Exhaust tract for an internal combustion engine of a motor vehicle, internal combustion engine, and motor vehicle

Abstract

The invention relates to an exhaust tract (3) for an internal combustion engine (1) of a motor vehicle, the exhaust tract having an exhaust system (4) through which exhaust gas from the internal combustion engine (1) can flow, and comprising a condensate line (8) which is fluidically connected to the exhaust system (4) at a branching point (AS) and at an inlet point (ES) arranged downstream of the branching point (AS) and by means of which condensate formed in the exhaust system (4) can be branched off from the exhaust system (4) at the branching point (AS), conveyed to the inlet point (ES) and introduced into the exhaust system (4) at the inlet point (ES). The invention also provides a pump (10) which is arranged in the condensate line (8) and by means of which the condensate can be actively sucked into the condensate line (8) at the branching point (AS), conveyed through the condensate line (8) and conveyed into the exhaust system (4) at the inlet point (ES).

Description

[0001] Exhaust system for an internal combustion engine of a motor vehicle, internal combustion engine and motor vehicle

[0002] The invention relates to an exhaust system for an internal combustion engine of a motor vehicle according to the preamble of claim 1. Furthermore, the invention relates to an internal combustion engine with such an exhaust system. The invention also relates to a motor vehicle with such an internal combustion engine.

[0003] EP 2 168661 B1 discloses a device for neutralizing an acidic condensate in an internal combustion engine with exhaust gas recirculation. From the

[0004] DE 10 2010 048465 A1 discloses a method for removing condensate from an EGR path of an internal combustion engine. WO 2009 072 963 A1 discloses an arrangement for recirculating exhaust gas from an internal combustion engine. Furthermore, DE 102015213 954 A1 discloses a device for recovering condensate from the exhaust system of an internal combustion engine.

[0005] The object of the present invention is to create an exhaust system for an internal combustion engine of a motor vehicle, such an internal combustion engine and such a motor vehicle, so that a particularly advantageous operation can be ensured.

[0006] This problem is solved according to the invention by an exhaust system with the features of claim 1, by an internal combustion engine with the features of claim 13, and by a motor vehicle with the features of claim 15. Advantageous embodiments of the invention are the subject of the dependent claims.

[0007] A first aspect of the invention relates to an exhaust system for an internal combustion engine, also referred to as a combustion engine, of a motor vehicle, also simply referred to as a vehicle. This means that the motor vehicle, preferably designed as a motor vehicle, in particular as a passenger car, in its fully manufactured state, has the internal combustion engine and thus the exhaust system and can be driven by means of the internal combustion engine. During operation of the internal combustion engine, combustion processes take place in the internal combustion engine, in particular in the combustion chambers of the internal combustion engine. In each combustion process, a mixture, also referred to as a fuel-air mixture, is burned, in particular ignited and combusted. The mixture comprises air and, for example, a liquid or gaseous fuel.The combustion of the respective mixture results in exhaust gas from the internal combustion engine. The exhaust system comprises an exhaust system through which the exhaust gas from the internal combustion engine can flow. This means that the exhaust gas can flow out of the combustion chambers and into the exhaust system, and then through it.

[0008] To ensure particularly advantageous operation of the internal combustion engine, the invention provides that the exhaust system includes a condensate line, also referred to as a branch line, which is designed separately from the exhaust system. The condensate line is fluidically connected to the exhaust system at a branch point. Furthermore, the condensate line is fluidically connected to the exhaust system at an inlet point, which is spaced, in particular completely, away from the branch point. The inlet point is arranged downstream of the branch point in the direction of exhaust gas flow through the exhaust system and is, in particular, completely spaced away from the branch point.This allows condensate that has formed in the exhaust system, for example at the branch point and / or has been routed to it, to be diverted from the exhaust system at the branch point and introduced into the condensate line. The condensate diverted from the exhaust system via the condensate line can then flow through it. The condensate diverted from the exhaust system can then be conveyed back to the point of discharge via the condensate line.Furthermore, the condensate flowing through the condensate line and conveyed to the discharge point can be discharged from the condensate line at the discharge point and reintroduced into the exhaust system. Since the discharge point is located downstream of the branch point in the direction of exhaust gas flow, the condensate reintroduced into the exhaust system at the discharge point can be carried along by the exhaust gas flowing through the system—that is, by a mass flow of exhaust gas formed by the exhaust gas flowing through the system—and subsequently discharged from the exhaust system and the entire exhaust tract, and thus transported to or into the surrounding area of ​​the exhaust tract.

[0009] Furthermore, according to the invention, the exhaust system includes a pump arranged in the condensate line, particularly downstream of the branch point and upstream of the inlet point, by means of which the condensate can be actively drawn into the condensate line at the branch point. The pump can then actively convey the condensate drawn into the condensate line at the branch point through the condensate line, thereby actively conveying it from the branch point to the inlet point. Additionally, the pump can actively convey the condensate drawn into the condensate line and conveyed through it back into the exhaust system at the inlet point.This enables targeted and demand-based conveyance and thus the directing of the condensate from the branch point to the discharge point, allowing the condensate to be effectively and efficiently discharged from the exhaust system and the entire exhaust tract. This effectively and efficiently prevents an excessive amount of condensate from accumulating in the exhaust system.

[0010] The condensate is or comprises a liquid, which is primarily water. It has been found that modern exhaust systems, which allow for particularly advantageous post-treatment of exhaust gases from internal combustion engines to enable especially low-emission operation, can be susceptible to excessively large quantities of condensate forming within the exhaust system. This is because such an excessive amount of condensate, and thus water, can negatively impair the exhaust system's ability to post-treat the exhaust gas. The invention now makes it possible to prevent the accumulation of excessively large quantities of condensate, and thus excessively large quantities of water, in the exhaust system. This is because the condensate line and pump allow the condensate to be conveyed from the branch point to the inlet point as needed, effectively, and efficiently.From the inlet point, for example, the condensate reintroduced into the exhaust system at the inlet point can be carried along by the exhaust gas flowing through the exhaust system and thus transported out of the exhaust system and the exhaust tract as a whole. The invention enables a particularly advantageous removal of the condensate from the exhaust tract without creating undesirable additional openings or other leaks. Consequently, particularly low-emission operation is achievable, especially when the internal combustion engine is frequently operated at operating points that are conducive to condensate formation in the exhaust system.The invention is based in particular on the finding that when the internal combustion engine is frequently operated at operating points that are favorable for the formation of condensate in the exhaust system, large quantities of condensate, and thus large quantities of water, can form in the exhaust system. This can be the case, in particular, when the internal combustion engine is operated very frequently, or even predominantly or exclusively, at low load over a certain period of time. This can be the case, in particular, when the vehicle is driven only short distances. Furthermore, this can be the case when the vehicle is, for example, a hybrid vehicle, especially a plug-in hybrid.The invention now makes it possible to effectively and efficiently remove condensate, which consists at least or exclusively of water, from the exhaust system, thus effectively and efficiently preventing the accumulation of excessive amounts of condensate within the exhaust system. Consequently, it prevents any exhaust aftertreatment device installed in the exhaust system from being undesirably impaired by water absorbed in the exhaust system, ensuring the optimal functioning of the exhaust aftertreatment device and, as a result, particularly low-emission and therefore highly advantageous operation. In other words, the invention protects emission-relevant components, such as the aforementioned exhaust aftertreatment device and its sensors, from malfunction or damage caused by water or condensate.

[0011] The condensate line, for example, has a specific route adapted to the exhaust system in order to advantageously divert the condensate from the exhaust system and then return it to the exhaust system. Preferably, the condensate line is made of a temperature-resistant material. For example, the condensate line can be a flexible hose, or it can be a rigid, inflexible pipe, for example, made of a metallic material. In order to divert the condensate from the exhaust system in a targeted and efficient manner and convey it to the discharge point, thus removing it from the exhaust system and the exhaust tract as a whole, one embodiment of the invention provides for the pump to be an electric pump, i.e., an electrically operated pump.This means that the pump, for example, has a conveying element and a drive motor designed as an electric motor, by means of which the conveying element can be driven and thus moved relative to the pump housing, in particular translationally and / or rotationally. By moving the conveying element relative to the pump housing, the condensate can be drawn into the condensate line (also referred to as the branch line) and thus diverted from the exhaust system. It is then conveyed through the condensate line and thus from the branch point to the inlet point, where it is discharged from the condensate line and into the exhaust system. The pump can be selectively activated or deactivated, for example, by electrical control.Activating the pump draws condensate into the condensate line, pumps it through the line, and expels it at the inlet point, returning it to the exhaust system. When the pump is deactivated, it does not pump condensate. This allows the pump to remove condensate from the exhaust system and exhaust tract as needed, effectively, and efficiently.

[0012] Preferably, the pump is used to remove condensate during ferry operation of the vehicle, for example, when the vehicle is driven by its internal combustion engine and thus propelled, particularly forwards. The pump is designed, especially during ferry operation, to allow for intelligent control, particularly depending on the ferry operation and the corresponding amount of condensate. Furthermore, the pump is designed, especially during ferry operation, to enable advantageous diagnostic capabilities, particularly with regard to protective functions, leakage, pump delivery rate, etc. In particular, the invention enables the removal of condensate from the exhaust system and the entire exhaust tract without causing undesirable, emission-relevant leakage.This ensures particularly low-emission and therefore particularly advantageous operation. For example, the pump is designed as a piston pump, in particular as a double-piston pump. Preferably, the pump is designed as a self-sealing piston pump, in particular as a self-sealing double-piston pump. Preferably, the condensate line is sealed at the inlet and branch points, meaning it is fluidically connected to the exhaust system with respect to both the condensate and the exhaust gas, thus preventing undesirable, excessive leakage.

[0013] To ensure particularly low-emission and thus particularly advantageous operation of the internal combustion engine and consequently of the motor vehicle as a whole, a further embodiment of the invention provides that the branch point and the inlet point are arranged downstream of the exhaust aftertreatment element located in the exhaust system and designed for aftertreatment of the exhaust gas, in the direction of flow of the exhaust gas through the exhaust system. This prevents undesirable impairment of the exhaust aftertreatment element by condensate or water, allowing the exhaust aftertreatment element to treat the exhaust gas effectively. In particular, the exhaust aftertreatment element is the aforementioned exhaust aftertreatment device or a component thereof.

[0014] Another embodiment is characterized by the inclusion of a particulate filter in the exhaust system, which filters out particles, particularly soot particles, contained in the exhaust gas. The branch point and the inlet point are arranged downstream of the particulate filter in the direction of exhaust gas flow through the system. This prevents the particulate filter from coming into contact with an undesirably large amount of condensate and thus water, thereby ensuring optimal filter function. This embodiment is based on the understanding that if an excessive amount of water enters the particulate filter, it can become saturated with water like a sponge. This alone can lead to an undesirably high flow resistance for the exhaust gas flowing through the system.If, for example, the surrounding environment is also characterized by particularly low ambient temperatures, also known as outside temperatures, causing the water in the particulate filter to freeze, this can lead to a severe or even complete blockage of the exhaust system, preventing the exhaust gas from flowing through it. This can now be effectively and efficiently avoided by the invention.

[0015] In order to achieve particularly advantageous operation, it has proven especially beneficial if the particulate filter is the last exhaust aftertreatment element located in the exhaust system, viewed in the direction of flow of the exhaust gas flowing through the exhaust system, and thus designed for aftertreatment of the exhaust gas.

[0016] Another embodiment is characterized in that the branch point and the inlet point are arranged downstream of the last sensor in the exhaust system, which is designed to detect a measured quantity, in the direction of flow of the exhaust gas through the exhaust system. The sensor is also designed, for example, to provide an electrical signal characterizing the measured quantity detected by the sensor. This embodiment is based on the understanding that sensors can also be emission-relevant components, particularly insofar as a malfunction or failure of the sensor can lead to an undesirable increase in emissions. Such a malfunction or failure of the sensor can be caused, for example, by condensate, especially water, which can now be avoided.

[0017] It has also proven particularly advantageous if the branch point and the inlet point are arranged downstream of the last nitrogen oxide sensor in the exhaust system, which is designed to detect nitrogen oxides contained in the exhaust gas, viewed in the direction of flow of the exhaust gas. It has been found that nitrogen oxide sensors, in particular, can be susceptible to water. This means that if such a nitrogen oxide sensor comes into contact with water, it can negatively impair its function of detecting nitrogen oxides contained in the exhaust gas. This can now be effectively and efficiently avoided by the invention.

[0018] In order to achieve a particularly advantageous operation of the exhaust system and thus of the internal combustion engine of the vehicle as a whole, a further embodiment of the invention provides that the exhaust system is free of an exhaust gas recirculation device by means of which the exhaust gas can be diverted from the exhaust system and recirculated to an intake tract of the internal combustion engine, also referred to as the intake tract.

[0019] In a further, particularly advantageous embodiment of the invention, at least one silencer, also referred to as the first silencer, is arranged in the exhaust system. When the silencer or the at least one silencer is mentioned before and below, unless otherwise specified, this refers to the first silencer. The branch point is arranged within the silencer, with the inlet point located downstream of the exhaust gas flowing through the exhaust system and, in particular, completely outside the silencer. The silencer now has a dual function. Firstly, the silencer is used to dampen sound and thus enable advantageous noise characteristics of the exhaust system. Secondly, the silencer serves as a condensate or water collector.It was found that condensation, and therefore water, can form especially in the silencer, so that the condensation and thus the water that has formed can now be advantageously drained from the silencer and thus removed from the exhaust system as a whole.

[0020] To remove condensate, and thus water as condensate or as a component of condensate, particularly advantageously from the exhaust system and the exhaust tract as a whole, a further embodiment of the invention provides for a second silencer to be arranged in the exhaust system. This second silencer is located, in particular, completely downstream of the first silencer and, in particular, completely outside the first silencer, in the direction of exhaust gas flow. The second silencer is completely spaced from the first silencer, especially when viewed in the direction of exhaust gas flow. A tailpipe of the exhaust system connects to the second silencer in the direction of exhaust gas flow.The tailpipe has, in particular, at least or exactly, one outlet opening at which the tailpipe, the exhaust system, and the entire exhaust tract terminate. Thus, the exhaust gas flowing through the exhaust system can be discharged and released into the environment via this outlet opening, through which the exhaust system and the entire exhaust tract open into the surroundings. It has proven particularly advantageous if the inlet point, especially when viewed in the direction of flow of the exhaust gas flowing through the exhaust system, is located downstream and, in particular, completely outside the second silencer and within the tailpipe, specifically such that, viewed in the direction of flow of the exhaust gas flowing through the exhaust system, the inlet point is located upstream of the outlet opening.This allows the condensate diverted from the exhaust system to be particularly efficiently reintroduced into the exhaust system, so that the reintroduced condensate can subsequently be efficiently carried out of the exhaust system by the exhaust gas flowing through it. This allows the condensate, and thus the water, to be removed from the exhaust system particularly efficiently without causing unwanted additional leaks.

[0021] Finally, it has proven particularly advantageous if the branch point is located at the lowest point of at least one silencer when the exhaust system is installed in its vertical position. This allows for particularly efficient removal of condensate from the exhaust system. The exhaust system assumes its installed position in the fully assembled state of the motor vehicle, which includes both the exhaust system and the internal combustion engine.

[0022] A second aspect of the invention relates to an internal combustion engine, also referred to as an internal combustion engine or combustion power engine, and designed, for example, as a reciprocating piston engine, i.e., a piston engine, for a motor vehicle, also simply referred to as a vehicle. The internal combustion engine according to the second aspect of the invention has an exhaust system according to the first aspect of the invention. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0023] In order to achieve a particularly advantageous operation of the internal combustion engine, one embodiment of the second aspect of the invention provides that the internal combustion engine is designed as a gasoline engine. Thus, the aforementioned particulate filter is preferably a gasoline particulate filter (GPF).

[0024] A third aspect of the invention relates to a motor vehicle, also referred to simply as a vehicle, and preferably designed as a motor car, in particular as a passenger car, which has an internal combustion engine according to the second aspect of the invention and can be driven by means of the internal combustion engine. Advantages and advantageous embodiments of the first and second aspects of the invention are to be regarded as advantages and advantageous embodiments of the third aspect of the invention, and vice versa.

[0025] Further details of the invention will become apparent from the following description of preferred embodiments with the accompanying drawings. These show:

[0026] Fig. 1 shows a partial schematic representation of a

[0027] Internal combustion engine for a motor vehicle, with an exhaust system according to a first embodiment; and

[0028] Fig. 2 shows a partial schematic and perspective underview of the exhaust system according to a second embodiment.

[0029] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0030] Fig. 1 shows a partial schematic representation of an internal combustion engine 1 for a motor vehicle, also referred to simply as a vehicle. The internal combustion engine 1 has combustion chambers 2 in which combustion processes take place during operation of the internal combustion engine 1. In each combustion process, a mixture, which contains at least air and, for example, a liquid fuel, is burned, in particular ignited and combusted. Exhaust gas from the internal combustion engine 1 results from the combustion of the respective mixture. For example, the internal combustion engine 1 is designed as a spark-ignition engine. The internal combustion engine 1 has an exhaust system 3, a first embodiment of which is shown in Fig. 1.

[0031] Fig. 2 shows a partial schematic and perspective underside view of a second embodiment of the exhaust tract 3.

[0032] The exhaust system 3 includes an exhaust system 4 through which the exhaust gas from the combustion chambers 2 can flow. This means that the exhaust gas can flow out of the combustion chambers 2 and thereby into the exhaust system 4, whereby the exhaust gas flowing into the exhaust system 4 can subsequently flow through the exhaust system 4. In Fig. 1, arrows 5 illustrate the flow of the exhaust gas through the exhaust system 4.

[0033] The internal combustion engine 1 also has an intake manifold 6, also referred to as the inlet tract, through which the aforementioned air, also referred to as fresh air or combustion air, can flow. An arrow 7 illustrates the flow of air through the intake manifold 6. The air flowing through the intake manifold 6 is directed to and into the combustion chambers 2 by means of the intake manifold 6.

[0034] To ensure particularly efficient operation of the internal combustion engine 1 and thus of the motor vehicle as a whole, the exhaust system 3 has a condensate line 8, also referred to as a branch line, which is specifically designed separately from the exhaust system 4. The condensate line 8 is fluidically connected to the exhaust system 4 at a branch point AS. Furthermore, the condensate line 8 is fluidically connected to the exhaust system 4 at an inlet point ES. The branch point AS and the inlet point ES are therefore connection points where the condensate line 8 is fluidly connected to the exhaust system 4. In the direction of flow of the exhaust system

[0035] 4 exhaust gas flowing through, the direction of flow being indicated, for example, by the arrows

[0036] As illustrated in Figure 5, the inlet point ES is located downstream of the branch point AS and is completely separated from the branch point AS. Condensate, which consists, for example, at least or exclusively of water and has formed in the exhaust system 4, can be diverted from the exhaust system 4 at the branch point AS, i.e., discharged, and thereby introduced into the condensate line 8 via the branch line 8, also referred to as the branch line. As a result of its introduction into the condensate line 8, the condensate can flow through the condensate line 8, which then carries the condensate from the exhaust system 4, through the branch point AS, to the inlet point ES.At the discharge point ES, the condensate flowing through the condensate line 8, and thus the aforementioned water, can be discharged from the condensate line 8, either as the condensate itself or as a component of the condensate, and reintroduced into the exhaust system 4. From the discharge point ES, the condensate, and thus the water, can be carried along, for example, by the exhaust gas flowing through the exhaust system 4, and subsequently discharged, i.e., removed, from the exhaust system 4 and the exhaust tract 3 as a whole, in particular by the fact that the condensate, and thus the water, is conveyed by the exhaust gas flowing through the exhaust system 4 into an environment 9 of the exhaust tract 3 and thus of the exhaust system 4.The exhaust gas can leave the exhaust system 4 and thus the exhaust tract 3, flowing into the environment 9. The condensate from the discharge point ES into the environment 9 is conveyed by means of the exhaust gas flowing from the exhaust system 4 and the exhaust tract 3 into the environment 9. This allows the condensate, and thus the water, to be discharged, i.e., removed, from the exhaust system 4 and the exhaust tract 3.

[0037] The exhaust system 3 also features a pump 10 located in the condensate line 8, by means of which the condensate, and thus the water, can be actively drawn into the condensate line 8 at the branch point AS. The pump 10 then actively pumps the condensate drawn into the condensate line 8 through the line. Furthermore, the pump 10 discharges the condensate drawn into and through the condensate line 8 at the discharge point ES, allowing it to be pumped back into the exhaust system 4. This enables the condensate, and thus the water, to be removed effectively, efficiently, and as needed from the exhaust system 4 and the exhaust system 3 as a whole.

[0038] In the first embodiment and in the second embodiment, the pump 10 is designed as an electric pump, i.e., as an electrically operable pump.

[0039] In the exhaust system 4, an exhaust aftertreatment device 11, shown schematically in Fig. 1, is arranged for treating the exhaust gas. The exhaust aftertreatment device 11 has, for example, at least two exhaust aftertreatment elements for treating the exhaust gas. A first exhaust aftertreatment element is, for example, a particulate filter, which, in particular, if the internal combustion engine 1 is a gasoline engine, is designed as a gasoline particulate filter (GPF). A second exhaust aftertreatment element is, for example, a catalyst, which is, for example, a three-way catalyst. Preferably, the second exhaust aftertreatment element is arranged upstream of the first exhaust aftertreatment element in the direction of flow of the exhaust gas through the exhaust system 4.Preferably, the first exhaust aftertreatment element, i.e., for example, the particulate filter, is the last exhaust aftertreatment element of the internal combustion engine 1, and thus of the exhaust tract 3 and the exhaust system 4 as a whole, located in the exhaust system 4 in the direction of exhaust flow and designed for aftertreatment of the exhaust gas. The branch point AS and the inlet point ES are located downstream of the last exhaust aftertreatment element in the exhaust system 4, located in the exhaust system 4 in the direction of exhaust flow and designed for aftertreatment of the exhaust gas.This prevents the exhaust aftertreatment elements, and thus the exhaust aftertreatment device 11, from coming into contact with an excessive amount of condensate and therefore water, thereby avoiding undesirable water-induced damage to the exhaust aftertreatment device 11. The aforementioned particulate filter is shown schematically in Fig. 1 and is designated 12.

[0040] Furthermore, several sensors, not shown in the figures, are arranged in the exhaust system 4. Each sensor detects a specific measured quantity and provides an electrical signal that characterizes that quantity. For example, a nitrogen oxide sensor can detect nitrogen oxides in the exhaust gas. A second sensor can detect the temperature of the exhaust gas. This temperature sensor is located downstream of the nitrogen oxide sensor in the direction of exhaust gas flow through the exhaust system 4.In particular, the temperature sensor is the last sensor arranged in the exhaust system 4, viewed in the direction of flow of the exhaust gas flowing through the exhaust system 4, and is designed to detect a measured quantity and to provide an electrical signal characterizing the detected measured quantity. It is preferably provided that the branch point AS and the inlet point ES are arranged downstream of the nitrogen oxide sensor, and especially downstream of the nitrogen oxide sensor, which is the last sensor arranged in the exhaust system 4, viewed in the direction of flow of the exhaust gas flowing through the exhaust system 4, and is designed to detect nitrogen oxides contained in the exhaust gas.In both the first and second embodiments, the branch point AS, and thus the inlet point ES, is located downstream of the last sensor in the exhaust system 4, which is designed to detect a measured quantity and provide an electrical signal characterizing that quantity. This prevents undesirable damage to emission-relevant components, such as the exhaust aftertreatment elements and the sensors, by condensate and thus water. Furthermore, the internal combustion engine 1, and therefore the exhaust system 3, is free of an exhaust gas recirculation device by which the exhaust gas could be diverted from the exhaust system 4 and recirculated to the intake manifold 6 of the internal combustion engine 1.

[0041] The exhaust system 4 contains at least two silencers, namely a first silencer 13 and a second silencer 14. Silencer 13 is a center silencer, also referred to as a center silencer. Silencer 14 is a rear silencer, also referred to as a rear silencer, since it is the last silencer in the exhaust system 4, viewed in the direction of exhaust gas flow, and designed to dampen sound. It is evident that silencer 13, and thus silencer 14, are located downstream of the exhaust aftertreatment device 11, and thus downstream of the exhaust aftertreatment element in the exhaust system 4, which is the last element designed to treat the exhaust gas.

[0042] Furthermore, for example, silencers 13 and 14 are arranged downstream of the last sensor in the exhaust system 4, which is designed to detect a measured quantity and provide an electrical signal characterizing that quantity. Silencer 14 is arranged downstream of silencer 13 and is completely spaced apart from silencer 13. Conversely, silencer 13 is completely spaced apart from silencer 14. Silencer 13 is arranged outside silencer 14, and silencer 14 is arranged outside silencer 13. It is particularly evident from Fig. 1 that the branch point AS is located in silencer 13.The silencer 13 is thus used to dampen sound and as a condensate / water collector to collect condensate and therefore water. The inlet ES is located downstream and outside the silencer 13 and is completely separated from the silencer 13. As can be seen from Figures 1 and 2, an end pipe 15 of the exhaust system 4 connects to the silencer 14 in the direction of flow of the exhaust gas flowing through the exhaust system 4. The end pipe 15 has, in particular at least or exactly, an outlet opening A, at which the end pipe 15, the exhaust system 4, and the exhaust tract 3 as a whole terminate. The exhaust system 4 and the exhaust tract 3 as a whole open into the surroundings 9 of the exhaust tract 3, the internal combustion engine 1, and the motor vehicle as a whole via the outlet opening A.The exhaust gas flowing through the exhaust system 4 and the exhaust tract 3 can be discharged via the outlet opening A and directed into the environment 9, thus being released. In the first embodiment and in the second embodiment, the inlet point ES is located completely downstream and completely outside the silencer 14 and in the tailpipe 15, so that the condensate flowing through the condensate line 8 is routed from the branch point AS, bypassing the silencer 14, to the inlet point ES and, bypassing the silencer 14, is introduced at the inlet point ES into the tailpipe 15 and thus into the exhaust system 4.

[0043] In the first embodiment, for example, the pump 10 is held on the silencer 14, in particular by means of a holder.

[0044] The motor vehicle, whose interior, also referred to as passenger compartment, passenger cell, or cabin, is formed by a structure designed, for example, as a self-supporting body, comprises the internal combustion engine 1 and thus the exhaust system 3, the intake system 6, and the aforementioned structure. Figure 2 shows that the structure has a floor 16, also referred to as the main floor or underbody, which at least partially overlaps the interior space downwards in the vehicle's vertical direction. The silencers 13 and 14 are arranged below the floor 16 in the vehicle's vertical direction, such that the floor 16 completely overlaps each silencer 13 and 14 upwards. In both the first and second embodiments, the particulate filter 12 is an underbody component.This means that the particulate filter 12 is arranged under the floor 16 in such a way that the particulate filter 12 is completely overlapped and thus covered by the floor 16 in the upward direction of the vehicle.

[0045] In the first embodiment, for example, the pump 10 is held on the silencer 14 bypassing the base 16. This means that, for example, in the first embodiment, the pump 10 is not connected to the silencer 14 via the base 16, or not only via the base 16. In the first embodiment, for example, the pump 10 is held on the silencer 14 bypassing the base 16 completely, so that the pump 10 is not held on the silencer 14 via the base 16. This means that, in this case, a connection between the pump 10 and the silencer 14 via the base 16 is omitted, i.e., not provided.

[0046] In the second embodiment shown in Fig. 2, the pump 10 is held on the base 16 bypassing the silencer 14. This means that the pump 10 is not held on the base 16, or not solely by the silencer 14. In the second embodiment, the pump 10 is held on the base 16 completely bypassing the silencer 14, so that the pump 10 is not held on the base 16 by the silencer 14. In other words, in the second embodiment, there is no connection between the pump 10 and the base 16 via the silencer 14. This prevents, for example, excessive heating of the pump 10 and thus an undesirable impairment of its function. In this embodiment, the pump 10 is held on the base 16 by a bracket and completely bypassing the silencer 14, i.e., it is connected to the base 16.

[0047] Reference symbol list

[0048] 1 Internal combustion engine

[0049] 2 combustion chamber

[0050] 3 Exhaust system

[0051] 4 Exhaust system

[0052] 5 Arrow

[0053] 6 Intake tract

[0054] 7 Arrow

[0055] 8 Condensate line

[0056] 9 Surroundings

[0057] 10 pump

[0058] 11 Exhaust aftertreatment system

[0059] 12 particulate filters

[0060] 13 first silencer

[0061] 14 second silencer

[0062] 15 tailpipe

[0063] 16 Floor

[0064] A Exit opening AS Branch point ES Inlet point

Claims

Patent claims 1. Exhaust system (3) for an internal combustion engine (1) of a motor vehicle, with an exhaust system (4) through which exhaust gas from the internal combustion engine (1) flows, characterized by: - a condensate line (8) fluidically connected to the exhaust system (4) at a branch point (AS) and at an inlet point (ES) located downstream of the branch point (AS), by means of which condensate formed in the exhaust system (4) can be diverted from the exhaust system (4) at the branch point (AS), conveyed to the inlet point (ES) and discharged into the exhaust system (4) at the inlet point (ES); and - a pump (10) arranged in the condensate line (8), by means of which the condensate can be actively drawn into the condensate line (8) at the branch point (AS), conveyed through the condensate line (8) and conveyed into the exhaust system (4) at the inlet point (ES).

2. Exhaust system (3) according to claim 1, characterized in that the pump (10) is designed as an electric pump.

3. Exhaust system (3) according to claim 1 or 2, characterized in that the branch point (AS) and the inlet point (ES) are arranged downstream of the exhaust aftertreatment element arranged in the exhaust system (4) and designed for aftertreatment of the exhaust gas in the direction of flow of the exhaust gas flowing through the exhaust system (4).

4. Exhaust system (3) according to one of the preceding claims, characterized in that a particulate filter (12) is arranged in the exhaust system (4), wherein the branch point (AS) and the inlet point (ES) are arranged in the direction of flow of the exhaust gas flowing through the exhaust system (4) downstream of the particulate filter (12).

5. Exhaust system (3) according to claims 3 and 4, characterized in that the particulate filter (12) is the last exhaust aftertreatment element arranged in the exhaust system (4) in the direction of flow of the exhaust gas flowing through the exhaust system (4) and designed for aftertreatment of the exhaust gas.

6. Exhaust system (3) according to one of the preceding claims, characterized in that the branch point (AS) and the inlet point (ES) are arranged downstream of the last sensor in the exhaust system (4) and designed to detect a measured quantity, in the direction of flow of the exhaust gas flowing through the exhaust system (4).

7. Exhaust system (4) according to one of the preceding claims, characterized in that the branch point (AS) and the inlet point (ES) are arranged downstream of the nitrogen oxide sensor located in the exhaust system (4) and designed to detect nitrogen oxides contained in the exhaust gas, in the direction of flow of the exhaust gas flowing through the exhaust system (4).

8. Exhaust system (3) according to one of the preceding claims, characterized in that the exhaust system (3) is free of an exhaust gas recirculation device by means of which the exhaust gas can be diverted from the exhaust system (4) and recirculated to an intake system (6) of the internal combustion engine (1).

9. Exhaust system (3) according to one of the preceding claims, characterized in that at least one silencer (13) is arranged in the exhaust system (4), wherein the The branch point (AS) in the silencer (13) and the inlet point (ES) are located downstream and outside the silencer (13).

10. Exhaust system (3) according to claim 9, characterized in that a second silencer (14) is arranged downstream and outside the at least one silencer (13) in the exhaust system (4), the second silencer being completely spaced apart from the at least one silencer (13), to which a tailpipe (15) of the exhaust system (4) is connected, the tailpipe (15) of which has an outlet opening (A) at which the tailpipe (15), the exhaust system (4) and the exhaust system (3) terminate, so that the exhaust gas flowing through the exhaust system (4) and the exhaust system (3) can be discharged from the exhaust system (4) and the exhaust system (3) and released into the environment (9) via the outlet opening (A), through which the exhaust system (4) and the exhaust system (3) open into an environment (9) of the exhaust system (3).

11. Exhaust system (3) according to claim 10, characterized in that the inlet point (ES) is arranged downstream and outside the second silencer (14) and in the tailpipe (15).

12. Exhaust tract (3) according to one of claims 9 to 11, characterized in that the branch point (AS) is arranged at the lowest point of the at least one silencer (13) in the vehicle's vertical direction when the exhaust tract (3) is installed.

13. Internal combustion engine (1) for a motor vehicle, with an exhaust system (3) according to one of the preceding claims.

14. Internal combustion engine (1) according to claim 13, characterized in that the internal combustion engine (1) is a gasoline engine.

15. Motor vehicle, with an internal combustion engine (1) according to claim 13 or 14.

Images