A fluid flow network for a vehicle includes first and second flow ducts having a common inlet and a common outlet; a flow directing member movable about a first axis and configured to direct flow from the common inlet to at least one of the first and second flow ducts; a flow reactive member configured to detect an imbalance between the flow exiting the first flow duct and the flow exiting the second flow duct; and means for adjusting the position of the flow directing member if an imbalance is detected by the flow reactive member.

A valve device for an exhaust flow passage includes a toggle mechanism, in which a support-side link member and a valve-side link member form a first stopper mechanism and a second stopper mechanism. The first stopper mechanism is configured to limit a link angle formed by the support-side link member and the valve-side link member by abutment of a first support-side stopper portion formed in the support-side link member and a first valve-side stopper portion formed in the valve-side link member against each other. The second stopper mechanism is configured to limit the link angle by abutment of a second support-side stopper portion formed in the support-side link member and a second valve-side stopper portion formed in the valve-side link member.

A slip-type active noise control muffler reducing exhaust noise of a vehicle may include at least two guides connected to an inner wall of a housing accommodating exhaust gas in the muffler and formed in a pipe shape in a longitudinal direction of the muffler, and a baffle positioned in a plane shape partitioning the interior of the housing and including an electromagnet on the plane shape to control an interval of the baffles through a movement signal by current applied to the electromagnet according to frequency calculated from the exhaust gas, in which the interval of the baffles may be controlled and the exhaust noise may be reduced by controlling the number of wavelengths depending on the frequency.

A controller for controlling a valve is configured to record a time taken to drive the valve from a closed position to an open position, to determine a drive time required to drive the valve to a desired position based on the recorded time, and to drive the valve for the determined drive time.

A muffler for an exhaust system of an internal combustion engine includes a muffler housing (14) and at least one exhaust gas pipe group (19). The at least one exhaust gas pipe group (19) includes an outlet pipe (20) open towards an expansion chamber (26) formed in the muffler housing (14). Exhaust gas introduced via the at least one exhaust gas pipe group (19) leaves the muffler housing (16) via the outlet pipe (20). A first inlet pipe (38), of the at least one exhaust gas pipe group (19), has an inlet pipe end area (40), which is inserted into the outlet pipe (20) and extends in the outlet pipe (20). A second inlet pipe (48), of the at least one exhaust gas pipe group (19), is open towards the expansion chamber (26).

A vehicle exhaust system includes a first exhaust gas path and a second exhaust gas path. At least one valve is positioned within the first exhaust gas path and an active noise control system is associated with the second exhaust gas path. An example method includes, providing the first exhaust gas path with a first tailpipe having a first outlet and the second exhaust gas path with a second tailpipe having a second outlet separate from the first outlet. The valve and the active noise control system are controlled simultaneously to control noise generated by the vehicle exhaust system.

A selective acoustic soundproofing device for a vehicle includes a housing that is configured to couple to an exhaust system of the vehicle so that an internal space defined by the housing is in fluidic communication with the exhaust system. A wall that is coupled to the housing extends from proximate to the first end to proximate to the second end of the housing to define a first passage and a second passage through the housing. A selector that is coupled to the housing is configured to selectively direct sound pressure from the engine through the first and second passages. A baffle positioned in the first passage is configured for acoustic quieting of loudness of the sound pressure when the selector is positioned to direct the sound pressure from the engine through the first passage relative to when the selector is positioned to direct the sound pressure through the second passage.

An apparatus for adjusting power and noise characteristics of an internal combustion engine comprises a wall configured to define an engine cylinder that includes a bore and a compression relief passage. A compression relief valve is configured to selectively adjust fluid flow capacity of the compression relief passage. A manifold is configured to be in fluid communication with the exhaust passage and includes an exhaust bypass valve to permit exhaust to at least partially bypass a noise suppressor. Operational characteristics of the engine can be adjusted along a range that extends from a first set of operational characteristics present when both the compression relief valve and the exhaust bypass valve are in a fully open position to a second set of operational characteristics present when both the compression relief valve and the exhaust bypass valve are in a fully closed position.

Methods and systems are provided for diagnostics of an exhaust tuning valve during vehicle-off conditions. In one example, the engine may be reverse rotated, unfueled while the position of the exhaust is varied and an intake air flow is estimated at each position of the exhaust tuning valve. The exhaust tuning valve may be diagnosed based on a change in air flow with the variation in the position of the exhaust tuning valve.

A vehicle exhaust device includes a muffler body that has an interior space divided into a plurality of expansion chambers by a partition wall, and an exhaust control valve that switches an exhaust passage in the muffler body. The exhaust passage includes a first exhaust passage and a second exhaust passage. The first exhaust passage connects an upstream end and a downstream end of the muffler body straight. The second exhaust passage passes through the plurality of expansion chambers via a connecting pipe that connects the plurality of expansion chambers. A center of the first exhaust passage is located above a center of the muffler body in a vehicle upper-lower direction, and the second exhaust passage is located below the first exhaust passage.