eg ethanol), from which an intermittent or, depending on the outside temperature, a bit of antifreeze is always introduced into the condensate collector, so that the condensate can not freeze.

The antifreeze container is dimensioned so large that its contents can be filled within the service intervals of the vehicle. The condensate collector is mounted on the engine or in the vicinity of the engine so that the condensate is protected from freezing by the engine before freezing or thawing after freezing.

The condensate collection tank is heated by cooling water.

If necessary, there is another container with an antifreeze (eg ethanol), from which then a bit of antifreeze is always introduced into the condensate collector so that the condensate can not freeze, depending on the outside temperature.

If necessary ls is another container with a corrosion inhibitor available, from which then intermittently always a bit of corrosion protection is introduced into the condensate collection container, so that z. B. the injector not corroded.

The anticorrosion agent container is so oversized that its contents can be filled within the service intervals of the vehicle.

Internal combustion engine with at least two DI injectors:

Whereby at least one injector is used for the injection of fuel and at least one injector for the injection of the condensate. At least one injector is arranged in a central injector position between the inlet and outlet valves, and an injector is arranged in lateral injector position below the inlet valves.

The injection system is designed for the condensate as a "low pressure" SI system, which works with pressures <50 bar and thus a single pump is sufficient and no additional high-pressure pump is required. Operating strategy:

Amount of condensate depending on the current operating point.

But also depending on the prediction of future operating points, the z. B. be predicted in dependence on the known from the navigation system input route (-> prediction of the maximum benefit of the condensate injection for fuel consumption reduction).

The injection of condensate is preferably carried out in the compression stroke or after the closing of the intake valve (s).

Ignition coupled, an injection of condensate (with ethanol as antifreeze) via the central DI injector (so that the turbulence at ignition increases and the combustion is stabilized without there being an increase in particulate emissions, as is the case with fuel injection case would).

LIST OF REFERENCE NUMBERS

vehicle

internal combustion engine

Fuel injection

piston

cylinder

combustion chamber

exhaust gas line

exhaust aftertreatment component

cooler

condensate

Clippings

sensor

filter

Antifreeze container

Antifreeze

Anticorrosive agent container

Corrosion inhibitors

Valve

pump

heat exchangers

cooler

exhaust treatment device

compressor

Clippings

filter

Corrosion inhibitors

Antifreeze

air conditioning

pump

first injector second injector inlet valve

Claims

1st vehicle with

an internal combustion engine (2) having at least one combustion chamber (6) for combustion of a fuel-air mixture,

an exhaust line (7) for discharging exhaust gas from the at least one combustion chamber (6) into the open,

wherein the exhaust line (7) has a cooler (9) for forming condensate (10) from the exhaust gas,

a collecting container (11) for condensate (10),

a pump (18) for conveying condensate (10) from the collecting container (11) and

one of the at least one combustion chamber (6) of the internal combustion engine (2) associated injector for injecting from the pump (18) with pressure from the collecting container (11) promoted condensate (10).

2. Vehicle (1) according to claim 1, characterized in that the injector in a suction pipe of the at least one combustion chamber (6) or in an inlet channel of the at least one combustion chamber (6) or in the at least one combustion chamber (6) injects.

3. Vehicle (1) according to claim 2, characterized in that the at least one combustion chamber (6) adjacent to the injector for the condensate injection device has a fuel injection (3), wherein the fuel also in a suction pipe of the combustion chamber (6) or in a Inlet duct of the combustion chamber (6) or injected into the combustion chamber (6).

4. Vehicle (1) according to one of the preceding claims, characterized in that in the combustion chamber (6) at least one first injector for the injection of fuel and at least one second are provided for the injection of the condensate, wherein at least one of the two injectors are arranged in a central injector between inlet and outlet valves of the combustion chamber (6) and the other injector in the lateral injector below an inlet valve.

5. Vehicle (1) according to any one of the preceding claims, characterized in that in the combustion chamber (6) at least one injector for the injection of condensate is provided, wherein this arranged in a central injector between the valves or in the lateral injector below an intake valve is during the injection of fuel via an injection into a suction pipe of the combustion chamber (6) or in an inlet channel of the combustion chamber (6).

6. Vehicle (1) according to any one of the preceding claims, characterized in that the injector for the injection of condensate is constructed and installed so that it remains inclined relative to the horizontal in the usual driving or Abstellbedingungen of the vehicle so that the liquid in the interior of the injector from the injector can leak so that damage to the injector is avoided when freezing the residual amount of liquid in the injector.

7. Vehicle (1) according to any one of the preceding claims, characterized in that the cooler (9) is usable as an EGR cooler and is connected to an EGR line and associated EGR valve, via which the cooled exhaust gas partially back into the engine (2) is returned, wherein the recirculated exhaust gas is removed behind the radiator or at any position from the radiator.

8. Vehicle (1) according to one of the preceding claims, characterized in that the cooler (9) is followed by a heat exchanger in which recirculated exhaust gas is reheated, with a return tion of the heated exhaust gas upstream of a compressor (23) which is upstream of the combustion chamber (6) of the internal combustion engine (2).

9. Vehicle (1) according to one of the preceding claims, characterized in that the cooler (9) in the exhaust line (7) downstream of all components of an exhaust gas purification system of the exhaust line (7) is arranged.

10. Vehicle (1) according to one of the preceding claims, characterized in that an active or passive heating of the collecting container (11) is provided.

11. Vehicle (1) according to one of the preceding claims, characterized in that an antifreeze container (13) is present, from which intermittently or in dependence on the outside temperature antifreeze (14) in the collecting container (11) can be introduced.

12. Vehicle (1) according to one of the preceding claims, characterized in that a corrosion protection agent container (15) is present, from which preferably intermittently a corrosion protection agent (16) in the collecting container (11) can be introduced.

13. Vehicle (1) according to one of the preceding claims, characterized in that incident on the car rainwater is at least partially proportionate in the or a collecting container (11) can be collected.

14. Vehicle (1) according to one of the preceding claims, characterized in that the pump (18) are also operated so that they can at least partially aspirate the condensate from the injector or injectors.

15. Vehicle (1) according to one of claims 1 to 14, characterized in that the injection of condensate takes place combustion chamber specific and / or -individuell.

16. A method for exhaust heat utilization of a vehicle (1), preferably a vehicle according to one of the preceding claims, wherein the exhaust gas of an internal combustion engine (2) of the vehicle (1) through a radiator (9) flows, this condensate (10) accumulates, the collected is and at least one combustion chamber (6) of the internal combustion engine (2) is supplied.

17. The method according to claim 16, characterized in that a quantity of condensate supplied to the internal combustion engine is determined and monitored in dependence on the current operating point by means of an engine control ECU.

18. The method according to claim 16 or 17, characterized in that in response to a prediction of future operating points, a condensate injection for fuel consumption reduction takes place.

19. The method according to any one of claims 16 to 18, characterized in that an injection of condensate (10) after closing one or all intake valves of the at least one combustion chamber (6) of the internal combustion engine (2).

20. The method according to any one of claims 16 to 19, characterized in that an injection of condensate (10) before closing one or all intake valves of the at least one combustion chamber (6) of the internal combustion engine (2).

21. The method according to any one of claims 16 to 20, characterized in that an injection of condensate (10) during the closing of a or all intake valves of the combustion chamber (6) of the internal combustion engine (2) takes place.

22. The method according to any one of claims 16 to 21, characterized in that before the shutdown of the internal combustion engine, the supply of condensate is suppressed to the injector or injectors, wherein parallel to or after the injector or injectors continue to inject condensate, so that these are at least partially emptied.

23. The method according to any one of claims 16 to 22, characterized in that via a reversing operation of the pump (18) a complete or partial emptying of the injector is brought about, which can be done immediately after stopping the engine or at a later time in Depending on other information available for the engine control such. Example, the forecast when the engine is started next time and how will change in the meantime, the engine temperature due to life and ambient temperature history, such information z. B. via the online connection of the vehicle and / or networking with the smartphone or the appointment book of the driver can be obtained.

24. The method according to any one of claims 16 to 23, characterized in that the injection of condensate takes place combustion chamber specific and / or -individuell.