A shifter system assembly for a steering column constructed in accordance to one example of the present disclosure includes a shifter mechanism and a brake transmission shift interface (BTSI). The shifter mechanism receives a shift lever and selectively moves between a Park position and an out of Park position. The BTSI assembly comprises a BTSI pin assembly and a solenoid coil. The BTSI pin assembly includes a blocking pin, a solenoid pin and a coupler. The solenoid pin is separate and distinct from the blocking pin. The coupler couples the blocking pin and the solenoid pin. The BTSI pin assembly moves between an extended position and a retracted position. In the extended position the blocking pin inhibits movement of the shifter mechanism out of the Park position. In the retracted position, the blocking pin allows movement of the shifter mechanism to the out of Park position.

A composition for an expandable sealant including at least one polymeric material selected from the group consisting of low density polyethylenes (LDPE), linear low density polyethylenes (LLPDE), ethylene vinyl acetate (EVA), ethylene methacrylate (EMA), and ethylene-butyl acrylate (EnBA); and a chemical blowing agent, wherein the composition is substantially free of a cross-linking agent.

An add-on part (1) of a vehicle body, such as a door (1) or tailgate, has interconnected inner and outer parts (2, 4) and reinforced portions (5, 6) and a reinforcing device (7) connecting said reinforced portions (5, 6). The reinforcing device (7) has arms (8, 9, 18, 19), and, in the region of the ends of the arms (8, 9, 18, 19), the reinforcing device (7) is connected in a force-fitting and/or form-fitting manner to the reinforced portions (5, 6). Such an add-on part, while having a structurally simple design and relatively low weight, ensures particularly good stiffening properties.

A rear axle suspension includes a holder for pivotable connection of a connecting portion of a semirigid axle to a vehicle superstructure The holder is stationary relative to the vehicle superstructure and has a first and a second holding arrangement for an axle pin. The first and second holding arrangements are arranged on both sides of the connecting portion along a pin axis. In order to provide an optimized connection of a semirigid axle to a vehicle superstructure, the first holding arrangement has a stabilizing element with an arcuate portion. The arcuate portion, in the direction of the pin axis and tangentially, extends at least partially around the pin axis. The axle pin is mounted in the arcuate portion. Fixing portions are adjacent the arcuate portion on both sides and attach the stabilizing element to the vehicle superstructure.

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.

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.

A method includes controlling an electrified vehicle by automatically commanding an output torque from an electric machine if the electrified vehicle is in park and an engine start or stop request has been received. A road grade may be used to determine whether or not to command the output torque.

A soundproofing material 1 includes: a first sheet-like acoustic material 10; a second sheet-like acoustic material 20 stacked on the first acoustic material 10 in a thickness direction; and a coating member 30 covering the second acoustic material 20 from a side opposite to the first acoustic material 10, and adhered to the first acoustic material 10.

Disclosed is a motor vehicle twin-tube damper comprising: a tube filled with a working liquid, a piston assembly disposed slidably inside the tube divides the tube into a rebound chamber and a compression chamber. A compensation chamber is located outside of the tube. A base valve assembly including a rebound valve assembly and a compression valve assembly controls the flow of the working liquid between the compensation chamber and the compression chamber. The rebound valve assembly includes a number of rebound flow channels covered by a main deflective disc. To suppress vibrations generated by the deflective disc due to pressure fluctuations occurring during rapid changes of the damper stroke direction, the rebound valve assembly includes an additional deflective disc disposed over the main deflective disc and separated from it by an annular gap with a thickness (G) that is less than the thickness of the main deflective disc.

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.