A vehicle includes a drive wheel, an engine, an accelerator pedal, a torque converter, a clutch, and a controller. The drive wheel is configured to propel the vehicle. The engine is configured to generate power and to deliver power to the drive wheel to accelerate the vehicle. The accelerator pedal is configured to generate an acceleration request based on a pedal position. The torque converter is disposed between the engine and the drive wheel. The clutch is disposed between the engine and the drive wheel and is configured to bypass the torque converter. The controller is programmed to, in response to depressing the accelerator pedal to a position that corresponds with accelerating the vehicle at a desired magnitude, adjust the torque of the engine to accelerate the vehicle at the desired magnitude, regardless of the state of the clutch.

A vehicle includes a drive wheel, an engine, an accelerator pedal, a torque converter, a clutch, and a controller. The drive wheel is configured to propel the vehicle. The engine is configured to generate power and to deliver power to the drive wheel to accelerate the vehicle. The accelerator pedal is configured to generate an acceleration request based on a pedal position. The torque converter is disposed between the engine and the drive wheel. The clutch is disposed between the engine and the drive wheel and is configured to bypass the torque converter. The controller is programmed to, in response to depressing the accelerator pedal to a position that corresponds with accelerating the vehicle at a desired magnitude, adjust the torque of the engine to accelerate the vehicle at the desired magnitude, regardless of the state of the clutch.

A transmission apparatus of a hybrid vehicle is provided. The apparatus includes a planetary gear set including a first rotation element connected to an engine, a second rotation element connected to a first motor/generator, and a third rotation element connected to a second motor/generator. An output gear is connected to any one of the second and third rotation elements and a two-way clutch is mounted at the first rotation element. The clutch limits D stage rotation in a first side direction or limits R stage rotation in a second side direction selectively based on a position of a lever. Accordingly, the clutch performs a failsafe function by preventing a shifting stage from being applied to the R stage when the engine is driven.

A transmission apparatus of a hybrid vehicle is provided. The apparatus includes a planetary gear set including a first rotation element connected to an engine, a second rotation element connected to a first motor/generator, and a third rotation element connected to a second motor/generator. An output gear is connected to any one of the second and third rotation elements and a two-way clutch is mounted at the first rotation element. The clutch limits D stage rotation in a first side direction or limits R stage rotation in a second side direction selectively based on a position of a lever. Accordingly, the clutch performs a failsafe function by preventing a shifting stage from being applied to the R stage when the engine is driven.

A wheel end disconnect system includes an inner race connected to one of an axle half shaft and a wheel hub, an outer race connected to the other of the axle half shaft and the wheel hub, and a plurality of radially actuatable pawls, circumferentially spaced apart, oriented between the inner and outer races, and movable between an outboard locked position and an inboard unlocked position to connect and disconnect the wheel hub from the axle half shaft. The system further includes a plurality of pins attached to an actuator ring. The actuator ring is axially shift-able between a locked and unlocked position. The system also includes one or more permanent magnets forming a permanent magnet ring attached to the actuator ring, with axially spaced apart north and south poles, and an annular tri-pole electromagnet having two counter-wound axially spaced apart coils concentric with the annular permanent magnet.

A wheel end disconnect system includes an inner race connected to one of an axle half shaft and a wheel hub, an outer race connected to the other of the axle half shaft and the wheel hub, and a plurality of radially actuatable pawls, circumferentially spaced apart, oriented between the inner and outer races, and movable between an outboard locked position and an inboard unlocked position to connect and disconnect the wheel hub from the axle half shaft. The system further includes a plurality of pins attached to an actuator ring. The actuator ring is axially shift-able between a locked and unlocked position. The system also includes one or more permanent magnets forming a permanent magnet ring attached to the actuator ring, with axially spaced apart north and south poles, and an annular tri-pole electromagnet having two counter-wound axially spaced apart coils concentric with the annular permanent magnet.

A vehicle includes a drive wheel, an engine, an accelerator pedal, a torque converter, a clutch, and a controller. The drive wheel is configured to propel the vehicle. The engine is configured to generate power and to deliver power to the drive wheel to accelerate the vehicle. The accelerator pedal is configured to generate an acceleration request based on a pedal position. The torque converter is disposed between the engine and the drive wheel. The clutch is disposed between the engine and the drive wheel and is configured to bypass the torque converter. The controller is programmed to, in response to depressing the accelerator pedal to a position that corresponds with accelerating the vehicle at a desired magnitude, adjust the torque of the engine to accelerate the vehicle at the desired magnitude, regardless of the state of the clutch.

A vehicle includes a drive wheel, an engine, an accelerator pedal, a torque converter, a clutch, and a controller. The drive wheel is configured to propel the vehicle. The engine is configured to generate power and to deliver power to the drive wheel to accelerate the vehicle. The accelerator pedal is configured to generate an acceleration request based on a pedal position. The torque converter is disposed between the engine and the drive wheel. The clutch is disposed between the engine and the drive wheel and is configured to bypass the torque converter. The controller is programmed to, in response to depressing the accelerator pedal to a position that corresponds with accelerating the vehicle at a desired magnitude, adjust the torque of the engine to accelerate the vehicle at the desired magnitude, regardless of the state of the clutch.

An electrified drivetrain for a vehicle includes a first electric machine, a second electric machine, a clutch, an HVAC compressor, and a controller. The second electric machine is rotatably coupled to a geartrain, the first electric machine is rotatably coupled to the HVAC compressor, and is rotatably couplable to the geartrain via the clutch, and the clutch is operative in a first state and a second state. The first electric machine is rotatably coupled to the geartrain when the clutch is controlled to the first state, and is decoupled from the geartrain when the clutch is controlled to the second state. The controller is operatively connected to the first and second electric machines, the clutch, and the HVAC compressor to control operation of the electrified drivetrain. The first electric machine can be used as a heater element and to provide mechanical power to the drivetrain.

An electrified drivetrain for a vehicle includes a first electric machine, a second electric machine, a clutch, an HVAC compressor, and a controller. The second electric machine is rotatably coupled to a geartrain, the first electric machine is rotatably coupled to the HVAC compressor, and is rotatably couplable to the geartrain via the clutch, and the clutch is operative in a first state and a second state. The first electric machine is rotatably coupled to the geartrain when the clutch is controlled to the first state, and is decoupled from the geartrain when the clutch is controlled to the second state. The controller is operatively connected to the first and second electric machines, the clutch, and the HVAC compressor to control operation of the electrified drivetrain. The first electric machine can be used as a heater element and to provide mechanical power to the drivetrain.