Abstract: A filter system for filtering a fluid has at least one filter housing with a first housing part and a second housing part. The filter housing has at least one inlet and at least one outlet for the fluid. A fluid path extends between the at least one inlet and the at least one outlet. At least one filter element is arranged in the at least one filter housing in the fluid path. At least one damper element is provided that is completely or partially filled with the fluid at least after an initial filling. The at least one damper element is provided with a volume that, at least in operation of the filter system, is filled completely or partially with the fluid. The volume is separated from the fluid path.

Abstract: A filter system for filtering a fluid has at least one filter housing with a first housing part and a second housing part. The filter housing has at least one inlet and at least one outlet for the fluid. A fluid path extends between the at least one inlet and the at least one outlet. At least one filter element is arranged in the at least one filter housing in the fluid path. At least one damper element is provided that is completely or partially filled with the fluid at least after an initial filling. The at least one damper element is provided with a volume that, at least in operation of the filter system, is filled completely or partially with the fluid. The volume is separated from the fluid path.

Abstract: An air induction system for attenuating sound produced by an engine, a housing defining a working chamber for attenuating sound produced by the engine. The air induction system further includes a tube having a first end extending into the working chamber and a second end to be in fluid communication with the engine. The air induction system further includes a first flange radially extending from the tube and disposed in the working chamber. The tube, the housing and the first flange cooperate to define a resonator operable to attenuate sound produced by the engine.

Abstract: An air induction system for attenuating sound produced by an engine, a housing defining a working chamber for attenuating sound produced by the engine. The air induction system further includes a tube having a first end extending into the working chamber and a second end to be in fluid communication with the engine. The air induction system further includes a first flange radially extending from the tube and disposed in the working chamber. The tube, the housing and the first flange cooperate to define a resonator operable to attenuate sound produced by the engine.

Abstract: A device for noise transmission of an intake system of an internal combustion engine to the interior of a motor vehicle has a transmission line having an inlet at a first end and an exit provided with a mouth at a second end. A diaphragm is arranged at the second end to close off the mouth and to enable noise transmission. The inlet of the transmission line communicates with the intake system of the internal combustion engine. A protective device is arranged at the second end to protect the diaphragm.

Abstract: A device for noise transmission of an intake system of an internal combustion engine to the interior of a motor vehicle has a transmission line having an inlet at a first end and an exit provided with a mouth at a second end. A diaphragm is arranged at the second end to close off the mouth and to enable noise transmission. The inlet of the transmission line communicates with the intake system of the internal combustion engine. A protective device is arranged at the second end to protect the diaphragm.

Abstract: An apparatus for transmitting sound in a motor vehicle having a housing (1) with an inner partition (2), which together define two separate subspaces (3, 4). A transmission valve (6) which separates the two subspaces (3, 4) is provided in a pivot bearing opening (9) in the partition (2) and is mounted to pivot about a pivot axis (5) in the area of the pivot bearing opening (9). The first subspace (3) is connected in a manner capable of transmitting sound to an intake manifold (17) of an internal combustion engine, and the second subspace (4) is connected in a manner capable of transmitting sound to an interior space of the motor vehicle. The gap (11) between an edge (10) of the pivot bearing opening (9) and the transmission valve (6) is sealed in a pressure-tight manner by a membrane (12).

Abstract: An apparatus for transmitting sound in a motor vehicle including a housing (1) with an inside partition (2), which together define or delimit two separate subspaces (3, 4), which in turn are separated by a transmission valve (6) which opens through the partition (2) and can pivot about a pivot axis (5). The first subspace (3) is connected to an intake manifold of an internal combustion engine, and the second subspace (4) is connected to an interior of the motor vehicle. An elastic and at least partially perforated sealing element (8) is provided in a gap (25) between a peripheral edge (7) of the transmission valve (6) and the housing (1).

Abstract: An apparatus for transmitting sound in a motor vehicle having a housing (1) with an inner partition (2), which together define two separate subspaces (3, 4). A transmission valve (6) which separates the two subspaces (3, 4) is provided in a pivot bearing opening (9) in the partition (2) and is mounted to pivot about a pivot axis (5) in the area of the pivot bearing opening (9). The first subspace (3) is connected in a manner capable of transmitting sound to an intake manifold (17) of an internal combustion engine, and the second subspace (4) is connected in a manner capable of transmitting sound to an interior space of the motor vehicle. The gap (11) between an edge (10) of the pivot bearing opening (9) and the transmission valve (6) is sealed in a pressure-tight manner by a membrane (12).

Abstract: A duct or conduit section (10) for installation, in particular, in an air intake system of an internal combustion engine, in which the duct section is composed of two shells (14) which are joined by a snap connection (15). Openings located in the parting seam or joint (16) between the shells (14) are produced by recesses in the half shells. These openings each have a cross-sectional area of less than 7 mm2 and are useful for suppressing noise resulting from the air intake. As a result of the openings, vibration-inducing forces exerted on adjacent components in the engine compartment due to pulsations in the intake tube, can be minimized or avoided. Also, the quantity of additional air drawn in from the engine compartment, which is undesired because it is too warm, is decreased.

Abstract: An air induction device (11) for an internal combustion engine including an air filter housing (12) with an open induction tube (13) leading away from it and a supplementary induction tube (14) having a closing element, preferably in the area of its end opening (15). The closing element may take the form of a rotary flap (17) and is actuated depending on engine speed. The housing (12) and the induction tubes (13, 14) are configured in geometrical terms in such a way that at low engine rotational speeds, the housing (12) and the open induction tube (13) form a Helmholtz resonator, while the closed supplementary induction tube (14) forms a quarter-wave tube leading from the housing (12). At higher engine rotational speeds, the supplementary induction tube (14) is opened, and the overall length of the supplementary induction tube (14) is adapted so that at the higher speeds, it forms a Helmholtz resonator with the air filter housing (12) and the open induction tube (13).

Abstract: A duct or conduit section (10) for installation, in particular, in an air intake system of an internal combustion engine, in which the duct section is composed of two shells (14) which are joined by a snap connection (15). Openings located in the parting seam or joint (16) between the shells (14) are produced by recesses in the half shells. These openings each have a cross-sectional area of less than 7 mm2 and are useful for suppressing noise resulting from the air intake. As a result of the openings, vibration-inducing forces exerted on adjacent components in the engine compartment due to pulsations in the intake tube, can be minimized or avoided. Also, the quantity of additional air drawn in from the engine compartment, which is undesired because it is too warm, is decreased.

Abstract: An air duct for inclusion in the air intake tract of an internal combustion engine in which flow obstacles, especially wire-shaped flow obstacles, are arranged in the vicinity of the duct wall (21) in order to improve the acoustic characteristics of the duct. The flow obstacle may, for example, be wire strands (29). The flow obstacles are capable of decreasing the acoustic noise emitted by the air duct while maintaining a low flow resistance since the center part of the duct cross-section remains unaffected by the flow obstacles. The flow obstacles may advantageously be arranged in the discharge area of flap valves since so that the valves are prevented from whistling when they are only open a small way. In order to simplify the manufacturing and assembly costs, the flow obstacles may be disposed in the area of a flanged joint in the air intake duct.

Abstract: The invention relates to a silencer. The silencer includes a sound conducting channel having two ends. An injection molded part is arranged between the two ends of the sound conducting channel and includes a plurality of pipe elements. A shunt resonator is arranged in fluid communication with the sound conducting channel by way of openings formed in the plurality of pipe elements. The shunt resonator defines a volume formed by two housing parts which are joined together. By varying the number, position, length and diameter of the pipe elements in the silencer, the silencer is capable of achieving silencing gains in different frequency ranges.

Abstract: A camshaft controller (10), in particular for use in an induction manifold system for a multi-cylinder internal combustion engine, including an induction distributor (11) with individual induction pipes (16 to 19) which are disposed adjacent one another and terminate in a flange. The camshaft controller (10) is disposed in a longitudinal bore in the individual induction pipes (16 to 19) and serves to open and close the induction pipes. Associated with each individual induction pipe is a sealing element (43 to 50) which is secured to the camshaft controller (10).