Abstract: A gas turbine plant comprises: a gas turbine having a compressor configured to compress air, a combustor configured to mix compressed air compressed by the compressor with fuel to generate combustion gas, a turbine connected to the compressor and configured to acquire rotary power by the combustion gas, and an air bleeding piping configured to supply the compressed air bled off from the compressor to the turbine as cooling air; and an auxiliary compressed air supply apparatus having a separately placed compressor different from the compressor, a motor configured to rotate the separately placed compressor, and an auxiliary compressed air piping configured to connect the separately placed compressor to the air bleeding piping to supply auxiliary compressed air compressed by the separately placed compressor to the air bleeding piping. The gas turbine further includes a cooling apparatus connected to the air bleeding piping and configured to cool down the cooling air.

Abstract: A method and system for providing a cooling flow from a compressor to a turbine in a gas turbine engine. First, second and third cooling air flows are provided from the compressor through respective ejectors as external bleed air flows to stages of the turbine. A first ejector combines a first bleed air flow extracted from the compressor with a lower pressure air flow extracted from the compressor to form the first cooling air flow. A second ejector combines a second bleed air flow extracted from the compressor with a secondary portion extracted from the first bleed air flow to form the second cooling air flow. A third ejector combines a third bleed air flow extracted from the compressor with a secondary portion extracted from the second bleed air flow to form the third cooling air flow.

Abstract: A method of controlling a variable area gas turbine engine includes, running the variable area turbine engine at initial settings, monitoring two sets of operating parameters of the engine at the initial settings, and deducing vane angles of adjustable vanes without directly measuring the vane angles from mapped data of the two sets of operating parameters of a similar engine operated while direct vane angle measurements were being recorded.

Abstract: A method of starting a gas turbine is provided, comprising the step of providing an apparatus for regulating the flow of fuel in a gas turbine, the apparatus comprising a main line connecting a fuel source to a nozzle array; and an auxiliary line connecting the fuel source to the nozzle array. The method further comprises the steps of keeping the main line sealed while increasing the auxiliary line fuel flow rate; firing the gas turbine while keeping the main line sealed; and after the combustion has started in the gas turbine, opening the main line for increasing the main line fuel flow rate; wherein the auxiliary line maximum flow rate is less than the main line maximum flow rate.

Abstract: A combustion control device (50) is installed in a gas turbine including a compressor (2), combustors (3), a turbine (4), a bleed air pipe (12) through which bleed air is returned to an inlet of an air intake facility (7), and an air bleed valve (22) that regulates the amount of bleed air extracted. The combustion control device (50) includes: a fuel distribution setting unit (70) that sets a turbine inlet temperature or a turbine inlet temperature-equivalent control variable on the basis of input data, and sets fuel distribution ratios on the basis of the turbine inlet temperature or the turbine inlet temperature-equivalent control variable; and a fuel valve opening setting section (81) that sets the valve openings of fuel regulating valves. The fuel distribution setting unit (70) includes correction means for modifying the fuel distribution ratios.

Abstract: A vehicle includes a generator, an internal combustion engine for driving the generator, a catalytic device, and a controller for controlling the operation of the internal combustion engine. At a start of the internal combustion engine to allow the generator to start generating electricity, the controller, until the catalytic device reaches an activated state, operates the internal combustion engine in a warm-up mode such that the driving force of the internal combustion engine for driving the generator is below a value at which electricity is generated, and the controller, after the catalytic device reaches the activated state, operates the internal combustion engine in an electricity generating operating mode such that the driving force of the internal combustion engine is enhanced to the value at which electricity is generated to allow the generator to generate a predetermined quantity of electricity.

Abstract: A method according to an exemplary aspect of the present disclosure includes, among other things, periodically adjusting powertrain operation of an electrified vehicle equipped with an internal combustion engine to progressively influence oil quality of oil of the internal combustion engine.

Abstract: The purpose of the present invention is to provide an engine control system that is capable of promoting mixing of fuel and air during exhaust gas recirculation, thereby suppressing combustion fluctuation of a gasoline engine, such that efficiency and exhaust gas purification can be simultaneously achieved. The engine control system controls an engine and is equipped with an injection device for injecting fuel directly into a cylinder and a recirculation device for recirculating exhaust gas to the intake side.

Abstract: The present invention relates to an internal combustion engine including a VTC controller for controlling driving of a variable valve timing device and an engine control module (ECM) for calculating and transferring a valve timing control command. In the present invention, each of the VTC controller and the ECM detects whether an abnormality of a communication circuit used for transferring a control command is present or not. If the abnormality is detected, the VTC controller and the ECM set a target value for an abnormal state with the same characteristic, and perform a control operation based on the target value in the abnormal state. In this manner, a decrease in engine operability when an abnormality occurs in the communication circuit of a control command is suppressed.

Abstract: Methods and systems are provided for improving surge detection and mitigation. In one example, a surge detection method may selectively filter an aggregate of temperature-adjusted manifold pressure and boost pressure in a frequency range indicative of surge to reduce the effect of non-minimum phase behavior of throttle inlet pressure on surge detection. In addition, the noise contribution of particular engine actuators on throttle inlet pressure in the selected frequency range may be accounted for, reducing the occurrence of false surge indications.

Abstract: A control apparatus for an internal combustion engine is provided. The control apparatus includes a temperature sensor and an electronic control unit. The temperature sensor is configured to detect the temperature of an exhaust gas control apparatus. The electronic control unit is configured to: estimate a sulfuric compound accumulation amount on the exhaust gas control apparatus; and when a specific condition in which the sulfuric compound accumulation amount is equal to or larger than a predetermined accumulation amount and the temperature of the exhaust gas control apparatus is equal to or higher than a predetermined temperature or more is satisfied, control an intake air amount adjuster such that an intake air amount when the specific condition is satisfied is increased as compared to the intake air amount when the specific condition is not satisfied in the same operation state.

Abstract: A method for controlling fuel pressure in an internal combustion engine consuming a gaseous fuel and a liquid fuel comprises steps of determining a gaseous fuel pressure target value as a function of an engine operating condition, pressurizing the liquid fuel to a liquid fuel pressure based on the gaseous fuel pressure target value, and regulating gaseous fuel pressure from the liquid fuel pressure. The gaseous fuel pressure equals the gaseous fuel pressure target value to within a predetermined range of tolerance. A corresponding system controls fuel pressure in a gaseous fuelled internal combustion engine.

Abstract: A natural gas engine system may have an engine having at least one cylinder. The engine may also have an intake manifold configured to deliver air for combustion to the cylinder and an exhaust manifold configured to discharge exhaust from the cylinder. The natural gas engine system may have a generator coupled to the engine. The generator may be configured to generate electrical power for an electrical load. The natural gas engine system may have a fuel source configured to supply natural gas for combustion in the engine, and an air tank in fluid communication with the intake manifold and the exhaust manifold. Further, the natural gas engine system may have a controller. The controller may be configured to direct a first amount of air from the air tank to the exhaust manifold and a second amount of air from the air tank to the intake manifold.

Abstract: An internal combustion engine includes a pre-chamber assembly including a wall having an internal surface opposite an external surface, the internal surface of the wall defining a combustion pre-chamber and at least one orifice extending to an aperture through the external surface of the wall; a block having an internal surface defining a bore therein; a piston disposed within the bore and configured for reciprocal translation within the bore, the piston, the bore, and the external surface of the wall at least partly defining a main combustion chamber, and the combustion pre-chamber being in fluid communication with the main combustion chamber via the at least one orifice; an energy source operatively coupled to the combustion pre-chamber; and an exhaust gas recirculation (EGR) valve fluidly coupled to the combustion pre-chamber and an exhaust conduit of the internal combustion engine.

Abstract: An engine control system and method of controlling an engine system are provided. The engine control system includes at least one sensor module configured to generate an exhaust condition signal based on a determined condition in an exhaust component and a cylinder bank control module communicatively coupled to the at least one sensor module. The cylinder bank control module is configured to cause transmission of a first bank control signal to cause a first bank of cylinders of an engine to deactivate at least in part in response to a determination based on the exhaust condition signal that a hydrocarbon mass quantity is above a pre-determined hydrocarbon mass quantity threshold.

Abstract: A method for controlling torque intervention of a hybrid electric vehicle during a shift includes judging whether or not torque intervention control is necessary, determining a torque intervention demand according to states of a motor and an HSG, upon judging that torque intervention control is necessary, and executing torque intervention control by HSG and motor torque reduction amounts under the condition that engine torque is maximally maintained based on the determined torque intervention demand.

Abstract: A method is disclosed for regulating an exhaust after-treatment (AT) system for a diesel engine. The method includes detecting the engine's cold start when the engine's exhaust gas flow directed into the AT system is at a temperature below a threshold value. The method also includes determining flow-rates of the engine's exhaust gas and its fuel supply. The method additionally includes determining a magnitude of exhaust gas energy using the determined exhaust gas flow-rates and the fuel supply over an elapsed time following the cold start. The method also includes integrating a detected temperature of the exhaust gas over the elapsed time and comparing the determined magnitude of exhaust gas energy with the integrated temperature. Furthermore, the method includes regulating operation of the AT system using the determined exhaust gas temperature when the determined magnitude of exhaust gas energy is within a predetermined value of the integrated exhaust gas temperature.

Abstract: A system controls an engine of a manual transmission vehicle and estimates a gear stage to control an engine speed in a race mode and recognizes a select position of an N-stage to control an engine speed at two steps during a skip-down shift in a normal mode, and a method controls an engine of a manual transmission vehicle. The method includes determining a driving mode of the vehicle and an acceleration condition and a deceleration condition when the driving mode of the vehicle is a race mode. The method controls the engine at an engine speed corresponding to an upshift when the acceleration condition is satisfied, and controls the engine at an engine speed corresponding to a downshift when the deceleration condition is satisfied.

Abstract: An automatic control apparatus for an engine detects an operation position of a mechanical shift lever for shifting gears of a transmission, automatically stops the engine when a predetermined condition is satisfied in the case where the operation position is at a first specific range, and automatically restarts the engine in the case where, after the operation position is switched from the first specific range to a second specific range while the engine is stopped, the second specific range is maintained for a pre-determined time. When the operation position is switched from the first specific range to the second specific range while the engine is stopped, it is determined whether or not the driver has an intention to start the vehicle, and if YES, the predetermined time is set to be shorter than when it is determined that there is no intention to start the vehicle.

Abstract: A control method for improving nitrogen oxide purification performance (NOx) includes starting NOx regeneration, comparing first and second lambda values measured at first and second lambda sensors in a control unit, checking the lean NOx trap (LNT) temperature, and measuring a second time that has elapsed after the first and second lambda values are found to be the same, and checking whether the second time is greater than or equal to a predetermined time when it is observed that the temperature of the LNT is greater than or equal to the predetermined temperature value.

Abstract: A method for regenerating a lean NOx trap (LNT) of an exhaust purification system having the LNT and a selective catalytic reduction (SCR) catalyst includes determining whether a regeneration release condition of the LNT is satisfied; determining whether a regeneration demand condition of the LNT is satisfied; and performing regeneration of the LNT if the regeneration release condition of the LNT and the regeneration demand condition of the LNT are satisfied, wherein satisfaction of the regeneration release condition of the LNT is determined based on an NOx amount absorbed in the LNT, an NH3 amount stored in the SCR catalyst and temperature at an upstream of the SCR catalyst.

Abstract: A stop control system includes a direct-injection type internal combustion engine, a fuel injection valve, an accessory configured to be driven by the internal combustion engine, and a controller configured to operate the internal combustion engine. The controller is configured to control the accessory during a period from start of fuel cut to a moment immediately after the internal combustion engine stops, such that when the internal combustion engine stops completely, the output shaft comes, in a rotational direction, to a target stop position where an intake port is closed.

Abstract: A method of calculating an engine torque request value for a vehicle includes a vehicle controller receiving an regeneration torque request value corresponding to a regeneration torque to be generated by an energy recovery mechanism. The vehicle controller further receives a desired acceleration value, and calculates the engine torque request value based on the regeneration torque request value and the desired acceleration value. The vehicle controller may then operate the engine in accordance with the engine torque request value.

Abstract: The control system of the internal combustion engine comprises a control part controlling an air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst. The control part alternately sets a target air-fuel ratio between a rich air-fuel ratio and a lean air-fuel ratio and controls the air-fuel ratio of the exhaust gas so that an output air-fuel ratio of the air-fuel ratio sensor becomes the target air-fuel ratio. The control part corrects the output air-fuel ratio of the air-fuel ratio sensor so that when a scavenging occurs, the air-fuel ratio of the exhaust gas changes to a rich side more than an amount of deviation expected to occur in the output air-fuel ratio due to the occurrence of the scavenging. The control part increases a lean degree of the target air-fuel ratio when the scavenging occurs compared with when the scavenging does not occur.

Abstract: The present disclosure relates to a system for controlling vibration of an engine including an engine inertia portion which rotates together with the engine and a sub-inertia portion which influences a rotation speed of the engine and is separately provided, and a damper which is disposed between the engine inertia portion and the sub-inertia portion for reducing a vibration. The present disclosure includes: determining whether a vehicle is in an idle state; sensing rotation speeds of the engine inertia portion and the sub-inertia portion, respectively; calculating an average value of the rotation speeds of the engine inertia portion and the sub-inertia portion; calculating an error value from the average value; and PI controlling by receiving the error value.

Abstract: The present disclosure provides a flow rate measuring device including a flow rate detecting body, a humidity detecting body, and a base. The flow rate detecting body protrudes inside of an intake passage. The humidity detecting body protrudes inside of the intake passage at a position away from the flow rate detecting body. The base is connected to the flow rate detecting body and the humidity detecting body. The humidity detecting body holds a sensor chip that includes a humidity detecting element sensitive to the humidity of the intake air. A length, along a flow direction of the intake air, of an exposed portion of the humidity detecting body is defined as a referential length. The humidity detecting element exists within a range from an upstream end of the exposed portion of the humidity detecting body to a position of half the referential length.

Abstract: A method for determining a closing characteristic of a valve of a piezo servo injector, including carrying out test charging of an actuator of the piezo servo injector in order to open the control valve and in order to reduce pressure in a control chamber of the piezo servo injector; incompletely discharging the actuator down to a residual partial stroke of the actuator; ascertaining a gradient profile of the pressure drop in the pressure accumulator during the residual partial stroke; and determining the closing characteristic of the control valve from the gradient profile of the pressure drop. The closing characteristic may be the closing time of the valve. The method further includes modifying or adapting a closing process for the valve based upon the determined closing time.

Abstract: An abnormality determination device which is capable of shortening a time period required for performing abnormality determination of a plurality of devices, in a state in which the supply of evaporated fuel to an intake system is stopped, as a whole, thereby making it possible to increase the frequency of execution of the determination, and improve the throughput of an evaporated fuel processor for processing evaporated fuel. When first and second execution conditions are satisfied, respectively, first and second determination operations for determining the abnormalities of first and second devices, respectively, are performed in the state in which the supply of evaporated fuel is stopped. In a case where the first determination operation is completed, when the second execution condition has been satisfied, the second determination operation is started with the supply of evaporated fuel being held in the stopped state.

Abstract: To prevent generation of noise due to a misfire when a rotation speed is increased to an operational rotation speed immediately after low-temperature start, or is increased from an idling rotation speed in a low-temperature state to the operational rotation speed, an embodiment includes a fuel injection device capable of performing multi-stage injection of fuel accumulated in a common rail through an injector, a cooling water temperature sensor as a water temperature detection unit configured to detect a cooling water temperature of an engine, an exhaust temperature sensor as an exhaust temperature detection unit configured to detect the exhaust temperature of the engine, and an engine control unit as a control device. The control device executes a misfire avoiding mode in which the multi-stage injection is continued when the cooling water temperature is not lower than a predetermined water temperature T at start of the engine.

Abstract: A data analyzer for analyzing characterization data to form fuel injection control, including a data obtainer that obtains data from a detection signal of a sensor as a time-series data that changes over time. The data analyzer further includes a differentiator that differentiates the time-series data obtained by the data obtainer, a moving averager that calculates a moving average of the differentiated time-series data by the differentiator, an identifier that identifies a waveform of the time-series data based on the moving average calculated by the moving averager, and a data characterizer characterizes the time-series data based on the waveform of the time-series data identified by the identifier. As such, noise is removed as much as possible, and characteristics of time-series data become analyzable.

Abstract: One exemplary embodiment is a system comprising a multi-fuel engine structured to selectably combust varying proportions of a first type of fuel and a second type of fuel, and an electronic control system structured to control the provision of at least one of the first type of fuel and the second type of fuel to the engine using a multi-factor cost optimization. The multi-factor cost optimization may account for a plurality of factors including one or more environment factors, location factors, mission factors, warranty factors, operator-specified factors and/or fleet-specified factors.

Abstract: A fuel supply apparatus for an internal combustion engine includes a motor, a fuel pump, an alternator, a centrifugal clutch, and an electronic control unit. The centrifugal clutch is configured to, when the rotation speed of the output shaft of the motor is higher than or equal to an engaging rotation speed, connect the output shaft of the motor with the rotary shaft of the alternator. The engaging rotation speed is a rotation speed higher than a rotation speed of the rotary shaft at which torque that acts on the rotary shaft as a result of generation of electric power by the alternator becomes maximum and is a rotation speed lower than a rotation speed at which torque for driving the high-pressure fuel pump cannot be provided by only the motor at the time when the motor is driven at rated output power.

Abstract: A method for regulating a common rail injector, the method including acquiring a signal of a sensor, which signal is proportional to a pressure in a valve space of the common rail injector; evaluating a change in the signal over time in order to detect at least one operating event of the common rail injector; and modifying at least one operating variable of the common rail injector as a function of the at least one operating event, the at least one operating variable being selected from an opening duration, a closing duration, an opening point in time, and a closing point in time of a switching valve of the common rail injector, and from an opening duration, an opening point in time, and a closing point in time of a needle valve of the common rail injector.

Abstract: A control apparatus for an internal combustion engine is configured to: open a waste gate valve if switching operation modes from supercharged lean burn operation to stoichiometric burn operation and if it is necessary to decrease an air amount; control an exhaust variable valve train so that, during a response delay period accompanying the waste gate valve being opened, a first valve opening period EX1 and a second valve opening period EX2 are set and the second valve opening period overlaps with a valve opening period IN; control a fuel injection valve so as to inject fuel of an amount necessary to realize the stoichiometric air-fuel ratio under a stoichiometric requested air amount during the response delay period; and control the second valve opening period EX2 of the exhaust valve so that, during the response delay period, the air amount comes close to the requested air amount.

Abstract: An engine has a cylinder block formed by a block material and defining at least one cylinder. The block defines a lubrication circuit with fluid passages including an inlet passage, a main oil gallery, a crankshaft bearing lubrication passage, and a piston ring lubrication passage. The fluid passages are formed by continuous metal walls in contact with and surrounded by the block material. At least one of the fluid passages is curved. A method of forming a component with an internal pressurized lubrication circuit includes positioning a lost core insert in a tool, with the insert shaped to form a lubrication circuit. The lost core insert has a lost core material generally encapsulated in a continuous metal shell, and at least one curved section. Material is provided into the tool to form a body surrounding the lost core insert thereby forming a component preform.

Abstract: A piston, including a piston head, a piston skirt, a cooling gallery connected to an oil inlet/outlet, two gas ring grooves, and one oil ring groove. The piston head and the piston skirt are made of forged steel. The piston head is fixedly connected to the piston skirt. The cooling gallery is disposed between the piston head and the piston skirt. The gas ring grooves and the oil ring groove are disposed on the piston skirt, and the oil ring groove is below the gas ring grooves. The piston skirt includes a pin boss; the upper end of the pin boss is connected to the lower end of the piston head via a screw thread. The top circle of the upper end of the piston head and the inner chamber of the top land of the piston skirt are coupled by an interference fit.

Abstract: A structural frame is provided. The structural frame includes a bottom surface, first and second cylinder block sidewall engaging surfaces, the first and second cylinder block sidewall engaging surfaces positioned above the bottom surface at a height that is above a centerline of a crankshaft support included in a cylinder block when the structural frame is coupled to the cylinder block.

Abstract: A turbofan engine includes a fan variable area nozzle includes having a first fan nacelle section and a second fan nacelle section movably mounted relative the first fan nacelle section. The second fan nacelle section axially slides aftward relative to the fixed first fan nacelle section to change the effective area of the fan nozzle exit area.

Abstract: A turbofan engine includes a fan variable area nozzle includes having a first fan nacelle section and a second fan nacelle section movably mounted relative the first fan nacelle section. The second fan nacelle section axially slides aftward relative to the fixed first fan nacelle section to change the effective area of the fan nozzle exit area.

Abstract: A turbofan engine includes a fan variable area nozzle includes having a first fan nacelle section and a second fan nacelle section movably mounted relative the first fan nacelle section. The second fan nacelle section axially slides aftward relative to the fixed first fan nacelle section to change the effective area of the fan nozzle exit area.

Abstract: A system and method for reducing idle thrust in a translating cowl reverser system is provided. The provided system and method provide a partial deployment, or thrust reverser system intermediate position for a translating cowl thrust reverser system.

Abstract: A bi-fuel and dual-fuel engine variable pressure fuel system is presented facilitating individual or simultaneous use of liquid and gaseous fuels including natural gas, hydrogen and gasoline, through employment of a variable output pressure gaseous fuel regulator incorporating an attached hydraulic amplifying structure communicating with a relatively low pressure fluid servo circuit that may in turn communicate with a variable pressure automotive liquid fuel system to facilitate relatively high pressure gaseous fuel injection.

Abstract: A method and apparatus for the oxy-combustion of fuel in an internal combustion engine (ICE) used to power a vehicle includes one or more air separation devices that separate oxygen from the atmospheric air to mix with the fuel and return the nitrogen to the atmosphere and converts the free energy available in the form of waste heat from the engine exhaust gas stream and coolant system on board the vehicle into electrical and/or mechanical energy, which energy is used to separate oxygen from air to eliminate or significantly reduce the volume of nitrogen entering the ICE's combustion chamber, and thereby reduce NOx pollutants released into the atmosphere and increase the concentration of CO2 in the engine exhaust stream for capture using an integrated system to compress and increase the density of the captured CO2 for temporary on-board storage until it is discharged at a recovery station, e.g., during vehicle refueling.

Abstract: An exhaust gas recirculation (EGR) system and corresponding method for improved combustion efficiency of an internal combustion engine having a number of cylinders, comprising one or more main cylinders connected to an intake manifold and one or more cylinders operable as a dedicated EGR cylinder(s). The dedicated EGR cylinder(s) have two independent intake flow paths for where one flow path provides only intake air and one flow path provides air and recirculated exhaust gas. The exhaust gas output of the one or more dedicated EGR cylinders are connected to an exhaust gas recirculation loop which delivers the exhaust gas output to the main cylinder intake manifold.

Abstract: Methods and systems are provided for diagnosing an intake oxygen sensor. In one example, a method may include indicating degradation of an intake oxygen sensor based on a first time constant of an output of the intake oxygen sensor and a second time constant of an output of a throttle inlet pressure sensor. The method may further include adjusting EGR flow based on the output of the intake oxygen sensor and the output of the throttle inlet pressure sensor when the intake oxygen sensor is not degraded.

Abstract: An exhaust recirculation valve includes: a valve housing including an exhaust gas path; a valve element provided to the exhaust gas path and configured to open and close the exhaust gas path; and a stem connected to the valve element and movable in an axial direction, in which the valve housing includes: an inlet from which fluid is supplied from the outside; a recess configured to flow the fluid flowed from the inlet toward the stem; and a throttle in a form of an opening extending from the inlet and oriented toward the stem.

Abstract: A fuel saver and contaminant reduction device, comprising: a cylindrical housing with a tubular fuel conduit through which the fuel flows, the pipe with a fuel inlet in fluid communication with the fuel tank of a vehicle, and a fuel outlet in fluid communication with the fuel line feeding into a vehicle's engine. The cylindrical body including at least two sets of aligned transversal orifices in each of which a permanent magnet is inserted where each magnet includes distinct north and south poles. Each pair of permanent magnets is arranged such that a north pole of each magnet faces the other, and the axis of magnetization is perpendicular to the flow of fuel. The cylindrical housing is covered by an external rigid case.

Abstract: An automobile air filtration system including an air intake housing configured to house an air filter assembly. The air filter assembly includes filter media having a first end and a second end, and a base member including a locating member having a first width coupled to the second end. The air intake housing includes at least one sidewall defining an interior chamber, an inlet opening and an outlet opening defined in the sidewall, an outlet passageway defined by a portion of the sidewall extending to the outlet opening along an outlet axis, and a slip region having a second width defined in the portion of the sidewall defining the outlet passageway. When the air filter assembly is received in the interior chamber of the air intake housing, the locating member of the air filter assembly is received in the slip region of the air intake housing.

Abstract: An intake manifold is provided. That intake manifold includes a body having at least one runner and an impact stress concentrator projecting outwardly from the at least one runner.

Abstract: The invention relates to a muffler (1), in particular a vehicle muffler, comprising at least one resonator chamber (12), which is bounded by at least a first housing part (2) having a first outer jacket (15) and a first end wall (16) in which an inflow opening (19) is disposed arranged on the inflow side (25), and a first internal pipe segment (20). Furthermore, at least one coupling device (6) for coupling to a turbocharger (9) is provided, which is accommodated in the first end wall (16) of the first housing part (2). The coupling device (6) comprises a coupling body (7) which is designed as a deep-drawn part. The first housing part (2) is likewise formed by a deep-drawn part, and the inflow opening (19) of the first housing part (2) has an extension which is tapered in steps man axial section (23) in which the coupling body (7) and a sealing element (27), such as a radial sealing ring, are accommodated.