A method for shifting a multi-speed transmission of a marine propulsion device between a first gear and a second gear each configured to transmit torque from a powerhead to a transmission output shaft. The method includes determining an actual power level requested for operating the marine propulsion device and measuring a transmission output shaft speed in which the transmission output shaft is rotating. The method further includes comparing the actual power level to a shift threshold, the shift threshold corresponding to expected power levels for operating the marine propulsion device as a function of the transmission output shaft speed of the transmission output shaft. The method further includes controlling the multi-speed transmission to shift when the actual power is outside the shift threshold.

A method for shifting a multi-speed transmission of a marine propulsion device between a first gear and a second gear each configured to transmit torque from a powerhead to a transmission output shaft. The method includes determining an actual power level requested for operating the marine propulsion device and measuring a transmission output shaft speed in which the transmission output shaft is rotating. The method further includes comparing the actual power level to a shift threshold, the shift threshold corresponding to expected power levels for operating the marine propulsion device as a function of the transmission output shaft speed of the transmission output shaft. The method further includes controlling the multi-speed transmission to shift when the actual power is outside the shift threshold.

A method for downshifting a multi-speed transmission of a marine propulsion device to a first gear from a second gear. The method includes providing a shift schedule that indicates a shift recommendation for when to downshift from the second gear to the first gear. The method further includes configuring the transmission to downshift when the shift schedule indicates the shift recommendation, determining a requested speed of the marine propulsion device, measuring an actual speed of the marine propulsion device, calculating an error between the requested speed and the actual speed, comparing the error to an error threshold, and determining when the error exceeds the error threshold longer than a duration threshold. The method further includes controlling the transmission to downshift, despite the shift schedule indicating a non-shift recommendation, when the duration threshold is exceeded so as to reduce the error between the requested speed and the actual speed.

A method for downshifting a multi-speed transmission of a marine propulsion device to a first gear from a second gear. The method includes providing a shift schedule that indicates a shift recommendation for when to downshift from the second gear to the first gear. The method further includes configuring the transmission to downshift when the shift schedule indicates the shift recommendation, determining a requested speed of the marine propulsion device, measuring an actual speed of the marine propulsion device, calculating an error between the requested speed and the actual speed, comparing the error to an error threshold, and determining when the error exceeds the error threshold longer than a duration threshold. The method further includes controlling the transmission to downshift, despite the shift schedule indicating a non-shift recommendation, when the duration threshold is exceeded so as to reduce the error between the requested speed and the actual speed.

An outboard motor 10 includes a first drive shaft 26, a second drive shaft 27, and a decelerator 28. The first drive shaft 26 outputs a torque from a drive motor 25. The second drive shaft 27 is disposed parallel to the first drive shaft 26 and transmits the torque to a propeller shaft 31 to which a propeller 32 is connected. The decelerator 28 is disposed between the first drive shaft 26 and the second drive shaft 27 and transmits the torque from the first drive shaft 26 to the second drive shaft 27. The drive motor 25 is disposed below the decelerator 28.

An outboard motor 10 includes a first drive shaft 26, a second drive shaft 27, and a decelerator 28. The first drive shaft 26 outputs a torque from a drive motor 25. The second drive shaft 27 is disposed parallel to the first drive shaft 26 and transmits the torque to a propeller shaft 31 to which a propeller 32 is connected. The decelerator 28 is disposed between the first drive shaft 26 and the second drive shaft 27 and transmits the torque from the first drive shaft 26 to the second drive shaft 27. The drive motor 25 is disposed below the decelerator 28.

An outboard motor 10 includes a drive shaft 33, a propeller shaft 35, a worm wheel 66, and a worm 67. The drive shaft is connected to a drive motor 37 via a reduction unit 38. The propeller shaft is connected via a bevel gear unit to intersect the drive shaft. The worm wheel is disposed coaxially with the drive shaft and rotates to turn the propeller shaft around the drive shaft. The worm engages with the worm wheel and is connected to a steering motor. The worm has a torque receiving portion.

An outboard motor 10 includes a drive shaft 33, a propeller shaft 35, a worm wheel 66, and a worm 67. The drive shaft is connected to a drive motor 37 via a reduction unit 38. The propeller shaft is connected via a bevel gear unit to intersect the drive shaft. The worm wheel is disposed coaxially with the drive shaft and rotates to turn the propeller shaft around the drive shaft. The worm engages with the worm wheel and is connected to a steering motor. The worm has a torque receiving portion.

An improved outboard and steering control system that includes a removable lower drive unit with the ability to rotate 360 degrees or more. The embodiments shown herein are also design for electric outboard marine motors with cooling systems connected between the lower drive unit and the upper housing unit. This system allows the ability to configure an upper drive unit with multiple different variations of a lower drive unit and improve the ability to maneuver vessels with the increased 360-degree directional range.

An improved outboard and steering control system that includes a removable lower drive unit with the ability to rotate 360 degrees or more. The embodiments shown herein are also design for electric outboard marine motors with cooling systems connected between the lower drive unit and the upper housing unit. This system allows the ability to configure an upper drive unit with multiple different variations of a lower drive unit and improve the ability to maneuver vessels with the increased 360-degree directional range.