CN116812124A

CN116812124A - marine drive

Info

Publication number: CN116812124A
Application number: CN202310318937.2A
Authority: CN
Inventors: D·J·贝尔特; J·A·格勒切尔; A·S·魏萨嫩; S·B·迪克斯; S·马特森; J·A·霍尔达; J·L·普罗克诺
Original assignee: Brunswick Corp
Current assignee: Brunswick Corp
Priority date: 2022-03-28
Filing date: 2023-03-28
Publication date: 2023-09-29

Abstract

The stern drive is used to propel the marine vessel in the body of water. The stern driver has: a power head; a mounting assembly configured to attach the power head to the transom inside the marine vessel; and a drive assembly coupled to the mounting assembly, the drive assembly being adjustable upwardly and downwardly relative to the mounting assembly, the drive assembly including a drive shaft and an output shaft extending transverse to the drive shaft. The drive assembly has a drive shaft housing for the drive shaft and a gearbox housing for the output shaft, wherein the gearbox housing is steerable relative to the drive shaft housing. The universal joint couples the power head to the drive shaft such that operation of the power head causes rotation of the drive shaft, which in turn causes rotation of the output shaft.

Description

Marine drive

Technical Field

The present disclosure relates to marine drives and, in examples, to stern drives having a power head (e.g., an electric motor) for propulsion. The present disclosure also relates to systems and methods for adjusting stern drives out of a body of water.

Background

The following U.S. patents provide background information:

U.S. patent No. 6,287,159 discloses a support appliance for a marine propulsion system in a marine vessel, wherein a compliant member is attachable to the transom of the marine vessel. In some applications, the compliant members are directly attached to the intermediate plate and the outer frame member, which in turn is directly attached to the transom of the marine vessel. The intermediate plate is directly attached to a component of the marine propulsion system to provide support for the marine propulsion system relative to the transom, but while maintaining a non-contact association between the marine propulsion system and the transom.

United states patent No. 6,273,771 discloses a control system for a marine vessel that incorporates a marine propulsion system for attachment to the marine vessel and a connection signal communication to a serial communication bus and controller. A plurality of input devices and output devices are also connected in signal communication with the communication bus. A bus access manager, such as a CAN Kingdom network, is connected in signal communication with the controller to regulate the incorporation of additional devices in signal communication with the bus. The input device and the output device may each transmit messages to the serial communication bus for receipt by other devices.

U.S. patent No. 9,334,034 discloses a system for combined control of steering and adjustment of a marine engine unit. The system includes a steering implement that generates a steering signal, an adjustment control that generates an adjustment signal, and an electronic unit that receives the steering adjustment and cylinder position signals and sends an output signal. Port and starboard hydraulic cylinders are connected to port and starboard joints to provide movement of the engine unit. The port and starboard joints enable the engine unit to move vertically and horizontally as the port and starboard hydraulic cylinders extend and retract to provide a full range of steering and adjustment motions of the engine unit.

U.S. patent No. 9,446,828 discloses an appliance for mounting a marine drive to the hull of a marine vessel. The outer gripping surface faces the outer surface of the hull and the inner gripping surface faces the opposite inner surface of the hull. The marine drive housing extends through the hull. The marine drive housing is held in place relative to the hull by at least one vibration damping sealing member disposed between the inner clamping plate and the outer clamping plate. The first connector clamps the outer clamping plate to the outer surface of the hull and the second connector clamps the inner clamping plate to the outer clamping plate. The inner clamping plate and the outer clamping plate are maintained at a fixed distance from each other such that a consistent compressive force is applied to the vibration damping sealing member.

U.S. patent No. 10,800,502 discloses an outboard motor having: a power head that causes rotation of a drive shaft; a steering housing located below the power head, wherein the drive shaft extends from the power head into the steering housing; and a lower gearbox located below the steering housing and supporting a propeller shaft coupled to the drive shaft such that rotation of the drive shaft causes rotation of the propeller shaft. The lower gearbox is steerable about a steering axis relative to the steering housing and the power head.

Disclosure of Invention

This summary is provided to introduce a selection of concepts that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

In a non-limiting example disclosed herein, a stern drive is used to propel a marine vessel in a body of water. The stern drive comprises a mounting assembly for coupling the stern drive to a transom of a marine vessel and a drive assembly adjustable upwardly and downwardly relative to the mounting assembly, the drive assembly comprising a drive shaft housing for a drive shaft. The drive assembly may comprise a gearbox housing for an output shaft of the propeller, wherein the gearbox housing is steerable relative to the drive shaft housing.

In a non-limiting example, a stern drive includes: a mounting assembly for coupling a stern drive to a transom of a marine vessel; a power head configured to operate the propeller to generate thrust in the body of water; a drive assembly adjustable upwardly and downwardly relative to the mounting assembly, the drive assembly including a drive shaft operably coupled to the power head and the propeller; and a universal joint coupling the power head to the drive shaft such that operation of the power head causes rotation of the drive shaft, which in turn operates the propeller, wherein the universal joint is configured to facilitate adjustment of the drive assembly by an amount sufficient to lift at least a substantial portion of the drive assembly out of the body of water.

In a non-limiting example, a stern drive includes: a mounting assembly for coupling a stern drive to a transom of a marine vessel; a power head configured to operate the propeller to generate thrust in the body of water; a drive assembly adjustable upwardly and downwardly relative to the mounting assembly, the drive assembly comprising a drive shaft housing for the drive shaft and a gearbox housing for the output shaft of the propeller, wherein the gearbox housing is steerable relative to the drive shaft housing; a universal joint coupling the power head to the drive shaft such that operation of the power head causes rotation of the drive shaft, which in turn operates the impeller, wherein the universal joint is configured to facilitate adjustment of the drive assembly; a steering actuator configured to steer the gearbox housing relative to the drive shaft housing; and a controller configured to cause the power head to rotate the universal joint into a neutral position that facilitates adjusting the drive assembly upwardly relative to the body of water, and also to cause the steering actuator to steer the gearbox housing relative to the drive shaft housing, thereby moving the entirety of the drive assembly out of the body of water.

In a non-limiting example, the method is for operating a stern drive. The method may include: providing an upwardly and downwardly adjustable drive assembly comprising a drive shaft housing for the drive shaft and a gearbox housing for the output shaft of the propeller, wherein the gearbox housing is steerable relative to the drive shaft housing, and wherein the drive assembly comprises a universal joint coupling the power head to the drive shaft such that operation of the power head causes rotation of the drive shaft which in turn operates the propeller; and operating the power head to rotate the universal joint into a neutral position that facilitates adjusting the drive assembly upwardly relative to the stern drive and also steering the gearbox housing relative to the drive shaft housing to thereby move the entirety of the drive assembly further upwardly relative to the stern drive.

In a non-limiting example disclosed herein, a stern driver has a mounting assembly configured to attach the stern driver to a transom inside a marine vessel and a drive assembly coupled to the mounting assembly. The drive assembly is adjustable upwardly and downwardly relative to the mounting assembly and includes a drive shaft and an output shaft extending transversely to the drive shaft. The drive assembly has a drive shaft housing for the drive shaft and a gearbox housing for the output shaft. The gearbox housing is steerable relative to the drive shaft housing. In some examples, the universal joint couples the power head to the drive shaft such that operation of the power head causes rotation of the drive shaft, which in turn causes rotation of the output shaft. The universal joint is configured to facilitate adjustment of the drive assembly by an amount sufficient to raise at least a substantial portion of the drive assembly out of the water. In other examples, a double Constant Velocity (CV) joint couples the power head to the drive shaft such that operation of the power head causes rotation of the drive shaft, which in turn causes rotation of the output shaft. The double Constant Velocity (CV) joint is configured to facilitate adjustment of the drive assembly by an amount sufficient to raise at least a substantial portion of the drive assembly out of the water.

In a non-limiting example, the stern drive has a steering housing that extends into the drive shaft housing and a torpedo housing that is coupled to the steering housing. A drive shaft extends through the steering housing and is operably engaged with an output shaft in the torpedo housing. A corner gear set may be located in the torpedo housing, wherein the corner gear set couples the drive shaft to the output shaft such that rotation of the drive shaft causes rotation of the output shaft. The upper and lower bearings may rotatably support the steering housing relative to the drive shaft housing.

In a non-limiting example, the stern drive may have a steering actuator that steers the gearbox housing relative to the drive shaft housing. The steering actuator may comprise an electric motor, which may be positioned in said drive shaft housing.

In a non-limiting example, a universal joint may couple a power head to a drive shaft such that operation of the power head causes rotation of the drive shaft, which in turn causes rotation of an output shaft, wherein the universal joint is configured to facilitate adjustment of a drive assembly by an amount sufficient to lift at least a majority of the drive assembly out of a body of water.

The universal joint is configured to pivot about at least one pivot axis when the drive assembly is adjusted relative to the mounting assembly. The controller may be configured to automatically cause the power head to rotate the universal joint into a neutral position in which the at least one pivot axis is parallel to the adjustment axis, which facilitates adjustment of the drive assembly by an amount sufficient to lift a substantial portion of the drive assembly out of the body of water. The controller may be configured to automatically cause the power head to rotate the universal joint into the neutral position based on an operational state of the stern drive. The operational state includes at least one of an on/off state of the stern drive and a request provided by the user input device to the controller. The at least one pivot axis may comprise a first input pivot axis and a first output pivot axis, and wherein in the neutral position, both the first input pivot axis and the first output pivot axis are parallel to the adjustment axis.

In a non-limiting example, the universal joint may include an input member rotatably engaged with the power head, an output member rotatably engaged with the drive shaft, and a body rotatably coupling the input member to the output member. The input member may include an input shaft and an input arm forming a U-shape, the input arm being pivotably coupled to the body along a first input pivot axis and along a second input pivot axis that is substantially perpendicular to the first input pivot axis. The output member may include an output shaft and an output arm forming a U-shape, the output arm being pivotably coupled to the body along a first output pivot axis and along a second output pivot axis that is substantially perpendicular to the first output pivot axis.

In a non-limiting example, the stern drive is for propelling a marine vessel having a transom. The stern driver has: a drive assembly configured to generate thrust in water; a power head configured to provide power to the drive assembly; and a mounting assembly configured to couple the drive assembly to the transom on an outboard side of the marine vessel and further configured to suspend the powerhead on the transom on an inboard side of the marine vessel. The mounting assembly includes a vibration damping member that isolates vibrations of the drive assembly and the power head relative to the transom.

Alternatively, the power head may comprise an electric motor. Alternatively, the stern drive may have a centre of gravity aligned with the transom. Alternatively, the vibration damping member may comprise an integral annular ring that may extend around the stern drive. The mounting assembly may include a rigid mounting ring secured to the transom, wherein the vibration damping member couples the rigid mounting ring to the drive assembly and the powerhead. Alternatively, the rigid mounting plate may support the drive assembly and the powerhead, wherein the vibration damping member couples the rigid mounting plate to the rigid mounting ring. Optionally, at least one of the rigid mounting ring and the rigid mounting plate is adhesively bonded to the vibration damping member. Optionally, both the rigid mounting ring and the rigid mounting plate are bonded by an adhesive and/or secured to the vibration damping member without the use of mechanical fasteners. Optionally, the vibration damping member comprises a unitary annular ring, and further the rigid mounting ring and the rigid mounting plate together encapsulate the unitary annular ring. The rigid mounting ring and the rigid mounting plate may be made of, for example, aluminum.

In a non-limiting example, the stern drive may include: a drive assembly configured to generate thrust in water; a power head configured to provide power to the drive assembly; and a mounting assembly configured to couple the drive assembly to the transom on an outboard side of the marine vessel and to suspend the powerhead from the transom on an inboard side of the marine vessel. Optionally, the stern drive is further configured such that the drive assembly, the power head and the mounting assembly may be mounted as a single component on the marine vessel from outside the transom.

Optionally, the power head comprises an electric motor. Optionally, the stern drive has a centre of gravity aligned with the transom. Alternatively, the mounting assembly may include a vibration damping member that isolates vibrations of the drive assembly and the power head relative to the transom. Optionally, the vibration damping member comprises an integral annular ring extending around the stern drive. Optionally, the mounting assembly includes a rigid mounting ring secured to the transom, and the vibration damping member may couple the rigid mounting ring to the drive assembly and the power head. Optionally, the rigid mounting plate supports the drive assembly and the power head, and the vibration damping member may couple the rigid mounting plate to the rigid mounting ring. Optionally, at least one of the rigid mounting ring and the rigid mounting plate is adhesively bonded to the vibration damping member. Optionally, both the rigid mounting ring and the rigid mounting plate are secured to the vibration damping member by adhesive bonding and/or without the use of mechanical fasteners. Optionally, the vibration damping member comprises a unitary annular ring, and further the rigid mounting ring and the rigid mounting plate together encapsulate the unitary annular ring.

In a non-limiting example, the method is for installing a stern drive on a marine vessel that includes a transom defining a mounting hole. The method may include assembling a drive assembly configured to generate thrust in water, a power head configured to provide power to the drive assembly, and a mounting assembly configured to couple the drive assembly to the transom on an outboard side of the marine vessel and to suspend the power head to the transom on an inboard side of the marine vessel as a single component. The method may further comprise inserting the power head into the marine vessel from outside the marine vessel via the mounting hole until the mounting assembly engages the transom and thereafter fastening the mounting assembly to the transom.

Alternatively, the power head may comprise an electric motor. Alternatively, the method may include configuring the stern drive to have a center of gravity aligned with the transom. Alternatively, the method may include configuring the mounting assembly with a vibration damping member that isolates vibrations of the drive assembly and the power head relative to the transom. Optionally, the method may include configuring the vibration damping member as an integral annular ring extending around the stern drive.

In a non-limiting example, a stern drive includes: a power head; a drive assembly comprising a propeller for propelling a marine vessel in water; a mounting assembly configured to suspend the power head inside a transom of a marine vessel and configured to suspend the drive assembly outside the transom of the vessel; and a noise-vibration-harshness (NVH) damping cover extending over the power head inside the marine vessel.

Optionally, the NVH damping cover is coupled to the mounting assembly. Optionally, the mounting assembly comprises an inner portion facing the inside of the marine vessel and an outer portion facing the outside of the marine vessel, and wherein the NVH damping cover is suspended on the inner portion. Optionally, the NVH cover comprises a plurality of panels that together at least partially enclose the powerhead. Optionally, a plurality of panels are configured to fit through holes in the transom for mounting the stern drive, and wherein the plurality of panels are secured to an interior portion of the mounting assembly from outside the marine vessel. Optionally, the stern drive comprises a seal configured to prevent fluid from entering the NVH damping cover. Optionally, a seal is positioned between the NVH damping cover and an interior portion of the mounting assembly. Optionally, the seal is positioned between two panels of the plurality of panels.

Optionally, the plurality of panels includes a top panel and opposed side panels, each side panel secured to an interior portion of the mounting assembly. Optionally, the stern drive comprises a seal configured to prevent fluid from entering the NVH damping cover, wherein the seal is positioned between the top panel and at least one of the side panels. Optionally, at least one of the plurality of panels includes a slot engageable with a fastener on the mounting assembly, which facilitates suspending the plurality of panels from the mounting assembly during assembly and thereby facilitating further installation by fastening to the mounting assembly. Optionally, the NVH damping cover comprises at least one through opening for connecting the rigging member to the powerhead.

In a non-limiting example, a method is for installing a stern drive via a hole in a transom of a marine vessel. The method may include: providing a noise-vibration-harshness (NVH) damping cover comprising a plurality of panels sized to fit through holes in a transom; coupling an inner portion of a mounting assembly to the transom, the mounting assembly having an outer portion configured to suspend a power head inside the marine vessel and suspend a drive assembly including a propeller outside the marine vessel; inserting each of the plurality of panels into the marine vessel via the aperture before or after coupling the inner portion of the mounting assembly to the transom; and manually accessing the plurality of panels via the aperture and securing the plurality of panels to the interior portion of the mounting assembly.

Optionally, at least one panel of the plurality of panels is secured to the inner portion of the mounting assembly by first suspending the respective panel on a fastener extending from the inner portion of the mounting assembly, and then tightening the fastener. Optionally, the method comprises inserting the powerhead into the marine vessel from outside the marine vessel via the aperture. Optionally, the method comprises fastening at least two of the plurality of panels together. Optionally, the method includes positioning a seal between at least two panels of the plurality of panels. Optionally, the method includes positioning a seal between the plurality of panels and an interior portion of the mounting assembly.

In a non-limiting example, a noise-vibration-harshness (NVH) damping cover is used for a stern drive configured to propel a marine vessel in water. The NVH dampening cover comprises a plurality of panels that together enclose a power head suspended on a transom of a marine vessel, and wherein the plurality of panels are configured to be suspended on an inner portion of a mounting assembly having an outer portion for mounting a stern drive to the transom.

Optionally, the plurality of panels are configured to cooperate with one another when suspended on an interior portion of the mounting assembly, thereby enclosing the power head. Optionally, the plurality of panels includes opposing side panels and a top panel on top of the opposing side panels. Optionally, the opposing side panels are fastened to each other. Optionally, the NVH damping cover includes at least one rigging port in the plurality of panels, the at least one rigging port facilitating connection of the rigging connector to the power head.

It will be apparent to those of ordinary skill in the art that combinations of these and other than the above summary are possible within the scope of the present disclosure.

Drawings

The present disclosure includes the following drawings.

Fig. 1 is a starboard side perspective view of a stern drive according to the present disclosure.

Fig. 2 is a port side perspective view of the stern drive.

Fig. 3 is a starboard side perspective view of the stern drive.

Fig. 4 is a starboard side view of the stern drive.

Fig. 5 is a perspective view of a universal joint of the stern drive in plan view, the universal joint coupling a power head (including an electric motor in the illustrated example) to a drive shaft of the stern drive.

Fig. 6 is an exploded view of the universal joint.

Fig. 7 is a starboard side cross-sectional view of the stern drive.

Fig. 8 is a starboard side view of the stern drive in an up-trim (trimmed-up) position.

Fig. 9 is a starboard cross-sectional view of the stern drive in an up-turned position.

Fig. 10 is a starboard side perspective view of a mounting assembly for mounting an electric motor to a transom of a marine vessel.

Fig. 11 is a starboard side perspective view of the stern drive in an up-trim position and turned 90 degrees off center (straight ahead) so that the drive assembly of the stern drive is adjusted completely out of the water.

Fig. 12 is a starboard side view of an example of a noise-vibration-harshness (NVH) damping cover for a stern drive.

Fig. 13 is a starboard side cross-sectional view of the example shown in fig. 12.

FIG. 14 is an exploded perspective view of an embodiment of a mounting assembly for a stern drive including a rigid mounting plate and optionally a rigid mounting ring and a vibration damping member.

Fig. 15 is a cross-sectional side view of the mounting assembly of fig. 14.

Fig. 16 is an exploded perspective view illustrating the mounting of the stern driver with the mounting assembly of fig. 15 to the transom of a marine vessel.

Fig. 17 is a cross-sectional side view of the stern drive of fig. 16.

FIG. 18 is a cross-sectional side view of another embodiment of a mounting assembly including a rigid mounting plate, a rigid mounting ring, and a vibration damping member.

FIG. 19 is a cross-sectional side view of another embodiment of a mounting assembly including a rigid mounting plate, a rigid mounting ring, and a vibration damping member.

FIG. 20 is a cross-sectional side view of an embodiment of a mounting assembly including a vibration damping member having a locating protrusion.

FIG. 21 is a cross-sectional side view of another embodiment of a mounting assembly including a vibration damping member having a locating protrusion.

Fig. 22 is a port side perspective view of a stern drive including a noise-vibration-harshness (NVH) damping cover according to the present disclosure.

FIG. 23 is a port side perspective view of a side panel of the NVH damping cover of FIG. 22 inserted through an opening in the transom.

FIG. 24 is a port side perspective view of FIG. 23 with a top panel of the NVH damping cover inserted through an opening in the transom.

Fig. 25 is a port side perspective view of fig. 24 with the mounting assembly coupled to the transom.

Fig. 26 is a port side perspective view of fig. 25 with the sealing member positioned on the mounting assembly.

Fig. 27 is a view of section 27-27 taken in fig. 26.

FIG. 28 is a perspective view of the top panel in a position above the interior portion of the mounting assembly.

Fig. 29 is a perspective view of fig. 28, wherein the top panel is secured to an interior portion of the mounting assembly.

Fig. 30 is a starboard side perspective view with the side panels supported on the top panel and mounting assembly.

Fig. 31 is a starboard side perspective view of fig. 30, wherein both side panels are secured to the top cover and mounting assembly.

Fig. 32 is a view of section 32-32 taken in fig. 31.

Fig. 33 is a view of detail 33-33 taken in fig. 32.

Fig. 34 is a view of detail 34-34 taken in fig. 32.

Fig. 35 is a view of section 35-35 taken in fig. 31.

Fig. 36 is a view of detail 36-36 taken in fig. 35.

Fig. 37 is a starboard cross-sectional view of another example of a stern drive having a double Constant Velocity (CV) joint and a central shaft instead of the universal joint shown in fig. 5.

Fig. 38 is a closer starboard cross-sectional view of the dual Constant Velocity (CV) joint and center shaft shown in fig. 37.

Fig. 39 is a starboard side cross-sectional view showing the stern drive of fig. 37 in an up adjustment position.

FIG. 40 is a perspective view of a double CV joint.

Detailed Description

Fig. 1-8 illustrate a stern drive 12 for propelling a marine vessel in a body of water. Referring to fig. 1, the stern driver 12 has: a power head, which in the illustrated example is an electric motor 14; a mounting assembly 16 that attaches the electric motor 14 to the transom 18 of the marine vessel and hangs the electric motor 14 from the transom 18 of the marine vessel; and a drive assembly 20 coupled to the mounting assembly 16. The illustrated power head is not limiting, and in other examples, the power head may include an engine and/or a combination of an engine and an electric motor, and/or any other suitable device for powering a marine drive. The mounting assembly 16 is configured such that the power head, which in the illustrated example is an electric motor 14, is suspended (i.e., cantilevered) from the interior of the transom 18 above the bottom of the hull of the marine vessel. As will be explained further below, the drive assembly 20 is adjustable upwardly and downwardly relative to the mounting assembly 16, including in the non-limiting example in which a majority or the entirety of the drive assembly 20 is lifted out of the water entirely. The drive assembly 20 has a drive shaft housing 22 and a gearbox housing 26, the drive shaft housing 22 containing a drive shaft 24, the gearbox housing 26 containing one or more output shafts 28 (e.g., one or more propeller shafts). The output shaft(s) 28 extend from the rear of the gearbox housing 26 and support one or more propellers 30 configured to generate thrust in the water to propel the marine vessel. The output shaft(s) 28 extend generally transverse to the drive shaft 24. In the illustrated example, the propeller(s) 30 include two counter-rotating propellers. However, this is not limiting and the present disclosure is applicable to other arrangements, including arrangements in which the one or more output shafts 28 do not counter-rotate and/or in which the one or more output shafts 28 extend from a front of the gearbox housing 26, and/or arrangements in which the propeller(s) 30 include one or more impellers and/or any other mechanism for generating propulsion in water.

Referring to fig. 1 and 7, the gearbox housing 26 is steerable relative to the drive shaft housing 22 about a steering axis S (see fig. 7). The gearbox housing 26 (see fig. 1) has a steering housing 32 (see fig. 7) extending upwardly into the drive shaft housing 22, and a torpedo housing 34 depending from the steering housing 32. A corner gearset 36 (see fig. 1) in the torpedo housing 34 operatively couples the lower end of the drive shaft 24 to the output shaft(s) 28 such that rotation of the drive shaft 24 causes rotation of the output shaft(s) 28, which in turn causes rotation of the propeller(s) 30.

Referring to fig. 7, an upper bearing 38 and a lower bearing 40 are radially disposed between the steering housing 32 and the drive shaft housing 22. The upper bearing 38 and the lower bearing 40 rotatably support the steering housing 32 relative to the drive shaft housing 22. The steering actuator 42 is configured to cause rotation of the gearbox housing 26 relative to the drive shaft housing 22. In the illustrated example, the steering actuator 42 is an electric motor 44 located in the drive shaft housing 22. The electric motor 44 has an output gear 46, which output gear 46 meshes with a ring gear 48 on the steering housing 32 such that rotation of the output gear 46 results in rotation of the gearbox housing 26 about the steering axis S. As explained further below, operation of the electric motor 44 may be controlled via conventional user input devices located at the rudder of the marine vessel or elsewhere, which facilitates control of the steering angle of the gearbox housing 26 and associated propeller(s) 30. This facilitates steering control of the marine vessel. The type and configuration of the steering actuators 42 may vary from that shown, and in other examples may include one or more hydraulic actuators, electro-hydraulic actuators, and/or any other suitable actuators for causing rotation of the gearbox housing 26. Other suitable examples are disclosed in the above-incorporated U.S. patent No. 10,800,502.

Referring to fig. 5-7, the universal joint 50 couples the electric motor 14 to the drive shaft 24 such that operation of the electric motor 14 causes rotation of the drive shaft 24, which in turn causes rotation of the output shaft(s) 28. The universal joint 50 is also advantageously configured to facilitate adjustment of the drive assembly 20 by an amount sufficient to raise at least a substantial portion of the drive assembly 20 out of the water, such as during periods of non-use. The universal joint 50 has an input member 52 rotatably engaged with the output shaft 54 of the electric motor 14, an output member 64 rotatably engaged with the drive shaft 24, and an elongated body 66 rotatably coupling the input member 52 to the output member 64. The input member 52 has an externally splined input shaft 62 and input arms 63 forming a U-shape. The output member 64 has an output shaft 68 and an output arm 70 forming a U-shape. The elongate body 66 has a first pair of arms 74 forming a U-shape and an opposed second pair of arms 76 forming a U-shape. The input pivot pins 78, 80 pivotally couple the input arm 63 of the input member 52 to the first pair of arms 74 of the elongate body 66 along a first input pivot axis 82 and along a second input pivot axis 84 perpendicular to the first input pivot axis 82. The output pivot pins 86, 88 pivotally couple the output arm 70 of the output member 64 to the second pair of arms 76 of the elongate body 66 along a first output pivot axis 90 and along a second output pivot axis 92 perpendicular to the first output pivot axis 90.

Referring to fig. 7, an internally splined sleeve 56 is rotatably supported in the mounting assembly 16 by an inner bearing 58 and an outer bearing 60. The output shaft 54 of the electric motor 14 is fixed to the spline sleeve 56 such that rotation of the output shaft 54 causes rotation of the spline sleeve 56. The externally splined input shaft 62 of the universal joint 50 extends into meshing engagement with the splined sleeve 56 such that rotation of the splined sleeve 56 causes rotation of the input member 52. The output shaft 68 of the universal joint 50 is coupled to the drive shaft 24 by a corner gear set 72, the corner gear set 72 being located in the drive shaft housing 22 and configured such that rotation of the output member 64 causes rotation of the drive shaft 24. Thus, it should be appreciated that operation of the electric motor 14 causes rotation of the universal joint 50, which in turn causes rotation of the drive shaft 24 and the output shaft(s) 28. The splined engagement between the input member 52 and the splined sleeve 56 also advantageously allows for telescoping movement of the input member 52 during adjustment of the drive assembly 20, as will be further described below with reference to fig. 8-9. The flexible bellows 94 encloses the universal joint 50 with respect to the mounting assembly 16 and the drive shaft housing 22.

Referring now to fig. 1-4 and 7, the mounting assembly 16 has a rigid mounting plate 100, a vibration dampening (e.g., rubber or other pliable and/or resilient material) mounting ring 102, and a rigid mounting ring 103, the rigid mounting ring 103 being fastened to the transom 18 by fasteners 105 and fastening rings 107 to couple the vibration dampening mounting ring 102 and the rigid mounting plate 100 to the transom 18. A pair of rigid mounting arms 104 extend rearwardly from the rigid mounting plate 100 and are pivotally coupled to a rigid U-shaped mounting bracket 108 extending forwardly from the top of the drive shaft housing 22. The pivot joint between the rigid mounting arm 104 and the mounting bracket 108 defines an adjustment axis T (see fig. 2) about which the drive assembly 20 is pivotable (adjustable) upwardly and downwardly relative to the mounting assembly 16. The type and configuration of the mounting assembly 16 may be different from that shown, and non-limiting examples of mounting assemblies 16 are described below with reference to fig. 14-21.

Referring first to fig. 14-17, the example mounting assembly 16 is configured to couple the drive assembly 20 to the transom 18 on the outboard side of the marine vessel and to suspend the power head 14 from the transom 18 on the inboard side of the marine vessel. As shown in fig. 16 and 17, the mounting assembly 16 resides in (and extends through) an opening 19 in the transom 18 of a marine vessel (fig. 16-17) and generally includes a rigid mounting ring 103 and a rigid mounting plate 100. A rigid mounting ring 103 extends around the periphery of the opening 19 on the exterior of the transom 18. The rigid mounting plate 100 is supported in the opening 19 by a rigid mounting ring 103. The rigid mounting ring 103 includes an annular rim 140, the annular rim 140 extending around the opening 19 and abutting the outer surface of the transom 18. The support surface 142 of the rigid mounting ring 103 extends from the annular rim 140 into the opening 19 along the periphery of the opening 19. A flange 146 extends inwardly from the distal end 144 of the support surface 142 toward the center of the rigid mounting ring 103 and the opening 19. The mounting holes 141 formed in the rear surface of the annular rim 140 are configured to receive fasteners 105 extending through holes 143 formed in the transom 18. The fasteners 105 engage a fastening ring 107 extending around the opening 19 on the inside of the transom 18, thereby coupling the mounting assembly 16 to the transom 18 of the marine vessel. Referring to fig. 15, an o-ring 138 may be positioned between the rigid mounting ring 103 and the transom 18 to form a seal therebetween. However, other embodiments may omit the O-ring.

Referring to fig. 14 and 15, the rigid mounting plate 100 is configured to support at least some of the various components of the drive assembly 20. The rigid mounting plate 100 is recessed into the hull of the marine vessel through the rigid mounting ring 103 and includes an interior space 148 defined by a front wall 150, a rear opening 152 defined by an annular flange 154, and side walls 156 extending longitudinally between the front wall 150 and the annular flange 154. In the illustrated embodiment, the front wall 150 is in a generally vertical orientation and the annular flange 154 is formed at an angle such that it is generally coplanar with the transom 18. The drive assembly 20 is supported on the rigid mounting plate 100 via a pair of rigid mounting arms 104 extending rearwardly from the front wall 150 of the rigid mounting plate 100. As illustrated in fig. 4, the rigid mounting arm 104 is pivotally coupled to a rigid U-shaped mounting bracket 108 extending forwardly from the top of the drive shaft housing 22. As described further below, the rigid mounting plate 100 also supports a power head configured to suspend the electric motor 14 on the front wall 150 on the interior of the transom 18.

Referring to fig. 14, 15 and 17, the novel vibration damping member 102 is positioned between the rigid mounting ring 103 and the side wall 156 of the rigid mounting plate 100. As will be described in greater detail below, the vibration damping member 102 is uniquely configured to isolate vibrations of the drive assembly 20 and the power head 14 relative to the transom 18. In the illustrated embodiment, the vibration damping member 102 is configured as an integral annular ring extending around the stern drive 12 and the side wall 156 of the rigid mounting plate 100. The shape and size of the cross-sectional profile of the vibration damping member 102 may be uniform or may vary along different sections of the vibration damping member 102. Varying the cross-sectional profile may be useful, for example, to achieve a desired spring rate of the vibration damping member 102 and/or to limit deflection of the drive assembly 20 relative to the transom 18 and rigid mounting plate 100. The illustrated vibration damping member 102 has a generally rectangular horizontal lower section 160 and vertical side sections 162, and an upper section 164 having a generally right trapezoid-shaped profile. Additionally or alternatively, at least one of the width dimension 168 and the thickness dimension 169 (fig. 14) may vary between different sections of the vibration damping member 102. In the illustrated embodiment, the vertical side sections 162 are thicker than the lower section 160 and the upper section 164. However, other embodiments may include at least one section 160, 162, 164 that is shaped and/or sized differently than the illustrated sections 160, 162, 164 of the vibration damping member 102. For example, at least one section 160, 162, 164 of the vibration damping member 102 may have a cross-sectional shape that varies along the length of the section. In some embodiments, the material composition of the vibration damping member may vary between different sections 160, 162, 164 and/or between different portions of the sections 160, 162, 164.

Referring to fig. 15, the vibration damping member 102 is sandwiched between the support surface 142 of the rigid mounting ring 103 and the side wall 156 of the rigid mounting plate 100, and between the flange 146 of the rigid mounting ring 103 and an annular flange 154 formed around the rigid mounting plate 100. Thus, the rigid mounting ring 103 and the rigid mounting plate 100 together encapsulate the vibration damping member 102. The annular flanges 146, 154 are sized such that a gap 170 exists between the distal end of each annular flange 146, 154 and a corresponding one of the rigid mounting plate 100 and the rigid mounting ring 103. This may be useful, for example, so that when the vibration damping member 102 is compressed, the rigid mounting plate 100 does not contact the rigid mounting ring 103, thereby preventing vibration from being transmitted directly from the rigid mounting plate 100 to the rigid mounting ring 103.

In some embodiments, the vibration damping member 102 may be secured to the rigid mounting ring 103 and/or the rigid mounting plate 100 via an adhesive or bonding agent. For example, the vibration damping member 102 may be bonded to the annular flange 154 and/or the sidewall 156 of the rigid mounting plate 100 and/or the support surface 142 of the rigid mounting ring 103 with an adhesive prior to installation of the stern driver 12 on the transom 18. By bonding the vibration damping member 102 to the rigid mounting plate 100 and/or the rigid mounting ring 103 prior to installation, the vibration damping member 102 is secured to the rigid mounting plate 100 and/or the rigid mounting ring 103 in a relaxed configuration. This may be useful, for example, to provide enhanced control (i.e., tuning) of the spring rate of the vibration damping member 102, and to better prevent the formation of a leakage path around the vibration damping member 102. In some embodiments, at least one of the material(s) of the vibration damping member 102, the shape of the vibration damping member 102, and/or the size of the vibration damping member 102 may be selected based on a desired spring rate of the vibration damping member 102 and/or any other desired parameter thereof.

In the illustrated embodiment, the vibration damping member 102 is adhesively bonded to the rigid mounting plate 100 and the rigid mounting ring 103 without mechanical fasteners such that the rigid mounting plate 100 is coupled to the rigid mounting ring 103 via only the vibration damping member 102. Accordingly, the vibration damping member 102 couples and supports the drive assembly 20, the electric motor 14, and any other components secured to the rigid mounting plate 100 such that all vibrations generated from the stern driver 12 are transferred to the vibration damping member 102 prior to transfer of the transom 18 alone. However, other embodiments may be configured with at least one fastener configured to couple the rigid mounting plate 100, the rigid mounting ring 103, and/or the vibration damping member 102.

Referring to fig. 16 and 17, the stern drive 12 is uniquely and advantageously configured such that the drive assembly 20, the powerhead 14 and the mounting assembly 16 are mounted as a single component on the marine vessel from outside the transom 18. The installation method may begin by assembling the stern drive 12 into a single component comprising a drive assembly 20 configured to generate thrust in water, a power head 14 configured to power the drive assembly 20, and a mounting assembly 16 configured to couple the drive assembly 20 to the transom 18 on the outside of the marine vessel and suspend the power head 14 from the transom 18 on the inside of the marine vessel.

The mounting assembly 16 is assembled by inserting the fasteners 105 into each of the mounting holes 141 on the rear side of the rigid mounting ring 103 and mounting the rigid mounting plate 100 on the rigid mounting ring 103. In some embodiments, the mounting assembly 16 may be configured with a vibration damping member 102, the vibration damping member 102 isolating vibrations of the drive assembly 20 and the power head 14 relative to the transom 18. The vibration damping member 102 may be configured as an integral annular ring extending around the stern drive 12. The vibration damping member 102 may be positioned in the mounting assembly 16 between the rigid mounting ring 103 and the rigid mounting plate 100 such that the rigid mounting plate 100 is supported on the rigid mounting ring 103 by the vibration damping member 102. As shown in fig. 15, the vibration damping member 102 extends around the side wall 156 of the rigid mounting plate 100 and is sandwiched between the support surface 142 and the flange 146 of the rigid mounting ring 103 and the side wall 156 and the annular flange 154 of the rigid mounting plate 100. In some embodiments, the vibration damping member 102 is adhesively bonded to at least one of the rigid mounting plate 100 and the rigid mounting ring 103. In such embodiments, the vibration damping member 102 may be adhesively bonded to the rigid mounting plate 100 and/or the rigid mounting ring 103 without external forces being applied to the rigid mounting plate 100, the rigid mounting ring 103, or the vibration damping member 102 such that the vibration damping member 102 is bonded to the rigid mounting plate 100 and/or the rigid mounting ring 103 when in a relaxed state.

Referring to fig. 16 and 17, once the mounting assembly 16 is assembled, the drive assembly 20 and, in the illustrated embodiment, the power head 14, which is configured as an electric motor, are mounted on the mounting assembly 16. The drive assembly 20 is suspended on the rigid mounting arm 104 on the outside of the mounting assembly 16. The power head 14 is coupled to the front side of the front wall 150 of the rigid mounting plate 100 such that the power head 14 is suspended on the inwardly facing side of the mounting assembly 16. The drive assembly 20, the powerhead 14, and/or the mounting assembly 16 of the stern drive 12 may be configured such that, when mounted on a marine vessel, the assembled stern drive 12 has a center of gravity 198 (see fig. 13) aligned with a portion of the transom 18. For example, as illustrated in fig. 13, the center of gravity 198 of the stern drive 12 may be vertically aligned with the mounting assembly 16. This may be advantageous, for example, to balance the stern driver 12 such that when the stern driver 12 is operating, the stern driver 12 generates less vibration, thereby reducing noise generated by the stern driver 12.

Referring to fig. 17, after the stern drive 12 is assembled into a single component, it is mounted on the transom 18 of the marine vessel. From outside the marine vessel, the power head 14 is inserted into the marine vessel via a mounting opening 19 in the transom 18 until the mounting assembly 16 engages the transom 18. When the power head 14 is inserted through the opening 19, the fasteners 105 extending from the annular rim 140 of the rigid mounting ring 103 are aligned with and inserted through corresponding through holes 143 formed through the transom 18 around the opening 19. In some embodiments, the O-ring 138 may be positioned on the mounting assembly 16 such that the O-ring 138 is sandwiched between the annular rim 140 of the rigid mounting ring 103 and the outer surface of the transom 18. The stern drive 12 may then be secured to the transom 18 by fastening the rigid mounting ring 103 to the transom 18. The fastening ring 107 is positioned on the inner side of the transom 18 such that the fastening ring extends around the stern drive 12 and the opening 19. The fastening ring 107 is moved into engagement with the fasteners 105 protruding through the transom 18 and nuts are received on each of the fasteners 105 to secure the stern driver 12 to the transom 18.

Some embodiments of the stern drive 12 may include a mounting assembly configured differently than the mounting assembly 16 of fig. 13-17. For example, fig. 18 and 19 illustrate other examples of rigid mounting plates 500, 600 and rigid mounting rings 503, 603 for mounting assembly 16.

Referring to fig. 18, the rigid mounting ring 503 includes an annular rim 540 extending around the opening 19 of the transom 18 and a support surface 542 extending from the annular rim 540 into the opening 19. A flange 546 extends inwardly from the distal end 544 of the support surface 542 toward the center of the rigid mounting ring 103 and the opening 19. In the illustrated embodiment, the support surface 542 of the rigid mounting ring 503 is thicker than the support surface 142 of fig. 13-17. This may be useful, for example, to reduce the amount of material required for the vibration damping member 502. Similar to the rigid mounting plate 100 of fig. 13-17, the rigid mounting plate 500 includes a side wall 556 extending longitudinally between a front wall (see, e.g., the front wall 150 and the side wall 556 in fig. 16) and an annular flange 554, the annular flange 554 being configured to abut an outer surface of the transom 18. However, the top sidewall 556a of the rigid mounting plate 500 of fig. 18 includes a ramped surface 557, the ramped surface 557 being formed at an angle relative to the generally horizontal top sidewall 556a and extending forwardly from the annular flange 554. The ramp surface 557 is configured to be substantially parallel to the support surface 542 and substantially perpendicular to the plane of the annular rim 540 of the rigid mounting ring 503, the annular flange 554 of the rigid mounting plate 500, and the outer surface of the transom 18. This may be useful, for example, so that the vibration damping member 502 may be configured with a uniform rectangular cross-section. The annular rim 540 of the rigid mounting ring 503 and/or the annular flange 554 of the rigid mounting plate 500 may be sized to leave a gap 570 between the rigid mounting plate 500 and the rigid mounting ring 503.

Fig. 19 illustrates other examples of a rigid mounting plate 600 and a rigid mounting ring 603 for the mounting assembly 16 of the stern drive 12. The rigid mounting plate 600, rigid mounting ring 603, and vibration damping member 602 of fig. 19 are similar to those of the embodiment of fig. 18 in that the support surface 642 of the rigid mounting ring 603 is thicker than the support surface 142 of fig. 13-17, and the top sidewall 656a of the rigid mounting plate 600 includes a ramped surface 657. Unlike the mounting assembly of fig. 18, the mounting assembly 16 of fig. 19 is configured with a rigid mounting plate 600, the rigid mounting plate 600 including an inner flange 658 formed around at least a portion of the side walls 656. In the illustrated embodiment, an internal flange 658 is formed near the proximal end of the ramped surface 657 and may be configured to hold the vibration damping member 602 in a desired position by resisting movement and/or forces that may disrupt the bond between the vibration damping member 602 and the rigid mounting plate 600 and/or rigid mounting ring 603. In some embodiments, the internal flange 658 may additionally or alternatively be formed around the lateral and bottom sidewalls of the rigid mounting plate 600. The annular rim 640 of the rigid mounting ring 603 and/or the annular flange 654 and/or the inner flange 658 of the rigid mounting plate 600 may be sized to leave a gap 670 between the rigid mounting plate 600 and the rigid mounting ring 603.

Some embodiments of the stern drive 12 may be configured with a vibration damping member, a rigid mounting ring, and/or a rigid mounting plate including a locating feature configured to retain the vibration damping member in a desired position. For example, fig. 20 and 21 illustrate an example of a mounting assembly 16 that includes vibration damping members 702a, 702b, the vibration damping members 702a, 702b having elongated locating protrusions 780a, 780b formed about the vibration damping members. Referring to fig. 20 and 21, the vibration damping member 702 includes positioning protrusions 780 formed on an outer cross-sectional surface 782 and an inner cross-sectional surface 784 of the vibration damping member 702. Each of the locating protrusions 780 is configured to be received in a corresponding recess 786 formed in the support surface 742 of the rigid mounting ring 703 and the ramp surface 757 and/or the top side wall 756a of the rigid mounting plate 700. Engagement between the locating protrusion 780 and the corresponding recess 786 may be useful, for example, to maintain the vibration damping member 702 in a desired position relative to the rigid mounting plate 700 and the rigid mounting ring 703, and to prevent a leak path from the exterior of the marine vessel to the interior of the marine vessel from forming between the vibration damping member 702 and the rigid mounting plate 700 and/or the rigid mounting ring 703.

Embodiments of the vibration damping member may be configured with various positioning protrusions. Referring to fig. 20, the vibration damping member 702a may be configured with three semicircular positioning protrusions 780a formed around an outer cross-sectional surface 782 and an inner cross-sectional surface 784 thereof. Each semi-circular locating protrusion 780a is configured to be received in a corresponding semi-circular recess 786a formed in rigid mounting plate 700 and rigid mounting ring 703. Referring to fig. 21, the vibration damping member 702b may be configured with three elongated positioning protrusions 780b formed around its outer and inner cross-sectional surfaces 782 and 784. Each of the elongated locating protrusions 780b may extend from the vibration damping member 702b at an angle relative to the inner or outer cross-sectional surfaces 782, 784. Each elongated locating protrusion 780b is received in a corresponding elongated recess 786b formed in rigid mounting plate 700 and rigid mounting ring 703. These embodiments may require different production and/or assembly methods, such as by molding the damping member alone or in place.

Some embodiments of the vibration damping member may be configured with different arrangements of positioning protrusions formed thereon. For example, at least one of the outer and inner cross-sectional surfaces may be configured with a different number of locating protrusions, and at least one locating protrusion on the inner and/or outer cross-sectional surfaces may have a different shape, size, and/or orientation than those of the illustrated embodiments. In some embodiments, the vibration damping member may be asymmetric such that the positioning protrusions on the inward-facing surface and the outward-facing surface differ in shape, size, number, and/or orientation. Further, some embodiments of the mounting assembly may be configured with at least one locating protrusion formed on and extending from a sidewall of the rigid mounting plate and/or a support surface of the rigid mounting ring. In such embodiments, the positioning protrusion(s) on the rigid mounting plate and/or the rigid mounting ring will be received in corresponding recesses formed in the body of the vibration damping member.

Referring back to fig. 1-4 and 7, the adjustment cylinder 110 is located on the opposite side of the mounting assembly 16. The adjustment cylinder 110 has a first end 112 pivotally coupled to the rigid mounting plate 100 at a first pivot joint 114 and an opposite second end 116, the second end 116 pivotally coupled to the drive assembly 20 at a second pivot joint 118. A hydraulic actuator 120 (including in this example a pump and associated valve and line components) is mounted to the interior of the rigid mounting plate 100. The hydraulic actuator 120 is hydraulically coupled to the adjustment cylinder 110 via at least one internal passage through the mounting assembly 16 and the first pivot joint 114, advantageously such that no other hydraulic lines are located on the exterior of the stern drive 12 or elsewhere outside the marine vessel to experience wear and/or damage from external elements. The hydraulic actuator 120 is operable to supply hydraulic fluid to the adjustment cylinder 110 via the mentioned internal passage to cause extension of the adjustment cylinder 110 and alternately cause retraction of the adjustment cylinder 110. Extension of the adjustment cylinder 110 causes the drive assembly 20 to pivot (adjust) upwardly relative to the mounting assembly 16, and retraction of the adjustment cylinder 110 causes the drive assembly 20 to pivot (adjust) downwardly relative to the mounting assembly 16. Examples of suitable hydraulic actuators are disclosed in the above-incorporated U.S. patent No. 9,334,034.

As can be seen by comparing fig. 7-9, the universal joint 50 advantageously facilitates adjustment of the drive assembly 20 about the adjustment axis T (see fig. 2) while maintaining an operative connection between the electric motor 14 and the output shaft(s) 28. In particular, when the drive assembly 20 is adjusted, the elongate body 66 is configured to also pivot about the first and/or second input pivot axes 82, 84 (via the input pivot pins 78, 80), and the output member 64 is configured to also pivot about the first and/or second output pivot axes 90, 92 (via the output pivot pins 86, 88). As explained above, the input shaft 62 is coupled to the internally splined sleeve 56 by a spline coupling such that when the drive assembly 20 is adjusted upwardly, the input shaft 62 is free to move telescopically outwardly relative to the internally splined sleeve 56 and the mounting assembly 16, and such that when the drive assembly 20 is adjusted downwardly, the input shaft 62 is free to move telescopically inwardly relative to the mounting assembly 16.

The controller 200 (see fig. 1) is communicatively coupled to the electric motor 14, the steering actuator 42, and the hydraulic actuator 120. The controller 200 is configured to control the operation of the electric motor 14, the steering actuator 42, and the hydraulic actuator 120. More specifically, the controller 200 is configured to control the electric motor 14 to rotate the universal joint 50, the drive shaft 24, and the output shaft(s) 28 to control the thrust generated in the water by the propeller(s) 30. The controller 200 is configured to control the steering actuator 42 to rotate the gearbox housing 26 about the steering axis S. The controller 200 is configured to control the hydraulic actuator 120 to extend and alternately retract the adjustment cylinder 110 to adjust the drive assembly 20 about the adjustment axis T.

The type and configuration of the controller 200 may be different. In a non-limiting example, the controller 200 has a processor communicatively connected to a storage system that includes a computer readable medium including volatile or non-volatile memory on which computer readable code and data are stored. The processor may access the computer readable code and, when executing the code, perform functions such as control functions for the electric motor 14, the steering actuator 42, and the hydraulic actuator 120. In other examples, the controller 200 is part of a larger control network, such as a Controller Area Network (CAN) or CAN Kingdom network, such as disclosed in U.S. patent No. 6,273,771. Those of ordinary skill in the art will appreciate that the present disclosure may implement and contemplate various other known and conventional computer control configurations, and that the control functions described herein may be combined into a single controller or divided into any number of communicatively coupled distributed controllers.

The controller 200 is in electrical communication with the electric motor 14, the steering actuator 42, and the hydraulic actuator 120 via one or more wired and/or wireless links. In a non-limiting example, the wired and/or wireless links are part of a network, as described above. The controller 200 is configured to control the electric motor 14, the steering actuator 42, and the hydraulic actuator 120 by sending and optionally receiving signals via wired and/or wireless links. The controller 200 is configured to send an electrical signal to the electric motor 14 that causes the electric motor 14 to operate in a first direction to rotate the universal joint 50, the drive shaft 24, and the output shaft(s) 28 in the first direction to generate a first (e.g., forward) thrust in the water via the propeller(s) 30, and alternately send an electrical signal to the electric motor 14 that causes the electric motor 14 to operate in a second, opposite direction to rotate the universal joint 50, the drive shaft 24, and the output shaft(s) 28 in the opposite direction to generate a second (e.g., reverse) thrust in the water via the propeller(s) 30. The controller 200 is configured to send an electrical signal to the steering actuator 42 that causes the steering actuator 42 to rotate the gearbox housing 26 in a first direction about the steering axis S, and to alternately send an electrical signal to the steering actuator 42 that causes the steering actuator 42 to rotate the gearbox housing 26 in an opposite direction about the steering axis S. The controller 200 is configured to send an electrical signal to the hydraulic actuator 120 that causes the hydraulic actuator 120 to provide hydraulic fluid to one side of the adjustment cylinder 110 to extend the adjustment cylinder 110 and adjust the drive assembly 20 upwardly relative to the mounting assembly 16, and alternately send an electrical signal to the hydraulic actuator 120 that causes the hydraulic actuator 120 to provide hydraulic fluid to an opposite side of the adjustment cylinder 110 to retract the adjustment cylinder 110 and adjust the drive assembly 20 downwardly relative to the mounting assembly 16.

A user input device 202 (see fig. 1) is provided for inputting a user-desired operation of the electric motor 14, and/or a user-desired operation of the steering actuator 42, and/or a user-desired operation of the hydraulic actuator 120. Once the user desired operation is entered, the controller 200 is programmed to control the electric motor 14, and/or the steering actuator 42 and/or the hydraulic actuator 120, respectively. User input device 202 may comprise any conventional device capable of being communicatively connected to controller 200 to input a user desired operation, including, but not limited to, one or more switches, levers, joysticks, buttons, touch screens, and/or the like.

Referring to fig. 7, one or more sensors 204 are provided for directly or indirectly sensing the rotational orientation position of the universal joint 50 and communicating this information to the controller 200. In a non-limiting example, the sensor 204 includes one or more conventional magnetic pick-up coils, hall effect sensor(s), magnetoresistive element(s) (MRE) sensor(s), and/or optical sensor(s), such as are commercially available from Parker Hannifin Corp, etc. The sensor(s) 204 may be configured to sense the orientation position of the universal joint 50, for example, by sensing the rotational position of the output shaft of the electric motor 14 and/or the rotational position of the internally splined sleeve 56 and/or by sensing the rotational position of the input gear of the angular gearset 72. In other examples, the sensor(s) 204 may also or alternatively be configured to directly sense the orientation position of one or more rotatable components of the universal joint 50. The position of the one or more sensors may be different, but is preferably positioned to be able to accurately sense the rotational portion of the assembly, given the orientation between the spline and the gear.

The controller 200 is configured to automatically cause the electric motor 14 to rotate the universal joint 50 into a neutral position shown in the figures (see, e.g., fig. 5 and 7), wherein the first input pivot axis 82 and the first output pivot axis 90 are aligned with each other and generally parallel to the adjustment axis T. This advantageously facilitates adjustment of the drive assembly 20 to be fully out of the water. More specifically, the universal joint 50 is rotated into a neutral position in which the first input pivot axis 82 and the first output pivot axis 90 are oriented substantially parallel to the adjustment axis T (i.e., the first input pivot axis 82 and the first output pivot axis 90 are oriented substantially horizontally), thus allowing the first pair of arms 74 of the elongated body 66 to pivot about the first input pivot axis 82 through a maximum allowable range within the U-shape formed by the input arms 63, as shown in fig. 9. Similarly, rotating the universal joint 50 into the neutral position positions the output arm 70 of the output member 64 at a 90 degree offset from the second pair of arms 76 of the elongated body 66, allowing the output arm 70 to pivot through a maximum allowable range about the first output pivot axis 90 within the U-shape formed by the second pair of arms 76, as shown in fig. 9.

The controller 200 is advantageously programmed to automatically operate the electric motor 14 to rotate the universal joint 50 into a neutral position as indicated by the sensor 204 based on the operating state of the stern drive 12. The operating state may, for example, include a change in an on/off state of the electric motor 14 (e.g., a key-on or key-off event) and/or any other specified programming request or request entered into the controller 200 via the user input device 202.

In a non-limiting example, a user may actuate user input device 202 to command controller 200 to control hydraulic actuator 120 to adjust drive assembly 20 into a fully raised storage position. Upon receipt of the command, the controller 200 is programmed to automatically control the electric motor 14 to rotate the universal joint 50 into the mentioned neutral position. As explained above, this advantageously facilitates the adjustment of all or at least a substantial portion of the drive assembly 20 out of the water. For example, the majority may include all of the drive shaft housing 22 and a majority of the gearbox housing 26. Referring to fig. 11, the controller 200 may also be configured to automatically operate the steering actuator 42 to steer (i.e., rotate) the drive assembly 20 about the steering axis S, for example, into the illustrated position offset 90 degrees from either the port side or the starboard side. This may occur before, during, or after the drive assembly 20 is adjusted upwardly via the universal joint 50. Turning the drive assembly 20 into the position shown (or into a 180 degree position opposite the position shown) advantageously further lifts the lowest point of the drive assembly 20 (which is typically on the skeg of the torpedo shell 34 or gearbox shell 26) further above the waterline W, thereby ensuring that the entire drive assembly 20, including all of the drive shaft shells 22 and all of the gearbox shells 26, is positioned out of the body of water. Accordingly, the present disclosure contemplates a method for operating the stern drive 12 that includes the step of operating the electric motor 14 to rotate the universal joint 50 into the aforementioned neutral position, which facilitates adjusting the drive assembly 20 upwardly relative to the remainder of the stern drive 12, and also optionally steering the gearbox housing 26 relative to the drive shaft housing 22 prior to, during, or after adjustment of the drive assembly 20, thereby moving the entire drive assembly 20 further upwardly relative to the stern drive 12, and ensuring that the entire drive assembly 20 is positioned out of the body of water. This advantageously positions most or all of the drive assembly 20 outside the body of water during periods of non-use, thereby preventing deleterious effects of water on the drive assembly 20.

Referring to fig. 7, stern drive 12 has a cooling system for cooling its various components including, for example, electric motor 14. In the non-limiting example shown in the drawings, the cooling system includes an open loop cooling circuit for circulating cooling water from the body of water in which the stern drive 12 is located and then draining the cooling water back into the body of water. The open loop cooling circuit includes an inlet port 300 (see fig. 1) on the gearbox housing 26, the inlet port 300 being connected to an annular cooling channel 302, the annular cooling channel 302 being defined between a lower annular flange 304 on the lower end of the drive shaft housing 22 and an annular flange 306 on the top of the gearbox housing 26. Reference is made to the above-incorporated U.S. patent No. 10,800,502. The flexible conduit 308 is coupled to the drive shaft housing 22 and is configured to convey cooling water from the annular cooling channel 302 to a cooling water pump 310 mounted on the outside of the rigid mounting plate 100. The cooling water pump 310 is configured to draw cooling water through the inlet port 300 (see fig. 1), through the annular cooling channel 302, and through the flexible conduit 308. The cooling water pump 310 pumps cooling water through the mounting assembly 16 to the heat exchanger 314 and then to the outlet 315 shown in fig. 10. In the illustrated example, the stern drive 12 further includes a closed-loop cooling circuit having a pump 312, the pump 312 for pumping a cooling fluid, such as a mixture of water and glycol, through a heat exchanger 314 for heat exchange with the cooling water in the open-loop cooling circuit. The mixture of water and glycol is circulated through the electric motor 14, the associated inverter 316, and one or more batteries for powering the electric motor 14, thereby cooling these components.

Referring to fig. 12 and 13, in a non-limiting example, the stern driver 12 also has a sound absorbing cover, in other words, a noise-vibration-harshness (NVH) damping cover 400, that encloses the inboard portion of the stern driver 12 and advantageously limits noise emanating from the stern driver 12. The acoustic enclosure 400 may be made of foam and/or any other conventional sound absorbing material such as Sheet Molding Compound (SMC). In the illustrated example, the acoustic enclosure 400 completely encloses the inboard components of the stern drive 12 and is secured to the mounting assembly 16. In other examples, the sound absorbing cover 400 is configured to enclose only some of the inboard components of the stern drive 12.

Fig. 22-36 illustrate an embodiment of a stern driver 12 having a noise-vibration-harshness (NVH) damping cover 900, the damping cover 900 configured to absorb and dampen sound and/or vibration emanating from the power head 14. The stern drive 12 extends from top to bottom in an axial direction AX, from front to rear in a longitudinal direction LO perpendicular to the axial direction AX, and from side to opposite side in a lateral direction LA perpendicular to the axial direction AX and perpendicular to the longitudinal direction LO.

Similar to the embodiment of fig. 14-21, the stern drive 12 of fig. 22-36 includes a power head 14 and a drive assembly 20, the drive assembly 20 including a propeller 30 for propelling the marine vessel in water. The mounting assembly 16 includes an inner portion 902 (see, e.g., fig. 25) configured to suspend a power head (here, the electric motor 14) inside the transom 18 and an outer portion 902 configured to suspend the drive assembly 20 outside the transom 18. The illustrated NVH damping cover 900 (see, e.g., fig. 31) is configured as an assembly including a plurality of panels 914, 916, the plurality of panels 914, 916 hanging on the mounting assembly 16 and extending above the powerhead 14 inboard of the marine vessel. As described further herein below, the NVH damping cover 900 may be efficiently and advantageously mounted on the inner portion 902 of the mounting assembly 16 from outside the marine vessel through the opening 19 in the transom 18.

Referring to fig. 25, the illustrated mounting assembly 16 resides in (and extends through) an opening 19 in the transom 18 of the marine vessel and includes an inner portion 902 facing the inside of the marine vessel and an outer portion 904 facing the outside of the marine vessel. The inner portion 902 is secured to the transom 18 by studs (not shown) or special fasteners (not shown) to hold in place so that an NVH cover may be installed. In the illustrated embodiment, the outer portion 904 of the mounting assembly 16 includes a rigid mounting ring 103, the rigid mounting ring 103 extending around and supported in an opening 19 in the exterior of the transom 18. Similar to the rigid mounting ring 103 of the stern driver 12 of fig. 14-21, the rigid mounting ring 103 of the stern driver 12 of the embodiment of fig. 22-36 is configured to support the rigid mounting plate 100 (fig. 14-15) in the opening 19 via the vibration damping mounting ring 102 (fig. 14-15). As illustrated in fig. 22, the drive assembly 20 is coupled to the rigid mounting plate 100 and is suspended on the outside of the rigid mounting plate 100. Referring to fig. 25, the rigid mounting ring 103 is positioned on the exterior of the transom 18 and includes an annular rim 140 that extends around the opening 19 and abuts the exterior surface of the transom 18. The support surface 142 of the rigid mounting ring 103 extends from the annular rim 140 into the opening 19 along the peripheral edge of the opening 19. The mounting holes 141 formed through the annular rim 140 are configured to receive fasteners 105 extending through holes 143 formed in the transom 18.

With continued reference to FIG. 25, the inner portion 902 of the mounting assembly 16 includes a fastening ring 906, the fastening ring 906 having a generally planar annular rim 908, the annular rim 908 extending around the opening 19 and lying flush against the inner surface of the transom 18. A plurality of mounting openings 910 are formed through the annular rim 908 of the fastening ring 906 and are positioned to align with certain corresponding through holes 143 formed in the transom 18. As explained further below, during assembly, special fasteners or studs (not shown) are inserted into the mounting openings 910 through corresponding through holes 143 from the inside or outside of the transom 18 to fasten the fastening ring 906 to the inner surface of the transom 18. This step is performed prior to a later step of fastening the outer portion 904 of the mounting assembly 16 to the outer surface of the transom 18 as further described above, for example, after assembly of the NVH dampening cover 900 as further described below. Typically, the mounting hole 141 is formed through the annular rim 140 of the rigid mounting ring 103. As explained above, the fasteners 105 are inserted through the mounting holes 141 and into certain through holes 143 of the transom 18 to fasten the rigid mounting ring 103 to the outside of the transom 18 along with the power head 14 and the drive assembly 20. Some embodiments may be configured with an O-ring 138 positioned between the rigid mounting ring 103 and the transom 18 to form a seal therebetween. However, other embodiments may omit the O-ring 138.

22-24, 35 and 36, NVH damping cover 900 includes a plurality of panels 914, 916 that together at least partially enclose power head 14. The top panel 914 forms the top of the NVH damping cover 900 and the opposing side panels 916 form the bottom and sides of the NVH damping cover 900. Each of the panels 914, 916 is secured to the securing ring 906 on the inner portion 902 of the mounting assembly 16 such that they hang on the securing ring 906 of the mounting assembly 16, for example, prior to further assembly of the outer portion 904 of the mounting assembly 16 and the remainder of the stern drive 12. The plurality of panels 914, 916 are configured to mate with one another when suspended on the mounting assembly 16, thereby enclosing the power head 14 suspended on the transom 18 of the marine vessel. The inner surface of each panel 914, 916 is lined with a sound and/or vibration absorbing damping material 980 that absorbs or dampens any noise or vibration generated by the components housed in NVH damping cover 900. For example, the damping material may be formed from at least one of an open cell foam, a closed cell foam, an elastomeric material 980 such as rubber, and any other material configured to absorb or dampen noise or vibration.

Referring to fig. 22, 28 and 29, the top panel 914 includes a top wall 920 and a generally U-shaped peripheral wall 924, the top wall 920 extending longitudinally from the rear end 922 to the front end 923, the generally U-shaped peripheral wall 924 extending downwardly from the top wall 920 to a lower edge 925 of the peripheral wall 924. A hatch 921 is formed through the top wall 920 and provides access from the interior of the marine vessel into the interior 901 of the NVH damping cover 900. This may be useful, for example, to allow access to the interior 901 of the NVH damping cover 900 from above the NVH damping cover 900. Some embodiments may include a hatch cover (not shown) that is movable between an open position and a closed position to seal the hatch 921.

Referring to fig. 28 and 29, the peripheral wall 924 includes opposed lateral side walls 926 and a curved front wall 928, the curved front wall 928 extending between the lateral side walls 926 around the front end 923 of the top panel 914 to form a substantially continuous surface. In other embodiments, the curved surface may be flat. A top panel mounting flange 932 is formed around the front end 923 of the top panel 914 and extends downwardly from the top wall 920 and laterally inwardly from the side wall 926. A plurality of slots 934 and mounting openings 936 are formed through the mounting flange 932 and are configured for securing the top panel 914 to the fastening ring 906 with fasteners 935, 937. This is not limiting as in other examples only one slot 934 may be present. In the illustrated example, the slots 934 face downward and slidably engage the fasteners 935 on the mounting assembly 16, which facilitates suspending the top panel 914 from the mounting assembly 16 during assembly, and thereby facilitates further installation by fastening the top panel 914 to the mounting assembly 16 with additional fasteners 937. A lip 930 (fig. 31) is formed around the peripheral wall 924 and extends outwardly from the peripheral wall 924 near a lower edge 925 thereof. As discussed in further detail below, the side panels 916 and the sealing members 972 are configured to engage the lips 930 such that the side panels 916 at least partially hang from the top panel 914 during installation of the NVH damping cover 900.

Referring to fig. 23, 24, and 30-32, side panels 916 are configured to hang from top panel 914 and/or interior portion 902 of mounting assembly 16 and join at seam 940 to form bottom portion 942 of NVH damping cover 900. Each side panel 916 includes lateral side walls 944, a front wall section 946, and a bottom wall section 948, wherein the front wall section 946 joins with the front wall section 946 of the opposing side panel 916 to form a front wall 947 (fig. 31) of the bottom portion 942, and the bottom wall section 948 joins with the bottom wall section 948 to form a bottom wall 949 (fig. 32) of the bottom portion 942. Each side panel 916 may include at least one rigging port 941 through which a rigging connector (not shown) may extend into NVH damping cover 900 to connect to power head 14 and/or any other component housed in NVH damping cover 900. In the illustrated embodiment, a rigging port 941 is formed through the front wall section 946 of each side panel 916. However, some embodiments may include at least one rigging port 941 formed through a different portion of the side panel 916 and/or the top panel 914.

A side panel mounting flange 950 is formed around the rear end 951 of each side panel 916. Side panel mounting flanges 950 extend upwardly from the bottom wall section 948 and laterally inwardly from the side walls 944 of the side panels 916. A plurality of mounting holes 960 are formed through the side panel mounting flange 950 and are configured to receive fasteners 961 to secure the side panel 916 to the fastening ring 906. A groove 952 (fig. 36) is formed around the upper edge 953 of each side panel 916 and extends along the upper edges of the side walls 944 and the front wall section 946. As discussed in further detail below, the groove 952 formed on the side panel 916 is configured to receive the sealing member 972 and the lip 930 of the top panel 914 to suspend the side panel 916 from the top panel 914 during installation of the NVH damping cover 900.

Referring to fig. 30, 32 and 33, as previously mentioned, the opposing side panels 916 are configured to be fastened to each other at seams 940 extending along lateral midpoints of the NVH damping cover 900. Each side panel 916 includes a mounting bracket 956 formed at a seam 940 between opposing side panels 916 along an inner edge 954 of the side panel 916. Each mounting bracket 956 is positioned in alignment with a corresponding mounting bracket 956 on the opposing side panel 916. Laterally extending through holes 957 are formed through each mounting bracket 956, and fasteners 959 extend through the through holes 957 in each set of corresponding mounting brackets 956 to couple the side panels together at seams 940.

To prevent water from entering NVH damping cover 900 through seam 940, inner edge 954 of side panel 916 is configured as tongue-groove interface 958. Referring to fig. 33, a tongue-and-groove interface 958 is formed along the inner edges 954 of the front wall section 946 and the bottom wall section 948. A first one of the opposing side panels 916 is configured with a tongue portion 962 of a tongue-and-groove interface 958, while the other one of the opposing side panels 916 is configured with a groove portion 964 of the tongue-and-groove interface 958. The recess portion 964 includes a recess 965 extending along an inner edge 954 of a first one of the side panels 916 and having an opening facing laterally inward toward the opposite side panel 916. The tongue portion 962 includes a protrusion 963 protruding laterally inward from an inner edge 954 of a second one of the side panels 916. The protrusion 963 is configured to be received in the recess to link the opposing side panels 916. A sealing member 966 may be positioned within the recess 965 and configured to be sandwiched between the protrusion 963 and the interior of the recess 965 to form a seal between the side panels 916.

Some embodiments of NVH damping cover 900 may include at least one seal configured to prevent fluid from entering NVH damping cover 900. Referring to fig. 26, 27 and 34, NVH damping cover 900 includes an annular sealing member 970, annular sealing member 970 positioned between and forming a seal between NVH damping cover 900 and mounting assembly 16. Referring to fig. 27, the annular sealing member 970 has a shape corresponding to the shape of the aperture 17 through the mounting assembly 16. In the illustrated embodiment, the annular sealing member 970 is generally rectangular with rounded corners. However, other embodiments may be designed in different shapes. Annular sealing member 970 has a U-shaped cross-sectional profile configured to extend around a portion of rigid mounting ring 103 and fastening ring 906. The U-shaped cross-section of the annular sealing member 970 defines a recess 971, the recess 971 receiving a forwardly extending lip 973 formed around the inner periphery of the fastening ring 906 and the distal end 144 of the support surface 142 of the rigid mounting ring 103. As illustrated in fig. 34, when the panels 914, 916 of the NVH damping cover 900 are secured to the mounting assembly 16, the annular sealing member 970 is compressed between the mounting flanges 932, 950 of the panels 914, 916 and the edges of the rigid mounting ring 103 and the fastening ring 906, thereby forming a seal between the NVH damping cover 900 and the mounting assembly 16.

Referring to fig. 28 and 29, additionally or alternatively, some embodiments may include a sealing member 972, the sealing member 972 configured to form a seal between the top panel 914 and at least one of the side panels 916. More specifically, NVH damping cover 900 includes a generally U-shaped sealing member 972 extending around a lower edge 925 of top panel 914. Referring to fig. 35 and 36, the U-shaped sealing member 972 has a U-shaped cross-section defining an inwardly facing groove 974, the inwardly facing groove 974 extending the length of the U-shaped sealing member 972. The inwardly facing recess 974 is configured to receive a lip 930 formed about the lower edge 925 of the top panel 914 to support the U-shaped sealing member 972 on the top panel 914. When the side panel 916 is connected to the top panel 914, a groove 952 formed around an upper edge 553 of the side panel 916 is configured to receive the U-shaped sealing member 972 to suspend the side panel 916 from the top panel 914.

In the illustrated embodiment, the U-shaped sealing member 972 is preassembled on the top panel 914 prior to insertion into a marine vessel. However, some embodiments may be configured with a U-shaped sealing member 972 that passes through the opening 19 and moves into position on the top panel 914 after the top panel 914 has been secured to the mounting assembly 16.

The embodiment of the stern drive 12 comprising the NVH damping cover 900 of fig. 22-36 is advantageously configured such that the inner portion of the mounting assembly 16, the powerhead 14 and the NVH damping cover 900 may be fitted through the opening 19 in the transom 18 for mounting the stern drive 12 such that they may be assembled from outside the marine vessel and fastened to the mounting assembly 16. Referring to fig. 23 and 24, the top panel 914 and two opposing side panels 916 are inserted through the opening 19 in the transom 18 and temporarily placed in the transom 18 until the panels 914, 916 can be secured to the outer portion 904 of the mounting assembly 16 that has been secured to the inner surface of the transom 18. As illustrated in fig. 23, the side panels 916 are sized such that they can fit through the openings 19 when in the upright position. As illustrated in fig. 24, the top panel 914 may be rotated to fit diagonally through the opening 19.

During assembly, referring to fig. 25, the fastening ring 906 passes through the opening 19 and moves into position against the inner face of the transom 18. As explained above, fasteners or studs (not shown) are inserted into the mounting openings 910 through the corresponding through holes 143 from outside the transom 18 to fasten the fastening ring 906 to the inner surface of the transom 18.

In the illustrated embodiment, the panels 914, 916 of the NVH damping cover 900 are then inserted into the marine vessel before the mounting assembly 16 is secured about the opening 19 through the transom 18. However, it should be appreciated that the order may be reversed and the inner portion 902 of the mounting assembly 16 may be coupled to the transom 18 prior to inserting the top panel 914 and the side panels 916 into the marine vessel. In such embodiments, the top panel 914 and side panels 916 may pass through the transom 18 via apertures 17 in the mounting assembly 16.

Referring to fig. 26 and 27, an annular sealing member 970 may be inserted into the marine vessel via aperture 17 in mounting assembly 16 and moved into position between the plurality of panels 914, 916 and mounting assembly 16. The annular sealing member 970 is then moved into position on the mounting assembly 16 by sliding the annular sealing member 970 onto the mounting assembly 16 such that the forwardly extending lip 973 of the fastening ring 906 and the distal end 144 of the support surface 142 of the rigid mounting ring 103 are received in the recess 971 defined by the U-shaped cross-section of the annular sealing member 970.

Referring to fig. 28 and 29, the panels 914, 916 of the nvh damping cover 900 may then be accessed through the opening 19 in the transom to secure the panels 914, 916 to the inner portion 902 of the mounting assembly 16. First, as illustrated in fig. 28, the top panel 914 is suspended over the fastening ring 906 of the mounting assembly 16 by positioning the top panel 914 over the opening 19 and moving the top panel 914 downward such that the fasteners 935 extending from the mounting assembly 16 are received in the slots 934. The fasteners 935 may then be tightened and additional fasteners 937 inserted through mounting openings 936 in the mounting flange 932 of the top panel 914 to secure the top panel 914 to the fastening ring 906 of the mounting assembly 16, as illustrated in fig. 29. When the fasteners 935, 937 are tightened, the annular sealing member 970 is compressed between the top cover 914 and the mounting assembly 16. If the U-shaped sealing member 972 is not pre-positioned on the top panel 914, the U-shaped sealing member 972 may pass through the mounting assembly 16 into the interior of the marine vessel via the aperture 17. The U-shaped sealing member 972 is then moved into position on the top cover 914 such that the recess 974 formed in the U-shaped sealing member 972 receives the lip 930 formed around the lower edge 925 of the top panel 914.

Referring to fig. 30 and 31, opposed side panels 916 are coupled to the top panel 914 and the mounting assembly 16 in turn. A first one of the side panels 916 is moved into position and hung on the top cover 914. In particular, the side panel 916 is positioned adjacent to the transom 18 prior to sliding laterally onto the top panel 914 such that a U-shaped sealing member 972 extending around the lower edge 925 of the top panel 914 is received in a groove 952 formed around the upper edge 953 of the side panel 916, thereby suspending the side panel 916 from the top panel 914. Once the side panel 916 is supported by the top panel 914, fasteners 961 can be inserted through mounting holes 960 (which are formed through the side panel mounting flange 950) to couple the side panel 916 to the mounting assembly 16. When the fastener is tightened, the annular sealing member 970 is compressed between the side panel 916 and the mounting assembly 16 forming a seal therebetween, as illustrated in fig. 34.

Referring to fig. 31 and 32, a second one of the side panels 916 is connected to the top cover 914, the mounting assembly 16, and the opposing side panel 916. As with the first side panel 916, the second side panel 916 is slid laterally onto the top cover 914 such that the annular sealing member 970 is received in a groove 952 formed around the upper edge 953 of the side panel 916 and the inner edges 954 of the side panels 916 abut one another at the seam 940. When the side panels are brought together, the protrusions 963 of the tongue-and-groove interface 598 enter the grooves 965 on the opposing side panel 916, forming the bottom portion 942 of the NVH damping cover 900. As illustrated in fig. 32 and 33, fasteners 961 are inserted through mounting holes 960 (which are formed through side panel mounting flanges 950) to couple side panels 916 to mounting assembly 16, and two side panels 916 are fastened to each other with fasteners 959, wherein fasteners 959 extend through and engage through holes 957 in corresponding mounting brackets 956 to couple opposing side panels 916 together. When the fastener 959 is tightened, the sealing member 966 (fig. 33) in the tongue-and-groove interface 958 is compressed between the two side panels 916 to form a seal therebetween.

As illustrated in fig. 34 and 35, the annular sealing member 970 forms a seal between the interior portion 902 of the mounting assembly 16 and the top panel 914 and the opposing side panels 916, the U-shaped sealing member 972 forms a seal between the top cover 914 and each of the opposing side panels 916, and the sealing member 966 in the tongue-and-groove interface 958 forms a seal between the two side panels 916. Thus, NVH damping cover 900 provides an enclosed interior space 901 configured to accommodate power head 14 and/or any other portion of stern drive 12.

After the mounting assembly 16 and NVH damping cover 900 are on the transom 18, the outer portion 904 of the mounting assembly 16, the power head 14, and the drive assembly 20 may be efficiently mounted on the transom 18 with the NVH damping cover 900 in place. Similar to the mounting assembly 16 of fig. 14-22, the power head 14 and/or the drive assembly 20 may be suspended from a rigid mounting plate 100 (fig. 14 and 15), the rigid mounting plate 100 being configured to be received in a rigid mounting ring 103 and suspended from the rigid mounting ring 103 by a vibration damping mounting ring (fig. 14 and 15). In such an embodiment, the pre-assembled outer portion 904 of the mounting assembly 16, the drive assembly 20, the rigid mounting plate 100, and the power head 14 may be inserted into the aperture 17 in the rigid mounting ring 103 such that the power head 14 is positioned inside the transom 18 and within the NVH dampening cover 900. However, in some embodiments, the powerhead 14 may be separately moved into the interior 901 of the NVH shock absorbing cover 900 prior to attachment to the rigid mounting plate 100 (or the mounting assembly 16 or another portion of the stern drive 12). The outer portion 904 of the mounting assembly 16 is then secured to the transom 18 by positioning the rigid mounting ring 103 on the exterior of the transom 18 such that the support surface 142 extends into the opening 19 and the annular rim 140 presses against the exterior surface of the transom 18, thereby sandwiching the O-ring 138 between the transom 18 and the rigid mounting ring 103. The fasteners 105 are then inserted through the mounting holes 141 in the annular rim 140 and through holes 143 in the transom 18 to engage mounting openings 910 in the fastening ring 906, thereby clamping the rigid mounting ring 103 and the fastening ring 906 to the transom 18 and securing the mounting assembly 16 to the transom 18. With the stern drive 12 suspended from the transom 18 by the mounting assembly 16, the powerhead 14 is enclosed within the NVH damping cover 900. In some embodiments, some components within the NVH damping cover 900 may be blocked or otherwise inaccessible through the opening 19 in the transom 18 and a user may access the interior 901 of the NVH damping cover 900 via the hatch 921 in the top panel 914. For example, a user may access the interior 901 of the NVH dampening cover 900 to connect a harness connector to the power head 14. In such an embodiment, hatch 921 on NVH damping cover 900 may be accessible from inside the marine vessel via a hatch, a trapdoor, or other opening (not shown) formed in the deck (not shown) of the marine vessel above NVH damping cover 900. However, since all (or almost all) of the stern drive 12, the mounting assembly 16, and the NVH damping cover 900 can be assembled on the transom 18 from outside the marine vessel, only a small access opening in the deck is required. This may be useful, for example, to maximize the available space on the deck of the marine vessel for use by a user.

In other examples, NVH damping cover 900 may not require any ports or hatches, for example, if all wiring and connections are at the transom but inside the transom. In these examples, all connections may be made with extended wiring prior to insertion and then simply plugged back inside when the stern drive 12 is installed. This potentially would allow for the elimination of the need for a hatch in the top of NVH dampening cover 900, nor the need for a hatch in the floor of the marine vessel.

When the stern drive 12 is operated, all sound and/or vibration generated by the powerhead 14 must pass through the damping material 980 lining the inner surfaces of the top and side panels 914, 916 before reaching the exterior of the cover 900. Advantageously, damping material 980 absorbs any sound generated by power head 14, thereby reducing the volume of noise and/or the intensity of any vibrations from the power head. This may be particularly useful in reducing problematic noise and improving the overall noise quality of the stern drive 12.

Fig. 37-40 depict another example of a stern drive 12 that is similar to the embodiment described above, except that the stern drive 12 shown in fig. 37-40 does not have the noted universal joint 50, but rather has dual (inner and outer) opposed Constant Velocity (CV) joints 802, 804 connected by a central shaft 806. The double opposing CV joints 802, 804 and center shaft 806 advantageously provide double spaced universal pivot axes that facilitate adjusting the stern drive 12 to the position shown in fig. 39 above the waterline W.

More specifically, the inner CV joint 802 has an input member 808, the input member 808 including an input shaft 810 and a retainer cup 812, the retainer cup 812 including an input hub member 814 and a set of ball bearings 816 disposed between the retainer cup 812 and the input hub member 814. Each ball bearing 816 is located in a groove recess formed on the inside of the retainer cup 812 and in a corresponding recess formed on the outside of the input hub member 814. The outer CV joint 804 has an output member 820, the output member 820 including an output shaft 822 and a retainer cup 824, the retainer cup 824 containing an output hub member 826 and a set of ball bearings 828 disposed between the retainer cup 824 and the output hub member 826. Each ball bearing 828 is located in a groove recess formed in the inner side of the retainer cup 824 and in a corresponding recess formed in the outer side of the output hub member 826. Similar to the embodiment described above, the input shaft 810 is engaged with the internally splined sleeve 56 via a splined coupling such that when the drive assembly 20 is adjusted upwardly, the input shaft 810 is free to move telescopically outwardly relative to the internally splined sleeve 56 and the mounting assembly 16, and further such that when the drive assembly 20 is adjusted downwardly, the input shaft 810 is free to move telescopically inwardly relative to the internally splined sleeve 56 and the mounting assembly 16. Similar to the embodiments described above, the output shaft 822 is engaged with the drive shaft 24 via a spline coupling having a corner gear set 72 located in the drive shaft housing 22, and is thus configured such that rotation of the output member 820 causes rotation of the drive shaft 24. The central shaft 806 has an inner end rotatably engaged with the input hub member 814 and an opposite outer end rotatably engaged with the output hub member 826.

Operation of the electric motor 14 causes rotation of the double opposing CV joints 802, 804 and the center shaft 806, which in turn causes rotation of the drive shaft 24 and the output shaft(s) 28. As described above, the splined engagement between the input member 808 and the internally splined sleeve 56 also advantageously allows for telescoping movement of the input member 808 during adjustment of the drive assembly 20. As shown in fig. 40, double CV joints 802, 804 and center shaft 806 are enclosed in a protective, flexible bellows 830.

During adjustment of the stern drive 12, each set of ball bearings 816, 828 facilitates universal (360 degrees) pivoting of the central shaft 806 and the respective input/output hub members 814, 826 relative to the retainer cups 812, 824. The central shaft 806 is sized long enough so that the inner and outer CV joints 802, 804 are spaced from each other by an axial distance sufficient to allow the noted double universal pivoting, as shown in fig. 39, to facilitate lifting the drive assembly 20 out of the water. As with the example described above with reference to fig. 11, the drive assembly 20 may also be rotated 90 degrees off-center in a fully upwardly adjusted position.

It will thus be appreciated that the present disclosure provides a novel stern drive for propelling a marine vessel in water which, in a non-limiting example, may be efficiently mounted as a compact and comprehensive package via through holes in the transom of the marine vessel and supported (cantilevered) by the transom of the marine vessel in an easy to repair position. The above examples advantageously position the high voltage components of the stern drive inside the marine vessel, including for example the electric motor 14 and associated inverter 316. The above examples advantageously allow efficient service, e.g. allowing the entire unit to be removed from the rear of the marine vessel. Examples disclosed herein have an electric motor secured to a marine vessel via a mounting assembly configured such that overexposure and/or bending of electrical and hydraulic cables is achieved. In a non-limiting example, the entire drive assembly may advantageously be adjusted upwardly out of the water, which avoids corrosion of the drive assembly when the marine vessel is at rest for a long period of time. In a non-limiting example, the stern drive is compact, so that it can be fitted under the swimming platform, for example when the marine vessel is in voyage or parked for a short time, and still be able to adjust completely out of the water when not in use for a long time.

In the non-limiting example described above, the rubber isolation of the mounting assembly 16 is considered to be best if the center of gravity of the spring-loaded structure is located at the transom. Positioning the drive assembly 20 on the outside and cantilever-supporting the electric motor 14, inverter 316, heat exchanger 314, hydraulic actuator 120, glycol pump 312, and glycol reservoir, etc., on the inside advantageously balances the weight on both sides of the transom 18.

The following clauses list aspects, embodiments and/or features of the present invention that may not be presently claimed but may form the basis of amendments or future divisional applications.

1. A stern drive for a marine vessel having a transom, the stern drive comprising:

a drive assembly configured to generate a thrust in water;

a power head configured to provide power to the drive assembly; and

a mounting assembly configured to couple the drive assembly to the transom on an outboard side of the marine vessel and further configured to suspend the power head on the transom on an inboard side of the marine vessel, wherein the mounting assembly includes a vibration damping member that isolates vibrations of the drive assembly and the power head relative to the transom.

2. The stern drive of clause 1, wherein the power head comprises an electric motor.

3. The stern drive of clause 1 or 2, wherein the stern drive has a center of gravity aligned with the transom.

4. The stern drive of clause 1, 2 or 3, wherein the vibration damping member comprises a unitary annular ring.

5. The stern drive of clause 4, wherein the integral annular ring extends around the stern drive.

6. The stern drive of any of clauses 1 to 5, wherein the mounting assembly comprises a rigid mounting ring secured to the transom, and wherein the vibration damping member couples the rigid mounting ring to the drive assembly and the powerhead.

7. The stern drive of clause 6, further comprising a rigid mounting plate supporting the drive assembly and the power head, wherein the vibration damping member couples the rigid mounting plate to the rigid mounting ring.

8. The stern drive of clause 7 wherein at least one of the rigid mounting ring and the rigid mounting plate is adhesively bonded to the vibration damping member.

9. The stern drive of clause 7 or 8, wherein both the rigid mounting ring and the rigid mounting plate are secured to the vibration damping member by adhesive bonding without the use of mechanical fasteners.

10. The stern drive of any of clauses 7-9 wherein the vibration damping member comprises a unitary annular ring, and further wherein the rigid mounting ring and the rigid mounting plate together encapsulate the unitary annular ring.

11. A stern drive for a marine vessel having a transom, the stern drive comprising:

a drive assembly configured to generate a thrust in water;

a power head configured to provide power to the drive assembly; and

a mounting assembly configured to couple the drive assembly to the transom on an outboard side of the marine vessel and to suspend the powerhead on the transom on an inboard side of the marine vessel, wherein the stern drive is further configured such that the drive assembly, the powerhead and the mounting assembly are mounted on the marine vessel as a single component from the transom outboard side.

12. The stern drive of clause 11 wherein the power head comprises an electric motor.

13. The stern drive of clause 11 or 12, wherein the stern drive has a center of gravity aligned with the transom.

14. The stern drive of clause 11, 12 or 13 wherein the mounting assembly includes a vibration damping member that isolates vibrations of the drive assembly and the powerhead relative to the transom.

15. The stern drive of clause 14, wherein the vibration damping member comprises an integral annular ring extending around the stern drive.

16. The stern drive of clause 14 or 15, wherein the mounting assembly comprises a rigid mounting ring secured to the transom, and wherein the vibration damping member couples the rigid mounting ring to the drive assembly and the powerhead.

17. The stern drive of clause 16, further comprising a rigid mounting plate supporting the drive assembly and the power head, wherein the vibration damping member couples the rigid mounting plate to the rigid mounting ring.

18. The stern drive of clause 17 wherein at least one of the rigid mounting ring and the rigid mounting plate is adhesively bonded to the vibration damping member.

19. The stern drive of clause 17 or 18 wherein both the rigid mounting ring and the rigid mounting plate are secured to the vibration damping member by adhesive bonding without the use of mechanical fasteners.

20. The stern drive of any of clauses 17-19 wherein the vibration damping member comprises a unitary annular ring, and further wherein the rigid mounting ring and the rigid mounting plate together encapsulate the unitary annular ring.

21. A method of installing a stern drive on a marine vessel, the marine vessel including a transom defining a mounting hole, the method comprising:

assembling a drive assembly configured to generate thrust in water, a power head configured to provide power to the drive assembly, and a mounting assembly configured to couple the drive assembly to the transom on an outside of the marine vessel and to suspend the power head on the transom on an inside of the marine vessel as a single component;

inserting the power head into the marine vessel from outside the marine vessel via the mounting hole until the mounting assembly engages the transom; and

Fastening the mounting assembly to the transom.

22. The stern drive of clause 21, wherein the power head comprises an electric motor.

23. The method of clause 21 or 22, further comprising configuring the stern drive to have a center of gravity aligned with the transom.

24. The method of clause 21, 22, or 23, further comprising configuring the mounting assembly with a vibration damping member that isolates vibrations of the drive assembly and the powerhead relative to the transom.

25. The method of clause 24, further comprising configuring the vibration damping member as a unitary annular ring extending around the stern driver.

1. A stern drive comprising:

a power head;

a drive assembly comprising a propeller for propelling a marine vessel in water;

a mounting assembly configured to suspend the power head inboard of a transom of the marine vessel and configured to suspend the drive assembly outboard of the transom of the marine vessel; and

A noise-vibration-harshness (NVH) damping cover extending above the powerhead inside the marine vessel.

2. The stern drive of clause 1, wherein the NVH damping cover is coupled to the mounting assembly.

3. The stern drive of clause 1 or 2, wherein the mounting assembly comprises an inner portion facing the interior of the marine vessel and an outer portion facing the exterior of the marine vessel, and wherein the NVH damping cover is suspended on the inner portion.

4. The stern drive of clause 3, wherein the NVH cover comprises a plurality of panels that together at least partially enclose the powerhead.

5. The stern drive of clause 4, wherein the plurality of panels are configured to fit through holes in the transom for mounting the stern drive, and wherein the plurality of panels are secured to the inner portion of the mounting assembly from outside the marine vessel.

6. The stern drive of clause 4 or 5, further comprising a seal configured to prevent fluid from entering the NVH damping cover.

7. The stern drive of clause 6, wherein the seal is located between the NVH damping cover and the inner portion of the mounting assembly.

8. The stern drive of clause 6 or 7, wherein the seal is located between two panels of the plurality of panels.

9. The stern drive of any of clauses 4-8 wherein the plurality of panels comprises a top panel and opposed side panels, each of the top panel and opposed side panels being secured to the interior portion of the mounting assembly.

10. The stern drive of clause 9, further comprising a seal configured to prevent fluid from entering the NVH damping cover, wherein the seal is located between the top panel and at least one of the side panels.

11. The stern drive of any of clauses 4-10 wherein at least one of the plurality of panels includes a slot engageable with a fastener on the mounting assembly, which facilitates suspending the plurality of panels from the mounting assembly during assembly and thereby facilitating further installation by fastening to the mounting assembly.

12. The stern drive of any of clauses 1-11, wherein the NVH damping cover comprises at least one port for connecting a rigging member to the powerhead.

13. A method of installing a stern drive via a hole in a transom of a marine vessel, the method comprising:

providing a noise-vibration-harshness (NVH) damping cover comprising a plurality of panels sized to fit through the holes in the transom;

coupling an inner portion of a mounting assembly to the transom, the mounting assembly having an outer portion configured to suspend a power head inside the marine vessel and a drive assembly including a propeller outside the marine vessel;

inserting each of the plurality of panels into the marine vessel via the aperture before or after coupling the inner portion of the mounting assembly to the transom; and

manually accessing the plurality of panels via the aperture and securing the plurality of panels to the interior portion of the mounting assembly.

14. The method of clause 13, wherein at least one panel of the plurality of panels is fastened to the interior portion of the mounting assembly by first suspending the respective panel over a fastener extending from the interior portion of the mounting assembly, and then tightening the fastener.

15. The method of clause 13 or 14, further comprising inserting the powerhead into the marine vessel from outside the marine vessel via the aperture.

16. The method of clause 13, 14, or 15, further comprising fastening at least two of the plurality of panels together.

17. The method of any of clauses 13-16, further comprising positioning a seal between at least two panels of the plurality of panels.

18. The method of any of clauses 13-17, further comprising positioning a seal between the plurality of panels and the interior portion of the mounting assembly.

19. A noise-vibration-harshness (NVH) damping cover for a stern driver configured to drive a marine vessel in water, the NVH damping cover comprising a plurality of panels that together enclose a power head suspended on a transom of the marine vessel, wherein the plurality of panels are configured to be suspended on an inner portion of a mounting assembly having an outer portion for mounting the stern driver to the transom.

20. The NVH damping cover of clause 19, wherein the plurality of panels are configured to mate with one another when suspended on the interior portion of the mounting assembly, thereby enclosing the power head.

21. The NVH damping cover of clause 19 or 20, wherein the plurality of panels comprises opposing side panels and a top panel on top of the opposing side panels.

22. The NVH damping cover of clause 21, wherein the opposing side panels are fastened to each other.

23. The NVH damping cover of any one of clauses 19-22, further comprising at least one rigging port of the plurality of panels that facilitates connection of a rigging connector to the powerhead.

1. A stern drive for propelling a marine vessel in a body of water, the stern drive comprising:

a mounting assembly for coupling the stern drive to a transom of the marine vessel, and

A drive assembly adjustable upwardly and downwardly relative to the mounting assembly, the drive assembly comprising a drive shaft housing for a drive shaft and a gearbox housing for an output shaft of a propeller, wherein the gearbox housing is steerable relative to the drive shaft housing.

2. The stern drive of clause 1, wherein the gearbox housing comprises a steering housing that extends into the drive shaft housing and a torpedo housing that is coupled to the steering housing, and wherein the drive shaft extends through the steering housing and is operably engaged with an output shaft in the torpedo housing.

3. The stern drive of clause 2, further comprising a corner gear set in the torpedo housing, wherein the corner gear set couples the drive shaft to the output shaft such that rotation of the drive shaft causes rotation of the output shaft.

4. The stern drive of clause 2 or 3, further comprising upper and lower bearings rotatably supporting the steering housing relative to the drive shaft housing.

5. The stern drive of any one of clauses 1-4, further comprising a steering actuator that steers the gearbox housing relative to the drive shaft housing.

6. The stern drive of clause 5, wherein the steering actuator comprises an electric motor.

7. The stern drive of clause 6, wherein the electric motor is located in the drive shaft housing.

8. The stern drive of any one of clauses 1-7 further comprising a corner gear set in the drive shaft housing, the corner gear set operatively coupling a power head to the drive shaft.

9. The stern drive of clause 8, further comprising a universal joint coupling the power head to the drive shaft via the angle gear set.

10. The stern drive of any of clauses 1-9 wherein the mounting assembly comprises a rigid mounting plate coupled to the transom by a vibration damping member.

This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to make and use the invention. Certain terminology is used for brevity, clarity, and understanding. No unnecessary limitations are to be inferred therefrom beyond the requirements of the prior art because such terms are used for descriptive purposes only and are intended to be broadly construed. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have features or structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.

Claims

a mounting assembly for coupling the stern drive to a transom of the marine vessel,

a power head configured to operate a propeller to generate thrust in the body of water,

a drive assembly adjustable upwardly and downwardly relative to the mounting assembly, the drive assembly including a drive shaft operatively coupled to the power head and the propeller, and

a universal joint coupling the power head to the drive shaft such that operation of the power head causes rotation of the drive shaft, which in turn operates the propeller, wherein the universal joint is configured to facilitate adjustment of the drive assembly by an amount sufficient to lift at least a substantial portion of the drive assembly out of the body of water.

2. The stern drive of claim 1 wherein the universal joint is configured to pivot about at least one pivot axis when the drive assembly is adjusted relative to the mounting assembly.

3. The stern drive of claim 2 further comprising a controller configured to cause the power head to rotate the universal joint into a neutral position in which the at least one pivot axis is substantially parallel to an adjustment axis about which the drive assembly is adjustable, which facilitates adjustment of the drive assembly by an amount sufficient to lift a substantial portion of the drive assembly out of the body of water.

4. A stern drive as claimed in claim 3, in which the controller is configured to cause the power head to rotate the universal joint into the neutral position based on the operating state of the stern drive.

5. The stern drive of claim 4 wherein the operating state comprises at least one of an on/off state of the stern drive and/or a request provided to the controller by a user input device.

6. A stern drive as claimed in claim 3, in which the at least one pivot axis comprises a first input pivot axis and a first output pivot axis, and in which in the neutral position the first input pivot axis and the first output pivot axis are both parallel to the adjustment axis.

7. The stern drive of claim 6 wherein the universal joint comprises an input member rotatably engaged with the power head, an output member rotatably engaged with the drive shaft, and a body rotatably coupling the input member to the output member.

8. The stern drive of claim 7 wherein the input member comprises an input shaft and an input arm forming a U-shape, the input arm being pivotably coupled to the body along the first input pivot axis and along a second input pivot axis perpendicular to the first input pivot axis, and

Wherein the output member includes an output shaft and an output arm forming a U-shape, the output arm being pivotably coupled to the body along the first output pivot axis and along a second output pivot axis perpendicular to the first output pivot axis.

9. The stern drive of claim 8 wherein the body comprises a first pair of arms forming a U-shape and coupled to the input arms along the second input pivot axis.

10. The stern drive of claim 9 wherein the body comprises a second pair of arms forming a U-shape and coupled to the output arm along the second output pivot axis.

11. The stern drive of claim 10 further comprising an input pivot pin and an output pivot pin, the input pivot pin coupling the input member to the body along the first and second input pivot axes, respectively, the output pivot pin coupling the output member to the body along the first and second output pivot axes, respectively.

12. The stern drive of claim 10 wherein the input shaft is coupled to the mounting assembly by a spline coupling such that when the drive assembly is adjusted upwardly relative to the mounting assembly, the input shaft moves telescopically outwardly relative to the mounting assembly and such that when the drive assembly is adjusted downwardly relative to the mounting assembly, the input shaft moves telescopically inwardly relative to the mounting assembly.

13. The stern drive of claim 12 further comprising a flexible bellows enclosing the universal joint relative to the mounting assembly and the drive shaft housing.

14. The stern drive of claim 1 further comprising at least one adjustment cylinder having a first end pivotally coupled to the mounting assembly at a first pivot joint and a second end pivotally coupled to the drive assembly at a second pivot joint, wherein extension of the adjustment cylinder adjusts the drive assembly upwardly relative to the mounting assembly, and wherein retraction of the adjustment cylinder adjusts the drive assembly downwardly relative to the mounting assembly.

15. The stern drive of claim 14 further comprising a hydraulic actuator for causing extension of the at least one adjustment cylinder, wherein the hydraulic actuator is coupled to the at least one adjustment cylinder via a passageway formed through the first pivot joint.

16. A stern drive for propelling a marine vessel in a body of water, the stern drive comprising:

a drive assembly adjustable upwardly and downwardly relative to the mounting assembly, the drive assembly including a drive shaft housing for a drive shaft and a gearbox housing for an output shaft of the propeller, wherein the gearbox housing is steerable relative to the drive shaft housing,

a steering actuator configured to steer the gearbox housing relative to the drive shaft housing, and

a controller configured to adjust the drive assembly upwardly relative to the body of water and also cause the steering actuator to steer the gearbox housing relative to the drive shaft housing, thereby moving the entirety of the drive assembly out of the body of water.

17. The stern drive of claim 16 further comprising a universal joint coupling the power head to the drive shaft such that operation of the power head causes rotation of the drive shaft which in turn operates the propeller, wherein the universal joint is configured to facilitate adjustment of the drive assembly, and wherein the controller is configured to cause the power head to rotate the universal joint into a neutral position that facilitates upward adjustment of the drive assembly relative to the body of water.

18. The stern drive of claim 17 wherein the universal joint is configured to pivot about at least one pivot axis when the drive assembly is adjusted relative to the mounting assembly, and wherein in the neutral position the at least one pivot axis is parallel to an adjustment axis about which the drive assembly is adjustable, which facilitates adjustment of the drive assembly.

19. The stern drive of claim 18 wherein the controller is configured to cause the power head to rotate the universal joint into the neutral position based on an operational state of the stern drive.

20. A method of operating a stern drive, the method comprising:

providing a drive assembly, the drive assembly being adjustable upwardly and downwardly, the drive assembly comprising a drive shaft housing for a drive shaft and a gearbox housing for an output shaft of a propeller, wherein the gearbox housing is steerable relative to the drive shaft housing, and wherein the drive assembly comprises a universal joint coupling a power head to the drive shaft such that operation of the power head causes rotation of the drive shaft, which in turn operates the propeller, and

The power head is operated to rotate the universal joint into a neutral position that facilitates upward adjustment of the drive assembly relative to the stern drive and also steers the gearbox housing relative to the drive shaft housing, thereby moving the entirety of the drive assembly further upward relative to the stern drive.

21. The method of claim 20, further comprising automatically rotating the universal joint into the neutral position and steering the gearbox housing relative to the drive shaft housing based on an operating characteristic of the stern drive.