DE19526765A1 - Method and device for exhaust gas purification in motor vehicles - Google Patents

Description

The invention relates to a method for exhaust gas purification Motor vehicles, a starting catalyst, an adsorber and a main catalyst are provided, and a device to perform this procedure.

A starting point for a further reduction in Pollutant emissions from those equipped with a catalyst Motor vehicles offers the warm-up phase of the catalytic System because of the cold condition of the motor vehicle and thus the catalytic system of the motor vehicle uncleaned raw exhaust gas is emitted. Because that catalytic system only from a certain light-off temperature, also called light-off temperature, an effective exhaust gas cleaning system can perform, so it is the known catalytic systems to a systemic weakness, which leads to The consequence of this is that the catalytic system in particular Cold start of the vehicle engine, d. H. the the motor vehicle driving internal combustion engine is largely ineffective. Around To remedy this was the state of the art known for example to preheat the catalyst from the outside, so that the lightning temperature is reached as quickly as possible reached. The light-off temperature is understood to be that Temperature of the catalyst at which this one is not insignificant conversion rate realized that for example at least 30 to 50%.

As another approach, it was from the prior art known to use adsorbers that are able to Exhaust components to store at low temperatures (too adsorb) and release at higher temperatures (zu desorb). The adsorption capacity is all the greater the lower the gas and adsorber temperature. That means, that in the start-up and warm-up phase when the catalytic System is still ineffective from that of the catalytic system  upstream adsorber adsorbed certain exhaust gas components and only be released again when the catalytic System has reached its operating temperature. In this way the adsorber can be an ideal complement to the catalytic Systems.

However, the state of the art has so far not succeeded in an optimal interaction between the adsorber and the to realize catalytic system because with increasing Temperature of the adsorber or with increasing exhaust gas temperature the adsorption capacity of the adsorber decreases first and then even desorption of the adsorber begins before that subsequent catalytic system its light-off temperature has reached. The non-adsorbed or even desorbed Exhaust components then flow through it without after-reaction catalytic system. Because the adsorber is only comparatively is effective at low temperatures, but only the catalyst at comparatively high temperatures system-related an intermediate period in which neither the Adsorber, the catalyst are still sufficiently effective, or in the worse case the adsorber even desorbed itself, while the catalyst is not yet effective, which in In extreme cases lead to the complete senselessness of the adsorber can.

The invention has for its object a method and a device of the type mentioned for exhaust gas purification to create in motor vehicles, being an optimal Interaction between the adsorber and the catalytic System takes place in such a way that in all operating phases of the Exhaust gas cleaning takes place in the motor vehicle.

This is achieved according to the invention in that

• a) first immediately after starting the Motor vehicle from the same exhaust gas flow in a row first the starting catalyst, then the adsorber, or initially the Adsorber and then the starting catalyst, are flowed through, and after flowing through the starting catalyst and adsorber  were, then the main catalyst flows through, as long as the Adsorber still has a high adsorption capacity, the Adsorber at least as long as its high adsorption capacity maintains until the starting catalytic converter reaches its light-off temperature has reached;
• b) thereafter at the latest from the time from which the adsorber no longer has a high adsorption capacity, the Exhaust gas flow over a period of time from the Starting catalyst is passed directly into the main catalyst.

This is achieved by means of a device according to the invention Carried out the method in that the Starting catalyst, the adsorber and the main catalyst by means of of a piping system are interconnected, in which exhaust flaps are arranged, which are opened or can be closed, the one emerging from the engine Pipe part with the entrance of the starting catalytic converter is connected, that emerging from the starting catalyst Pipe part with the entrance of the main catalytic converter is connected to the output of the main catalyst Exhaust is connected, and the adsorber by means of a Bypass line is connected to the piping system.

According to the invention, the arrangement of the adsorber in a bypass and control by means of the exhaust flaps, as well by means of the arranged close to the engine outlet and thus relatively quickly heating the starting catalyst for the first time also enables inventive method, according to which catalytic system cooperates with the adsorber so that the Starting catalytic converter has already reached its light-off temperature while the adsorber is still highly effective, however conversely, no flushing process takes place before the Main catalyst located further back in the exhaust gas flow Has reached light-off temperature.

According to an advantageous development of the invention flows through after reaching the light-off temperature of the Main catalyst the exhaust gas flow for purging or unloading the  Adsorbers in a row first the starting catalyst, then the Adsorber and then the main catalyst. Similarly, after Reaching the light-off temperature of the main catalytic converter Exhaust gas flow for purging or discharging the adsorber in succession first flow through the catalytic converter, then in two Partial streams are divided, one of the two partial streams flows through the adsorber and both partial flows behind the Combine adsorber again and then collectively through the Main catalyst flow.

This can be advantageous by means of an inventive further developed device can be realized in which the bypass line behind the starting catalyst from that Pipe part, which with the exit of the starting catalyst connects the entrance of the main catalyst, branches, where the bypass line on the input side with the input or is connected on the outlet side to the outlet of the adsorber, the part of the bypass line on the outlet side being in that pipe part opens out, which the exit of the Starting catalytic converter with the input of the main catalytic converter connects.

The aforementioned method or method developed according to the invention the development of the device for performing this Process offer the advantage that the starting catalyst is so close as possible can be placed at the engine outlet this heats up quickly and cools the exhaust gas flow, which subsequently follows through the adsorber arranged in the bypass flows. On the one hand, this makes the starting catalytic converter fast heated up and thus quickly effective, while on the other hand the Adsorber is kept cool as long as possible and therefore also remains effective for a relatively long time.

According to a further development according to the invention sufficient flushing of the adsorber the exhaust gas flow from the Starting catalytic converter led directly back into the main catalytic converter will. In other words, the exhaust gas flow does not flow through longer the adsorber, whereby this after rinsing or  after desorption, before impurities and thermal Exposure to the exhaust gas flow is preserved. Also can be so the flow conditions for the steady state or optimally set continuous operation. This can be advantageous in the pipe section between the starting catalyst and the Main catalytic converter an exhaust flap that can be opened and closed provided one and it can be used for complete shutdown of the adsorber in the bypass line in front of or in front of and behind the Adsorber one to open and one to close Exhaust flap may be provided.

Another advantageous development of the invention After sufficient rinsing of the adsorber, the process provides that the exhaust gas flow for continuous operation from the engine directly is passed through the main catalyst. This brings the Advantage with itself that the starting catalyst on the one hand only for relatively short-term operation must be designed, and on the other hand, such on the starting catalyst Flow conditions can be adjusted that itself this heats up particularly quickly, without the Negative impact on continuous operation.

This can be done, for example, by an inventive method Device can be realized in which the bypass line branches off in front of the catalytic converter, the bypass line on the input side with the input or on the output side with the Output of the adsorber is connected, the output side Part of the bypass line opens into that part of the pipeline, which connects the output of the starting catalytic converter with the input of the Main catalyst connects, and also behind the Starting catalytic converter from the pipeline part that the Output of the starting catalyst with the input of the Main catalyst connects, a connecting line branches off, which with the bypass line on the input side related to the Adsorber is connected.

According to another advantageous development of the invention the device according to the invention is designed such that  the bypass line in front of the starting catalyst from that Pipe part, which connects the output of the engine with the Input of the starting catalyst connects, branches, the Bypass line on the input side with the input or output side is connected to the outlet of the adsorber, the part of the bypass line on the outlet side Pipe part opens, which with the output of the engine connects the entrance of the starting catalyst.

It can be advantageous in the pipe part that connects the engine to the inlet of the catalytic converter, one behind the branch point for the bypass line opening and closing exhaust flap may be provided. Here can even the starting catalyst and the main catalyst too be combined into a single component, so that this together form a single catalyst, which is constructive is advantageous to implement. It can be a little disadvantageous At most, this will have an effect that the adsorber is closer to the engine is arranged than the starting catalyst and thus earlier is heated up, while the starting catalyst is slower is heated.

The point in time at which the Starting catalytic converter has reached its light-off temperature, or the point in time at which the adsorber reaches its high Loses adsorptive capacity through sensors and / or one Calculation model can be determined.

Correspondingly, the point in time from which the exhaust gas flow for purging or unloading completely or partially through the adsorber, and the the point in time from which the exhaust gas flow after the end Rinsing process is no longer conducted through the adsorber, can be determined by sensors and / or a computing model.

It has also proven to be advantageous to use sensors Temperature sensors and / or exhaust gas sensors or one combined use of it, also in combination with  Calculation models.

Exhaust gas sensors which are advantageously used are which detect the concentrations of HC, CO and NOx, or it a sensor can be used which has at least two Functions combined, namely the "Lambda" value and / or the Exhaust gas temperature and / or the concentrations of Exhaust gas components recorded. The invention is described below of preferred embodiments with reference to the Drawing explained in more detail. The drawing shows:

Fig. 1 to 4 four sub-variants of a first embodiment in a schematic representation;

Fig. 5 shows a second embodiment in a schematic representation;

Fig. 6 shows a third embodiment in a schematic representation;

Fig. 7 shows a fourth embodiment in a schematic representation;

Fig. 8 is a diagram showing the adsorber storage volume rate as a function of temperature or time;

Fig. 9 is a graph showing the starting catalyst conversion rate as a function of temperature and time; and

Fig. 10 is a diagram showing the adsorbed or converted exhaust gas volume rate versus temperature or time.

As is apparent from Fig. 1, an engine 1, a starting catalyst 2, an adsorber 3 and a main catalytic converter 4 by means of a pipe system are connected. A first pipe part 5 extends between the output of the engine 1 and the input of the starting catalytic converter 2 , a second pipe part 6 extends between the output of the starting catalytic converter 2 and the input of the main catalytic converter 4 , and a third pipe part 7 leads away from the main catalytic converter 4 , for example towards an exhaust. The adsorber 3 is arranged in a bypass line 8 , which opens out from the above-mentioned pipe part 6 on the input side with respect to the adsorber 3 , and on the output side again opens into the pipe part 6 with respect to the adsorber 3 . In the exemplary embodiment according to FIG. 1, an exhaust flap 9 or 10 to be opened and closed is provided in front of and behind the adsorber 3 in the bypass line, and in the pipe part 6 , which extends between the starting catalyst 2 and the main catalyst 4 a further exhaust flap 11 to be opened and closed is arranged at the point which is located between the mouth of the bypass line 8 and the mouth of the bypass line 8 .

The embodiments shown in FIGS. 2 to 4 represent sub-variants of the embodiment according to FIG. 1. According to the embodiment according to FIG. 2, only the exhaust flaps 10 and 11 are provided, according to FIG. 3 only the exhaust flaps 9 and 11 are provided, and as a minimum solution, only the exhaust flap 11 is provided according to the embodiment shown in FIG. 4.

A further embodiment is shown in FIG. 5, the same components being identified with the same reference numerals as in FIG. 1. In the embodiment according to FIG. 5, however, the bypass line 8 does not branch off from the pipeline part 6 , which extends between the starting catalytic converter 2 and the main catalytic converter 4 , as in FIG. 1, but already opens out from that between the output of the engine and the input of the starting catalytic converter 2 extending pipe part 5 and in front of the starting catalyst 2 back into this. Therefore, an exhaust gas flap to be opened and closed is not arranged in the pipeline part 6 , as in FIG. 1, but in the pipeline part 5 between the mouth and confluence point of the bypass line 8 with respect to the pipeline part 5 . This exhaust flap is designated in the drawing with the reference number 12 . Analogously to the exemplary embodiments according to FIGS . 2 to 4, the exhaust flaps 9 and 10 can also optionally be omitted or provided in the exemplary embodiment according to FIG. 5.

A further embodiment is shown in FIG. 6, wherein, like in FIGS. 1 and 5, the same elements are designated with the same reference numerals. With regard to the embodiments according to FIG. 5, a connecting line 13 is additionally provided in the embodiment according to FIG. 6, which connects the pipe part 5 on the outlet side with respect to the adsorber to the bypass line 8 , and 2 further exhaust flaps 14 and 15 are provided, of which the one exhaust flap 14 is arranged directly in front of the starting catalyst behind the branch point of the branch line 13 in the pipeline part 5 , and the other exhaust flap 15 is arranged in the bypass line 8 on the output side, relative to the adsorber 3, behind the junction point of the branch line 13 in the bypass line 8 . The bypass line 8 opens out of the pipe part 5 and into the pipe part 6 .

A last embodiment is shown in Fig. 7, wherein the same elements as in Figs. 1, 5 and 6 are denoted by the same reference numerals. Compared to the exemplary embodiment according to FIG. 6, in the exemplary embodiment according to FIG. 7, however, the adsorber is in the bypass line between a connecting line 16 , which opens out from the pipeline part 6 behind the starting catalytic converter 2 and opens into the bypass line 8 on the inlet side with respect to the adsorber 3 , and the part of the bypass line 8 which again opens into the pipeline part 6 on the outlet side of the adsorber. In addition, an exhaust flap 17 is arranged in the bypass line 8 in front of the point at which the connecting line 16 opens into the bypass line 8 .

The diagrams according to FIGS. 8 to 10 show the adsorption characteristics of the adsorber and the conversion characteristics of the starting catalytic converter. As FIG. 8 shows, the adsorber has a high storage rate at the start of operation, ie it can store a large volume of pollutants per unit of time. As the time period progresses, the adsorber fills up and also assumes a higher temperature, which reduces the volume that can be stored per unit of time.

In contrast, the starting catalyst conversion rate is too Start of operation low and only increases after a certain one Dead time or relatively steep at a certain temperature.

The design of the starting catalyst and the adsorber is like this chosen so that the intersection of both curves is such that it is as high as possible between 0 and 100%, which means that then it is ensured that the adsorber is still high Ensured adsorber storage volume rate while that of the Starting catalytic converter already converted exhaust gas volume rate is relatively high.

The mode of operation of the embodiments according to FIGS. 1 to 7 is as follows:
After starting the engine, the exhaust flap 11 is first closed in the exemplary embodiment according to FIG. 1, as a result of which the exhaust gas flow from the engine via the pipeline part 5 through the starting catalytic converter 2 into the bypass line 8 through the adsorber 3 and back again into the pipeline part 6 and finally flows through the main catalyst 4 and by means of the pipe part 7 into the exhaust. The exhaust flaps 9 and 10 are closed. After the starting catalytic converter has reached its light-off temperature, or after the adsorber 3 has only a negligible effect due to the heating or due to the fully utilized storage volume, the exhaust gas flaps 9 and 10 are closed and the exhaust gas flap 11 is opened, after which the main catalytic converter 4 Has the opportunity to heat up to its light-off temperature. Then the exhaust flap 11 is closed again and the exhaust flaps 9 and 10 are opened again, whereby the adsorber 3 is flushed by passing hot exhaust gas through it, which leads to the desorption of the pollutants initially adsorbed in the adsorber. These are then passed through the main catalytic converter 4 , where the exhaust gas stream, which is additionally enriched with the desorbed exhaust gas components, can be converted in the main catalytic converter 4 .

After the purging has taken place, and the point in time at which the purging or desorption has ended can be determined by exhaust gas sensors or computer models, the exhaust flaps 9 and 10 are closed again, as a result of which the adsorber 3 is completely isolated from the exhaust gas stream; and after later switching off and cooling the engine and the starting catalyst 2 and the main catalyst 4 is ready for a new operation.

As a minimum solution, it is also possible, as in the exemplary embodiment according to FIG. 4, to provide only a single exhaust flap 11 , it being possible in this way to ensure that the complete exhaust gas stream is passed through the adsorber 3 for the purpose of adsorption at the start of operation, and later for the purpose Flushing is again completely passed through the adsorber 3 . However, even when the exhaust flap 11 is open, a small, possibly undesirable partial exhaust gas flow always flows through the adsorber 3 . The constructive design of the bypass exhaust pipe in front of the adsorber must therefore prevent the adsorber from being further heated by the partial exhaust gas stream in this phase and the desorption already begins here. On the other hand, it must be prevented that after partial adsorption and desorption in normal operation the partial exhaust gas stream flowing through the adsorber is cooled down too much and the adsorber adsorbs. As a result, only a part of the total adsorber volume could be used in the next cold start. Remedy can be provided here as in FIGS . 2 and 3 with only one exhaust flap 9 and 10 , respectively.

In the embodiment of FIG. 5, the exhaust valves are at start-opened 9 and 10 and the exhaust valve 12 is closed, whereby the entire exhaust gas flow from the engine 1 via the conduit part 5 by means of the bypass line 8 through the adsorber 3 back into the pipe section 5 and then through the starting catalyst 2 and by means of the pipe part 6 through the main catalytic converter 4 and by means of the pipe part 7 into the exhaust, and so an adsorption of exhaust gas volume can take place in the adsorber 3 . After the starting catalytic converter has reached its light-off temperature, the exhaust gas flap 12 is opened and the exhaust gas flaps 9 and 10 are closed, as a result of which the exhaust gas flow is obtained directly from the engine 1 by means of the pipe part 5 through the starting catalytic converter 2 and by means of the pipe part 6 through the main catalytic converter 4 and from there is conveyed from the pipe part 7 to the exhaust. After the main catalytic converter 4 has also reached its light-off temperature, the exhaust gas flap 12 is closed again and the exhaust gas flaps 9 and 10 are opened again, as a result of which the adsorber 3 can be flushed. The pollutants desorbed in this way can then react further both in the starting catalytic converter 2 and in the main catalytic converter 4 . Finally, the exhaust flap 12 is opened again and the exhaust flaps 9 and 10 are closed again, as a result of which the exhaust gas flow from the engine is conducted directly through the pipe part 5 into the starting catalytic converter 2 and further into the main catalytic converter 4 by means of the pipe part 6 .

In the embodiment shown in FIG. 6, the exhaust flaps 12 and 15 are initially closed at the start of operation, and the exhaust flaps 9 , 10 and 14 are opened, as a result of which the exhaust gas flow first flows through the adsorber 3 , then through the starting catalyst 2 and finally through the main catalyst 4 . After the starting catalytic converter 2 has reached its starting temperature, the exhaust gas flap 12 is opened and the exhaust gas flaps 9 and 10 are closed, as a result of which the exhaust gas flow initially flows only from the engine directly through the starting catalytic converter 2 and then through the main catalytic converter 4 . After the light-off temperature of the main catalytic converter 4 has been reached , the exhaust gas flap 12 is closed and the exhaust gas flaps 9 and 10 are opened, as a result of which the exhaust gas components desorbed from the adsorber can be converted both in the starting catalytic converter and in the main catalytic converter. Optionally, the desorbed exhaust gas components can also be converted only in the main catalytic converter by closing the exhaust gas flap 14 and opening the exhaust gas flap 15 . After the adsorber has been flushed sufficiently, the exhaust flaps 9 , 10 , 14 can finally be closed and the exhaust flaps 12 and 14 can be opened, whereby the exhaust gas flow from the engine 1 via the pipeline part 5 through the connecting line 13 through the bypass line 8 and the pipeline part 6 directly into the main catalytic converter 4 and out of it via the pipe part 7 into the exhaust pipe. Optionally, the flaps 8 , 9 and 14 can be closed and the flaps 12 and 15 opened, so that the exhaust gas flow can then flow directly from the engine 1 through the main catalytic converter 4 and from there through the exhaust into the open.

A last embodiment is shown in FIG. 7, with exhaust flaps 11 and 17 initially closed and exhaust flaps 14 , 9 and 10 open at the start of operation, as a result of which the exhaust gas flow from the engine 1 through the pipe part 5 and subsequently through the starting catalytic converter 2 by means of the connecting line 16 and flows further by means of the bypass line 8 through the adsorber 3 back into the pipeline part 6 and through the main catalyst 4 . After the light-off temperature has been reached by the starting catalytic converter 3 or after the adsorber 3 no longer has its maximum adsorption capacity, the exhaust flaps 9 and 10 are closed in addition to the exhaust flap 17 and the exhaust flaps 14 and 11 are opened, so that the exhaust gas flow from the engine 1 is direct can be passed through the starting catalyst 2 and then through the main catalyst 4 . After the main catalytic converter 4 has also reached its light-off temperature, the exhaust gas flap 11 is closed again and the exhaust gas flaps 9 and 10 are opened, as a result of which the exhaust gas flow can initially flow through the starting catalytic converter 2 via the connecting line 16 through adsorber 3 into the main catalytic converter 4 and the adsorber 3 being rinsed or discharged. After the adsorber 3 has been completely discharged, the exhaust flaps 9 and 10 are closed again and the exhaust flap 11 is opened, and the exhaust gas flow can flow from the engine directly through the starting catalytic converter 2 and then through the main catalytic converter 4 . Then the exhaust flap 14 can optionally be closed and the exhaust flap 17 opened, the previously opened exhaust flap 11 remaining in its open state and the previously closed exhaust flaps 9 and 10 in their closed state. As a result, the exhaust gas flow from the engine 1 can flow through the connecting line 16 by means of the bypass line 8 and directly through the main catalytic converter 4 by means of the pipeline part 6 , as a result of which the starting catalytic converter is completely switched off during long-distance operation of the vehicle and is thus protected.

Claims (24)

1. A method for exhaust gas purification in motor vehicles, wherein a starting catalyst, an adsorber and a main catalyst are provided, characterized in that

• a) first of all immediately after starting the motor vehicle from the same exhaust gas flow in succession through the start catalyst ( 2 ), then the adsorber ( 3 ), or first through the adsorber ( 3 ) and then the start catalyst ( 2 ), and after that Start catalyst and the adsorber were flowed through, then the main catalyst ( 4 ) is flowed through as long as the adsorber ( 3 ) still has a high adsorption capacity, the adsorber ( 3 ) maintaining its high adsorption capacity at least until the starting catalyst ( 2 ) has its starting temperature has reached;
• b) thereafter at the latest from the point in time at which the adsorber ( 3 ) no longer has a high adsorption capacity, the exhaust gas stream is passed directly from the starting catalyst ( 2 ) into the main catalyst ( 4 ) over a certain period of time.

2. The method according to claim 1, characterized in that

• c) after reaching the light-off temperature of the main catalytic converter ( 4 ), the exhaust gas stream for flushing or discharging the adsorber ( 3 ) in succession first flows through the starting catalytic converter ( 2 ), then through the adsorber ( 3 ) and then through the main catalytic converter ( 4 ).

3. The method according to claim 1, characterized in that

• c) after the light-off temperature of the main catalytic converter ( 4 ) has been reached, the exhaust gas stream for purging or discharging the adsorber ( 3 ) first flows through the starting catalytic converter ( 2 ), then is divided into two sub-streams, one of which is through the adsorber ( 3 ) flows, and both partial flows combine again behind the adsorber ( 3 ) in order to then flow together through the main catalyst ( 4 ).

4. The method according to claim 2 or 3, characterized in that

• d) after sufficient purging of the adsorber ( 3 ), the exhaust gas stream from the starting catalyst ( 2 ) is passed directly back into the main catalyst ( 4 ).

5. The method according to claim 2 or 3, characterized in that

• d) after sufficient purging of the adsorber ( 3 ), the exhaust gas stream from the engine ( 1 ) is passed directly through the main catalyst ( 4 ).

6. The method according to any one of the preceding claims, characterized in that the point in time at which the starting catalyst ( 2 ) has reached its light-off temperature is determined by sensors and / or a computing model. 7. The method according to any one of the preceding claims, characterized in that the point in time at which the adsorber ( 3 ) loses its high adsorption capacity is determined by sensors and / or a computing model. 8. The method according to any one of the preceding claims, characterized in that the point in time from which the exhaust gas flow for purging or unloading is passed completely or partially through the adsorber ( 3 ), and the point in time from which the exhaust gas flow no longer after the purging process has ended longer through the adsorber ( 3 ) is determined by sensors and / or a computing model. 9. The method according to any one of the preceding claims, characterized characterized in that as sensors temperature sensors and / or Exhaust gas sensors or a combined use thereof, also in Combination with calculation models can be used. 10. The method according to claim 9, characterized in that as Exhaust gas sensors are used which the Record concentrations of HC, CO, NOx.   11. The method according to claim 9 or 10, characterized in that that a sensor is used which has at least two Functions combined, and the "Lambda" value and / or the Exhaust gas temperature and / or the concentrations of Exhaust gas components recorded. 12. The device for performing the method according to one of claims 1 to 11, characterized in that the starting catalyst ( 2 ), the adsorber ( 3 ) and the main catalyst ( 4 ) are connected to one another by means of a piping system, in which exhaust flaps ( 9 , 10 , 11 , 12 , 14 , 15 , 17 ) are arranged which can be opened or closed, the pipe part ( 5 ) emerging from the engine ( 1 ) being connected to the inlet of the starting catalytic converter ( 2 ) which is connected to the starting catalytic converter ( 2 ) emerging pipe part ( 6 ) is connected to the inlet of the main catalyst ( 4 ), the outlet of the main catalyst ( 4 ) is connected to an exhaust pipe, and the adsorber ( 3 ) is connected to the pipe system by means of a bypass pipe ( 8 ). 13. The apparatus according to claim 12, characterized in that the bypass line (8) downstream of the start catalyst (2) of the one pipe part (6) which connects the output of the start catalyst (2) to the input of the main catalyst (4), branches off, wherein the bypass line ( 8 ) is connected on the inlet side to the inlet or on the outlet side to the outlet of the adsorber ( 3 ), the outlet-side part of the bypass pipe ( 8 ) again opening into the pipe part ( 6 ) which also co-directs the outlet of the starting catalytic converter ( 2 ) connects the input of the main catalyst ( 4 ). 14. The apparatus according to claim 12, characterized in that the bypass line ( 8 ) branches off in front of the starting catalyst ( 2 ), the bypass line ( 8 ) being connected on the input side to the input or on the output side to the output of the adsorber ( 3 ), the the outlet-side part of the bypass line ( 8 ) opens into the pipe part ( 6 ) which connects the outlet of the starting catalytic converter ( 2 ) to the inlet of the main catalytic converter ( 4 ), and additionally behind the starting catalytic converter ( 2 ) from the pipe part ( 6 ) which is the Connects the output of the starting catalytic converter ( 2 ) to the input of the main catalytic converter ( 4 ), branches off a connecting line ( 16 ) which is connected to the bypass line ( 8 ) on the input side with respect to the adsorber ( 3 ). 15. The device according to claim 12, characterized in that the bypass line (8) before the start catalyst (2) of the one pipe part (5) which connects the output of the engine (1) to the input of the start catalyst (2) branches off, wherein the bypass line ( 8 ) is connected on the input side to the input or on the output side to the outlet of the adsorber ( 3 ), the output-side part of the bypass line ( 8 ) again opening into the pipeline part ( 5 ) which also coincides with the output of the motor ( 1 ) connects the input of the starting catalyst ( 2 ). 16. Device according to one of claims 13 to 15, characterized in that in the bypass line ( 8 ) before or before and after the adsorber ( 3 ) an exhaust gas flap to be opened and closed ( 9 ; 9 , 10 ) is provided. 17. Device according to one of claims 13 to 16, characterized in that in the pipe part ( 6 ) between the starting catalyst ( 2 ) and the main catalyst ( 4 ) an exhaust gas flap to be opened and closed ( 11 ) is provided. 18. The apparatus according to claim 14 or 15, characterized in that in that pipe part ( 5 ) which connects the engine ( 1 ) to the input of the starting catalyst ( 2 ), behind the branch point for the bypass line ( 8 ) one to be opened and closed closing exhaust flap ( 12 ) is provided. 19. Device according to one of the preceding claims 13 to 18, characterized in that the point in time at which the starting catalytic converter ( 2 ) has reached its light-off temperature is determined by sensors and / or a computing model. 20. Device according to one of the preceding claims 13 to 19, characterized in that the point in time at which the adsorber ( 3 ) loses its high adsorption capacity is determined by sensors and / or a computing model. 21. Device according to one of the preceding claims 13 to 20, characterized in that the point in time from which the exhaust gas flow for purging or unloading is passed completely or partially through the adsorber ( 3 ), and the point in time from which the exhaust gas flow after the end Flushing process is no longer carried out by the adsorber ( 3 ), is determined by sensors and / or a computing model. 22. Device according to one of the preceding claims 13 to 21, characterized in that temperature sensors as sensors and / or exhaust gas sensors or a combined use thereof, can also be used in combination with calculation models. 23. The device according to claim 22, characterized in that used as exhaust gas sensors, which the Record concentrations of HC, CO, NOx. 24. The device according to claim 22 or 23, characterized characterized in that a sensor is used, which combined at least two functions, namely the "Lambda" - Value and / or the exhaust gas temperature and / or the concentrations of the exhaust gas components recorded.