A power transmission system is disclosed for infinitely variable speed capability. The power transmission system includes a pair of power units, each configured to deliver a rotational torque to drive an output element. A transmission arrangement receives the rotational torques from the power units and delivers a resulting torque to the output element. The transmission arrangement includes a gear set coupling the one power unit to the output element to deliver torque through a mechanical meshing engagement that is continuously effected between the first power unit and the output element.

A power transmission system is disclosed for infinitely variable speed capability. The power transmission system includes a pair of power units, each configured to deliver a rotational torque to drive an output element. A transmission arrangement receives the rotational torques from the power units and delivers a resulting torque to the output element. The transmission arrangement includes a gear set coupling the one power unit to the output element to deliver torque through a mechanical meshing engagement that is continuously effected between the first power unit and the output element.

A seatbelt of a work vehicle includes: a first stay provided in correspondence with a first fixing portion of a vehicle body on either one of right/left sides of a seat; a belt reeling portion that reels and stores a belt main body and is attached to the first fixing portion via the first stay; a second stay provided in correspondence with a second fixing portion on the other one of the right/left sides of the seat; and a buckle portion that fixes an insertion fixture extending from the belt reeling portion and is attached to the second fixing portion via the second stay. A first cover member is mounted to the first stay and covers an outward exposed portion of the first stay. A second cover member is mounted to the second stay and covers an outward exposed portion of the second stay.

A work vehicle collective switch apparatus includes: a switch operation unit including a plurality of switches; a network side signal output unit that outputs a switch state signal to an in-vehicle network side connected to the collective switch apparatus; a drive signal output unit that outputs a drive signal to a direct-coupled device connected to the collective switch apparatus, and a control unit that outputs a command signal corresponding to switch operation on a basis of switch assignment information that assigns in advance as to whether the drive signal is to be output from the drive signal output unit or the switch state signal is to be output from the network side signal output unit in accordance with switch operation of any of the plurality of switches

A shovel according to an embodiment of the present invention includes an engine; a motor generator that functions as a motor that uses a drive force of the engine and functions as a motor capable of assisting the engine; a power storage system, a swiveling motor; a DC bus that connects the motor generator, the power storage system, and the swiveling motor; and a controller that controls movements of the motor generator, the power storage system, and the swiveling motor. In a case where the power storage system is stopped, the controller supplies electric power of the motor generator that functions as the power generator to the swiveling motor when the swiveling motor is in a power running operation, and supplies regenerative electric power of the swiveling motor to the motor generator that functions as the motor when the swiveling motor is in a regenerative operation.

A vehicle includes a chassis, a driveline and an accessory coupled to the chassis and configured to receive rotational mechanical energy, a first driver and a second driver coupled to the chassis and configured to provide rotational mechanical energy, and a power transmission device. The power transmission device includes a housing coupled to the chassis, a first input shaft configured to receive the rotational mechanical energy from the first driver, a second input shaft configured to receive the rotational mechanical energy from the second driver, a primary output interface coupled to the driveline, a power takeoff shaft radially aligned with the first input shaft and coupled to the accessory, a first clutch configured to selectively rotationally couple the first input shaft to the primary output interface, and a second clutch configured to selectively rotationally couple the first input shaft to the power takeoff shaft.

A vehicle includes a chassis, a driveline and an accessory coupled to the chassis and configured to receive rotational mechanical energy, a first driver and a second driver coupled to the chassis and configured to provide rotational mechanical energy, and a power transmission device. The power transmission device includes a housing coupled to the chassis, a first input shaft configured to receive the rotational mechanical energy from the first driver, a second input shaft configured to receive the rotational mechanical energy from the second driver, a primary output interface coupled to the driveline, a power takeoff shaft radially aligned with the first input shaft and coupled to the accessory, a first clutch configured to selectively rotationally couple the first input shaft to the primary output interface, and a second clutch configured to selectively rotationally couple the first input shaft to the power takeoff shaft.

A multi-mode power train and multi-mode vehicle include a power-conversion device that is in communication with an engine via a direct mechanical power-transfer connection extending from the engine to the power-conversion device. A continuously variable power source (CVP) is in communication with the power conversion device via an intermediate power-transfer connection. A lock-up device with first and second engagement states is provided between the engine and the power-conversion device or the CVP. With the lock-up device in the first engagement state, mechanical power from the engine is converted by the power-conversion device for use by the CVP, with the CVP using the converted power to provide mechanical power to a power-output connection. With the lock-up device in the second engagement state, the engine transmits mechanical power through the lock-up device to the power-output connection.

A multi-mode power train and multi-mode vehicle include a power-conversion device that is in communication with an engine via a direct mechanical power-transfer connection extending from the engine to the power-conversion device. A continuously variable power source (CVP) is in communication with the power conversion device via an intermediate power-transfer connection. A lock-up device with first and second engagement states is provided between the engine and the power-conversion device or the CVP. With the lock-up device in the first engagement state, mechanical power from the engine is converted by the power-conversion device for use by the CVP, with the CVP using the converted power to provide mechanical power to a power-output connection. With the lock-up device in the second engagement state, the engine transmits mechanical power through the lock-up device to the power-output connection.

A power train and related vehicle are described for multi-mode power transmission. A first continuously variable power source (CVP) may convert rotational power received by the engine for transmission to a second CVP. A variator assembly may receive rotational power from the second CVP at a first input and directly from the engine at a second input. A control assembly may allow the power train to shift between multiple modes, such as a series mode, a split-path mode, and a direct mode. The control assembly may provide seamless shifting between at least two of these modes.