Patent Publication Number: US-6905382-B2

Title: Shift device for marine transmission

Description:
PRIORITY INFORMATION 
   The present application is based on and claims priority under 35 U.S.C. § 119 to Japanese Patent Applications Nos. 2002-305391, filed on Oct. 21, 2002; 2002-370012, filed on Dec. 20, 2002; and 2003-134025, filed on May 13, 2003, the entire content of which are expressly incorporated by reference herein. 
   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   The present invention generally relates to a shift device for marine transmission, and more particularly relates to an improved shift device that has a shift member to move a transmission between at least two positions. 
   2. Description of Related Art 
   Marine drives such as, for example, outboard motors are disposed at a stern of an associated watercraft. The outboard motors incorporate a propulsion device that propels the watercraft. The propulsion device typically is a propeller. A transmission is incorporated to couple the propulsion device with a prime mover such as, for example, an engine that powers the propulsion device. A shift mechanism also is incorporated to move the transmission among forward, reverse and neutral positions that correspond to forward, reverse and neutral modes of the propulsion device, respectively. The propulsion device can propel the watercraft forwardly when the transmission is set in the forward position, while the propulsion device can propel the watercraft rearwardly when the transmission is set in the reverse position. The propulsion device usually does not propel the watercraft when the transmission is set in the neutral position because the propulsion device typically is disconnected from the prime mover in this position. 
   Typically, a remote controller that is placed in a cockpit of the watercraft remotely operates the shift mechanism. Due to being separately located from each other, a control lever of the remote controller can be connected to the shift mechanism through a mechanical cable. For example, U.S. Pat. Nos. 5,050,461, 5,051,102, 6,015,319, 6,098,591 and Japanese Patent Publication 7-17486 disclose a mechanical shift control system that operates between the remote controller and the shift mechanism. 
   Such a mechanical shift control system is durable and reliable; however, such a system also needs a relatively long cable that requires relatively large space and is burdensome to install and repair. 
   An electrical shift control system can replace the mechanical shift control system to actuate the shift mechanism. In one arrangement, the movement of the control lever of the remote controller is electrically sensed and is sent to a control device as a shift position command. The control device controls the actuator based upon the shift position command such that the shift mechanism moves the transmission in accordance with the movement of the control lever. 
   The electrical shift control system does not need the mechanical cable. However, if the electrical shift control system falls into an abnormal condition, it can be difficult to shift the transmission. Users of an outboard motor thus may prefer one system over the other and, thus, may want to change a mechanical shift control system to an electrical shift control system, or vice versa. In such an exchange, for example, the mechanical cable is replaced by a shift actuator or, conversely, the shift actuator is replaced by the mechanical cable. A need therefore exists for an improved shift device that can be easily changed to the mechanical shift control system from the electrical shift control system and vice versa. 
   Generally, marine drives such as the outboard motors can have very limited space for their internal components because of the compact size of the outboard motor. A shift actuator, however, is normally required to be placed at a location near the shift mechanism of the outboard motor. Another need thus exists for an improved shift device that can arrange the shift actuator in the limited space while generally preserving the compact size of the outboard motor. 
   SUMMARY OF THE INVENTION 
   In accordance with one aspect of the present invention, a marine drive comprises a drive body. A propulsion device extends from the drive body. A transmission is coupled with the propulsion device. A shift mechanism is arranged to move the transmission between a first position in which the propulsion device is set to a first operational mode and a second position in which the propulsion device is set to a second operational mode. The shift mechanism comprises a shift unit linearly movable between a first shift position and a second shift position. The transmission moves to the first position while the shift unit moves toward the first shift position. The transmission moves to the second position while the shift unit moves toward the second shift position. An electrically operable shift actuator supported by, and more preferably disposed on, the drive body. The shift actuator has an actuating member detachably coupled to the shift unit. 
   In accordance with another aspect of the present invention, a marine drive comprises a drive body. A propulsion device extends from the drive body. A transmission is coupled with the propulsion device. A shift mechanism is arranged to move the transmission between a first position in which the propulsion device is set to a first mode and a second position in which the propulsion device is set to a second mode. The shift mechanism comprises a shift unit pivotally movable between a first shift position and a second shift position. The transmission moves to the first position while the shift unit moves toward the first shift position, the transmission moves to the second position while the shift unit moves toward the second shift position. An electrically operable shift actuator is supported by the drive body. The shift actuator has a rotary shaft and an actuating member coupled with the rotary shaft and with the shift unit. 
   In accordance with a further aspect of the present invention, a marine drive comprises a drive body. A propulsion device extends from the drive body. A transmission is coupled with the propulsion device. A shift mechanism is arranged to move the transmission between a first position in which the propulsion device is set to a first mode and a second position in which the propulsion device is set to a second mode. The shift mechanism comprises a shift unit pivotally movable between a first shift position and a second shift position. The transmission moves to the first position while the shift unit moves toward the first shift position. The transmission moves to the second position while the shift unit moves toward the second shift position. An electrically operable shift actuator is supported by the drive body. The shift actuator has a rotary shaft and an actuating member is coupled with the rotary shaft and with the shift unit. The actuating member comprises first and second sections pivotally coupled with each other. The first section linearly extends and retracts relative to a housing of the shift actuator along an axis of the first section. The second section is pivotally coupled with the shift unit. 
   In accordance with a further aspect of the present invention, a marine drive comprises a drive body. A propulsion device extends from the drive body. A transmission is coupled with the propulsion device. A shift mechanism is arranged to move the transmission between a first position in which the propulsion device is set to a first mode and a second position in which the propulsion device is set to a second mode. The shift mechanism comprises a shift unit pivotally movable between a first shift position and a second shift position. The transmission moves to the first position while the shift unit moves toward the first shift position. The transmission moves to the second position while the shift unit moves toward the second shift position. An electrically operable shift actuator is supported by the drive body. The shift actuator has a rotary shaft and an actuating member is coupled with the rotary shaft and the shift unit. The actuating member linearly extends and retracts relative to a housing of the shift actuator. The housing of the shift actuator is pivotally affixed to the drive body. 
   In accordance with a further aspect of the present invention, a marine drive comprises a drive body. A propulsion device extends from the drive body. A transmission is coupled with the propulsion device. A shift mechanism is arranged to move the transmission between a first position in which the propulsion device is set to a first mode and a second position in which the propulsion device is set to a second mode. The shift mechanism comprises a shift unit movable between a first shift position and a second shift position. The transmission moves to the first position while the shift unit moves toward the first shift position. The transmission moves to the second position while the shift unit moves toward the second shift position. An electrically operable shift actuator is supported by the drive body. The shift actuator has an actuating member coupled with the shift unit. A shift position sensor senses a position of the shift unit placed between the first and second shift positions. 
   In accordance with a further aspect of the present invention, a marine drive comprises a propulsion device. A prime mover powers the propulsion device. A transmission is coupled with the propulsion device. A shift mechanism is arranged to move the transmission between a first position in which the propulsion device is set to a first mode and a second position in which the propulsion device is set to a second mode. The shift mechanism comprises a shift unit movable between a first shift position and a second shift position. The transmission moves to the first position while the shift unit moves toward the first shift position. The transmission moves to the second position while the shift unit moves toward the second shift position. An electrically operable shift actuator has an actuating member coupled with the shift unit. The shift actuator is affixed onto a surface of the prime mover. 
   In accordance with a further aspect of the present invention, a watercraft comprises a marine drive, a shift operating device and a control device. The marine drive comprises a propulsion device. A transmission is coupled with the propulsion device. A shift mechanism is arranged to move the transmission between a first position in which the propulsion device is set to a first mode and a second position in which the propulsion device is set to a second mode. The shift mechanism comprises a shift unit movable between a first shift position and a second shift position. The transmission moves to the first position while the shift unit moves toward the first shift position. The transmission moves to the second position while the shift unit moves toward the second shift position. An electrically operable shift actuator has an actuating member coupled with the shift unit. The shift operating device provides a shift position command to the control device. The control device controls the shift actuator to move the actuating member based upon the shift position command. The shift operating device has a control member movable between a first control position corresponding to the first shift position and a second control position corresponding to the second shift position. A position sensor is arranged to sense a control position of the control member placed between the first and second control positions or a shift position of the shift unit placed between the first and second shift positions and to send a shift position command signal to the control device. 
   In accordance with a further aspect of the present invention, a watercraft comprises a marine drive, an internal combustion engine, a shift operating device and a control device. The marine drive comprises a propulsion device powered by the engine. A transmission is coupled with the propulsion device. A shift mechanism is arranged to move the transmission between a first position in which the propulsion device is set to a neutral mode and a second position in which the propulsion device is set to a propulsion mode. The propulsion device does not propel the watercraft in the neutral mode and propels the watercraft in the propelling mode. The shift mechanism comprises a shift unit movable between a first shift position and a second shift position. The transmission moves to the first position when the shift unit moves to the first shift position. The transmission moves to the second position when the shift unit moves to the second shift position. An electrically operable shift actuator has an actuating member coupled with the shift unit. The shift operating device provides a shift position command to the control device. The control device controls the shift actuator to move the actuating member based upon the shift position command. The shift operating device has a control member movable between a first control position corresponding to the first shift position and a second control position corresponding to the second shift position. A neutral position sensor is arranged to sense the control member placed at the first control position or the shift unit placed at the first shift position and to send a neutral position command signal to the control device. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The foregoing and other features, aspects and advantages of the present invention are described in detail below with reference to the drawings of preferred embodiments which are intended to illustrate and not to limit the invention. The drawings comprise 35 figures in which: 
       FIG. 1  illustrates a schematic representation of a side elevational view of a watercraft propelled by an outboard motor configured in accordance with certain features, aspects and advantages of the present invention; 
       FIG. 2  illustrates a schematic representation of a side elevational view of a remote controller for the watercraft and the outboard motor of  FIG. 1 ; 
       FIG. 3  illustrates a top plan view of the outboard motor with a top cowling member removed, wherein the outboard motor in this arrangement has a mechanical cable coupled with a shift unit of a shift mechanism of the outboard motor; 
       FIG. 4  illustrates an enlarged top plan view of the outboard motor without the top cowling member, wherein in this preferred embodiment the outboard motor has a shift actuator, which includes an electromagnetic solenoid, coupled with the shift unit; 
       FIG. 5  illustrates an enlarged top plan view of the outboard motor without the top cowling member, wherein a shift actuator arranged in accordance with a second preferred embodiment of the present invention is shown with a manual operating member also is coupled with the shift unit; 
       FIG. 6  illustrates a side elevational view of the arrangement of  FIG. 5  as isolated from the outboard motor; 
       FIG. 7  illustrates a top plan view of the same arrangement as  FIG. 5  as isolated from the outboard motor, wherein the shift actuator of  FIGS. 5 and 6  is detached; 
       FIG. 8  illustrates a side elevational view of the arrangement of  FIG. 7 ; 
       FIG. 9  illustrates an enlarged top plan view of the outboard motor without the top cowling member, wherein a shift actuator arranged in accordance with a third embodiment of the present invention is shown with the manual operating member of  FIGS. 5-8  is coupled with the shift unit; 
       FIG. 10  illustrates a side elevational view of the arrangement of  FIG. 9  as isolated from the outboard motor; 
       FIG. 11  illustrates a top plan view of the arrangement of  FIG. 9  as isolated from the outboard motor, wherein two sections of an actuating member of the shift actuator of  FIG. 9  are disconnected; 
       FIG. 12  illustrates a side elevational view of the arrangement of  11 , wherein the shift actuator and one section of the actuating member extending from a housing of the actuator are not shown; 
       FIG. 13  illustrates an enlarged top plan view of the outboard motor without the top cowling member, wherein a shift actuator is arranged in accordance with a fourth embodiment of the present invention and two sections of the actuating member are pivotally connected with each other; 
       FIG. 14  illustrates a side elevational view of the arrangement of  FIG. 13  as isolated from the outboard motor; 
       FIG. 15  illustrates a top plan view of the arrangement of  FIG. 13 , wherein a neutral position of the two sections of the actuating member with a connecting member and a lever unit of the shift mechanism is shown in solid lines and the position of these components wherein the forward and reverse positions are shown in phantom lines; 
       FIG. 16  illustrates a top plan view of the same arrangement as  FIG. 13  except for that the two sections of the actuating member are disconnected; 
       FIG. 17  illustrates a side elevational view of the arrangement of  FIG. 13 , wherein the shift actuator and one section of the actuating member extending from the housing of the actuator are not shown; 
       FIG. 18  illustrates an enlarged top plan view of the outboard motor without the top cowling member, wherein a shift actuator is arranged in accordance with a fifth embodiment of the present invention with the housing of the actuator pivotally affixed to a bottom cowling member of the outboard motor; 
       FIG. 19  illustrates a side elevational view of the arrangement of  FIG. 18  as isolated from the balance of the outboard motor; 
       FIG. 20  illustrates a top plan view of the arrangement of  FIG. 19 , wherein three positions of the actuator with the actuating member, the connecting member and the lever unit are shown in actual and phantom lines; 
       FIG. 21  illustrates an enlarged top plan view of the outboard motor without the top cowling member, wherein a shift actuator, which includes a rotary shaft, is arranged in accordance with a sixth embodiment of the present invention; 
       FIG. 22  illustrates a top plan view of the arrangement of  FIG. 21 , wherein three positions of a lever of the electric motor, the actuating member, the connecting member and the lever unit shown in actual and phantom lines; 
       FIG. 23  illustrates an enlarged top plan view of the outboard motor without the top cowling member, wherein a shift actuator, including an electric motor, is arranged in accordance with a seventh embodiment of the present invention; 
       FIG. 24  illustrates a side elevational view of the arrangement of  FIG. 23  as isolated from the balance of the outboard motor; 
       FIG. 25  illustrates a top plan view of the arrangement of  FIG. 23 , wherein the two sections of the actuating member are disconnected; 
       FIG. 26  illustrates a side elevational view of the arrangement of  FIG. 23 , wherein the actuator, the lever and one section of the actuating member extending from the lever are not shown; 
       FIG. 27  illustrates an enlarged top plan view of the outboard motor without the top cowling member, wherein a shift actuator is arranged in accordance with an eighth embodiment of the present invention; 
       FIG. 28  illustrates one side elevational view of the arrangement of  FIG. 27 , showing a shift position sensor; 
       FIG. 29  illustrates another side elevational view of the arrangement of  FIG. 27 ; 
       FIG. 30  illustrates a top plan view of the outboard motor without the top cowling member and with a shift actuator arranged in accordance with a ninth embodiment of the present invention, wherein the actuating member also is directly coupled with the lever unit, and two sections of the actuating member are pivotally connected with each other; 
       FIG. 31  illustrates a top plan view of the outboard motor without the top cowling member and a shift actuator arranged in accordance with a tenth embodiment of the present invention, wherein the actuating member also is directly coupled with the lever unit, and the housing of the actuator is pivotally affixed onto the lower cowling member; 
       FIG. 32  illustrates a side elevational view of the arrangement of  FIG. 31 ; 
       FIG. 33  illustrates a top plan view of the outboard motor without the top cowling member and a shift actuator arranged in accordance with an eleventh embodiment of the present invention, wherein the rotary shaft of the actuator and the lever unit are coupled with each other through a gear connection; 
       FIG. 34  illustrates an enlarged top plan view of the arrangement of  FIG. 33 , wherein the shift actuator is affixed onto a crankcase of an engine of the outboard motor, the engine being indicated in section, and the shift position sensor is coupled with the rotary shaft of the actuator through another gear connection; and 
       FIG. 35  illustrates an enlarged side elevational view of the arrangement of  FIG. 33 , wherein a neutral switch turned by a geared lever unit also is shown. 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION 
   With reference to  FIGS. 1-3 , an outboard motor  30  that is configured in accordance with certain features, aspects and advantages of the present invention and an associated watercraft  32  are shown. The outboard motor  30  is a typical marine drive, and thus all the embodiments below are described in the context of an outboard motor. The embodiments, however, can be applied to other marine drives, such as, for example, inboard drives and inboard/outboard drives (or stern drives), as will become apparent to those of ordinary skill in the art. 
   With reference to  FIG. 1 , the watercraft  32  has a hull  34 . The watercraft  32  carries the outboard motor  30  that has a propulsion device  36  and an internal combustion engine  38 . The propulsion device  36  propels the watercraft  32  and the engine  38  powers the propulsion device  36 . The outboard motor  30  comprises a drive unit  40  that incorporates the propulsion device  36 , the engine  38  and a bracket assembly  42 . The bracket assembly  42  supports the drive unit  40  on a transom of the hull  34  so as to place the propulsion device  36  in a submerged position with the watercraft  32  resting on the surface of a body of water. The bracket assembly  42  preferably comprises a swivel bracket and a clamping bracket. The drive unit  40  is steerable and tiltable by the combination of the swivel and the clamping brackets. 
   As used through this description, the terms “forward,” “forwardly” and “front” mean at or to the side where the bracket assembly  42  is located, and the terms “rear,” “reverse,” “backwards” and “rearwardly” mean at or to the opposite side of the front side, unless indicated otherwise or otherwise readily apparent from the context use. 
   The engine  38  is disposed atop the drive unit  40 . The engine  38  preferably comprises a crankshaft or output shaft extending vertically. A driveshaft  46  coupled with the crankshaft extends vertically through a housing of the drive unit  40  disposed below the engine  38 . The housing of the drive unit  40  journals the driveshaft  46  for rotation. The crankshaft drives the driveshaft. The drive unit  40  also journals a propulsion shaft  48  for rotation. The propulsion shaft  48  extends generally horizontally through a lower portion of the housing. The driveshaft  46  and the propulsion shaft  48  are preferably oriented normal to each other (e.g., the rotation axis of propulsion shaft  48  is at 90° to the rotation axis of the driveshaft  46 ). 
   As used in this description, the term “horizontally” means that the subject portions, members or components extend generally in parallel to the water line when the watercraft  32  is substantially stationary with respect to the water line and when the drive unit  40  is not tilted and is generally placed in the position shown in FIG.  1 . The term “vertically” in turn means that portions, members or components extend generally normal to those that extend horizontally. 
   The propulsion shaft  48  drives the propulsion device  36  through a transmission  50 . In the illustrated arrangement, the propulsion device  36  is a propeller that is affixed to an outer end of the propulsion shaft  48 . The propulsion device  36 , however, can take the form of a dual, a counter-rotating system, a hydrodynamic jet, or any of a number of other suitable propulsion devices. A shift mechanism  52  ( FIG. 3 ) associated with the transmission  50  changes the position of the transmission  50 . The transmission  50  and the shift mechanism  52  will be described in greater detail below. 
   A protective cowling preferably surrounds the engine  38 . The protective cowling comprises a bottom cowling member  54  ( FIG. 3 ) and a top cowling member. The bottom cowling member  54  is affixed to a top portion of the housing. The bottom cowling member  54  has an opening  56  through which an upper portion of the housing or an exhaust guide member extends. The bottom cowling member  54  and the upper portion of the housing together form a tray. The engine  38  is placed onto this tray and is affixed to the upper portion of the housing. 
   The top cowling member preferably is detachably affixed to the bottom cowling member  66  by a coupling mechanism so that a user, operator, mechanic or repairperson can access the engine  32  for maintenance or for other purposes. The top cowling member preferably has an air intake opening through which ambient air is drawn into a closed cavity around the engine  38 . 
   Any type of conventional engines can be the engine  38  in the illustrated arrangement. Preferably the engine is an internal combustion engine. For this preferred type of engine, an air intake device draws the air in and delivers the drawn air to one or more combustion chambers of the engine  38 . The intake device preferably has one or more throttle valves to regulate an amount of the air or airflow to the combustion chambers. A charge former such as, for example, a fuel injection system preferably supplies fuel also to the combustion chambers to form air/fuel charges in the one or more combustion chambers. A control device such as, for example, an electronic control unit (ECU)  60  preferably controls an amount of the fuel such that an air/fuel ratio can be kept in the optimum state. A firing device having ignition elements (e.g., spark plugs) exposed into the combustion chambers preferably ignites the air/fuel charges in the combustion chambers under control of the ECU  60 . Abrupt expansion of the volume of the air/fuel charges, which bum in the combustion chambers, moves pistons connected to the crankshaft to rotate the crankshaft. The crankshaft thus drives the driveshaft  46 . An exhaust device routes exhaust gases in the combustion chambers to an external location of the outboard motor  30 . Unless the environmental circumstances change, an engine speed of the engine  38  increases generally along with an increase of the amount of the air or airflow rate. 
   The transmission  50  preferably comprises a drive pinion, a forward bevel gear and a reverse bevel gear to couple the two shafts  46 ,  48 . The drive pinion is disposed at the bottom of the driveshaft  46 . The forward and reverse bevel gears are disposed on the propulsion shaft  48  and are spaced apart from each other. Both bevel gears always mesh with the drive pinion. The bevel gears, however, race on the propulsion shaft  48  unless fixedly coupled with the propulsion shaft  48 . 
     FIG. 3  shows a top part of the shift mechanism  52  that is disposed above the bottom cowling member  54 , and that is configured generally in accordance with a conventional shift mechanism. An example of a shift mechanism is disclosed in U.S. Pat. No. 5,910,191, which is hereby incorporated by reference. A large part of the shift mechanism  52  extends below the bottom cowling member  54 . The large part of the shift mechanism  52  preferably includes a dog clutch. The dog clutch is slideably but not rotatably disposed between the forward and reverse bevel gears on the propulsion shaft  48  so as to selectively engage the forward bevel gear or the reverse bevel gear or not engage any one of the forward and reverse bevel gears. The forward bevel gear or the reverse bevel gear can be fixedly coupled with the propulsion shaft  48  when the dog clutch unit engages the forward bevel gear or the reverse bevel gear, respectively. 
   The shift mechanism  52  preferably includes a shift rod  64  that extends vertically through the housing of the drive unit  40 . A top end of the shift rod  64  extends upwardly beyond the bottom cowling member  54  through the opening  56 . The shift rod  64  can rotate about an axis thereof The shift rod  64  preferably has a shift cam at the bottom. The shift cam that cooperates with a front section of the dog clutch unit, and more preferably with an end of a shift plunger of the dog clutch unit. The dog clutch unit thus follows the rotational movement of the cam and slides along the propulsion shaft  48  to engage either the forward or reverse bevel gear or to not engage any one of the bevel gears when in a neutral position. 
   Engagement states of the forward and reverse bevel gear with the dog clutch unit correspond to operational modes of the propeller. Preferably, the operational or shift modes of the propeller include a forward mode F, a reverse mode R and a neutral mode N. A first position of the transmission  50  at which the dog clutch unit engages the forward bevel gear sets the propeller to the forward mode F. A second position of the transmission  50  at which the dog clutch unit engages the reverse bevel gear sets the propeller to the reverse mode R. A third position of the transmission  50  at which the dog clutch unit does not engage the forward bevel gear or the reverse bevel gear sets the propeller to the neutral mode N. In the forward mode F, the propeller rotates, for example, in a right rotational direction that propels the watercraft  32  forwardly. In the reverse mode R, the propeller rotates, for example, in a reverse rotational direction that propels the watercraft  32  backwards. In the neutral mode N, the propeller does not rotate and does not propel the watercraft  32 . 
   With reference to  FIG. 3 , a lever unit  66  is rigidly affixed to the top end of the shift rod  64 . In this arrangement, a single lever forms the lever unit  66 . The lever unit  66 , in turn, forms a shift unit in one aspect of the present invention. Because the shift rod  64  extends generally along a center plane CP that extends vertically fore to aft in the center of the outboard motor  30 , the lever unit  66  is placed generally at a center position of the bottom cowling member  54 . 
   A slide unit  67  preferably is slideably disposed within a guide member  70 . The slide unit  67  forms another shift unit in one aspect of the present invention. The illustrated slide unit  67  comprises a slide pin  68  and a slide block  69  that supports the slide pin  68 . The guide member  70  preferably is located on a starboard side of the bottom cowling member  54  and is affixed to a base member  71  (FIG.  6 ). Preferably, the base member  71  is affixed onto the bottom cowling member  54  and can pivot about an axis of a pivot shaft  72 . The guide member  70  preferably has an elliptic shape that forms an elongate slot  73  therein. A front portion of the guide member  70  is slightly slanted toward the center plane CP. The slide unit  67  is movable within the slot  73 . 
   A connecting member  74  extends generally along a front edge of the opening  56  on the starboard side and connects the lever unit  66  and the slide unit  67 . One end of the connecting member  74  is pivotally coupled with the lever unit  66 . Another end of the connecting member  74  is rigidly coupled with a bottom of the slide unit  67 . In the illustrated embodiment, the lever unit  66 , the connecting member  74 , the slide unit  67  and the guide member  70  together form the top part of the shift mechanism  52 . 
   The bottom cowling member  54  preferably has a cable support  78  at a front end thereof on the starboard side. The cable support  78  defines an opening extending fore to aft. A mechanical cable or push-pull cable  80  extends through the opening and to the slide unit  67 . The mechanical cable  80  comprises an outer shell and an inner wire. The outer shell is affixed to an inside wall of the opening, while the inner wire is affixed to the slide unit  67  via a joint portion  82  thereof. A clip  84  prevents the joint portion  82  from disengaging from the slide pin  68 . The joint portion  82  is pivotally coupled with the slide pin  68 . The inner wire has flexibility. The opening preferably is located right in front of the slide pin  68  when the slide pin  68  is positioned at the center of the slot  73  of the guide member  70 . The slide unit  67  thus can slide back and forth within the slot  73  in response to a reciprocal movement of the inner wire. 
   The positioning of the slide unit  67  at the center of the slot  73  corresponds to the neutral position of the transmission that sets the propeller to the neutral mode N. As thus constructed, when the mechanical cable  80  is operated to move the slide unit  67  back and forth, the lever unit  66  pivots about an axis of the shift rod  64  via the connecting member  74  to rotate the shift rod  64 . Preferably, shift rod  64  shifts the transmission  50  to the forward position while the slide unit  67  moves toward a front end of the slot  73 , and shifts the transmission  50  to the reverse position while the slide unit  67  moves toward a rear end of the slot  73 . More specifically, the dog clutch engages the forward bevel gear while the slide unit  67  moves toward the front end of the slot  73 . Also, the dog clutch engages the reverse bevel gear while the slide unit  67  moves toward the rear end of the slot  73 . 
   In this description, the position of the slide unit  67  corresponding to the neutral mode N of the propeller is a neutral shift position of the slide unit  67 , the position of the slide unit  67  corresponding to the forward mode F of the propeller is a forward shift position of the slide unit  67 , and the position of the slide unit  67  corresponding to the reverse mode R of the propeller is a reverse shift position of the slide unit  67 . Preferably, a length of the longitudinal axis of the slot  73  along which the slide unit  67  slides is longer than a distance between the forward shift position and the reverse shift position. In other words, the slide unit  67  does not fully move between front and rear ends of the slot  73  so as to ensure sound engagement of the dog clutch with the forward or reverse bevel gear. 
   With reference to  FIG. 1 , the watercraft  32  has a mechanical remote controller  86  that comprises a mechanical junction box  88  and a remote control lever  90 . The remote controller  86  is disposed in a cockpit  92  of the watercraft  32 . The mechanical cable  80  extends to the control lever  90  through the mechanical junction box  88  from the outboard motor  30 . The control lever  90  is pivotally affixed to the junction box  88  and pivots back and forth when an operator operates the control lever  90 . Preferably, when the control lever  90  pivots forward, the slide unit  67  slides forward within the slot  73 , and when the control lever  90  pivots backward, the slide unit  67  slides backward within the slot  73 . 
   Additionally, the control lever  90  also can be connected to a linkage of the throttle valves of the engine  38  through another mechanical cable to control the position of the throttle valves also in response to the movement of the control lever  90 . 
   Generally, a watercraft is assembled in a factory with an outboard motor and carries such a mechanical shift control system described above. A customer or user of the watercraft may want to customize the watercraft and the outboard motor to incorporate an electrical shift control system instead of the mechanical shift control system. 
   With reference to  FIGS. 1 ,  2  and  4 , a first embodiment of the electrical shift control system configured in accordance with certain features, aspects and advantages of the present invention is described below. The same members, components and devices already described above are assigned with the same reference numerals as those assigned thereto and are not described repeatedly. 
   With reference to  FIG. 4 , in the first preferred embodiment, the electrical shift control system preferably employs a shift actuator  96  that replaces the mechanical cable  80 . The illustrated shift actuator  96  lies generally horizontally in front of the guide member  70  and adjacent to the guide member  70 . The shift actuator  96  preferably comprises a housing, an electromagnetic solenoid enclosed within the housing and an actuating member  98  extending generally horizontally toward the slide unit  67  from the solenoid. The actuating member  98  in this embodiment is a rod. The solenoid embraces the actuating member  98  in the housing such that the actuating member  98  linearly and reciprocally extends and retracts relative to the housing along an axis of the actuating member  98 . Other types of drive mechanisms, such as, for example, stepper- or servo-motors can be used in place of the solenoid in this application. 
   Preferably, the shift actuator  96  is positioned to place the axis of the actuating member  98  to coincide with an axis of the slot  73  of the guide member  70 . The shift actuator  96  is affixed onto the top surface of the bottom cowling member  54  by bolts  100  to keep the relationship between the actuating member  98  and the guide member  70 . Preferably, a joint portion  102 , which is made unitarily or separately with the actuating member  98 , pivotally couples the actuating member  98  with the slide pin  68  of the slide unit  67 . The slide unit  67  thus slides within the slot  73  when the actuating member  98  reciprocally moves. 
   The ECU  60  ( FIG. 1 ) preferably controls the solenoid of the actuator  96 . In one variation, another control device such as, for example, a specially designed control device for the shift actuator  96  can control the actuator  96 . An electric source such as, for example, one or more batteries can supply electric power to the solenoid under control of the ECU  60 . The solenoid is energized or de-energized by the electric power to move the actuating member  98  among the three positions corresponding to the forward, neutral and reverse positions of the transmission  50 . 
   Because the axes of the actuating member  98  and the slot  73  are consistent with each other in this embodiment, the actuating member  98  can push and pull the slide unit  67  so smoothly that minimal friction is generated between the slide unit  67  and the guide member  70 . The actuating load of the shift actuator  96  thus is greatly reduced. 
   A throttle valve actuator also is provided in this embodiment to electrically actuate the throttle valves under control of the ECU  60 . 
   With reference to  FIGS. 1 and 2 , an electrical remote controller  106  preferably is disposed in the cockpit  92  alternatively or additionally to the mechanical remote controller  86 . If the user prefers the electric shift control system, the mechanical remote controller  86  is not set in the cockpit  92  and the mechanical cable  80  is also removed. Wire-harness  108  connects the remote controller  106  to the ECU  60 . A network such as, for example, local area network (LAN) or other electrically connecting members can replace the wire-harness  108 . 
   With reference to  FIG. 2 , the remote controller  106  preferably has a remote control lever  110  that is journaled on a housing of the remote controller  106  for pivotal movement. The control lever  110  is operable by the operator so as to pivot between two limit ends F 2  and R 2 . A forward acceleration range, a forward troll position F 1 , a neutral control position N 0 , a reverse troll position R 1  and a reverse acceleration range can be selected in this order between the limit ends F 2  and R 2 . The forward acceleration range is a range extending between the limit end F 2  and the forward troll position F 1 . The forward limit end F 2  is a maximum acceleration position of the forward acceleration range. Similarly, the reverse acceleration range is a range extending between the reverse troll position R 1  and the other limit end R 2 . The reverse limit end R 2  is a maximum acceleration position of the reverse acceleration range. The forward troll position F 1  is consistent with a minimum acceleration position of the forward acceleration range, while the reverse troll position R 1  is consistent with a minimum acceleration position of the reverse acceleration range. Preferably, the control lever  110  stays at any position between the limit ends R 2  and F 2  unless the operator moves the lever  110 . 
   The remote controller  106  in the illustrated embodiment provides the ECU  60  with a shift position command corresponding to the control positions between the forward limit end F 2  and the reverse limit end R 2 . The remote controller  106  preferably has a shift position sensor  114  that senses the position of the control lever  110  and sends a shift position command signal to the ECU  60 . The ECU  60  thus controls the shift actuator  96  based upon the shift position command signal. 
   A range of the movement of the control lever  110  between the forward troll position F 1  and R 1  preferably corresponds to a range of the movement of the slide unit  67 . When the control lever  110  moves from the neutral control position N 0  to the forward troll position F 1 , the actuator  96  moves the slide unit  67  from the neutral shift position to the forward shift position that exists on the way toward the front end of the slot  73 . The dog clutch engages the forward bevel gear when the control lever  110  reaches the forward troll position F 1  and the slide unit  67  reaches the forward shift position. On the other hand, when the control lever  110  moves from the neutral control position N 0  to the reverse troll position R 1 , the actuator  96  moves the slide unit  67  from the neutral shift position to the reverse shift position that exists on the way toward the rear end of the slot  73 . The dog clutch engages the reverse bevel gear when the control lever  110  reaches the reverse troll position R 1  and the slide unit  67  reaches the reverse shift position. 
   The remote controller  106  also provides the ECU  60  with a throttle valve position command in accordance with an angle position within the forward acceleration range between the forward troll position F 1  and the forward limit end F 2  or an angle position within the reverse acceleration range between the reverse troll position R 1  and the reverse limit end R 2 . 
   Such an electrical shift control system is disclosed in, for example, a co-pending U.S. application filed Jul. 22, 2003, titled CONTROL CIRCUITS AND METHODS FOR INHIBITING ABRUPT ENGINE MODE TRANSITIONS IN A WATERCRAFT, which application Ser. No. is 10/624,204, the entire contents of which is hereby expressly incorporated by reference. 
   The remote controller  106  preferably incorporates a neutral switch to disable the engine  38  from being started while the propeller is either in the forward mode F or the reverse mode R. That is, the neutral switch can be turned on a closed when the control lever  110  is positioned at the neutral control position N 0 . A starter motor or other starting devices of the engine  38  is allowed to start the engine  38  only when the neutral switch is turned on. 
   Because the actuator  96  that has the actuating member  98  reciprocally movable in this embodiment, the electrical shift control system can be easily changed to the mechanical shift control system that has the mechanical cable reciprocally movable and vice versa. 
   With reference to  FIGS. 5-8 , a second preferred embodiment of the electrical shift control system, which is configured in accordance with certain features, aspects and advantages of the present invention, is described below. The same members, components and devices already described above are assigned with the same reference numerals as those assigned thereto and are not described again. Members, components and devices modified slightly (e.g., the length or shape) are indicated by the same numerals with an alphabetic suffix and are not described further as well. This convention of referencing such members, components and devices will be used throughout the following description. 
   With reference to  FIGS. 5 and 6 , a modified shift actuator  96 A in this embodiment has an actuating member  98 A that is longer than the actuating member  98  of the first embodiment. Also, a slide pin  68 A is slightly longer than the slide pin  68  of the first embodiment. An operating member  118  is disposed under the actuating member  98 A. The operating member  118  comprises a ring-shaped grip portion  120  and a joint portion  122 . The joint portion  122  is pivotally coupled with the slide pin  68 A of the slide unit  67 A. 
   With reference to  FIGS. 7 and 8 , the shift actuator  96 A can be detached from the top surface of the bottom cowling member  54  by removing the bolts  100  and detaching the joint portion  102  of the actuating member  98 A from the slide pin  68 A. The operating member  118  is exposed when the shift actuator  96 A together with the actuating member  98 A is detached. Because of this arrangement, the operator can manually operate the operating member  118  to move the shift mechanism  52  in the event of malfunction of the actuator  96 A by detaching the shift actuator  96 A. 
   The operator can relocate the operating member  118  relative to the slide pin  68 A to an optimum position so as to easily operate the operating member  118 . In order to operate the operating member  118 , the operator preferably grasps the ring-shaped grip portion  120  with secure fingers. If the operating member  118  is relocated to a position at which the operating member  118  faces the opening of the cable support  78  as shown in  FIG. 7 , the operator can connect a rope or similar article to the ring shaped grip portion  120  and can pass the rope through the opening of the cable support  78  to position a distal end of the rope at an external location. With this arrangement, the operator can operate the operating member  118  even if the top cowling member is attached to the bottom cowling member  54 . 
   With reference to  FIGS. 9-12 , a third preferred embodiment of the electrical shift control system, which is configured in accordance with certain features, aspects and advantages of the present invention, is described below. 
   As seen in  FIGS. 9 and 10 , a modified shift actuator  96 B preferably has an actuating member  98 B that comprises a first section  126  and a second section  128 . The first section  126  extends from the actuator  96 B toward the slide unit  67 A. The second section  128  has a joint portion that can be coupled with the slide pin  68 A of the slide unit  67 A. In the illustrated embodiment, the joint portion of the second section  128  is pivotally coupled with the slide pin  68 A such that the second section  128  extends toward the first section  126 . 
   Preferably, a distal end  130  ( FIG. 11 ) of the first section  126  is shaped as a ring. A distal end  132  ( FIGS. 11 and 12 ) of the second section  128  is bifurcated vertically and the bifurcated ends are spaced apart from each other. Each bifurcated end is shaped as a ring that has generally the same size as the ring of the first section  126 . The ring-shaped distal end  130  of the first section  126  is placed between the distal end  132 , i.e., between both of the bifurcated and ring-shaped ends,  132  of the second section  128 . A connecting pin  134  is inserted into those ring-shaped distal ends  130 ,  132  to pivotally connect the first and the second sections  126 ,  128 . A clip  136  preferably is affixed to a top end of the connecting pin  134  to prevent the pin  134  from slipping off. The operating member  118  also is positioned under the actuating member  98 B in this embodiment. 
   With reference to  FIGS. 11 and 12 , the operator can manually operate the shift mechanism  52  in a manner similar to the second embodiment. In order to manually operate the shift mechanism, the first and second sections  126 ,  128  are separated from each other. The clip  136  is removed and then the connecting pin  134  is extracted from the ring-shaped ends of the first and second section  126 ,  128 . The second section  128  remains on the slide unit  67 A. The operator can relocate the operating member  118  together with the second section  128  relative to the slide pin  68 A to an optimum position so as to easily operate the operating member  118 . Alternatively, the second section  128  can solely remain at the initial position (i.e., the second section  128  does not move together with the operating member  118 ). 
   With reference to  FIGS. 13-17 , a fourth preferred embodiment of the electrical shift control system, which is configured in accordance with certain features, aspects and advantages of the present invention, is described below. 
   As seen in  FIGS. 13 and 14 , a further modified shift actuator  96 C preferably has an actuating member  98 C. In this embodiment, the shift actuator  96 C is located slightly closer to a side surface of the bottom cowling member  54  on the starboard side. Thus, an axis of the actuating member  98 C is skewed relative to the axis of the slot  73  of the guide member  70 . The actuating member  98 C comprises a first section  140  and a second section  142 . The first section  140  extends from the actuator  96 C toward the slide unit  67 . The second section  142  has a joint portion that can be coupled with the slide pin  68  of the slide unit  67 . In the illustrated embodiment, the joint portion of the second section  142  is pivotally coupled with the slide pin  68  such that the second section  142  extends toward the first section  140 . 
   Similarly to the third embodiment, a distal end  130  of the first section  140  is shaped as a ring, while a distal end  132  of the second section  142  is bifurcated and each bifurcated end is shaped as a ring. The ring-shaped distal end  130  of the first section  140  is placed between the bifurcated ring-shaped ends  132  of the second section  142 . The connecting pin  134  connects the first and the second sections  140 ,  142 . The clip  136  preferably prevents the pin  134  from slipping off. 
   In this fourth embodiment, due to the axes being skewed relative to each other, the actuating member  98 C does not move along the axis of the slot  73 . However, the actuating member  98 C can achieve relatively smooth movement of the slide unit  67  because the first and second sections  140 ,  142  are coupled pivotally about the vertical axis of the connecting pin  134 . 
   With reference to  FIG. 15 , the first and second sections  140 ,  142  of the actuating member  98 C extend straight relative to each other when the shift actuator  96 C is controlled by the ECU  60  to set the slide unit  67  at the neutral shift position. The slide unit  67  is positioned generally at the center of the slot  73  under this condition as indicated by the solid lines in the figure. 
   If the actuator  96 C is controlled to place the slide unit  67  to the forward shift position, the actuating member  98 C is retracted toward the housing of the actuator  96 C. The slide unit  67  moves forward toward the front end of the slot  73  and the second section  142  slightly pivots toward the center plane CP about the axis of the connecting pin  134 . The connecting member  74  thus moves as indicated by the phantom line  74   a  in the figure. The lever unit  66  pivots counter-clockwise as indicated by the phantom line  66   a  to rotate the shift rod  64  also counter-clockwise. 
   On the other hand, if the actuator  96 C is controlled to place the slide unit  67  to the reverse shift position, the actuating member  98 C extends outward from the housing of the actuator  96 C. The slide unit  67  moves rearward toward the rear end of the slot  73  and the second section  142  slightly pivots in an opposite direction relative to the center plane CP about the axis of the connecting pin  134  as the slide unit  67  moves farther from the center plane CP. The connecting member  74  thus moves as indicated by the phantom line  74   b  in the figure. The lever unit  66  pivots clockwise as indicated by the phantom line  66   b  to rotate the shift rod  64  also clockwise. 
   Because of the pivotal movement of the second section  142  relative to the first section  140 , the slide unit  67  can move smoothly with relatively little resisting force that can inhibit the slide unit  67  from sliding. 
   With reference to  FIGS. 16 and 17 , the operator can manually operate the shift mechanism  52  in this embodiment, similar to the second and third embodiments. In order to manually operate the shift mechanism  52 , the first and second sections  140 ,  142  are separated from each other. The clip  136  is removed and then the connecting pin  134  is extracted from the ring-shaped ends of the first and second section  140 ,  142 . The second section  142  remains on the slide unit  67 . 
   With reference to  FIGS. 18-20 , a fifth preferred embodiment of the electrical shift control system, which is configured in accordance with certain features, aspects and advantages of the present invention, is described below. 
   As seen in  FIGS. 18 and 19 , a further modified shift actuator  96 D in this embodiment is located slightly closer to the side surface of the bottom cowling member  54  on the starboard side, like the actuator  96 C of the third embodiment. The actuator  96 D has an actuating member  98  that has a joint portion  102  directly and pivotally coupled with the slide pin  68  of the slide unit  67 . An axis of the actuating member  98  is skewed relative to the axis of the slot  73  of the guide member  70  because of the foregoing arrangement of the actuator  96 D. The illustrated shift actuator  96 D thus is affixed onto the bottom cowling member  54  to allow the housing of the actuator  96 D to pivot relative to the bottom cowling member  54 . 
   In the illustrated embodiment, the housing of the actuator  96 D has a projection  146  that extends opposite to the actuating member  98  relative to the actuator  96 D. A support member  148  preferably is rigidly affixed onto the bottom cowling member  54  by a pair of bolts  150 . The support member  148  has a recess that creates a space between top and bottom surfaces of a center portion of the support member  148 . The projection  146  is placed in the recess. The support member  148  and the projection  146  both have openings that align with each other. A connecting pin  152 , which forms a support unit together with the support member, is inserted into the openings to pivotally couple the projection  146  with the support member  148 . Thus, the housing of the actuator  96 D is pivotal about a vertical axis of the connecting pin  152 . 
   In this fifth embodiment, due to the axes being skewed relative to each other, the actuating member  98  does not move along the axis of the slot  73 . However, the actuating member  98  can smoothly actuate the slide unit  67  because the housing of the actuator  96 D is pivotally affixed to the bottom cowling member  54 . 
   With reference to  FIG. 20 , the slide unit  67  is positioned as indicated by the solid lines in the figure when the shift actuator  96 D is controlled by the ECU  60  to set the slide unit  67  at the neutral shift position. If the actuator  96 D is controlled to place the slide unit  67  to the forward shift position from the neutral shift position, the actuating member  98  is retracted toward the housing of the actuator  96 D and simultaneously the housing of the actuator  96 D swings clockwise about the axis of the connecting pin  152 . The slide unit  67  moves forward toward the front end of the slot  73  and the actuating member  98  slightly approaches the center plane CP because the slide unit  67  approaches the center plane CP. The connecting member  74  thus moves as indicated by the phantom line  74   c  in the figure. The lever unit  66  pivots counter-clockwise as indicated by the phantom line  66   c  to rotate the shift rod  64  also counter-clockwise. 
   On the other hand, if the actuator  96 D is controlled to place the slide unit  67  to the reverse shift position from the neutral shift position, the actuating member  98  extends outward. The slide unit  67  moves rearward toward the rear end of the slot  73  and the housing of the actuator  96 D swings counter-clockwise about the axis of the connecting pin  152  because the slide unit  67  moves farther from the center plane CP. The connecting member  74  thus moves as indicated by the phantom line  74   d . The lever unit  66  pivots clockwise as indicated by the phantom line  66   d  to rotate the shift rod  64  also clockwise. 
   With reference to  FIGS. 21 and 22 , a sixth preferred embodiment of the electrical shift control system, which is configured in accordance with certain features, aspects and advantages of the present invention, is described below. 
   A shift actuator  153  in this embodiment, unlike the actuators described above, preferably comprises an electric motor  154  (or another type of rotary actuator) and a reduction gear assembly  155 . The electric motor has a motor shaft extending generally horizontally fore to aft. The reduction gear assembly  155  is affixed to the electric motor  154  and includes a reduction gear or reduction gear train that is connected to the motor shaft of the electric motor  154 . An output shaft or rotary shaft  156  extends generally vertically from a housing of the reduction gear assembly  155 . The output shaft  156  has a pinion  157  at a top end therof. Because the reduction gear or reduction gear train of the reduction gear assembly  155  reduces speed of rotation, the output shaft  156  rotates at a speed slower than a speed of the motor shaft. 
   The actuator  153  preferably has an actuating member  98 E that comprises a first section  158  and a second section  160 . The first section  158  in this embodiment is a lever that can pivot about a vertical axis of a pivot shaft  162 , which is preferably affixed atop of the housing of the reduction gear assembly  153 . One end of the first section  158  generally horizontally extends toward the side surface of the bottom cowling member on the starboard side. The other end of the first section  158  has a fan-like shaped gear  164  that meshes the pinion  157 . 
   The second section  160  in this embodiment is a rod that has joint portions on both ends. One of the joint portions is pivotally coupled with the end of the first section or lever  158  via a connecting pin  166 . A clip  168  prevents the joint portion from coming off the connecting pin  168 . The other joint portion is pivotally coupled with the slide pin  68  of the slide unit  67 . Another clip  170  prevents the joint portion from coming off the slide pin  68 . The second section or rod  160  thus extends between the end of the lever  158  and the slide pin  68 . An axis of the rod  160  is skewed relative to the axis of the slot  73 . 
   With reference to  FIG. 22 , the slide unit  67  is positioned generally at the center of the slot  73  as indicated by the solid lines in the figure when the shift actuator  153  is controlled by the ECU  60  to set the slide unit  67  at the neutral shift position. Under this condition, the lever  158  and the rod  160  are preferably generally oriented normal to each other. 
   If the actuator  153  is controlled to place the slide unit  67  to the forward shift position from the neutral shift position, the output shaft  156  rotates clockwise. The pinion  157  on the output shaft  156  thus drives the lever  158  via the meshed gear  164  on the lever  158 . The lever  158  pivots counter-clockwise about the axis of the pivot shaft  162 . The rod  98 E moves forward to slide the slide unit  67  also forward toward the front end of the slot  73 . In this movement, the sections  158 ,  160  of the rod  98 E create an acute angle between themselves because the slide unit  67  approaches the fixed pivot shaft  162 . The connecting member  74  thus moves as indicated by the phantom line  74   e . The lever unit  66  pivots counter-clockwise as indicated in the figure by the phantom line  66   e  to rotate the shift rod  64  also counter-clockwise. 
   On the other hand, if the actuator  153  is controlled to place the slide unit  67  to the reverse shift position from the neutral shift position, the output shaft  156  rotates counter-clockwise. The pinion  157  on the output shaft  156  thus drives the lever  158  via the meshed gear  164  on the lever  158 . The lever  158  pivots clockwise about the axis of the pivot shaft  162 . The rod  98 E moves rearward to slide the slide unit  67  also rearward toward the rear end of the slot  73 . In this movement, the sections of the rod  98 E create an obtuse angle between themselves because the slide unit  67  moves away from the pivot shaft  162 . The connecting member  74  thus moves as indicated by the phantom line  74   f . The lever unit  66  pivots clockwise as indicated by the phantom line  66   f  to rotate the shift rod  64  also clockwise. 
   Because, in this sixth embodiment, the actuating member  98 E comprises the lever  158  and the rod  160  which are pivotally coupled with each other and can take almost any angle relative to each other, the shift actuator  153  can be placed at a location in an area which is relatively large on the bottom cowling member  54 . 
   With reference to  FIGS. 23-26 , a seventh preferred embodiment of the electrical shift control system, which is configured in accordance with certain features, aspects and advantages of the present invention, is described below. 
   The same type of shift actuator  153  that is used in the sixth embodiment preferably is used in this embodiment as well also. A separate type of actuating member  98 F, however, is employed instead of the actuating member  98 E used in the sixth embodiment so as to operate the shift mechanism  52  manually in the event of malfunction of the electric motor  154  or any other electric components within the system. The illustrated actuating member  98 F principally comprises a first section  174  and a second section  176 . Other components and arrangements of the system are the same as those in the sixth embodiment. 
   The first section  174  preferably is the same lever as that used in the sixth embodiment. The second section  176  preferably is a rod that comprises a first rod piece  178  and a second rod piece  180 . The first rod piece  178  has a joint portion and a coupling portion  182 . The second rod piece  180  has a joint portion and a coupling portion  184 . The joint portion of the first piece  178  is pivotally coupled with the end of the first section or lever  174  via a connecting pin while the joint portion of the second rod piece  180  is pivotally coupled with the slide pin  68  of the slide unit  67 . 
   The coupling portion  182  of the first rod piece  178  has two openings  186  ( FIG. 25 ) that line along a longitudinal axis of the first rod piece  178 . The coupling portion  184  of the second rod piece  180  is bifurcated vertically and the bifurcated ends are spaced apart from each other. Each bifurcated end preferably has two openings  188  ( FIG. 25 ) that are spaced apart from each other along a longitudinal axis of the second rod piece  180 . A first set of the openings  188  of the second rod piece  180  has the same size and position as those of one of the openings  186  of the first rod piece  178 . The other set of the openings  188  of the second rod piece  180  has the same size and position as those of the other opening  186  of the first rod piece  178 . A connecting pin  190  is inserted into each group of openings  186 ,  188  to rigidly couple the first and second rod pieces  178 ,  180 . As shown in  FIG. 26 , the connecting pins  190  preferably are connected with each other and are spaced apart by the same distance as that which separates the openings  186 ,  188  that are lined side by side. A clip  192  is affixed to a top end of each connecting pin  190  to prevent the connecting pin  190  from slipping off the assembly. 
   With reference to  FIGS. 25 and 26 , in order to manually operate the shift mechanism  52 , the first and second rod pieces  178 ,  180  can be separated from each other. The clips  192  are removed and then the connecting pins  190  are extracted from the openings  186 ,  188 . The second rod piece  180  remains on the slide unit  67 . The operator thus can operate the shift mechanism  52  by the second rod piece  180 . 
   With reference to  FIGS. 27-29 , an eighth preferred embodiment of the electrical shift control system, which is configured in accordance with certain features, aspects and advantages of the present invention, is described below. 
   The foregoing slide unit  67 , the guide member  70  and the connecting member  74  are removed in this embodiment. The shift actuator  153 , which comprises the electric motor  154  and the reduction gear assembly  155 , preferably is located generally in front of the opening  56  of the bottom cowling member  54  and on the port side of the bottom cowling member  54 . Because the slide unit  67  is removed, the shift actuator  153  is directly coupled with the lever unit  66 , which is a shift unit in this embodiment, through an actuating member  98 G. 
   The actuating member  98 G is similar to the actuating member  98 E of the sixth embodiment and has a first section  196  and a second section  198  both constructed similarly to those of the sixth embodiment (FIGS.  21  and  22 ). The first section or lever  196  pivots about an axis of the pivot shaft  162 . One end of the second section or rod  198  is pivotally coupled with the lever  196  via a connecting pin  202 , while the other end of the rod  198  is pivotally coupled with the lever unit  66  via a connecting pin  204 . A distance between an axis of the pivot shaft  162  and an axis of the connecting pin  202  preferably is generally equal to a distance between the axis of the shift rod  64  and an axis of the connecting pin  204 . Also, a length of the rod  96  is determined such that a line connecting the axis of the pivot shaft  162  and the axis of the connecting pin  202  extends generally parallel to a line connecting the axis of the shift rod  64  and the axis of the connecting pin  204 . The lever unit  66  pivots clockwise or counter-clockwise in response to the pivotal movement of the lever  196  when the actuator  153  actuates the lever  196  and rotates the shift rod  64  accordingly. 
   A position sensor  206  such as, for example, a potentiometer preferably is affixed to the pivot shaft  162  to sense the pivotal movement of the lever  196  that is coupled with the pivot shaft  162 . An output signal of the position sensor  206  is sent to the ECU  60  and is used to determine whether the lever  196  moves normally in accordance with the shift command provided to the ECU  60  from the remote controller  106 . The output signal also can be used to determine whether some repair is necessary to the actuator  98 G or related components. 
   The shift mechanism  52  is in the neutral position when the lever  196 , the rod  198  and the lever unit  66  is positioned as indicated by the solid lines in FIG.  27 . The shift mechanism  52  is changed to the forward position while the lever  196  and the lever unit  66  are moving counter-clockwise, and the shift mechanism  52  is changed to the reverse position while the lever  196  and the lever unit  66  are moving clockwise. The positions of the lever  196  and the lever unit  66  corresponding to the forward and reverse positions are indicated by the phantom lines. 
   The foregoing neutral switch can be affixed to the pivot shaft  162  together with the position sensor  206 . Alternatively, the output signal of the position sensor  206  that is generated when the shift mechanism  52  is in the neutral position can be used as a neutral signal that is equivalent to a signal that is generated when the neutral switch is turned on. The starter motor or other starting devices of the engine  38  is allowed to start the engine  38  when the neutral switch is turned on as described above. 
   If the shift actuator  153  malfunctions, the rod  198  is simply detached from the lever unit  66  so as to manually operate the lever unit  66 . 
   As described above, the slide unit, the guide unit and the connecting member are not used and, preferably, in this embodiment, and the rod  198  is directly coupled with the lever unit  66 . The shift actuator  153 , therefore, can be placed at any position and, preferably, in an area in front of the opening  56 . This area is broader than an area that extends in front of the guide unit in the foregoing embodiments. 
   With reference to  FIG. 30 , a ninth preferred embodiment of the electrical shift control system configured, which is in accordance with certain features, aspects and advantages of the present invention, is described below. 
   Similarly to the eighth embodiment, the foregoing slide unit  67 , the guide member  70  and the connecting member  74  are removed in this embodiment. The shift actuator  96 C, which in the embodiment comprises electromagnetic solenoid similar to that used in the fourth embodiment (FIGS.  13 - 17 ), is located generally in front of the opening  56  of the bottom cowling member  54  and on the port side of the bottom cowling member  54 . Because the slide unit  67  is removed, the shift actuator  96 C is directly coupled with the lever unit  66  through the actuating member  98 C. That is, the actuating member  98 C comprises the first section  140  and the second section  142 . The joint portion of the second section  142  in this embodiment is pivotally coupled with the lever unit  66  via the connecting pin  204 . A clip  210  is affixed to the connecting pin  204  to prevent the connecting pin  204  from slipping off. The actuating member  98 C preferably is disposed generally normal to the lever unit  66  as indicated by the solid lines in the figure when the shift mechanism  52  is in the neutral position. Additionally, the lever unit  66  and the actuating member  98 C move as indicated by the phantom lines when the shift mechanism  52  is changed to the forward or reverse position. 
   A position sensor similar to the position sensor  206  is enclosed within the housing of the shift actuator  96 C in this embodiment. The position sensor senses a reciprocal position of the first section  140 . 
   The ninth embodiment can be provided so as to achieve some or all of the advantages of the fourth and eighth embodiments. 
   With reference to  FIGS. 31-32 , a tenth preferred embodiment of the electrical shift control system, which is configured in accordance with certain features, aspects and advantages of the present invention, is described below. 
   Similarly to the eighth embodiment and the ninth embodiment, the foregoing slide unit  67 , the guide member  70  and the connecting member  74  are removed in this embodiment. The shift actuator  96 D, which comprises electromagnetic solenoid and is similar to that used in the fifth embodiment (FIGS.  18 - 20 ), is located generally in front of the opening  56  of the bottom cowling member  54  and on the port side of the bottom cowling member  54 . Because the slide unit  67  is removed, the shift actuator  96 D is directly coupled with the lever unit  66  through the actuating member  98 . The housing of the actuator  96 D is pivotally affixed onto the bottom cowling member  54  by the support unit  212  that comprises the support member  148  and the connecting pin  152 . The joint portion of the actuating member  98  in this embodiment is pivotally coupled with the lever unit  66  via the connecting pin  204 . The actuating member  98  preferably is disposed generally normal to the lever unit  66  as indicated by the solid lines in  FIG. 31  when the shift mechanism  52  is in the neutral position. Additionally, the lever unit  66  and the actuating member  98  move as indicated by the phantom lines when the shift mechanism  52  is changed to the forward or reverse position. 
   The tenth embodiment can be configured and arranged to provide some or all of the advantages of the fifth and eighth embodiments. 
   With reference to  FIGS. 33-35 , an eleventh preferred embodiment of the electrical shift control system, which is configured in accordance with certain features, aspects and advantages of the present invention, is described below. 
   A shift actuator  216  in this embodiment preferably is affixed to a front surface of a crankcase  218  of the engine  38  by bolts  220 . The engine in turn, as noted above, is supported by the drive unit  40 . The shift actuator  216  ( FIG. 35 ) preferably comprises an electric motor that has a rotary shaft  222  extending generally vertically. An axis of the rotary shaft or output shaft  222  preferably extends on the center plane CP. A pinion  224  is affixed to a bottom end of the rotary shaft  222 . The pinion  224  is positioned right in front of a top portion of the shift rod  64 . A fan-like shaped lever member  228  that has gear teeth  230  is affixed to the top portion of the shift rod  64  and meshes the pinion  224 . The lever member  228  is a shift unit in this embodiment. The lever member  228  preferably has a small projection  232  that extends upward. The projection  232  is placed at a center of the lever member  228  and can be positioned when the lever member  228  is placed at a position corresponding to the neutral position of the shift mechanism  52 . 
   A housing of the actuator  216  preferably has a support section  234  that is unitarily formed with the housing and extends horizontally and forwardly from a front bottom end of the actuator housing. An angular position sensor  236  is disposed above the support section  234  and is affixed to the support section  234 . The position sensor  236  thus is located opposite to the shift rod  64  relative to the rotary shaft  222 . The position sensor  236  preferably is a potentiometer that has a sensor shaft extending generally vertically. A gear  238  is affixed to the sensor shaft and meshes the pinion  222 . An output of the position sensor  236  is sent to the ECU  60 . 
   A bracket  240  is affixed to a top surface of the exhaust guide member (not shown). An end of the bracket  240  is pivotally coupled with a top end portion of the shift rod  64  so as to fix the top end portion relative to the exhaust guide member. Although not shown in  FIGS. 33 and 34 , the bracket  240  has a portion extending to the projection  232 . As shown in  FIG. 35 , a neutral switch  242  ( FIG. 35 ) is affixed to the extended portion of the bracket. In the illustrated embodiment, the neutral switch  242  is always positioned on the center plane CP. The neutral switch  242  has a contact portion slightly extending downward. The projection  232  meets the contact portion and presses the contact portion when the lever member  228  is placed at a position corresponding to the neutral position of the shift mechanism  52 . The neutral switch  242  is activated when the projection presses the contact portion. An active signal is sent to the ECU  60 . 
   As thus constructed, the lever member  228  is positioned with the projection  232  placed generally on the center plane CL as indicated by the solid lines of  FIG. 33  when the shift mechanism  52  is in the neutral position. The neutral switch  242  is activated and the ECU  60  allows the engine  38  to be started. The actuator  216  rotates the lever member  228  clockwise or counter-clockwise through the pinion  222  and the gear teeth on the lever member  228 . In the illustrated embodiment, when the lever member  228  is rotated clockwise, the shift mechanism  52  is changed to the forward position from the neutral position. When the lever member  228  is rotated counter-clockwise, the shift mechanism  52  is changed to the reverse position from the neutral position. Simultaneously, the actuator  216  drives the position sensor  236 . The position sensor  236  thus senses a position of the lever member  228  and sends a signal to the ECU  60 . The ECU  60  thus can determine whether the lever member  228  moves normally in accordance with the shift command provided to the ECU  60  from the remote controller  106 . 
   Because the gear connection is used in this embodiment, drive force is accurately conveyed from the actuator  216  to the shift rod  64 . Thus, a precise control of the shift mechanism  52  is assured. 
   Also, the actuator  216  in this embodiment is vertically disposed on a front surface of the crankcase. A relatively small space is required to arrange related components on the top surface of the bottom cowling member  54 . 
   Although this invention has been disclosed in the context of certain preferred embodiments and examples, it will be understood by those skilled in the art that the present invention extends beyond the specifically disclosed embodiments to other alternative embodiments and/or uses of the invention and obvious modifications and equivalents thereof. It is also contemplated that various combinations or sub-combinations of the specific features and aspects of the embodiments may be made and still fall within the scope of the invention. It should be understood that various features and aspects of the disclosed embodiments can be combined with or substituted for one another in order to form varying modes of the disclosed invention. Thus, it is intended that the scope of the present invention herein disclosed should not be limited by the particular disclosed embodiments described above, but should be determined only by a fair reading of the claims.