EP2646660B1 - Muffler for exhaust systems - Google Patents

Description

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

Exhaust systems of motor vehicles must comply with legally prescribed noise emission limits. As part of the legally prescribed noise emission limits, for example, a maximum volume of the exhaust system is desired by motorcyclists when driving in general. The legally prescribed noise emission limit values are not uniformly set worldwide, so that a complex adaptation to the locally prevailing noise emission limit values is required for exporting exhaust systems.

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

From the US 2006/0000205 A1 For example, a muffler is known that includes an exhaust flow tube and a bypass channel. The bypass channel is formed by two sleeves of different diameter and the exhaust gas flow tube.

From the DE 100 02 593 A1 For example, a muffler is known that includes an exhaust flow tube and a bypass channel. The exhaust gas flow pipe is designed to be closable by an adjustment body. With the exhaust flow pipe closed, the sound insulation is maximum, as the exhaust gases are passed exclusively through the bypass channel.

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

This object is achieved by a muffler according to claim 1 and a muffler assembly according to claim 6.

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

The silencer may be an end or center silencer.

The exhaust gas flow pipe is preferably annular in cross section. The exhaust gas flow tube can also have any other cross sections, such as an oval cross section. It is preferably at least partially perforated circumferentially and connectable to an internal combustion engine. The internal combustion engine can be a catalyst be assigned to the exhaust aftertreatment. The internal combustion engine can also be assigned no catalyst.

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

At least one bypass channel may be attenuated by resonance, absorption, interference, throttle design (cross-sectional constriction), perforation of at least a portion of a bypass body confining bypass body, and / or reflection, with combinations also possible. The at least one bypass channel may include a flow chamber. According to the invention, the at least one bypass channel comprises a plurality of flow chambers. These are preferably connected in series.

Further advantageous embodiments are specified in the subclaims.

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

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

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

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

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

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

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

It is advantageous if the exhaust gas flow tube and the at least one bypass body are in fluid communication with each other via at least one coupling tube piece. The coupling pipe piece can be upstream and / or downstream of the exhaust flow pipe and / or the bypass duct.

It is advantageous if the exhaust gas flow pipe and the at least one bypass channel are surrounded at least in regions by an absorption material. As absorption material steel or stainless steel wool, basalt fibers, fiberglass mats or threads or the like may find application.

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

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

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

It is advantageous if the muffler is designed in such a way that the exhaust gas flows at least regionally transversely to the longitudinal center axis in the exhaust gas flow tube in order to reach the at least one bypass channel. Preferably, the at least one bypass channel is arranged radially offset from the longitudinal center axis.

The exhaust flow pipe according to claim 3 has an extremely low flow resistance. It is preferably free of exhaust deflecting points. It is in particular designed so that the exhaust gas with open adjustment body straight and substantially barrier-free by the exhaust gas flow pipe in Direction of the longitudinal center axis can flow. When the exhaust flow pipe is circular in cross section, the exhaust gas flows axially.

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

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

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

The at least one bypass channel can pass the at least one adjustment body.

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

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

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

Due to the configuration of claim 9, an automatic adjustment takes place. A manual adjustment is so obsolete. It is advantageous if the adjustment drive is an electric adjustment drive and the control device is designed such that it detects a current increase of the electric adjustment drive as a stop signal and thus the electric adjustment. Drive shuts off. Mechanical play is so effective and easily compensable. The current increase can be generated in such a way that a mechanical resistance is set against the electric adjustment drive in a closed position of the at least one adjusting body. For this purpose, at least one corresponding end stop can be provided. The end stop can then interact directly with the adjustment body and / or the electric adjustment drive. But it is also almost produced by the at least one adjusting body itself. However, the adjusting drive can also be designed such that the respective opening or closing angle takes place without at least one corresponding end stop. In a pneumatic or hydraulic control then the corresponding electronic connections to the control device, which receive the commands for adjusting the at least one adjustment body must be prepared.

Alternatively, the control device can be designed such that it detects a turn-off time signal instead of the current increase and switches off the adjustment drive time-controlled. 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 Silencers are in fluid communication with each other via at least one exhaust gas interference tube. The exhaust gas interference tube may be formed as an exhaust holder.

Alternatively, the muffler assembly may include only a muffler that is equipped with at least one bypass channel.

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

Alternatively or additionally, the at least one adjusting body is favorably closed again from a predetermined engine speed, wherein the engine speed is preferably to be set or programmed depending on the vehicle. The adjusting drive preferably moves the at least one adjusting body in its closed position, if appropriate. This preferably receives for a corresponding closing or off-time signal from the control device.

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

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

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

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 Schalldämpfer gemäß einer zweiten Ausführungsform, 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 Schalldämpfer gemäß einer dritten Ausführungsform, 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 erfindungsgemäßen Schalldämpfer gemäß einer vierten Ausführungsform, 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 Schalldämpfer gemäß einer fünften Ausführungsform, 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 Schalldämpfer gemäß einer sechsten Ausführungsform, 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 Schalldämpfer gemäß einer siebten Ausführungsform, 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 vereinfacht dargestellten Schalldämpfer gemäß einer achten Ausführungsform, wobei sich der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 28

einen Längsschnitt durch einen vereinfacht dargestellten Schalldämpfer gemäß einer neunten Ausführungsform, wobei sich der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 29

einen Längsschnitt durch einen vereinfacht dargestellten Schalldämpfer gemäß einer zehnten Ausführungsform, wobei sich der Verstell-Körper in einer Schließ-Stellung befindet,

Fig. 30

eine schematische, teilweise geschnittene, erfindungsgemäße Schalldämpfer-Anordnung gemäß einer weiteren Ausführungsform, 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 Schalldämpfer-Anordnung gemäß einer weiteren Ausführungsform,

Fig. 33

eine schematische erfindungsgemäße Schalldämpfer-Anordnung gemäß einer weiteren Ausführungsform, und

Fig. 34

einen Längsschnitt durch einen Schalldämpfer gemäß einer letzten Ausführungsform, wobei sich der Verstell-Körper in seiner Schließ-Stellung befindet.

Hereinafter, preferred embodiments of the invention will be described by way of example with reference to the accompanying drawings. Showing:

Fig. 1

a longitudinal section through a silencer according to the invention according to a first embodiment, wherein the adjusting body is in a closed position,

Fig. 2

a schematic view, the in Fig. 1 shown silencer from the back,

Fig. 3

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

Fig. 4

a schematic view, the in Fig. 3 shown silencer from the back,

Fig. 5

a longitudinal section through a muffler according to a second embodiment, wherein the adjusting body is in a closed position,

Fig. 6

a schematic view, the in Fig. 5 shown silencer from the back,

Fig. 7

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

Fig. 8

a schematic view, the in Fig. 7 shown silencer from the back,

Fig. 9

a schematic view showing a possible course of the bypass channel,

Fig. 10

a longitudinal section through a muffler according to a third embodiment, wherein here the adjusting body is in a closed position,

Fig. 11

the in Fig. 10 shown silencer, wherein the adjusting body is here in an open position,

Fig. 12

a longitudinal section through a silencer according to the invention according to a fourth embodiment, in which case the adjusting body is in a closed position,

Fig. 12a

a longitudinal section through the substantially in Fig. 12 muffler shown, wherein the muffler may be a center muffler or an end muffler,

Fig. 13

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

Fig. 14

a longitudinal section through a muffler according to a fifth embodiment, wherein here the adjusting body is in a closed position,

Fig. 15

a schematic view, the in Fig. 14 shown silencer from the back,

Fig. 16

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

Fig. 17

a schematic view, the in Fig. 16 shown silencer from the back,

Fig. 18

a longitudinal section through a muffler according to a sixth embodiment, wherein here the adjusting body is in a closed position,

Fig. 19

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

FIGS. 20 to 22

schematic views showing different adjustment body in its closed position and the associated adjustment body shots,

Fig. 23

a longitudinal section through a muffler according to a seventh embodiment, wherein the adjusting body is in a closed position,

Fig. 24

a schematic view, the in Fig. 23 shown silencer from the back,

Fig. 25

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

Fig. 26

a schematic view, the in Fig. 25 shown silencer from the back,

Fig. 27

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

Fig. 28

a longitudinal section through a simplified silencer according to a ninth embodiment, wherein the adjusting body is in a closed position,

Fig. 29

a longitudinal section through a simplified illustrated muffler according to a tenth embodiment, wherein the adjusting body is in a closed position,

Fig. 30

a schematic, partially sectioned, silencer arrangement according to the invention according to a further embodiment, wherein an example of a control of an adjustment body is illustrated via an associated with the adjustment body adjusting motor,

Fig. 31

a simplified schematic diagram showing the control device and associated with these lines or components,

Fig. 32

a schematic, partially sectioned muffler assembly according to another embodiment,

Fig. 33

a schematic inventive silencer assembly according to another embodiment, and

Fig. 34

a longitudinal section through a muffler according to a final embodiment, wherein the adjusting body is in its closed position.

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

When the adjusting body 8 is in its open position (see Fig. 3, 4 ), the exhaust gas flows from the connecting piece 4 in the main flow direction 3 axially through the exhaust gas flow pipe 5 and passes through the adjusting body 8. This is indicated by the flow arrow V2 in the Fig. 3, 4 illustrated. In this case, 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 Fig. 1, 2 ), the exhaust gas flows via the connecting piece 4 in the main flow direction 3 into the exhaust gas flow pipe 5 and then enters the bypass channel 7 laterally. In the bypass channel 7, the exhaust gas is deflected, so that the bypass channel 7 has a predetermined flow length. The exhaust gas leaves the muffler 1 via the bypass channel 7, which passes by the adjusting body 8. This is due to the flow arrow V1 in the Fig. 1, 2 illustrated. The resulting sound is strongly attenuated by the bypass channel 7.

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

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

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

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

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

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

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

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

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

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

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

Hereinafter, the operation of the muffler 1 in operation will be described in detail. It is first on the operation of the muffler 1 with closed adjustment body 8 according to Fig. 1, 2 received. The exhaust gas leaving the internal combustion engine of the motor vehicle passes via the connection piece 4 into the exhaust gas flow pipe 5. After the adjusting body 8 is in its closed position, the exhaust gas passage channel 28 in the adjustment Body receptacle 27 completely closes, the exhaust gas flows via the exhaust gas inlet openings 19 laterally into the bypass body 18 (arrow 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 deflected several times. The bypass body 18 thus forms a multi-chamber body. The exhaust gas then passes in the exhaust gas outlet body 22, the adjusting body 8 and thus passes through the end piece 30 in the environment. The entire exhaust gas flows via the exhaust gas outlet opening 23 into the environment. No exhaust gas can reach the environment via the exhaust gas outlet opening 26. The adjusting body 8 is in its closed position perpendicular to the main flow direction 3 and to the longitudinal center axis thirteenth

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

The following is with reference to the Fig. 5 to 8 a second embodiment described. 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 receive the same reference numerals with a subordinate "a". This applies analogously to the other embodiments.

The muffler 1 a according to the second embodiment differs from the muffler 1 according to the first embodiment only by the bypass body 18 a. The bypass body 18a has only exactly one flow chamber 20a. He forms a one-chamber body. The exhaust gas outlet body 22 again passes by the adjusting body 8. The bypass channel 7 a thus extends substantially parallel to the exhaust gas flow channel 55.

In Fig. 9 a bypass body 18b is shown, which defines a flow channel 7b for exhaust gas. The flow channel 7b runs in a meandering manner. A reflection muffler is created. The bypass body 18b may be applied to the mufflers 1, 1a according to the described embodiments.

The following is with reference to the Fig. 10 and 11 a third embodiment described. The muffler 1 c is similar to the muffler 1 b according to the second embodiment. In contrast to the muffler 1 b, the muffler 1 c additionally has a straight inner tube 31, which is annular in cross section and is arranged concentrically to the longitudinal center axis 13. The inner tube 31 extends from the annular shoulder 15 to the adjustment body receptacle 27. It extends at a distance from the exhaust gas flow pipe 5. The inner pipe 31 has at least in the region of the exhaust gas inlet openings 19 at least one lateral exhaust gas passage opening 32. The adjusting body 8 is disposed downstream of the inner tube 31.

Through the inner tube 31, a second, outer expansion chamber is quasi created or limited to the inside, in which the exhaust gas can expand and calm. In the inner tube 31, the exhaust gas can flow through the exhaust gas passage openings 32 in an extremely streamlined and fast manner.

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

If, however, the adjusting body 8 according to Fig. 11 is in its open position, the exhaust gas flows through the inner tube 31. It then flows through the exhaust passageway 28 in the end piece 30. The exhaust gas flows mainly to the exhaust gas passage openings 32 of the interior Tube 31 over.

The following is with reference to the Fig. 12 and 13 A fourth embodiment of the invention is described. This embodiment is similar to the embodiment according to FIGS Fig. 10 and 11 , The exhaust gas passage openings 32 in the inner tube 31d are now disposed in a front portion thereof. Further, further exhaust gas passage openings 32 are provided in a rear portion of the inner tube 31d.

The bypass body 18d defines a flow channel 7d which, for example, is meandering. The flow chambers 20d are again connected in series and extend parallel to the main flow direction 3. Adjacent to the flow chambers 20d, the displacement body 8 is disposed in the inner tube 31d. The adjusting body 8 is provided between the exhaust gas inlet port 10 and the exhaust gas exhaust port 26 of the exhaust gas flow pipe 5. It is arranged approximately in the middle between the openings 10, 26. The exhaust is like that upstream of the adjusting body 8 through the exhaust gas passage openings 32 from the inner tube 31d in the adjacent, second expansion chamber feasible. Downstream of the adjusting body 8, the exhaust gas is then returned to the inner tube 31d via the respective exhaust gas passage openings 32. If the muffler 1d is designed as an end muffler, the exhaust gas is then guided via the exhaust gas outlet opening 26 into the environment. If the muffler 1d is designed as a central muffler, the exhaust gas is fed into at least one other muffler or pot.

When the adjusting body 8 according to Fig. 12 is in its closed position, the exhaust gas flows via the front, peripheral exhaust gas passage openings 32 in the bypass body 18 d. 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 returns via the rear, peripheral exhaust gas passage openings 32 back into the inner tube 31d. The exhaust gas thus circulates the adjusting body 8 via the bypass body 18d.

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

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

Below we refer to the FIGS. 14 to 17 a fifth embodiment described. In contrast to the previous embodiments, here the muffler housing 2 e is formed in cross-section substantially oval. In the muffler 1e there is a sound attenuation by reflection and resonance.

The muffler 1e has a connecting piece 4e, which is annular in cross section.

The muffler housing 2e expands unevenly over the extension portion 11e. The muffler housing 2e runs much further down from the terminal 4e than up, so that the terminal 4e is located at an upper portion of the muffler housing 2e.

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

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

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

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

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

When the adjusting body 8 according to Fig. 14, 15th is in its closed position, the exhaust gas flows from the connecting piece 4e via the foot region 38 in the exhaust gas flow space 39 and enters there via the exhaust gas inlet openings 19 in the bypass body 18e. In the exhaust gas flow space 39, the exhaust gas flows from the foot portion 38 opposite to the main flow direction 3 to the exhaust gas entrance openings 19. The exhaust gas flows transversely to the main flow direction 3. It exits the bypass body 18e then via the exhaust outlet opening 23rd

When the adjusting body 8 according to Fig. 16, 17 is in its open position, the exhaust gas flows through the exhaust gas flow pipe 5e to the exhaust gas exhaust port 26. The exhaust gas thereby expands in the exhaust gas flow pipe 5e, and is then recombined.

The following is with reference to the Fig. 18 and 19 A sixth embodiment is described. Here, compared with the fifth embodiment, an exhaust gas guide member 40 is inserted into the exhaust gas flow pipe 5f. The exhaust guide member 40 straightly passes from the fitting 4f to the shutter plate 34 and is fixed thereto adjacent to the exhaust outlet opening 26. Preferably, the exhaust gas guide member 40 is arcuately curved in cross section. In the exhaust gas guide member 40, exhaust gas passage openings 32 provided at the level of the cap body 36 are formed. The adjusting body 8 is disposed downstream of the exhaust gas guide member 40. All kinds of damping are possible.

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

When the adjusting body 8 according to Fig. 19 is in its open position, the exhaust gas is flowing straight from the fitting 4f via the exhaust gas outlet port 26 through the released exhaust gas passageway 28.

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

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

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

When the adjustment body 8g is in its closed position, the outer adjustment body portions 41 abut laterally against the end stops 42. The end stops 42 prevent the adjusting body 8g from pivoting beyond its closing position.

According to Fig. 21a is the adjustment body receptacle 27g 'formed in two parts. The adjusting body receptacle 27 g 'thus has a first adjusting body receiving part and a second adjusting body receiving part, which bear against one another on the front side and are firmly connected to one another. The recliner body receiving members together delimit the exhaust passageway 28. End stops 42 are again provided.

According to Fig. 21b is the adjustment body receptacle 27 accordingly Fig. 21 educated. In the adjustment body receptacle 27 g, two separate tubes are inserted, which end at a distance from the end stop 42.

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

The following is with reference to the FIGS. 23 to 26 A seventh embodiment is described. The basic structure of the muffler 1i corresponds to that in the Fig. 1 to 4 The muffler 1 shown in the exhaust flow pipe 5i here is a bypass body 18i is used, which is tubular and the inside of the exhaust gas flow pipe 5i straight running. The exhaust gas inlet opening 19 of the bypass body 18i is located in the exhaust gas flow pipe 5i. It is located in the exhaust flow pipe 5i between, preferably approximately midway between, the exhaust gas inlet opening 10 and the exhaust gas exhaust opening 26i. The longitudinal center axis of the bypass body 18i extends so offset from the longitudinal center axis 13 of the muffler housing 2i. The exhaust gas discharge body 22 passes by the adjusting body 8i. The adjusting body 8i is designed here as an adjusting flap, which is mounted pivotably in the adjusting body receptacle 27i. The adjusting body 8i is essentially formed by a semicircular plate which is pivotally mounted on a bearing body 29i. The bearing body 29 i is formed as a bearing pin extending in the main flow direction 3. The bearing body 29i is also in direct communication with a shutter plate 34i which closes the exhaust flow pipe 5i at the end. The closure plate 34i has a corresponding recess in the region of the exhaust gas outlet body 22.

On the adjusting body 8i, a toothed rim 43 is provided at its curved area at the edge. The toothed rim 43 has a plurality of teeth 44. The muffler 1 i further includes a rotationally drivable driving gear 45 that meshes with a transmission gear 46. The transmission gear 46 also meshes with the toothed rim 43. A gear-wheel control is thus present so to speak. Alternatively, the toothed rim 43 can also be drivable directly via a drive gearwheel, which is then directly connected to the toothed rim 43 in tooth connection.

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

By rotary drive of the drive gear 45 and the transmission gear 46 is rotated. The rotational movement of the transmission gear 46 causes a pivoting of the adjusting body 8i and the bearing body 29i. When the adjusting body 8i in its open position according to Fig. 25, 26th is located, the exhaust outlet opening 26i is released, so that the exhaust gas can flow through them. The bypass channel 7i is closed by the adjusting body 8i.

According to Fig. 27 upstream of the exhaust flow pipe 5j and the bypass body 18j, there is provided a coupling pipe 58 through which the exhaust gas flow pipe 5j and the bypass body 18j are in fluid communication with each other. In the exhaust gas flow pipe 5j, an adjusting body 8 is arranged.

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

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

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

According to Fig. 29 For example, a coupling tube 58 is disposed downstream and upstream of the exhaust flow pipe 5j and the bypass body 18j.

Fig. 30 shows by way of example a muffler 1i with a servo motor 47, which is preferably an electric actuator motor or a servo motor or other DC motor. The actuator motor 47 has a drive shaft (not shown) operatively connected to the actuator body 8i for actuating it. Furthermore, the adjusting motor 47 comprises an end stop 48. The end stop 48 is preferably fixedly attached to the housing of the adjusting motor 47. It can interact with a driver 49 which is attached to the drive shaft. When the cam 49 comes to rest against the end stop 48, the current of the servo motor 47 increases. This is then detected by a control device which is in Fig. 31 is shown simplified and has the reference numeral 50. The control device 50 communicates with the servo motor 47 in a data transmitting manner. The end stop 48 can also be formed by the concrete shape of the adjusting body 8, 8g, 8h (see Fig. 21, 21a, 21b, 22nd ). The required adjustment angle for the adjusting body 8i but are also electronically generated by a servo motor without mechanical stops.

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

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

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

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

According to Fig. 32 are quasi two silencers 1k connected in series. For this, the bypass body 18k has laterally a downstream outlet piece 60, which opens at the beginning into an interference tube 61. Preferably, the interference tube 61 is formed as an exhaust holder. The interference tube 61 has for at least one fastening means for attachment to the vehicle. At The downstream end of the interference tube 61 has a coupling pipe 62 which leads into another muffler 1k.

According to Fig. 33 two mufflers 11 are provided which are in flow communication with a common external bypass body 18l. For this purpose, peripheral connection bodies 63 are arranged in the exhaust gas flow pipes 5l and open laterally into the bypass body 18l. In the bypass body 18l, the exhaust gas is deflected several times. For this purpose, 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 attachment means for attachment to the vehicle.

The in Fig. 34 illustrated alternative muffler 1m is similar to the muffler 1c according to the Fig. 10 . 11 , Reference is made to the accompanying description. In contrast to the muffler 1c, the muffler 1m downstream of the exhaust gas outlet port 23 has a hollow throttle body 64 disposed in the end piece 30 and merging the exhaust gas discharged from the exhaust gas exhaust port 23. The exhaust gas flows to the exhaust gas outlet opening 23 in operation on the longitudinal center axis 13. It is therefore redirected again. The throttle body 64 further has an inner tube shell 65, which serves mainly for guiding the adjusting body 8 passing exhaust gas. In the pipe jacket 65, at least one passage opening 66 is formed, via which the exhaust gas from the exhaust gas outlet opening 23 can enter into an end channel bounded by the pipe jacket 65. The gas passing the adjusting body 8 also enters the end channel when the adjusting body 8 is open. The exhaust gas enters the environment via the end channel.

Individual parts of the embodiments described herein can be combined with each other, if appropriate. In particular, the bypass bodies are interchangeable. The location and design of the adjustment body are also interchangeable.

Claims (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; 5e; 5f; 5i; 5j; 5l) 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; 8g; 8h; 8i) to influence a flow of the exhaust gas in the exhaust gas flow pipe (5; 5e; 5f; 5i; 5j; 5l),

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

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

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

   i) has a flow connection to the exhaust gas flow pipe (5; 5e; 5f; 5i; 5j; 51),

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

   k) wherein least one bypass channel (7; 7a; 7b; 7d; 7e; 7f; 7i; 7j; 7l) is defined by a bypass body (18; 18a; 18b; 18d; 18e; 18f; 18i; 18j; 18k; 18l) being a separate insert,

   characterized in
   that the bypass channel (7; 7b; 7d; 7l) comprises a plurality of flow chambers.
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 inlet 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; If; 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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