An active damping system for a driveline includes a prop shaft configured to transmit engine power from an engine to a load, a sealed damper housing, and an active damping fluid contained within the sealed damper housing. A viscosity of the active damping fluid is changeable based on a torsional vibration of the prop shaft. The active damping system further includes a piston fixed to a side of the prop shaft and in communication with the active damping fluid. The piston is configured to rotate about an axis of the prop shaft. The system further includes a viscosity changing unit in communication with the active damping fluid, and a controller operatively connected to the viscosity changing unit. The controller is configured to cause the viscosity changing unit to change a viscosity of the active damping fluid. The viscosity of the active damping fluid changes the torsional vibration.

A motor connection structure may be configured for coupling a rotor of a motor and an engine clutch retainer in the hybrid transmission. An example motor connection structure includes a damping unit coupled to an outer circumferential surface of the retainer in an axial direction of the rotor on an inner side of the rotor and supporting each of (i) the outer circumferential surface of the retainer, (ii) an inner circumferential surface of the rotor, and (iii) a coupled portion of the retainer.

The present disclosure relates to an apparatus and a method for active vibration control of a hybrid electric vehicle. Forms of the present disclosure may provide a method for active vibration control of a hybrid electric vehicle that may include detecting an engine speed or a motor speed; selecting a reference angle signal based on position information of a motor or an engine; setting up a period of fast Fourier transform (FFT) and performing FFT of the engine speed or the motor speed corresponding to the period of the FFT from the reference angle signal; setting up a reference spectrum according to an engine speed and an engine load; extracting a vibration components to be removed based on information of the reference spectrum; summing vibration components to be removed according to the frequencies and performing inverse FFT; determining an amplitude ratio according to the engine speed and the engine load; and performing active vibration control of each frequency based on the information of the amplitude ratio and the engine torque.

Disclosed herein is a composite panel for sound absorption that may absorb and block noise. The composite panel may include: a first perforated panel comprising first embosses and first perforation groups formed in a predetermined pattern, wherein the first embosses are formed by forming a plurality of cells and the first perforation groups are formed by collecting a plurality of first perforated holes; an embossed panel comprising second embosses formed by forming the plurality of cells and coupled to the first perforated panel wherein the embossed panel is laminated with the first perforated panel; and a sound absorbing and insulating material inserted between the first perforated panel and the embossed panel.

The present disclosure relates to active vibration control of a hybrid electric vehicle. One form provides a method that may include setting up a period of fast Fourier transform (FFT) and performing FFT of an engine speed or a motor speed corresponding to the period of the FFT from a reference angle signal; setting up a reference spectrum; extracting vibration components to be removed based on information of the reference spectrum; selecting and adding a removal object frequency from the vibration of each frequency and performing inverse FFT; determining a basic amplitude ratio according to the engine speed and the engine load; determining an adjustable rate which decreases an anti-phase torque as a change amount of the engine speed is decreased; and performing active vibration control of each frequency based on the information of the basic amplitude ratio, the adjustable rate, and the engine torque.

A device for analyzing and compensating for automotive noise, vibration and harshness (NVH) is provided. The device includes a microprocessor, a sensor, to measure NVH associated with an automotive system of a vehicle at a frequency and monitor any direct correlation of an environmental condition to a harmonic or resonation problem, the sensor having an output in electrical communication with the microprocessor when vibrations are present at the measured frequency, and a tensioner for adjusting surface tension of a surface of the vehicle to reduce resonance, wherein the tensioner adjusts tension when said microprocessor determines resonance as sensed by the sensor.

A vehicle includes a vehicle body, a tire held by the vehicle body, an electric power control unit including at least one of an inverter and a converter, a case housing the electric power control unit, a first predetermined member connected to the vehicle body in an insulated state, a self-discharge static eliminator configured to reduce the positive potential of the first predetermined member by elimination of static electricity, and a transfer member electrically connecting a first connecting portion and a second connecting portion to each other. Accordingly, static electricity charged to the electric power control unit is transferred to a portion, where static elimination is performed by the self-discharge static eliminator, of the first predetermined member via the case and the transfer member so as to be neutralized and eliminated.

A splitter system for a vehicle having a vehicle body including a first vehicle body end configured to face oncoming ambient airflow when the vehicle is in motion includes first and second splitter portions. The first splitter portion is configured to be fixed to the vehicle body. The second splitter portion is mounted to the first splitter portion. The first and second splitter portions together are configured to generate an aerodynamic downforce on the vehicle body when the vehicle is in motion. The splitter system also includes a mechanism arranged between the first and second splitter portions. The mechanism is configured to vary position of the second splitter portion relative to the first splitter portion to thereby control movement of the oncoming ambient airflow relative to the vehicle body and vary a magnitude of the aerodynamic downforce.

A wind noise throb reduction system includes a controller configured to reduce wind noise throb, an active noise cancellation subsystem responsive to the controller and a dynamic airflow control subsystem responsive to the controller. A related method of reducing wind noise throb in a passenger compartment of a motor vehicle is also provided.

A stiffening assembly for a vehicle cowl panel includes a pair of cooperating C-shaped brackets. Each of the pair of cooperating C-shaped brackets comprises cooperating bracket arms adapted for holding opposed ends of the pair of cooperating C-shaped brackets at varying distances from one another. Each of the pair of cooperating C-shaped brackets comprises a pair of parallel bracket arms which align with one another when the stiffening assembly is attached to the cowl panel. Cowl panel and instrument panel assemblies incorporating one or more stiffening assemblies and vehicles incorporating the cowl panel and instrument panel assemblies are provided.