A vehicle includes a drivetrain and multiple power modules. The drivetrain includes at least one wheel. Each power module includes an energy system, and a propulsion system to which the drivetrain is mechanically connected. The energy system is operable to generate electrical energy using fuel. The propulsion system is electrically connected to the energy system, and operable to contributorily power the at least one wheel using electrical energy from the energy system.

A vehicle includes a drivetrain and multiple power modules. The drivetrain includes at least one wheel. Each power module includes an energy system, and a propulsion system to which the drivetrain is mechanically connected. The energy system is operable to generate electrical energy using fuel. The propulsion system is electrically connected to the energy system, and operable to contributorily power the at least one wheel using electrical energy from the energy system.

A power generation amount of a power generator disposed on a vehicle is appropriately controlled by ordering the power generator a required power generation amount so as to control the power generator, driving a drive motor configured to drive a driving wheel of the vehicle using at least part of electric power generated by the power generator according to the required power generation amount, storing at least part of surplus power left in the electric power generated by the power generator in a storage device, detecting a slip of the driving wheel, and, executing reduction processing of a power generation amount for further reducing a required power generation amount that reflects a reduction amount of the electric power for driving the drive motor due to the slip of the driving wheel, if the detected extent of the slip is larger than a predetermined threshold.

A driveline includes a driver configured to be positioned between an engine and a transmission. The driver includes a housing, a motor/generator, and a clutch. The housing includes an engine mount configured to couple to the engine and a backing plate configured to couple to the transmission. The motor/generator is disposed within the housing and configured to couple to an input of the transmission. The clutch is disposed within the housing and coupled to the motor/generator. The clutch is configured to selectively couple an output of the engine to the motor/generator. The clutch is configured to be spring-biased into engagement with the engine and pneumatically disengaged by an air supply selectively provided thereto.

A driveline includes a driver configured to be positioned between an engine and a transmission. The driver includes a housing, a motor/generator, and a clutch. The housing includes an engine mount configured to couple to the engine and a backing plate configured to couple to the transmission. The motor/generator is disposed within the housing and configured to couple to an input of the transmission. The clutch is disposed within the housing and coupled to the motor/generator. The clutch is configured to selectively couple an output of the engine to the motor/generator. The clutch is configured to be spring-biased into engagement with the engine and pneumatically disengaged by an air supply selectively provided thereto.

A power demand allocation system (PDAS) for a fuel cell electric vehicle (FCEV), the FCEV comprising a fuel cell and a battery. The system includes a predictor configured to receive a signal indicative of a current operating state of the FCEV and determine a future operating state of the FCEV based on the current operating state and a past operating state of the FCEV, and an optimizer configured to determine a power demand allocation for the fuel cell and the battery based on the future operating state, wherein the past, current and future operating states of the FCEV comprise respective temporal evolutions of the power demand for the FCEV, the current operating state comprises a first cyclical temporal evolution, and the past operating state comprises a second cyclical temporal evolution.

A military vehicle includes a chassis, a front end accessory drive (FEAD), and circuitry. The chassis includes an engine and an integrated motor generator (IMG). The FEAD includes multiple accessories and an electric motor-generator. The circuitry is configured to operate the military vehicle according to different modes. The circuitry is configured to receive a user input indicating a selected mode of the modes, and operate the chassis and the FEAD of the military vehicle according to the selected mode. The modes include an engine mode and an electric mode. In the engine mode, the engine drives the FEAD and the tractive elements of the military vehicle through the IMG for transportation. In the electric mode, the engine is shut off to reduce a sound output of the military vehicle and the IMG drives the tractive elements of the military vehicle for transportation and the electric motor-generator drives the FEAD.

The invention relates to a fuel cell (2) comprising at least one membrane electrode assembly (10) and at least one flow field plate (40) comprising a separator plate (50). The flow field plate (40) has at least one structural part (51, 52) which comprises a base body (60) in which recesses (65) are introduced, and vanes (61, 62) which extend from sides (70, 72) of the recesses (65) and extend to the at the least one membrane electrode assembly (10).

The invention relates to a fuel cell (2) comprising at least one membrane electrode assembly (10) and at least one flow field plate (40) comprising a separator plate (50). The flow field plate (40) has at least one structural part (51, 52) which comprises a base body (60) in which recesses (65) are introduced, and vanes (61, 62) which extend from sides (70, 72) of the recesses (65) and extend to the at the least one membrane electrode assembly (10).

A fuel cell plug-in hybrid vehicle includes a fuel cell having an anode side and a cathode side with a compressor connected to the cathode side. An electric motor is drive-connected exclusively to the compressor. A converter is connected electrically on one side to the motor and on the other side to a high-voltage battery. A controller switches the vehicle between two different operating states. In a first operating state, the high-voltage battery supplies electrical power to the motor via the converter so that the electric motor drives the compressor. In a second operating state, an electrical voltage is supplied from a power supply system to the motor or to the converter via a power supply line. The motor can modify the amplitude of the system voltage with the modified voltage present across the converter, which converts the voltage into a DC voltage applied across the high-voltage battery.