A scrubber for exhaust gas cleaning onboard a marine vessel, comprising a scrubber shell (12) forming a scrubber chamber; and a tubular pipe (18) running through the scrubber shell for feeding scrubber liquid into the scrubber chamber; a concave bowl (32) for connecting the tubular pipe to the scrubber shell, the concave bowl having the shape of a solid of revolution, and the shape curving smoothly from the rim (46) of the concave bowl to the bottom (48) of the concave bowl. The tubular pipe runs through the bottom of the concave bowl in such a way that the bottom encircles the tubular pipe, and the tubular pipe and the bottom are connected to each other. The concave bowl is placed in an opening (34) in the scrubber shell in such a way that the scrubber shell encircles the rim of the concave bowl, and the scrubber shell and the rim are connected to each other.

A thermoelectric power generator includes: a pipe in which a first fluid flows; a power generation module including a thermoelectric conversion element; and a holding member that is in contact with a one side part of the power generation module, such that heat of a second fluid that is higher in temperature than the first fluid transfers to the one side part of the power generation module. The holding member holds the power generation module and the pipe in a heat transferable state, such that the pipe is in contact with the other side part of the power generation module. The thermoelectric power generator includes a heat conductive component interposed between the holding member and the pipe to define a heat transfer course through which heat transfers from the second fluid to the first fluid, at downstream of the power generation module in a flowing direction of the second fluid.

An exhaust gas purification apparatus for an internal combustion engine according to the present disclosure obtains an electric resistance value of the electrically heated catalyst after the lapse of a predetermined period of time which is a period of time required for condensed water adhered to the electrically heated catalyst to finish evaporating from the start of energization of the electrically heated catalyst, and calculates a heat energy shortage amount which is an amount of heat energy insufficient for raising the temperature of the electrically heated catalyst to a predetermined temperature or above, based on a difference between the electric resistance value thus obtained and a predetermined reference resistance value. Then, the exhaust gas purification apparatus supplies to the electrically heated catalyst an amount of energy required to compensate for the heat energy shortage amount.

The disclosure relates to a conduit connector for a fluid line, having a housing, which has at least one first connection geometry and one second connection geometry, each for connecting to a fluid line. In the housing, a fluid-conducting channel is formed between the first connection geometry and the second connection geometry. In order to avoid damage due to freezing of a liquid located in the channel or the connected fluid lines, the housing has a volume equalization device, which is connected to the channel.

A vehicle comprising an internal combustion engine, an electrical heated type catalyst device provided in an exhaust passage of the internal combustion engine and including a conductive substrate generating heat upon energization and a catalyst heated through the conductive substrate, and a control device, the control device comprising an internal moisture calculating part calculating an amount of internal moisture comprised of an amount of moisture present at an inside of the catalyst device and an engine output control part controlling the output of the internal combustion engine based on a required vehicle output and the amount of internal moisture. The engine output control part is configured so that if moisture is present at the inside of the catalyst device, it restricts the output of the internal combustion engine to a lower output when the internal moisture is large compared to when it is small.

A vehicular exhaust pipe structure includes an outer pipe extending along a front-rear direction of a vehicle and an inner pipe disposed inside the outer pipe along an axial direction of the outer pipe. The inner pipe is joined to the outer pipe such that a vacuum layer is formed between the inner pipe and the outer pipe. The inner pipe includes a pseudo-cylindrical concave polyhedral shell-shaped part.

A turbocharger fastening structure may include an exhaust manifold integrated head having two exhaust ports; a fastening unit located on one end portion of a turbocharger to be fastened to the exhaust manifold integrated head; and an intake hole formed on the fastening unit, corresponding to the two exhaust ports of the exhaust manifold integrated head, and having a rib, the intake hole allowing exhaust gas to enter the turbocharger through the exhaust manifold integrated head.

A honeycomb filter includes a pillar-shaped honeycomb structure body having a porous partition wall surrounding cells each of which has one end plugged by a plugging portion. An open frontal area O (%) of the cells in the honeycomb structure body is 75 to 80%, a porosity P (%) of the partition wall measured by a mercury press-in method is 52 to 58%, an average pore diameter D (m) of the partition wall measured by the mercury press-in method is 6 to 12 m, and a pore volume rate A (%) of pores whose pore diameters are not less than 20 m with respect to an overall pore volume of the partition wall is not more than 13.5%.

A vehicle exhaust system includes a vehicle body structure, an exhaust system, a rear bumper assembly, an exhaust finisher and a boot. The exhaust assembly is supported to an underside of the vehicle body structure. The rear bumper assembly is also supported to the vehicle body structure. The exhaust finisher is non-movably attached to one of the vehicle body structure and the rear bumper assembly. The exhaust finisher extends at least part way through an opening of the rear bumper assembly. The boot has a first end, a second end, and a flexible portion. The first end is attached to a rear end of the exhaust assembly. The second end is attached to a forward end of the exhaust finisher and the flexible portion extends from the trout end to the second end. The flexible portion is elastically deformable in response to thermal expansion and contraction of the exhaust assembly.

An exhaust pipe structure includes a front bank exhaust pipe connected to an exhaust manifold on a front bank of the V engine; an intermediate exhaust pipe connected to a downstream side of the front bank exhaust pipe; and a rear exhaust pipe connected to a downstream side of the intermediate exhaust pipe, wherein the front bank exhaust pipe and the intermediate exhaust pipe are connected with each other via a ball joint, the intermediate exhaust pipe and the rear exhaust pipe are connected with each other via a ball joint, and a flexible pipe is attached to the front bank exhaust pipe.