EP2646660B2 - Muffler for exhaust systems - Google Patents

Description

The invention relates to a silencer for exhaust systems of motor vehicles with an internal combustion engine. Furthermore, the invention is directed to a silencer arrangement with at least one corresponding silencer, which is provided for exhaust systems of motor vehicles with an internal combustion engine. The internal combustion engine can be a diesel or gasoline engine.

Exhaust systems of motor vehicles must comply with the legally prescribed noise emission limit values. Within the framework of the legally prescribed noise emission limits, for example, motorcyclists generally want a maximum volume of the exhaust system when driving. The legally prescribed noise emission limit values are not set uniformly worldwide, so that exhaust systems intended for export require a complex adjustment to the prevailing local noise emission limit values.

From the DE 20 2005 011 448 U1 various silencers for exhaust systems are known. These silencers have proven themselves in practice.

From the US 2006/0000205 A1 a silencer is known which has an exhaust gas flow tube and a bypass channel. The bypass channel is formed by two sleeves of different diameters and the exhaust gas flow pipe.

From the DE 100 02 593A1 a silencer is known which has an exhaust gas flow tube and a bypass channel. The exhaust gas flow tube is designed to be closable by an adjusting body. When the exhaust gas flow pipe is closed, the sound insulation is maximum, since the exhaust gases are only conducted through the bypass duct.

The invention has for its object to provide a muffler that is simple in construction and has improved damping properties in the closed position of the adjusting body. A corresponding silencer arrangement is also to be created.

This object is achieved according to the invention by a silencer according to claim 1 and a silencer arrangement according to claim 6.

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

The silencer can be an end or middle silencer.

The exhaust gas flow tube is preferably circular in cross section. The exhaust gas flow tube can also have any other cross sections, such as an oval cross section. It is preferably perforated on the circumferential side at least in some areas and can be connected to an internal combustion engine. A catalyst for exhaust gas aftertreatment can be assigned to the internal combustion engine. However, no catalytic converter can also be assigned to the internal combustion engine.

The flow of the exhaust gas in the exhaust gas flow pipe can be influenced by the at least one actuatable adjusting body. For example, the at least one adjusting body can allow or completely prevent the exhaust gas from flowing in the exhaust gas flow tube. However, the at least one adjusting body can also have an influence on the flow velocity of the exhaust gas in the exhaust gas flow pipe. For example, the exhaust gas flow and the exhaust gas back pressure can be changed by the at least one adjustment body, which also has an effect on the power and the torque of the internal combustion engine of the motor vehicle. The at least one adjustment body is preferably infinitely adjustable.

At least one bypass channel can be damped by resonance, absorption, interference, throttle design (cross-sectional constriction), perforation of at least a partial area of a bypass body delimiting the bypass channel and / or reflection, combinations also being possible. According to the invention, the at least one bypass channel comprises a plurality of flow chambers. These are preferably connected in series.

Further advantageous refinements are specified in the subclaims.

It is advantageous if the at least one bypass channel extends at least in regions parallel to the exhaust gas flow pipe. The at least one bypass channel preferably extends at least in regions along the exhaust gas flow pipe. This configuration leads to an extremely compact and inexpensive silencer. In particular, this silencer has an extremely short length. Conveniently, this silencer also has an extremely small transverse dimension or an extremely small diameter.

The at least one bypass channel advantageously runs at least in regions in a meandering manner. The at least one bypass channel is then extremely long. It has several exhaust gas deflection points.

According to the invention, the at least one bypass channel is delimited by a bypass body, which is preferably tubular. According to the invention, the bypass body is designed as a separate insert. It is preferably tubular, any cross-section being possible.

According to the invention, the at least one bypass body has at least one exhaust gas inlet opening, via which the at least one bypass body is in flow connection with the exhaust gas flow pipe.

According to the invention, the at least one exhaust gas inlet opening is provided circumferentially in the at least one bypass body. It is provided in the jacket of the at least one bypass body. The exhaust gas inlet opening is thus oriented obliquely to the main flow direction of the exhaust gas in the exhaust gas flow pipe.

An exhaust gas outlet opening of the exhaust gas flow tube and an exhaust gas outlet opening of the bypass channel are advantageously arranged adjacent to one another. These can be provided one above the other or next to one another.

It is advantageous if the exhaust gas flow pipe and the at least one bypass body are in flow connection with one another via at least one coupling pipe piece. The coupling pipe piece can be arranged upstream and / or downstream of the exhaust gas flow pipe and / or the bypass channel.

It is advantageous if the exhaust gas flow tube and the at least one bypass channel are at least partially surrounded by an absorption material. Steel or stainless steel wool, basalt fibers, fiberglass mats or threads or the like can be used as the absorption material.

The absorption material is advantageously surrounded at least in regions by a muffler housing. The muffler housing can be circular or oval in cross section. However, it can also have other cross-sectional shapes.

The at least one adjustment body is preferably arranged in the exhaust gas flow tube. It can be located on the inlet side or outlet side in the exhaust gas flow pipe. However, it can also be arranged in a region which lies between, preferably approximately in the middle between, the exhaust gas inlet opening and the exhaust gas outlet opening.

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

It is advantageous if the muffler is designed in such a way that the exhaust gas flows at least in regions transverse to the longitudinal center axis in the exhaust gas flow pipe in order to reach the at least one bypass channel. According to the invention, the at least one bypass channel is arranged radially offset from the longitudinal center axis.

The exhaust gas flow pipe according to claim 3 has an extremely low flow resistance. It is preferably free of exhaust gas deflection points. In particular, it is designed such that the exhaust gas can flow straight and essentially barrier-free through the exhaust gas flow pipe in the direction of the longitudinal center axis when the adjustment body is open. If the exhaust gas flow tube is circular in cross section, the exhaust gas flows axially.

The embodiment according to claim 4 results in a particularly good exhaust gas guidance in the exhaust gas flow pipe. The exhaust gas guide element can be designed as a tube, plate or elbow.

Preferably, the cap body is closed upstream according to claim 5.

The at least one adjustment body is advantageously designed as an adjustment flap which can be pivoted between an open position and a closed position. The pivoting movement of the at least one adjustment flap can be restricted locally. Appropriate end stops can be used for this purpose, which prevent further pivoting of the at least one adjusting body. The at least one adjustment body is pivotably mounted accordingly. The pivot axis of the at least one adjustment flap can run obliquely, preferably perpendicularly, to the longitudinal center axis or preferably in the direction thereof.

The at least one bypass channel can run past the at least one adjustment body.

It is advantageous if the at least one bypass channel runs out of the side of the silencer housing.

It can open upstream or adjacent to the at least one adjustment body laterally into the environment or into another silencer, an interference pipe or a complete pot.

The presetting of the control device according to claim 7 can be achieved, for example, by appropriate programming. It is advantageous if the at least one adjustment drive is an electric adjustment drive. A motor vehicle speed threshold value and / or an engine speed threshold value can be used as the preset threshold value. The threshold value can also be a transmission gear threshold value. The control device can actuate the at least one adjustment body if the threshold value is exceeded or fallen short of. The control device is preferably an electronic control device.

Due to the embodiment according to claim 9, an automatic adjustment takes place. A manual adjustment is no longer necessary. It is advantageous if the adjustment drive is an electric adjustment drive and the control device is designed in such a way that it detects a current increase in the electric adjustment drive as a stop signal and thus the electric adjustment drive. The drive switches off. Mechanical play is so effective and easy to balance. The current increase can be generated in such a way that the electric adjustment drive has a mechanical one in a closed position of the at least one adjustment body Resistance is opposed. At least one corresponding end stop can be provided for this. The end stop can then interact directly with the adjustment body and / or the electric adjustment drive. However, it can also be generated by the at least one adjustment body itself. However, the adjustment drive can also be designed such that the respective opening or closing angle takes place without at least one corresponding end stop. In the case of pneumatic or hydraulic control, the corresponding electronic connections to the control device, which receive the commands for adjusting the at least one adjusting body, must then be established.

Alternatively, the control device can be designed in such a way that it detects a switch-off time signal instead of the current rise and switches off the adjustment drive in a time-controlled manner. For this purpose, a corresponding switch-off time must be programmed into the control device in advance.

It is advantageous if a silencer arrangement comprises at least two silencers connected in series, preferably at least two of the silencers being in flow connection with one another via at least one exhaust gas interference pipe. The exhaust gas interference pipe can be designed as an exhaust holder.

Alternatively, the muffler arrangement can also comprise only one muffler, which is equipped with at least one bypass duct.

Advantageously, the at least one adjustment body according to claim 11 is closed when the motor vehicle is idling. The control device is preferably set or programmed accordingly for this. The adjustment drive can bring the at least one adjustment body into its closed position.

Alternatively or additionally, the at least one adjustment body is advantageously closed again from a predetermined engine speed, the engine speed preferably being set or programmed as a function of the vehicle. The adjustment drive preferably moves the at least one adjustment body in its closed position if necessary. For this purpose, it preferably receives a corresponding closing or switch-off time signal from the control device.

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

The control device according to claim 12 enables a bypass channel that is extremely short and / or has a particularly small effective flow cross-section. It preferably opens the at least one adjustment body at at least one defined speed, speed and / or at least one defined gear of the motor vehicle. This at least one threshold value is preferably programmed or stored in the control device. The exhaust gas back pressure can be reduced by opening the at least one adjustment body. It is advantageous if the control device is designed in such a way that it only opens the at least one adjusting body to such an extent that, despite the small bypass channel, the values specified by the motor vehicle manufacturer, such as engine power and / or torque, can be maintained and / or can be improved.

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

Fig. 1

einen Längsschnitt durch einen erfindungsgemäßen Schalldämpfer gemäß einer ersten Ausführungsform, wobei sich der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 2

eine schematische Ansicht, die den in Fig. 1 dargestellten Schalldämpfer von hinten zeigt,

Fig. 3

den in Fig. 1 dargestellten Schalldämpfer, wobei sich hier der Verstell-Körper in einer Öffnungs-Stellung befindet,

Fig. 4

eine schematische Ansicht, die den in Fig. 3 dargestellten Schalldämpfer von hinten zeigt,

Fig. 5

einen Längsschnitt durch einen nicht erfindungsgemäßen Schalldämpfer, wobei sich der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 6

eine schematische Ansicht, die den in Fig. 5 dargestellten Schalldämpfer von hinten zeigt,

Fig. 7

den in Fig. 5 dargestellten Schalldämpfer, wobei sich der Verstell-Körper in einer Öffnungs-Stellung befindet,

Fig. 8

eine schematische Ansicht, die den in Fig. 7 dargestellten Schalldämpfer von hinten zeigt,

Fig. 9

eine schematische Ansicht, die einen möglichen Verlauf des Bypass-Kanals zeigt,

Fig. 10

einen Längsschnitt durch einen nicht erfindungsgemäßen Schalldämpfer, wobei sich hier der Verstell-Körper in einer Schließ-Stellung befindet,

Fig.11

den in Fig. 10 dargestellten Schalldämpfer, wobei sich der Verstell-Körper hier in einer Öffnungs-Stellung befindet,

Fig. 12

einen Längsschnitt durch einen nicht erfindungsgemäßen Schalldämpfer, wobei sich hier der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 12a

einen Längsschnitt durch den im Wesentlichen in Fig. 12 dargestellten Schalldämpfer, wobei der Schalldämpfer ein Mittel-Schalldämpfer oder ein End-Schalldämpfer sein kann,

Fig. 13

den in Fig. 12 dargestellten Schalldämpfer, wobei sich hier der Verstell-Körper in einer Öffnungs-Stellung befindet,

Fig. 14

einen Längsschnitt durch einen nicht erfindungsgemäßen Schalldämpfer, wobei sich hier der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 15

eine schematische Ansicht, die den in Fig. 14 dargestellten Schalldämpfer von hinten zeigt,

Fig. 16

den in Fig. 14 dargestellten Schalldämpfer, wobei sich der Verstell-Körper in einer Öffnungs-Stellung befindet,

Fig. 17

eine schematische Ansicht, die den in Fig. 16 dargestellten Schalldämpfer von hinten zeigt,

Fig. 18

einen Längsschnitt durch einen nicht erfindungsgemäßen Schalldämpfer, wobei sich hier der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 19

den in Fig. 18 dargestellten Schalldämpfer, wobei sich der Verstell-Körper in einer Öffnungs-Stellung befindet,

Fig. 20 bis 22

schematische Ansichten, die verschiedene Verstell-Körper in ihrer Schließ-Stellung und die zugehörigen Verstell-Körper-Aufnahmen zeigen,

Fig. 23

einen Längsschnitt durch einen nicht erfindungsgemäßen Schalldämpfer, wobei sich der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 24

eine schematische Ansicht, die den in Fig. 23 dargestellten Schalldämpfer von hinten zeigt,

Fig. 25

den in Fig. 23 dargestellten Schalldämpfer, wobei sich der Verstell-Körper in einer Öffnungs-Stellung befindet,

Fig. 26

eine schematische Ansicht, die den in Fig. 25 dargestellten Schalldämpfer von hinten zeigt,

Fig. 27

einen Längsschnitt durch einen nicht erfindungsgemäßen vereinfacht dargestellten Schalldämpfer, wobei sich der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 28

einen Längsschnitt durch einen nicht erfindungsgemäßen vereinfacht dargestellten Schalldämpfer, wobei sich der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 29

einen Längsschnitt durch einen nicht erfindungsgemäßen vereinfacht dargestellten Schalldämpfer, wobei sich der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 30

eine schematische, teilweise geschnittene, Schalldämpfer-Anordnung, wobei beispielhaft eine Ansteuerung eines Verstell-Körpers über einen mit dem Verstell-Körper in Verbindung stehenden Verstell-Motor veranschaulicht ist,

Fig. 31

eine vereinfachte Prinzip-Darstellung, die die Steuer-Einrichtung und die mit dieser in Verbindung stehenden Leitungen bzw. Komponenten zeigt,

Fig. 32

eine schematische, teilweise geschnittene nicht erfindungsgemäße Schalldämpfer-Anordnung,

Fig. 33

eine schematische nicht erfindungsgemäße Schalldämpfer-Anordnung, und

Fig. 34

einen Längsschnitt durch einen nicht erfindungsgemäßen Schalldämpfer, wobei sich der Verstell-Körper in seiner Schließ-Stellung befindet.

Preferred embodiments of the invention are described below by way of example with reference to the accompanying drawing. Show:

Fig. 1

2 shows a longitudinal section through a silencer according to the invention according to a first embodiment, the adjusting body being in a closed position,

Fig. 2

is a schematic view showing the in Fig. 1 shows the silencer shown from behind,

Fig. 3

the in Fig. 1 muffler shown, here the adjustment body is in an open position,

Fig. 4

is a schematic view showing the in Fig. 3 shows the silencer shown from behind,

Fig. 5

3 shows a longitudinal section through a silencer not according to the invention, the adjusting body being in a closed position,

Fig. 6

is a schematic view showing the in Fig. 5 shows the silencer shown from behind,

Fig. 7

the in Fig. 5 muffler shown, the adjustment body is in an open position,

Fig. 8

is a schematic view showing the in Fig. 7 shows the silencer shown from behind,

Fig. 9

2 shows a schematic view which shows a possible course of the bypass channel,

Fig. 10

2 shows a longitudinal section through a silencer not according to the invention, the adjusting body being in a closed position here,

Fig. 11

the in Fig. 10 muffler shown, the adjustment body is here in an open position,

Fig. 12

2 shows a longitudinal section through a silencer not according to the invention, the adjusting body being in a closed position here,

Fig. 12a

a longitudinal section through the substantially in Fig. 12 muffler shown, the muffler can be a middle muffler or an end muffler,

Fig. 13

the in Fig. 12 muffler shown, here the adjustment body is in an open position,

Fig. 14

2 shows a longitudinal section through a silencer not according to the invention, the adjusting body being in a closed position here,

Fig. 15

is a schematic view showing the in Fig. 14 shows the silencer shown from behind,

Fig. 16

the in Fig. 14 muffler shown, the adjustment body is in an open position,

Fig. 17

is a schematic view showing the in Fig. 16 shows the silencer shown from behind,

Fig. 18

2 shows a longitudinal section through a silencer not according to the invention, the adjusting body being in a closed position here,

Fig. 19

the in Fig. 18 muffler shown, the adjustment body is in an open position,

20 to 22

schematic views showing different adjustment bodies in their closed position and the associated adjustment body receptacles,

Fig. 23

3 shows a longitudinal section through a silencer not according to the invention, the adjusting body being in a closed position,

Fig. 24

is a schematic view showing the in Fig. 23 shows the silencer shown from behind,

Fig. 25

the in Fig. 23 muffler shown, the adjustment body is in an open position,

Fig. 26

is a schematic view showing the in Fig. 25 shows the silencer shown from behind,

Fig. 27

2 shows a longitudinal section through a silencer which is not shown in simplified form, the adjusting body being in a closed position,

Fig. 28

2 shows a longitudinal section through a silencer which is not shown in simplified form, the adjusting body being in a closed position,

Fig. 29

2 shows a longitudinal section through a silencer which is not shown in simplified form, the adjusting body being in a closed position,

Fig. 30

2 shows a schematic, partially sectioned, muffler arrangement, an example of a control of an adjustment body via an adjustment motor connected to the adjustment body,

Fig. 31

a simplified schematic diagram showing the control device and the lines or components connected to it,

Fig. 32

a schematic, partially cut silencer arrangement not according to the invention,

Fig. 33

a schematic silencer arrangement not in accordance with the invention, and

Fig. 34

a longitudinal section through a silencer not according to the invention, the adjusting body being in its closed position.

Below is with reference to the 1 to 4 described a first embodiment of the invention. A muffler 1 for use in exhaust systems of motor vehicles, in particular of motorcycles, has a muffler housing 2, which tapers off from a main flow direction 3 of exhaust gas and is firmly connected to a connector 4. The silencer housing 2 can also have a corresponding other geometric shape. The connecting piece 4 can be connected to an internal combustion engine of a motor vehicle or another silencer 1. The silencer housing 2 and the connecting piece 4 can be formed in one piece or as separate components. Arranged within the muffler housing 2 is a straight exhaust gas flow tube 5 which has perforation openings 6 at least in some areas on the circumference and laterally delimits an exhaust gas flow channel 55. Furthermore, a bypass channel 7 extends in the edge of the muffler housing 2, which is in flow connection with the exhaust gas flow pipe 5 or the exhaust gas flow channel 55 and essentially runs along the same. Downstream of the exhaust gas flow tube 5, an adjusting body 8 is mounted in the muffler housing 2, which is movable between an open position and a closed position. An absorption material 9 borders on the inside of the muffler housing 2.

When the adjustment body 8 is in its open position (see 3, 4 ), the exhaust gas flows from the connection piece 4 in the main flow direction 3 axially through the exhaust gas flow tube 5 and passes through the adjustment body 8. This is indicated by the flow arrow V2 in the 3, 4 illustrated. No or hardly any exhaust gas flows from the exhaust gas flow pipe 5 into the bypass channel 7.

When the adjustment body 8 is in its closed position (see 1, 2 ), the exhaust gas flows via the connection piece 4 in the main flow direction 3 into the exhaust gas flow pipe 5 and then enters the bypass duct 7 laterally. The exhaust gas is deflected in the bypass duct 7, so that the bypass duct 7 has a predetermined flow length. The exhaust gas leaves the silencer 1 via the bypass channel 7, which runs past the adjusting body 8. This is indicated by the flow arrow V1 in the 1, 2 illustrated. The sound that is generated is strongly attenuated by the bypass channel 7.

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

The silencer housing 2 is also circular in cross section. Adjacent to the connection piece 4, the muffler housing 2 advantageously has an expansion area 11 in which the muffler housing 2 widens in the main flow direction 3. The muffler housing 2 preferably expands continuously or conically in the expansion region 11. A main area 12, which is part of the muffler housing 2, advantageously adjoins the extension area 11 downstream. In the main area 12, the muffler housing 2 preferably has a constant diameter. The silencer housing 2 has a longitudinal central axis 13 which extends in the direction of the main flow direction 3. The exhaust gas flow tube 5 is circular in cross section. It is accommodated in the silencer housing 2 essentially concentrically to the longitudinal center axis 13 and has an inlet piece 14 which adjoins the connection piece 4 downstream. The inlet piece 14 has an exhaust gas inlet opening 10 on the input side. It extends essentially along the extension area 11. According to this embodiment, the inlet piece 14 preferably has a ring shoulder 15. In the area of the ring shoulder 15 The exhaust gas flow pipe 5 widens in the main flow direction 3. However, the exhaust gas flow pipe 5 can also be fastened to the muffler housing 2 without an inlet piece 14.

The inlet piece 14 has a downstream end 16. Adjacent to the end 16 of the inlet piece 14, the exhaust gas flow tube 5 has an annular shoulder 17. In the area of the annular shoulder 17, the exhaust gas flow tube widens 5 in the main flow direction 3. Downstream of the ring shoulder 17, the exhaust gas flow tube 5 has a constant cross section. The inlet piece 14 can be formed separately.

In the muffler housing 2, an elongated bypass body 18 is accommodated, which determines the course of the bypass channel 7 and projects laterally into the exhaust gas flow pipe 5. The bypass body 18 extends in the main flow direction 3 or parallel to the longitudinal central axis 13. It is located in a peripheral region of the exhaust gas flow pipe 5. The bypass body 18 is in the Cross-section curved. The center of curvature of the bypass body 18 preferably coincides essentially with the longitudinal center axis 13. It is advantageous if the bypass body 18 is based on the longitudinal center axis 13 extends over an angular range from 5 ° to 120 °, preferably from 50 ° to 90 °.

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

A plurality of flow chambers 20 are provided in the bypass body 18, which are connected in series and are in flow connection with one another via corresponding connection openings 21. The flow chambers 20 are arranged in such a way that the exhaust gas is deflected several times as they flow through them. The last flow chamber 20 has an exhaust gas outlet body 22 with an exhaust gas outlet opening 23 and runs parallel to the exhaust gas flow tube 5. It can be designed like a nozzle. The exhaust gas outlet body 22 runs past the adjustment body 8. The exhaust gas outlet opening 23 is located downstream of the adjusting body 8.

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

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

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

The adjustment body 8 is formed by a flap which is circular in cross section and whose diameter corresponds approximately to the inside diameter of the adjustment body receptacle 27. The adjusting body 8 is connected to a bearing body 29 in a rotationally fixed connection, which is pivotably mounted in the adjusting body receptacle 27 and can be pivoted by applying an external pivoting force. The bearing body 29 is preferably designed like a pin. It extends perpendicular to the main flow direction 3 or the longitudinal center axis 13. The exhaust gas outlet body 22 passes through the adjusting body receptacle 27.

Downstream of the adjusting body 8, the silencer housing 2 is adjoined by an end piece 30 which is circular in cross-section and is arranged concentrically to the longitudinal center axis 13.

The function of the silencer 1 during operation is described in detail below. First, the operation of the muffler 1 with the adjusting body 8 closed according to FIG 1, 2 received. The exhaust gas emerging from the internal combustion engine of the motor vehicle reaches the exhaust gas flow pipe 5 via the connecting piece 4. After the adjustment body 8 is in its closed position and the exhaust gas passage channel 28 is in the adjustment position. When the body holder 27 is completely closed, the exhaust gas flows laterally into the bypass body 18 via the exhaust gas inlet openings 19 (arrow V1). The exhaust gas also flows transversely to the main flow direction 3. The exhaust gas flows through the connection openings 21 through the individual flow chambers 20 and is thereby deflected several times. The bypass body 18 thus forms a multi-chamber body. The exhaust gas then passes through the adjustment body 8 in the exhaust gas outlet body 22 and thus reaches the surroundings via the end piece 30. All of the exhaust gas flows into the surroundings via the exhaust gas outlet opening 23. No exhaust gas can get into the environment via the exhaust gas outlet opening 26. In its closed position, the adjusting body 8 is perpendicular to the main flow direction 3 or to the longitudinal center axis 13.

If, however, the adjusting body 8 is in its open position according to the 3, 4 is located, the exhaust gas passage channel 28 is released. The adjustment body 8 is pivoted here by about 90 ° relative to its closed position about the bearing body 29. The pivoting movement is preferably motorized. The exhaust gas can thus flow completely axially through the exhaust gas flow tube 5 and also penetrate the exhaust gas passage channel 28 (arrow V2). It then leaves the silencer 1 via the end piece 30. The exhaust gas passage channel 28 can also be opened only partially, depending on the engine speed and / or the speed of the motor vehicle.

Below is with reference to the 5 to 8 described an embodiment not according to the invention. Identical components are given the same reference numerals as in the previous embodiment, to which reference is hereby made. Structurally different, but functionally similar components are given the same reference numerals with a "a" after them. This also applies analogously to the other embodiments.

The silencer 1a according to the embodiment differs from the silencer 1 according to the first embodiment only in the bypass body 18a. The bypass body 18a has only one flow chamber 20a. It thus forms a unicameral body. The exhaust gas outlet body 22 again runs past the adjustment body 8. The bypass channel 7a thus extends essentially parallel to the exhaust gas flow channel 55.

In Fig. 9 a bypass body 18b is shown, which specifies a flow channel 7b for exhaust gas. The flow channel 7b runs in a meandering manner. A reflection silencer is created in this way. The bypass body 18b can be used in the silencers 1, 1a according to the described embodiments.

Below is with reference to the Fig. 10 and 11 described an embodiment not according to the invention. The silencer 1c is similar to the silencer 1b according to the second embodiment. In contrast to the muffler 1b, the muffler 1c additionally has a straight inner tube 31, which is circular in cross-section and is arranged concentrically to the longitudinal center axis 13. The inner tube 31 extends from the ring shoulder 15 to the adjusting body receptacle 27. It runs at a distance from the exhaust gas flow tube 5. The inner tube 31 has at least in the region of the exhaust gas inlet openings 19 at least one side exhaust gas passage opening 32. The adjusting body 8 is arranged downstream of the inner tube 31.

The inner tube 31 creates, as it were, a second, outer expansion chamber or limits it inwards, in which the exhaust gas can expand and calm down. In the inner tube 31, the exhaust gas can flow through the exhaust gas passage openings 32 in an extremely streamlined and rapid manner.

If according to Fig. 10 the adjusting body 8 is in its closed position, the exhaust gas coming from the internal combustion engine flows into the bypass body 18a via the exhaust gas passage openings 32. The exhaust gas also flows transversely to the main flow direction 3. It leaves the bypass body 18a through the exhaust gas outlet body 22. After passing through the exhaust gas passage openings 32, the exhaust gas can also enter an annular space 33 arrive, which is present between the exhaust gas flow tube 5 and the inner tube 31.

If, on the other hand, the adjusting body 8 is in accordance with Fig. 11 is in its open position, the exhaust gas flows through the inner pipe 31. It then flows through the exhaust gas passage channel 28 into the end piece 30. The exhaust gas flows mainly through the exhaust gas passage openings 32 of the inside -Tube 31 over.

Below is with reference to the Fig. 12 and 13 an embodiment of the invention not described. This embodiment is similar to the embodiment according to FIGS Fig. 10 and 11 . The exhaust gas passage openings 32 in the inner pipe 31d are now arranged in a front region thereof. Furthermore, further exhaust gas passage openings 32 are provided in a rear region of the inner tube 31d.

The bypass body 18d specifies a flow channel 7d, which is meandering, for example. The flow chambers 20d are again connected in series and extend parallel to the main flow direction 3. The adjustment body 8 is arranged in the inner tube 31d adjacent to the flow chambers 20d. The adjusting body 8 is provided between the exhaust gas inlet opening 10 and the exhaust gas outlet opening 26 of the exhaust gas flow pipe 5. It is arranged approximately in the middle between the openings 10, 26. The exhaust gas can thus be conducted upstream of the adjusting body 8 through the exhaust gas passage openings 32 from the inner tube 31d into the adjacent, second expansion chamber. Downstream of the adjusting body 8, the exhaust gas can then be fed back into the inner pipe 31d via the corresponding exhaust gas passage openings 32. If the muffler 1d is designed as a final muffler, the exhaust gas is then conducted into the surroundings via the exhaust gas outlet opening 26. If the muffler 1d is designed as a center muffler, the exhaust gas is led into at least one further muffler or pot.

If the adjustment body 8 according to Fig. 12 in its closed position, the exhaust gas flows into the bypass body 18d via the front, circumferential exhaust passage openings 32. In the first flow chamber 20d, the exhaust gas flows in the main flow direction 3. After the first flow chamber 20d, the exhaust gas is then returned against the main flow direction 3. It then enters at least one further flow chamber 20d and reaches the inner pipe 31d again via the rear, peripheral exhaust gas passage openings 32. The exhaust gas thus circulates around the adjustment body 8 via the bypass body 18d.

If the adjustment body 8 according to Fig. 13 is in its open position, the exhaust gas can flow around it or pass it. The exhaust gas then leaves the exhaust gas flow tube 5 via its exhaust gas outlet opening 26. In contrast to the previous embodiments, the exhaust gas always flows through the exhaust gas outlet opening 26. The exhaust gas passage openings 32 form the exhaust gas here. Exit openings of the bypass channel 7d.

According to Fig. 12a is the silencer 1d according to the Fig. 12 , 13 still assigned a connecting piece to be able to connect it to any downstream muffler. It should be noted here again that all of the silencers disclosed in this application can be end or middle silencers. Fig. 12a shows an example of what a connection as a center silencer can look like. This connection is possible for all disclosed silencers.

Below we refer to the 14 to 17 described an embodiment not according to the invention. In contrast to the previous embodiments, the muffler housing 2e is essentially oval in cross section. Sound attenuation in the muffler 1e takes place through reflection and resonance.

The silencer 1e has a connection piece 4e, which is circular in cross section.

The muffler housing 2e expands unevenly over the extension area 11e. The muffler housing 2e runs from the connection piece 4e significantly further downwards than upwards, so that the connection piece 4e is located in an upper region of the muffler housing 2e.

The connecting piece 4e is also followed by the exhaust gas flow pipe 5e, which initially widens downward from the connecting piece 4e in the main flow direction 3. Perforation openings 6 are provided in the exhaust gas flow tube 5e at least in an upstream region of the exhaust gas flow tube 5e.

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

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

The bypass body 18e is largely in the exhaust gas flow pipe 5e. It has a plurality of exhaust gas inlet openings 19 in its upstream region 35. The bypass body 18e is tubular. It preferably has an annular cross section. The bypass body 18e passes through the closure plate 34 adjacent to the adjustment body receptacle 27. The upstream region 35 is surrounded by a cap body 36 which has a closed head region 37. In addition, the cap body 36 has an open foot region 38, which is arranged opposite the head region 37. The foot region 38 is provided downstream of the head region 37 in the main flow direction 3. The bypass body 18e extends parallel to the main flow direction 3 of the exhaust gas flow pipe 5e.

There is therefore an exhaust gas flow space 39 between the bypass body 18e and the cap body 36, which is open to the closure plate 34.

If the adjustment body 8 according to 14, 15 is in its closed position, the exhaust gas flows from the connection piece 4e via the foot region 38 into the exhaust gas flow space 39 and enters the bypass body 18e there via the exhaust gas inlet openings 19. In the exhaust gas flow space 39, the exhaust gas flows from the foot region 38 against the main flow direction 3 to the exhaust gas inlet openings 19. The exhaust gas flows transversely to the main flow direction 3. It leaves the bypass body 18e then via its exhaust gas outlet opening 23.

If the adjustment body 8 according to 16, 17 is in its open position, the exhaust gas flows through the exhaust gas flow pipe 5e to the exhaust gas outlet opening 26. The exhaust gas expands in the exhaust gas flow pipe 5e and is then brought together again.

Below is with reference to the Fig. 18 and 19th described an embodiment not according to the invention. Compared to the fifth embodiment, an exhaust gas guide member 40 is inserted into the exhaust gas flow pipe 5f here. The exhaust gas guide element 40 runs straight from the connection piece 4f to the closure plate 34 and is fastened thereon adjacent to the exhaust gas outlet opening 26. The exhaust gas guide element 40 is preferably curved in the manner of an arc in cross section. Exhaust gas passage openings 32 are formed in the exhaust gas guide element 40 and are provided at the level of the cap body 36. The adjustment body 8 is arranged downstream of the exhaust gas guide element 40. All possible types of damping are possible.

If the adjustment body 8 according to Fig. 18 is in its closed position, the exhaust gas flows through the exhaust gas passage openings 32 into the exhaust gas flow space 39. It enters the exhaust gas flow space 39 and then flows against the main flow direction 3 the exhaust gas inlet openings 19. The exhaust gas passage openings 32 can be distributed over the entire circumference of the exhaust gas flow pipe 5f. However, only one exhaust gas passage opening 32 can also be present.

If the adjustment body 8 according to Fig. 19 is in its open position, the exhaust gas flows straight out of the connection piece 4f via the exhaust gas outlet opening 26 through the released exhaust gas passage channel 28.

Referring to the 20 to 22 Different adjustment bodies 8 and different adjustment body receptacles 27 are shown.

The adjustment body 8 and the adjustment body receptacle 27 according to Fig. 20 correspond to the already described adjustment body 8 or the already described adjustment body receptacle 27. It should be noted here that in the 20 to 22 that according to the exemplary embodiments Fig. 1 , 3rd , 5 , 7 , 10th and 11 the exhaust gas outlet body 22 passing through the adjusting body receptacles 27 is not shown for reasons of clarity.

According to Fig. 21 the adjusting body 8g has an upper and a lower adjusting body region 41. These run parallel to one another. The adjustment body regions 41 are, however, arranged offset on the bearing body 29g. Two end stops 42 are formed in the adjustment body receptacle 27g, which are formed by corresponding shoulders in the adjustment body receptacle 27g. The end stops 42 are substantially perpendicular to the main flow direction 3. You are in direct connection with the exhaust gas passage channel 28. A recess extends from the upper end stop 42 in the main flow direction 3. A corresponding recess extends from the lower end stop 42 counter to the main flow direction 3. The end stops 42 are in the main flow -Direction 3 offset from each other.

When the adjustment body 8g is in its closed position, the outer adjustment body regions 41 bear laterally on the end stops 42. The end stops 42 prevent the adjusting body 8g from being pivotable beyond its closed position.

According to Fig. 21a the adjustment body receptacle 27g 'is formed in two parts. The adjustment body receptacle 27g 'thus has a first adjustment body receptacle part and a second adjustment body receptacle part which abut one another on the end face and are firmly connected to one another. The adjusting body receiving parts jointly limit the exhaust gas passage channel 28. End stops 42 are again provided.

According to Fig. 21b the adjustment body receptacle 27 is corresponding Fig. 21 educated. Two separate tubes are inserted into the adjustment body receptacle 27g and end at a distance from the end stops 42.

According to Fig. 22 the adjustment body is 8h oval. The adjustment body 8h thus has a main axis and a secondary axis that is smaller than the main axis. The exhaust gas passage channel 28h in the adjusting body receptacle 27h is round in cross section and dimensioned such that the pivoting of the adjusting body 8h is limited. The wall delimiting the exhaust gas passage 28h therefore forms an end stop 42 for the adjustment body 8h.

Below is with reference to the 23 to 26 described an embodiment not according to the invention. The basic structure of the silencer 1i corresponds to that in the 1 to 4 Muffler shown 1. In the exhaust gas flow pipe 5i, a bypass body 18i is inserted here, which is tubular and runs straight along the inside of the exhaust gas flow pipe 5i. The exhaust gas inlet opening 19 of the bypass body 18i is located in the exhaust gas flow pipe 5i. It is located in the exhaust gas flow pipe 5i between, preferably approximately in the middle between, the exhaust gas inlet opening 10 and the exhaust gas outlet opening 26i. The longitudinal center axis of the bypass body 18i thus runs offset from the longitudinal center axis 13 of the muffler housing 2i. The exhaust gas outlet body 22 runs past the adjustment body 8i. The adjustment body 8i is designed here as an adjustment flap which is pivotably mounted in the adjustment body receptacle 27i. The adjustment body 8i is essentially formed by a semicircular plate which is pivotably mounted on a bearing body 29i. The bearing body 29i is designed as a bearing pin, which extends in the main flow direction 3. The bearing body 29i is also in direct connection with a closure plate 34i which closes the exhaust gas flow tube 5i at the end. The closure plate 34i has a corresponding recess in the area of the exhaust gas outlet body 22.

A toothed rim 43 is provided on the edge of the adjusting body 8i at its curved region. The toothed ring 43 has a multiplicity of teeth 44. The muffler 1i further comprises a drive gear 45 which can be driven in rotation and which meshes with a transmission gear 46. The transmission gear 46 also meshes with the ring gear 43. A gear wheel control is more or less present. Alternatively, the toothed ring 43 can also be driven directly via a drive gearwheel, which is then directly connected to the toothed ring 43.

When the adjustment body 8i in its closed position 23, 24 is located, the exhaust gas flows over the bypass body 18i past the adjustment body 8i.

By rotating the drive gear 45, the transmission gear 46 is also rotated. The rotational movement of the transmission gear 46 causes the adjustment body 8i and the bearing body 29i to pivot. When the adjusting body 8i is in its open position 25, 26 is located, the exhaust gas outlet opening 26i is opened so that the exhaust gas can flow through it. The bypass channel 7i is closed by the adjustment body 8i.

According to Fig. 27 a coupling pipe piece 58 is provided upstream of the exhaust gas flow pipe 5j and the bypass body 18j, via which the exhaust gas flow pipe 5j and the bypass body 18j are in flow communication with one another. An adjusting body 8 is arranged in the exhaust gas flow pipe 5j.

In contrast, at least one partition 59 is arranged in the bypass body 18j, which closes the bypass channel 7j. Upstream and downstream of the partition wall 59, side exhaust passage openings 32 are arranged in the bypass body 18j.

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

When the adjusting body 8 is in its open position, exhaust gas can flow around it. The exhaust gas then passes through the adjusting body 8. The embodiment according to Fig. 28 differs from the embodiment of Fig. 27 that the coupling pipe piece 58 is arranged downstream of the exhaust gas flow pipe 5j and the bypass body 18j.

According to Fig. 29 a coupling pipe piece 58 are arranged downstream and upstream of the exhaust gas flow pipe 5j and the bypass body 18j.

Fig. 30 shows an example of a silencer 1i with a servomotor 47, which is preferably an electric servomotor or a servo motor or another direct current motor. The servomotor 47 has a drive shaft (not shown) which is in operative connection with the adjusting body 8i for actuating the same. Furthermore, the servomotor 47 includes an end stop 48. The end stop 48 is preferably fixed in place on the housing of the servomotor 47. It can interact with a driver 49, which is attached to the drive shaft. When the driver 49 comes into contact with the end stop 48, the current of the servomotor 47 increases. This is then recognized by a control device which is shown in FIG Fig. 31 is shown in simplified form and has the reference symbol 50. The control device 50 is connected to the servomotor 47 in a data-transmitting manner. The end stop 48 can also be formed by the concrete shape of the adjustment body 8, 8g, 8h (see 21, 21a, 21b, 22 ). However, the adjustment angles required for the adjustment body 8i can also be generated electronically by a servo motor without mechanical stops.

The control device 50 receives motor vehicle movement data. A first sensor 51, which detects the driving speed of the motor vehicle, is connected to the control device 50. A second sensor 52 can optionally be connected to the control device 50 and record the rotational speed of the internal combustion engine of the motor vehicle, the respective transmission gear and / or other suitable values or signals of the motor vehicle. The speed can be decreased inductively or conventionally. The servomotor can be arranged at any point on the motor vehicle.

Furthermore, a pushbutton switch 53 is connected to the control device 50, which is used to manually switch the speed-dependent and / or speed-dependent and / or transmission gear-dependent automatic system of the control device 50 on or off. In particular, the pushbutton switch 53 is only used for activating / switching on or deactivating / switching off the automatic speed-dependent, speed-dependent and / or gear-changing automatic control device 50. When "deactivating" the adjusting body 8i remains in its closed position and that Exhaust gas can only escape through the bypass channel at any speed or speed and in all transmission gears.

The connection between the servomotor 47 and the adjusting body 8 can be made via a flexible shaft, a flexible or rigid Bowden cable, a worm gear, bevel wheels, conventional toothed wheels, toothed connections, a wedge Belts, a chain drive, an articulated or cardan shaft, lever ratios, a linkage, a thread or a threaded rod. The connection mentioned can be spring-assisted or non-spring-assisted.

Furthermore, an exhaust test button 54 is connected to the control device 50. This is used to switch off the control device 50 completely. With the separate exhaust test button 54, a test mode can be activated in the control device 50, which makes it possible to control the adjusting body 8i without having to drive. By operating the exhaust test button 54, the functionality of the muffler arrangement can be checked after it has been attached to the motor vehicle or for maintenance work.

According to Fig. 32 quasi two silencers 1k are connected in series. For this purpose, the bypass body 18k has a downstream outlet piece 60 on the side, which opens into an interference tube 61 on the input side. The interference pipe 61 is preferably designed as an exhaust holder. For this purpose, the interference tube 61 has at least one fastening means for fastening to the vehicle. At the downstream end of the interference pipe 61, a coupling pipe 62 is attached, which leads into a further silencer 1k.

According to Fig. 33 two silencers 11 are provided, which are in flow connection with a common, external bypass body 18l. For this purpose, circumferential connection bodies 63 are arranged in the exhaust gas flow tubes 5l and open laterally into the bypass body 18l. The exhaust gas is deflected several times in the bypass body 18l. Corresponding openings are provided in guide walls, which are arranged in the bypass body 18l.

It is advantageous if the external bypass body 18l is designed as an exhaust holder. For this purpose, the bypass body 18l preferably has at least one fastening means for fastening to the vehicle.

The in Fig. 34 Silencer 1m shown is similar to silencer 1c according to FIGS Fig. 10 , 11 . Reference is made to the associated description. In contrast to the muffler 1c, the muffler 1m downstream of the exhaust gas outlet opening 23 has a hollow throttle body 64, which is arranged in the end piece 30 and merges the exhaust gas emerging from the exhaust gas outlet opening 23. The exhaust gas flows after the exhaust gas outlet opening 23 toward the longitudinal center axis 13 during operation. So it is redirected again. The throttle body 64 also has an inner tube jacket 65, which serves mainly for guiding the exhaust gas passing the adjusting body 8. At least one passage opening 66 is formed in the pipe jacket 65, via which the exhaust gas can enter from the exhaust gas outlet opening 23 into an end channel delimited by the pipe jacket 65. The gas passing the adjustment body 8 also enters the end channel when the adjustment body 8 is open. The exhaust gas enters the environment via the end channel.

Individual parts of the embodiments described here can be combined with one another as desired, provided this is expedient. In particular, the bypass bodies interchangeable. The position and design of the adjustment body are also interchangeable.

Claims (16)

1. A silencer for exhaust systems of motor vehicles with an internal combustion engine, the silencer comprising:

   a) an exhaust gas flow pipe (5) for guiding exhaust gas, with

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

   c) at least one exhaust gas outlet opening (26, 26i), which has a flow connection to the at least one exhaust gas inlet opening (10), and

   d) a longitudinal center axis (13);

   e) at least one actuable adjustment body (8) to influence a flow of the exhaust gas in the exhaust gas flow pipe (5),

   f) wherein the at least one actuable adjustment body (8) is arranged downstream of the at least one exhaust gas inlet opening (10), and

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

   h) at least one bypass channel (7; 7b), which

   i) has a flow connection to the exhaust gas flow pipe (5), and

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

   k) wherein the least one bypass channel (7) comprises a plurality of flow chambers (20; 20d; 201) and is defined by a bypass body (18) being a separate insert and comprising at least one exhaust gas intake opening, by means of which the at least one bypass body (18; 18b; 18d; 181) has a flow connection to the exhaust gas flow pipe (5)

   characterized in
   that the at least one bypass channel (7; 7b) is arranged radially offset with respect to the longitudinal center axis (13) and the at least one exhaust gas intake opening is provided peripherally in a casing of the least one bypass body (18; 18b).
2. Silencer according to claim 1, characterized in that the at least one actuable adjustment body (8; 8i) is arranged directly downstream of the exhaust gas flow pipe (5; 5e; 5f; 5i; 5j; 5l).
3. Silencer according to claim 1 or 2, characterized in that the exhaust gas flow pipe (5; 5e; 5f; 5i; 5j; 5l) is configured in such a way that the exhaust gas can flow straight through the exhaust gas flow pipe in a direction of the longitudinal center axis (13) if the at least one actuable adjustment body (8; 8g; 8h; 8i) is in its open position.
4. Silencer according to any of the preceding claims characterized by at least one exhaust gas guide element (31; 31d; 40), which is arranged in the exhaust gas flow pipe (5; 5e; 5f) and extends at least partially along said exhaust gas flow pipe and which has at least one exhaust gas through-opening (32) and limits at least one outer expansion chamber, wherein at least one bypass body (18a; 18d; 18f) preferably runs, at least in regions, in the at least one outer expansion chamber.
5. Silencer according to any of the preceding claims, characterized in that at least one exhaust gas intake opening (19) of the bypass body (18a; 18d; 18f) is covered, at least in regions, by at least one cap body (36) arranged spaced apart.
6. Silencer arrangement for exhaust systems of motor vehicles with an internal combustion engine, comprising at least one silencer (1; 1a; 1c; 1d; 1e; 1f; 1i; 1j; 1k; 1l; 1m) according to any of the preceding claims.
7. Silencer arrangement according to claim 6, characterized by:

   a) a control device (50), which has a connection, so as to transmit data, to the at least one actuable adjustment body for the actuation thereof; and

   b) at least one adjustment drive (47), which can be actuated by the control device (50), to adjust the at least one actuable adjustment body, wherein the control device (50), depending on at least one preset threshold value, preferably automatically actuates the at least one adjustment body.
8. Silencer arrangement according to claim 7, characterized in that the control device (50), after a programmed-in switch-off time, receives a switch-off time signal to switch off the adjustment drive (47).
9. Silencer arrangement according to claim 7 or 8, characterized in that the adjustment of the at least one adjustment body (8; 8g; 8h) is limited by at least one stop (42; 48), the control device (50) receiving a stop signal on reaching the at least one stop (42; 48).
10. Silencer arrangement according to any of claims 6 to 9, characterized by at least two silencers (1l) being connected in parallel, at least two of the silencers (1l) having a flow connection to one another by means of at least one bypass channel (7l).
11. Silencer arrangement according to any of claims 9 or 10, characterized in that the at least one actuable adjustment body (8; 8g; 8h) is in its closed position when the motor vehicle is idling.
12. Silencer arrangement according to any of claims 7, 9 or 11, characterized in that the control device (50) is configured in such a way that when at least one threshold value is preset, it actuates the adjustment drive (47) in such a way that the at least one adjustment body (8; 8g; 8h) only opens to reduce the exhaust gas counter-pressure to such an extent that predetermined vehicle values are retained.
13. Silencer arrangement according to any of claims 7 to 12, characterized in that an exhaust test sensing device (54), which is used to completely switch off the control device (50), is connected to the control device (50), a test mode in the control device (50), which makes it possible to check the at least one actuable adjustment body (8i) without having to drive, preferably being able to be activated using the exhaust test sensing device (54).
14. Silencer arrangement according to any of claims 7 to 13, characterized in that a contact switch (53), which is only used to one of activate/switch on and deactivate/switch off at least one of a speed-dependent and a rotational speed-dependent automatic system of the control device (50), is connected to the control device (50), wherein, preferably on deactivation, the at least one actuable adjustment body (8; 8g; 8h; 8i) remains in its closed position and the exhaust gas, at one of every speed and rotational speed and in all the gears, can only escape by means of the bypass channel (7).
15. Silencer according to any one of claims 1 to 5, characterized in that the adjustment body (8g) is accommodated so as to be actuable in an exhaust gas through-channel (28), which is limited by an adjustment body receiver (27g'), wherein the adjustment body receiver (27g') is configured in two parts and thus has a first adjustment body receiver part and a second adjustment body receiver part, which rest on one another on the end face and are rigidly connected to one another.
16. Silencer according to any one of claims 1 to 5, characterized in that the adjustment body (8h) is oval and thus has a main axis and a subsidiary axis, which is smaller than the main axis, an exhaust gas through-channel (28h) in an adjustment body receiver (27h) being round in cross-section and dimensioned in such a way that the pivoting of the adjustment body (8h) is limited.

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