A partial reverse clutch assembly comprises a frame that mounts an input and output gears, a coupling member that couples the input and output gears, a swing body, and a lock gear. The coupling member engages with the swing body along a track of the coupling member. The swing body comprises radially inward tabs that slide along the track. The input gear drives the swing body, the coupling member, and the output gear in a first direction using a motorized rotational drive. The lock gear in engagement with the swing body prevents the swing body from rotating in a second direction that is opposite to the first direction. The swing body partially rotates in the second direction until the tabs of the swing body are raised along a ramp to section of the track that forces the coupling member to decouple from the output gear.

When a shift member is in a first position, a first clutch couples a second drive shaft to a first drive shaft. When the shift member is in the first position, a second clutch decouples a first gear from the first drive shaft. When the shift member is in the first position, a third clutch decouples a second gear from the second drive shaft.

An outboard motor includes an oil passage that through which an oil flows from the shift chamber to a gear chamber. A circular recessed portion is formed on an upper surface of the gear chamber. A rectangular recessed portion communicating with the circular recessed portion is formed on a portion of the upper surface adjacent to the circular recessed portion. The rectangular recessed portion includes a front surface facing a side surface of the circular recessed portion, a left surface located on a reverse side of a rotation direction of the drive gear with respect to the front surface, and a right surface located on a side of the rotation direction with respect to the front surface. An outlet of the oil passage is arranged on the front surface at a position closer to the left surface than to the right surface.

A kinetic energy harvesting mechanism has a fixing shaft, a rotating shell, an input member, and a fixing shaft driving assembly. The rotating shell is disposed on the fixing shaft. The input member is axially connected to the fixing shaft. The fixing shaft driving assembly is disposed in the rotating shell and has a first one-way bearing, a second one-way bearing, a first driving member, a second driving member, and a third driving member. Unidirectional transmission functions of the first one-way bearing and the second one-way bearing are adverse to each other. The first driving member is disposed in the rotating shell by the first one-way bearing. The second driving member is disposed in the rotating shell by the second one-way bearing. The third driving member is disposed in the rotating shell and is connected to the first driving member and the second driving member.

An all-gear continuously variable automatic transmission and speed ratio active control system includes a speed ratio active control mechanism arranged between a torque proportional distribution differential mechanism and a planetary gear mechanism. The torque proportional distribution differential mechanism includes two differential bevel gears connected to a gear ring and a sun gear of the planetary gear mechanism respectively to be used as input shafts of the planetary gear mechanism. The speed ratio active control mechanism includes an adjustment motor, an adjustment driving gear and an adjustment driven gear. The adjustment driving gear and the adjustment driven gear are in a normally engaged state. The adjustment driven gear is rigidly connected to one of differential bevel gear shafts, and the adjustment driving gear is connected to the adjustment motor, and planetary gears are engaged with the sun gear and the gear ring respectively and output power.

An all-gear continuously variable automatic transmission and speed ratio active control system includes a speed ratio active control mechanism arranged between a torque proportional distribution differential mechanism and a planetary gear mechanism. The torque proportional distribution differential mechanism includes two differential bevel gears connected to a gear ring and a sun gear of the planetary gear mechanism respectively to be used as input shafts of the planetary gear mechanism. The speed ratio active control mechanism includes an adjustment motor, an adjustment driving gear and an adjustment driven gear. The adjustment driving gear and the adjustment driven gear are in a normally engaged state. The adjustment driven gear is rigidly connected to one of differential bevel gear shafts, and the adjustment driving gear is connected to the adjustment motor, and planetary gears are engaged with the sun gear and the gear ring respectively and output power.

A drive unit for driving a drive wheel is disclosed. The drive unit includes a motor, a torque converter and a power output part. The torque converter is a component to which a power is inputted from the motor. The power output part outputs the power, inputted thereto from the torque converter, to the drive wheel. The power output part includes a first gear train and a second gear train. The first gear train outputs the power, inputted to the power output part from the torque converter, in a first rotational direction. The second gear train outputs the power, inputted to the power output part from the torque converter, in a second rotational direction reverse to the first rotational direction.

When a shift member is in a first position, a first clutch couples a second drive shaft to a first drive shaft. When the shift member is in the first position, a second clutch decouples a first gear from the first drive shaft. When the shift member is in the first position, a third clutch decouples a second gear from the second drive shaft.

A reverse gear includes an input shaft, a forward clutch, a reverse clutch, an output shaft, a reduction mechanism, and a relay shaft. The input shaft receives rotational power of a main engine. The forward clutch transmits the rotational power of the input shaft as forward output. The reverse clutch transmits the rotational power of the input shaft as reverse output. The output shaft outputs the rotational power transmitted via the forward clutch and the reverse clutch. The reduction mechanism reduces the rotational power of the output shaft and transmits the reduced rotational power to the propeller shaft. The relay shaft intersects the input shaft and relays the rotational power from the forward clutch and the reverse clutch toward the output shaft. The relay shaft and the output shaft are coupled to each other via a pair of intersecting-shaft gears to be able to transmit power.

A reverse gear includes an input shaft, a forward clutch, a reverse clutch, an output shaft, a reduction mechanism, and a relay shaft. The input shaft receives rotational power of a main engine. The forward clutch transmits the rotational power of the input shaft as forward output. The reverse clutch transmits the rotational power of the input shaft as reverse output. The output shaft outputs the rotational power transmitted via the forward clutch and the reverse clutch. The reduction mechanism reduces the rotational power of the output shaft and transmits the reduced rotational power to the propeller shaft. The relay shaft intersects the input shaft and relays the rotational power from the forward clutch and the reverse clutch toward the output shaft. The relay shaft and the output shaft are coupled to each other via a pair of intersecting-shaft gears to be able to transmit power.