Abstract: A vehicle exhaust system includes a tubular component having an inner surface and an outer surface. The vehicle exhaust system also includes at least one opening defined by the tubular component. The at least one opening extends through each of the inner surface and the outer surface. The vehicle exhaust system further includes a patch adapted to cover the at least one opening. The patch includes a first portion extending parallel to the central axis. The first portion defines a plurality of pores. The first portion covers the at least one opening. The patch also includes a second portion extending away from the first portion. The first portion has a first thickness and the second portion has a second thickness.

Abstract: A damper with inner and outer tubes and a piston disposed within the inner tube to define first and second working chambers. A fluid transport chamber is positioned between the inner and outer tubes. A collector chamber is positioned outside the outer tube. An intake valve assembly, abutting one end of the inner tube, is positioned inside the outer tube to define a first intermediate chamber that is arranged in fluid communication with the collector chamber. The intake valve assembly includes a central passage that is arranged in fluid communication with the second working chamber and one or more intake valves that control fluid flow through the intake valve assembly between the first intermediate chamber and the central passage and between the first intermediate chamber and the fluid transport chamber.

Abstract: A vehicle exhaust system includes a tubular component having an inner surface and an outer surface such that the inner surface defines a primary exhaust gas flow path and wherein the tubular component extends along a central axis from an inlet end to an outlet end. The tubular component comprises at least one ridge along the central axis. The at least one ridge extends at least partly along a circumference of the tubular component. Each ridge includes a first portion angularly devoid of apertures and extending inwardly from the tubular component and a second portion disposed downstream of the first portion. The second portion is angularly devoid of apertures and extends inwardly from the tubular component. The tubular component also includes a plurality of spaced apertures positioned along a portion of the circumference of the tubular component and downstream of the second portion.

Abstract: A vehicle exhaust system includes a tubular component defining a primary exhaust gas flow path. At least one opening defined by the tubular component extends through an inner surface and an outer surface of the tubular component. A patch covers the at least one opening. The patch includes a plate disposed on the tubular component. The plate defines at least one flow channel to receive exhaust gases from the at least one opening and impart at least one directional change to the received exhaust gases. The plate further defines at least one outlet opening adapted to receive exhaust gases from the flow channel. A secondary exhaust gas flow path is defined through the at least one opening in the tubular component, the flow channel defined by the plate, and the outlet opening defined by the plate.

Abstract: A flow distributor provided within an exhaust system for a combustion engine configured to generate an exhaust fluid stream. The flow distributor comprising an inlet, and a plate. The plate having at least one perforation defining an outlet, a first peak and a second peak spaced from the first peak.

Abstract: An exhaust control system of a vehicle includes a fuel injector configured to inject fuel into a combustion chamber of a burner of an exhaust system upstream of a selective catalytic reduction (SCR) catalyst; an air pump configured to pump air into the combustion chamber of the burner; a spark plug configured to ignite an air/fuel mixture within the combustion chamber of the burner; a fuel control module configured to, while an engine is off before an engine startup, selectively actuate the fuel injector and begin fuel injection; a pump control module configured to, while the engine is off before the engine startup, selectively turn on the air pump; and a spark control module configured to, while the engine is off and before the engine startup, selectively apply power to the spark plug and begin providing spark.

Abstract: An exhaust treatment assembly for receiving exhaust gas from a motor vehicle includes a mix pipe, a sheath, and a heater. The mix pipe at least partially defines a passage adapted to receive the exhaust gas and a chemical reductant. The sheath includes a first end fluidly sealed to the mix pipe. At least a portion of the sheath is radially spaced apart from the mix pipe to at least partially define a gap. The heater is disposed in the gap. The heater is adapted to heat a reductant impingement surface.

Abstract: A damper includes an inner tube. The damper includes a piston slidably disposed within the inner tube. The piston defines a first working chamber and a second working chamber within the inner tube. The damper also includes an outer tube disposed around the inner tube. The outer tube defines an outer chamber between the inner tube and the outer tube. The damper further includes a cover member mounted on an outer surface of the outer tube. The cover member defines a collector chamber between the outer tube and the cover member. The damper includes a first control valve mounted on the cover member. The damper also includes a second control valve mounted on the cover member and spaced apart from the first control valve.

Abstract: An exhaust system assembly including a catalyst housing, a catalyst core, and a swirler tube positioned inside the catalyst housing. The swirler tube has a plurality of openings that permit radial exhaust flow into an inner volume of the swirler tube from the catalyst housing. One end of the swirler tube has blades that extend inward and include oblique surfaces arranged at oblique angles relative to a centerline axis of the swirler tube. These blades induce a vortex in the exhaust gases exiting the first swirler tube end. The swirler tube is arranged inside the catalyst housing such that a sequential flow path is created where the exhaust gases flowing through the catalyst housing must first pass through the openings in the swirler tube and then by the blades at the first swirler tube end.

Abstract: A muffler includes a first tube defining a first inlet for receiving exhaust and a first outlet. The muffler includes a housing defining a tuning chamber. The muffler includes a second tube at least partially received within the first tube. Further, the second tube defines a second inlet disposed within the first tube and a second outlet disposed in fluid communication with the tuning chamber. The muffler further includes a muffler outlet for discharging exhaust from the muffler. Moreover, the first tube and the second tube define an annular passage therebetween. The annular passage is disposed in fluid communication with the first outlet of the first tube and the muffler outlet.

Abstract: A muffler for receiving exhaust gas from a combustion engine is disclosed. The muffler includes a casing and a pipe. The casing includes a shell coupled to first and second end caps that cooperate to define an internal volume. The pipe is disposed within the internal volume and extends substantially a length of the shell. Each of the first and second end caps includes a circumferentially extending flange engaging an outer surface of the pipe to provide support for the pipe. Each circumferentially extending flange extends at an acute angle relative to a shell axis of the shell. Each circumferentially extending flange is coaxial along a pipe axis of the pipe.

Abstract: A muffler for use with an engine is provided. The muffler includes a first tube defining a first inlet and a first outlet spaced apart from the first inlet. The first tube is configured to receive exhaust at the first inlet. The muffler includes a second tube spaced apart from the first tube. The second tube defines a second inlet and a second outlet spaced apart from the second inlet. The second tube is configured to receive exhaust at the second inlet. The muffler includes a third tube disposed at least partly around the second tube. The third tube defines a third outlet spaced apart from each of the second inlet and the second outlet. The third outlet is in fluid communication with the second outlet of the second tube. The muffler also includes at least one outlet tube in fluid communication with the first outlet and the third outlet.

Abstract: An exhaust control system includes: a temperature control module configured to, in response to a shutdown of an engine, turn on an air pump that, when on, pumps air into an exhaust system of the engine upstream of a selective catalytic reduction (SCR) catalyst; a target module configured to, while the air pump is on and the engine is off in response to the shutdown, selectively determine a target rate of injection of a diesel exhaust fluid (DEF) by a DEF injector based on increasing a present amount of ammonia stored by the SCR catalyst to at least a predetermined amount of ammonia; and a DEF control module configured to, while the air pump is on and the engine is off in response to the shutdown, control injection of the DEF by the DEF injector upstream of the SCR catalyst based on the target rate.

Abstract: A shock absorber pressure tube defining a working chamber is provided. A piston assembly coupled to a piston rod is slidably disposed in the pressure tube and divides the working chamber into upper and lower working chambers. A reserve tube surrounds the pressure tube to define a reserve chamber. A base valve assembly, position at one end of the pressure tube, controls fluid flow between the lower working chamber and the reserve chamber. The reserve tube comprises first and second open shells that are joined together at longitudinal seams to create a substantially cylindrical shape. The first and second open shells may be made from patchwork blanks, tailor welded blanks, tailor rolled blanks, or tailor heat treated blanks to give different portions of the first and second open shells different thicknesses, strengths, properties, or characteristics.

Abstract: A method of manufacturing a damper tube is provided. The method includes providing a tube having a first end and a second end opposite to the first end. The method includes providing a reinforcing insert, at least partly, within the first end of the tube. The method includes flattening a portion of the first end of the tube. The method also includes bending at least one of the reinforcing insert and the flattened portion of the first end of the tube into a loop. The method further includes connecting an edge of the loop to the tube.

Abstract: A valve assembly for an exhaust system of a vehicle. The valve assembly includes a first housing, a second housing, a valve flap and a spring. The first housing defines an inlet, an outlet, and an exhaust gas passageway in fluid communication with the inlet and the outlet. The second housing is attached to the first housing and defines a compartment. The valve flap is rotatable between a first position restricting exhaust gas flow through the exhaust gas passageway, and a second position whereat exhaust gas flow through the exhaust gas passageway is allowed. The spring is disposed in the compartment and out of the exhaust gas passageway. The spring engages the valve flap to bias the valve flap toward the first position.

Abstract: A muffler may include a shell, first and second baffles, an inlet pipe, first and second outlet pipes, and a communication pipe. The first and second baffles cooperate with the shell to define first, second and third chambers. The first inlet pipe may extend through the shell and may provide exhaust gas to at least one of the first and second chambers. Exhaust gas in the first chamber exits the muffler through the first outlet pipe. Exhaust gas in the second chamber exits the muffler through the second outlet pipe. The communication pipe may include first, second and third openings. The first opening is in communication with the first chamber. The second opening is in communication with the second chamber. The third opening is in communication with the third chamber. The first and second chambers may be in communication with the third chamber through the communication pipe.

Abstract: An accumulator includes a housing, a flexible bladder and a support. The housing includes a chamber having a defined volume and a passage extending through the housing. The flexible bladder is positioned within the chamber and contains a compressible gas. The bladder being operable in an expanded condition and a partially collapsed condition. The support is positioned in the chamber and engages the flexible bladder when the flexible bladder is in the expanded condition. Liquid is positioned in the chamber and in contact with the flexible bladder. A volume of the liquid within the chamber is at a minimum when the flexible bladder is in the expanded condition. The volume of liquid within the chamber increases as a pressure of the liquid increases to compress the gas and operate the flexible bladder in the partially collapsed condition.

Abstract: A method of producing an anti-roll moment distribution module for a vehicle comprises determining understeer characteristics of the vehicle, determining a maximum lateral acceleration of the vehicle, adjusting understeer characteristics of the vehicle based on the maximum lateral acceleration, determining reference understeer characteristics, determining a plurality of reference yaw rates based on (i) the maximum lateral acceleration and (ii) the reference understeer characteristics using a non-linear quasi static vehicle model, storing the plurality of reference yaw rates in a first look up table in the anti-roll moment distribution module, determining a plurality of feedforward contributions using the non-linear quasi static model of the vehicle. Each feedforward contribution of the plurality of feedforward contributions can be used to determine a front to total anti-roll moment distribution for the vehicle.

Abstract: A damper system for a vehicle is provided that includes a pressurized gas damper, electromagnetic actuator, and pressurized gas spring. The pressurized gas damper includes first and second working chambers that are fluidly connected by a flow control orifice. The electromagnetic actuator includes a stator assembly with a stator cavity and a magnetic rotor that is slidingly received in the stator cavity. The magnetic rotor is fixed to a damper tube that houses the second working chamber. The stator cavity and an end of the damper tube cooperate to define the first working chamber. The pressurized gas spring includes a bellows chamber that extends annularly about the damper tube. The damper tube includes an opening between the second working chamber and the bellows chamber.