There is provided a fuel cell mounting structure including: a pair of left and right vibration-proofing members that are provided due to front side joining portions and rear side joining portions being mounted to suspension members; and a fuel cell that is supported at least by the pair of left and right vibration-proofing members, and is disposed at vehicle body upper sides of the suspension members, wherein one of the front side joining portions and the rear side joining portions are supported so as to be rotatable with a vehicle transverse direction being an axis of rotation, and another of the front side joining portions and the rear side joining portions are structured so as to break away from the suspension members, due to weak portions breaking at a time when load is inputted to the fuel cell from a vehicle body longitudinal direction.

A vehicle includes a frame assembly, a body, and a first strip isolator disposed between the body and the frame.

A hybrid module for a powertrain of a motor vehicle includes a rotational axis defining an axial direction, a housing, first and second support bearings, an intermediate shaft, a separating clutch, and a sensor device. The second support bearing is arranged at a distance from the first support bearing in the axial direction to form a receiving space therebetween. The intermediate shaft is mounted by the first support bearing and the second support bearing to be rotatable relative to the housing about the rotational axis. The separating clutch has a rotary component arranged to be coupled to an electric machine, and connected for conjoint rotation with the intermediate shaft. The sensor device includes at least one part arranged in the receiving space.

A drive arrangement and a vehicle having a damper device having a damper primary side and a damper secondary side. The damper primary side forms a first drive interface for the coupling of a crankshaft of an internal combustion engine, having a freewheel device with a freewheel input and a freewheel output. The damper secondary side is coupled rotationally conjointly to the freewheel input, having a gearbox section operatively connected to the freewheel output, having an output interface for the coupling of a drive output section of the vehicle, wherein the output interface is operatively connected to the gearbox section, and having a second drive interface for the coupling of the electric motor and operatively connected to the gearbox section by a control device. The drive arrangement can, by the control device, be switched into different operating states such that a drive torque can be transmitted to the output interface by the first drive interface or by the second drive interface.

A hybrid vehicle having a pendulum damper in which resonance at around an idling speed of an engine can be prevented to improve N.V. performance. The hybrid vehicle comprises an engine and at least one motor. In the hybrid vehicle, a power transmission path is formed between the engine and drive wheels. In the power transmission path, a pendulum damper is disposed to suppress torsional vibrations, and a disconnecting clutch is disposed to selectively interrupt power transmission between the engine and the pendulum damper.

A method is provided for controlling a hybrid drive train comprising a first partial drive train including an internal combustion engine having a crankshaft and a second partial drive train, which is separated from the first partial drive train by a torsional elasticity, having an electric machine with a rotor. A rotational characteristic value of the first partial drive train is detected via a sensor arranged on the torsional elasticity. A rotational characteristic value of the rotor is detected via a device engaged with the rotor. A quality index is determined based on the rational characteristic value of the first partial drive train and the rotational characteristic value of the rotor. The electric machine is controller to optimize the quality index.

A torque transmission arrangement, particularly for an arrangement with an electric machine in a drive module of a hybrid vehicle or electric vehicle, for transmitting a torque from an output shaft, particularly a motor output shaft, to a drive shaft, particularly a transmission input shaft. The drive shaft further has at least one fluid guide channel in which a fluid can be guided in direction of the output shaft. A fluid-carrying element which guides fluid out of the fluid guide channel of the drive shaft into a radially outer region of the output shaft and is provided at the output shaft.

An apparatus for attenuating vibration transmission between first and second structures includes a rod extending entirely through, and being mechanically connected to, both of the first and second structures. The rod defines a central longitudinal axis. A piezoelectric sensor senses vibrations in at least one of the first and second structures and responsively generates a voltage. The piezoelectric sensor is disposed entirely longitudinally between the first and second structures. A piezoelectric actuator actively attenuates the vibrations sensed by the piezoelectric sensor. The piezoelectric actuator is at least partially driven responsive to voltage generated by the piezoelectric sensor. The piezoelectric actuator is disposed entirely longitudinally between the first and second structures. At least one of the piezoelectric sensor and the piezoelectric actuator has a throughhole through which the rod entirely extends.

A drive device for a motor vehicle includes a first drive unit having a driveshaft, a multi-speed transmission having an input shaft, and a vibration damper. A clutch includes a first clutch member which is coupled to the input shaft of the multi-speed transmission, and a second clutch member which is coupled to the first drive unit via the vibration damper to thereby operably connect the first drive unit with the multi-speed transmission via the vibration damper and the clutch. A second drive unit includes a driveshaft which is arranged in axis-parallel or coaxial relationship to the first drive unit. The second drive unit is coupled to the first clutch member of the clutch.

Systems and methods are described for mitigating vehicle vibration through the control of a variable spring absorber that is part of a powertrain that includes the engine. In some such embodiments, an absorption frequency of the variable spring absorber is tuned in a feed forward manner based at least in part on the current engine speed and a factor indicative of the minimum repeating firing sequence cycle length associated with the current effective firing fraction (which in many implementations may be the denominator of the firing fraction).