JPH11208588A - Steering handle of outboard motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent any excessive unshifted load from acting on a shift cable in time of shift operation on a shift lever. SOLUTION: In a steering handle of an outboard motor, which is composed of assembling a shift mechanism to perform a shift operation after converting the rotation of a shift lever into the rectilinear motion of a shift cable 51, a throttle mechanism for performing a throttle operation after converting the rotation of a throttle grip into the rectilinear motion of a throttle cable via a change-direction mechanism, and a throttle opening regulating mechanism to be comprised of an engaging member 35c rotating in linkage with the shift lever and a stopper 38 rotating in linkage with a throttle grip 33 in a housing 30A, a throttle shaft 37 connecting the throttle grip 33 and the change-direction mechanism to each other is set up in this housing 30A as both the ends are supported by two bearing members 52 and 53, and the stopper 38 is locked almost in an intermediate part in the axial direction of this throttle shaft 37, while the throttle shaft 37 nearby this stopper 38 is battened, thereby installing a flexural regulation member 56 of this throttle shaft 37.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering handle for performing steering, throttle operation and shift operation of an outboard motor.

[0002]

2. Description of the Related Art Conventionally, as shown in FIGS.
The outboard motor 1 has a propulsion unit 2.
An engine (not shown) is mounted on the upper part, and a propeller 3 rotatably driven by the engine is provided on the lower part (for example, JP-A-7-81689, JP-A-8-2).
489).

[0003] The outboard motor 1 is attached to the rear end of the hull 4.
Is fixed, and a swivel bracket 6 is pivotally attached to the clamp bracket 5 by a tilt shaft 7,
The propulsion unit 2 is pivotally attached to the swivel bracket 6 so as to be rotatable around a steering shaft 8.

[0004] A bracket 11 is fixed to the upper part of the propulsion unit 2, and a base end of a steering handle 10 is pivotally mounted on the bracket 11 so as to be vertically rotatable about a shaft 12. Is the throttle grip 13
A shift lever 14 is pivotally mounted on the outer surface of the steering handle 10 near the throttle grip 13 so as to be able to rotate back and forth. A trim control switch 20 is provided on the lower surface of the steering handle 10 between the shift lever 14 and the throttle grip 13.

When the throttle opening is increased by operating the throttle grip 13 when the shift lever 14 is in a neutral state, that is, when the engine is in a no-load state, the engine speed becomes extremely large and various problems occur. In some cases, a throttle opening restriction mechanism is provided to avoid this.

As shown in FIG. 12, the throttle opening restricting mechanism includes an engaging member 16 attached to a cam plate 15 which rotates in association with a shift lever 14 and a rotating member which rotates in conjunction with the throttle grip 13. When the shift lever 14 is in the neutral position (N), even if the throttle grip 13 is operated in the direction of arrow A to increase the throttle opening, the stopper 18 has a screw. 19
Engages with the engaging member 16 to regulate the throttle operation of the throttle grip 13.

When the shift lever 14 is moved forward (F)
Alternatively, when the vehicle is in reverse (R), the engagement member 16 retreats backward or forward as indicated by a two-dot chain line, so that the throttle grip 13 is operated in the direction of arrow A to increase the throttle opening. Also, stopper 18
The screw 19 of the throttle grip 13 does not engage with the engagement member 16, so that the throttle operation of the throttle grip 13 is not restricted.

As shown in FIG. 13A, the shift lever 14 is in the forward movement (F), the engagement member 16 is also in the forward movement (F), and the throttle is fully closed.
It is assumed that the throttle operation is performed and the small throttle is maintained as shown in FIG. At this time, if an emergency situation occurs and the operator performs a shift operation of switching the shift lever 14 from the forward (F) to the neutral (N), the engagement is performed as shown in FIGS. Since the member 16 engages with the round portion at the tip of the stopper 18 to push the stopper 18 back, the throttle shaft 17 rotates to the closing side of the throttle, and as shown in FIG. When the neutral (N) is reached and the engaging member 16 is located immediately below the stopper 18, the throttle is closed to almost fully closed.

Therefore, when the throttle opening is small,
The shift operation of the shift lever 14 can be performed without returning the throttle to the fully closed side, and at the same time, the throttle is automatically closed to the fully closed side to prevent a rapid increase in the no-load engine speed. Note that the same operation is performed at the time of switching operation from reverse (R) to neutral (N).

However, even at a small throttle opening,
When the engine speed is high to some extent,
Is shifted to neutral (N), the shift lever 14 is connected to the shift device built in the propulsion unit 2 via a shift cable, so that the shift lever 14 is shifted from the forward (F) state or the reverse (R) state to the neutral state. When the shift cable is switched to the state (N), an excessive shift pulling load acts on the shift cable, which may cause buckling or the like of the shift cable.

[0011]

In order to prevent the shift cable from buckling or the like, the round portion at the tip end of the stopper 18 is replaced by a square portion (see a two-dot chain line a in FIG. 13C). ), When the throttle operation is more than the restriction on the throttle operation of the throttle grip 13 by the throttle opening restriction mechanism, the engagement member 1
It is conceivable that the stopper 18 is not pushed back at 6 so that the shift lever 14 cannot be shifted to neutral (N).

However, when the shift lever 14 is erroneously applied to the shift lever 14 to shift to neutral (N) by mistake, the throttle shaft 17 to which the stopper 18 is fixed is supported by the bearing members in the steering handle 10 at both ends. 13C, the pressing force of the engaging member 16 applied to the stopper 18 causes the throttle shaft 17 to bend in the direction perpendicular to the axis as indicated by the two-dot chain line b in FIG. The shift lever 14 is forcibly moved over the square portion at the tip of the stopper 18, and the shift lever 14 is shifted to the neutral (N). As a result, as described above, an excessive shift load is applied to the shift cable. May act to cause buckling or the like of the shift cable.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned conventional problems, and provides a steering handle of an outboard motor in which an excessive shift load is not applied to a shift cable when a shift lever is shifted. It is intended to do so.

[0014]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention is mounted on an outboard motor body which is steerably supported on a hull, and converts rotation of a shift lever into linear movement of a shift cable. A shift mechanism for performing a shift operation, a slot mechanism for performing a throttle operation by converting the rotation of the throttle grip into a linear motion of a throttle cable via a direction conversion mechanism, and an interlocking with the shift lever. A steering handle of an outboard motor in which a throttle opening restriction mechanism constituted by a rotating engagement member and a stopper which rotates in conjunction with the throttle grip is incorporated in a housing. A throttle shaft connecting the grip and the direction changing mechanism is supported at both ends by a bearing member and arranged. The stopper is fixed to a substantially middle portion of the throttle shaft in the axial direction, and a flexure restricting member is provided for restricting a flexure of the throttle shaft in a direction perpendicular to the axis by abutting a throttle shaft near the stopper. And a steering handle for an outboard motor.

According to the present invention, the deflection in the direction perpendicular to the axis of the throttle shaft, both ends of which are supported by the bearing members in the housing, is restricted by the deflection restricting member, so that an excessive force is erroneously applied to the shift lever. Even if the pushing force of the engaging member is applied to the stopper to shift to neutral, the deflection of the throttle shaft in the direction perpendicular to the axis of the throttle shaft is restricted by the deflection restricting member. You won't get over it.

As described in claim 2, the deflection restricting member is a leaf spring material. In a state where the rear portion of the leaf spring material is fitted into the concave step portion of the housing and is prevented from rotating, 1
It can be configured to be fixed by bolts, and to restrict the deflection by contacting the outer periphery of the throttle shaft with the tip of the leaf spring material.

[0017]

Embodiments of the present invention will be described below in detail with reference to the drawings.

As shown in FIGS. 1 and 2, the outboard motor 21 has a propulsion unit 22. An engine (described later) is mounted on the upper part of the propulsion unit 22, and the lower part is rotated by the engine. A propeller 23 is provided.

The outboard motor 21 is attached to the rear end of the hull 24. A clamp bracket 25 is fixed to a tail plate 24a of the hull 24, and a swivel bracket 26 is rotated by the tilt shaft 27 on the clamp bracket 25. The propulsion unit 22 is pivotally attached to the swivel bracket 26 so as to be rotatable around a steering shaft 28.

A bracket 31 is fixed to the front upper portion of the propulsion unit 22. The bracket 31 has a base end 30a of a handle housing 30A of the steering handle 30 bent in an L-shape from the front to the rear. Is pivotally attached to the handle housing 30A at a distal end portion 30b. A throttle grip 33 is rotatably attached to the distal end portion 30b of the handle housing 30A, and an inner surface of the handle housing 30A near the throttle grip 33 (a ship operator (starboard) A shift lever 34 that rises upward is pivotally mounted on the surface) on the side) so that the shift lever 34 is rotatable back and forth.

A throttle friction adjusting knob 40 is rotatably mounted on the inner surface of the handle housing 30A between the throttle grip 33 and the shift lever 34, and the handle housing 30A is almost directly below the throttle friction adjusting knob 40. Fig. 3
An up / down switch 41 for trim as shown in FIG. The up / down switch 41 may also be used for trim control.

A recess 30c is formed on an inner side surface of the handle housing 30A between the base portion 30a and a position slightly behind the mounting portion of the shift lever 34, and the recess 30c is formed to be flattened outward. 30c, the shift lever 3
The width (thickness) W of the handle housing 30A between the base portion 30a and the position slightly behind the mounting portion 4 is narrowed outward.

The recess 30 of the handle housing 30A
At the rearward position of the inner surface of c, a bulging portion 30d that rises in an inverted V-shape at a predetermined angle inward is formed,
The inclined surface 30e of the bulging portion 30d on the shift lever 34 side.
Is provided with a stop switch 42, and a kill switch 43 is detachably attached to the stop switch 42. In addition, the concave portion 3 at a position closer to the front of the bulging portion 30d.
A mark 44 indicating the remaining amount of oil and the temperature of the cooling water is affixed to the inner surface of 0c, and each warning lamp 45 is attached immediately below the mark 44.

FIG. 4A shows the handle housing 30.
A handle cover 30A is formed in an inverted U-shaped cross-section with the upper surface, the inner surface, and the outer surface removed, and a rectangular closed shape is provided by attaching the lower surface cover. A cross section is formed, and a shift mechanism and a throttle mechanism are incorporated in the handle housing 30A. The up / down switch 41 for tilt control is attached to the lower cover.

As shown in FIGS. 4 (a) and 5, the shift lever 34 of the shift mechanism is provided with a lower shaft through a through hole of a boss 30f projecting inward from the inner surface of the handle housing 30A. The portion 34a is rotatably fitted, and the boss portion 3 is
The shaft portion 35a of the cam plate 35 is rotatably fitted into the through hole 0f, and a bolt 48 inserted into the shaft portion 34a of the shift lever 34 is screwed into the shaft portion 35a of the cam plate 35, and the shift lever The cam plate 35 is integrally fixed to 34.

As shown in FIG. 4B, the cam plate 35 has a plurality of moderation recesses 3 for the shift lever 34.
5b is formed, and a moderation spring 49 is engaged with one of the moderation recesses 35b to provide moderation to the forward (F), neutral (N), and reverse (R) rotation operations of the shift lever 34. Become like As shown in FIG. 5A, a mark 53 indicating each of the forward (F), neutral (N), and reverse (R) rotational operation directions of the shift lever 34 is attached to the upper surface of the handle housing 30A. It is attached.

The cam plate 35 is provided with a link shaft portion (engaging member) 35c which overhangs a throttle shaft 37 described later from the upper surface of the handle housing 30A and projects sideward. 35
4C, the other end of the shift cable 51 having one end connected to the shift device built in the propulsion unit 22 as shown in FIG. By rotating the shift lever 34, the rotation of the shift lever 34 is shifted by the cam plate 35 to the shift cable 51.
And the shift device in the propulsion unit 22 is switched via the shift cable 51 to the forward (F), neutral (N), and reverse (R) shift states.

A throttle shaft 37 is disposed in the handle housing 30A in the longitudinal direction thereof, and a distal end of the throttle shaft 37 has a throttle grip holding portion 30g extending forward from a distal end 30b of the handle housing 30A. And is rotatably supported by the front bearing member 52 in the throttle grip holding portion 30g.
7 is a rear end of the handle housing 30A.
It extends to the vicinity of a and is rotatably supported by the rear bearing member 53 in the handle housing 30A. As described above, the front end and the rear end of the throttle shaft 37 are connected to the front and rear bearing members 52, 5 in the handle housing 30A.
3 are supported at both ends. The throttle shaft 37 is connected to the throttle grip 33 so as to rotate in conjunction with the rotation operation of the throttle grip 33.

A friction member 54 is engaged with the throttle shaft 37 between the throttle grip 33 and the shift lever 34.
Although not specifically shown, the rotation of the throttle friction adjustment knob 40 is expanded and narrowed to apply friction to the rotation of the throttle shaft 37.

The cam plate 35 of the shift lever 34
A stopper 38 is fixed to the throttle shaft 37 in the vicinity of the stopper 38. The stopper 38 has a substantially rectangular tip (see FIG. 5B).

As shown in FIG. 6 (a), when the cam plate 35 is rotated to the neutral position (N) together with the shift lever 34, the stopper 38 engages the link shaft portion (engaging member) of the cam plate 35. If the throttle grip 33 is rotated to increase the throttle opening degree in this state, the stopper 38 is connected to the link shaft portion (engaging member) of the cam plate 35. Engagement with 35c (see the two-dot chain line in FIG. 5B) restricts the throttle operation of the throttle grip 33 (throttle opening restriction mechanism).

As shown in FIG. 6 (b), the cam plate 35 moves forward together with the shift lever 34 (F: see a two-dot chain line) or moves backward (R: see a solid line).
When the throttle grip 33 is rotated to increase the throttle opening, the stopper 38 does not engage with the link shaft portion (engaging member) 35c of the cam plate 35. Throttle grip 33
Throttle operation is no longer regulated.

This cam plate 35 serves as a shift lever 34
When the shift lever 34 is shifted to neutral (N) during throttle operation beyond the restriction on throttle operation of the throttle grip 33 in a state where the throttle lever 33 is rotating forward (F) or reverse (R). In this case, the link shaft portion (engaging member) 35c of the cam plate 35 comes into contact with the tip side surface portion of the stopper 38 rotated together with the throttle shaft 37, so that the shift lever 34 cannot be shifted to neutral (N).

As described above, since the throttle shaft 37 is only supported at both ends by the front and rear bearing members 52 and 53, the middle portion thereof is easily bent in the direction perpendicular to the axis. In particular, in order to shift the shift lever 34 to neutral (N), the link shaft portion (engaging member) 35c of the cam plate 35 is moved to the stopper 38.
Abuts against the tip side surface of the link shaft portion (engaging member) 3
Since excessive pressing force is applied to the stopper 38 from 5c,
With this pressing force, the throttle shaft 37 near the stopper 38 bends in a direction perpendicular to the axis as shown by a two-dot chain line d in FIG. 6B.

In order to prevent the deflection of the throttle shaft 37, as shown in FIG. 4A, the throttle shaft 37 near the stopper 38 is brought into contact with the throttle shaft 37.
A rectangular leaf spring member (deflection restricting member) 56 for restricting the deflection of the throttle shaft 37 in the direction perpendicular to the axis is provided.

A concave step portion 30h into which the rear portion of the leaf spring member 56 is fitted from above is provided in the handle housing 30A.
Is formed, and in the state where the rear portion of the leaf spring material 56 is fitted into the concave stepped portion 30h and is prevented from rotating, one bolt 57
The rear part of the leaf spring material 56 is fixed to the concave step portion 30h, and the deflection of the throttle shaft 37 is regulated by contacting the outer periphery of the throttle shaft 37 with the leading end of the leaf spring material 56. Become like

As shown in FIG. 4A, a pulley 58 is fixed to the rear end of the throttle shaft 37 rotatably supported by the rear bearing member 53. The other end of a throttle cable 59, one end of which is connected to a throttle device incorporated in the propulsion unit 22, is wound and connected, and the throttle shaft 37 is rotated by the throttle grip 33, whereby the throttle shaft is rotated. The rotation of 37 is converted into a linear motion of a throttle cable 59 by a pulley 58, and the propulsion unit 22 is
The opening degree of the throttle valve of the throttle device inside is adjusted.

FIGS. 7 and 8 schematically show the main part of the cowling 61 of the propulsion unit 22. An engine 62 is installed at the center of the propulsion unit 22. , A fuel pump 63, a fuel strainer 64, a carburetor 65, and the like.

A throttle lever 66 of a throttle valve (not shown) provided on the engine 62 is connected via a rod 69 to an operating lever 68 pivotally connected to a shaft 67, and a pulley that rotates integrally with the operating lever 68. 70
The one end of the throttle cable 59 introduced into the cowling 61 from the base end 30a of the handle housing 30A is wound and connected thereto. The operating lever 68 is provided with a stopper cam 71 so as to be able to rotate integrally.

When the throttle shaft 37 is rotated in the fully open direction by the throttle grip 33, the throttle cable 59 (a) wound upward is pulled in the direction of arrow e as shown in FIG. 9 (a). By
The operation lever 68 turns clockwise, and the throttle lever 66 is rotated in the fully open direction via the rod 69. Conversely, when the throttle shaft 37 is rotated in the fully closed direction by the throttle grip 33, the lower winding throttle cable 59 (b) is pulled in the direction of the arrow f, whereby the operation lever 68 turns left and the rod The throttle lever 66 is rotated in the fully closed direction via 69.

A rod 73 rotatably supported in a horizontal direction by a pair of bearing members 72 is provided at the bottom of the cowling 61. The rod 73 is introduced into the cowling 61 from the handle housing 30A. The other end of the shift cable 51 is connected. A lever 74 is fixed to one end of the rod 73, and the linear movement of the shift cable 51 is converted into a rotational movement by the rod 73, whereby the lever 74 swings in the left-right direction.

The stopper cam 71 of the operating lever 68
A shift plate 76 for switching the shift device between forward (F), neutral (N), and reverse (R) shift states is provided at a position substantially directly below the shift plate 76 by a shaft 75. The lever 74 is connected via 77.

When the shift lever 34 is neutral (N), the shift plate 76 is moved to the position shown in FIG.
The shift lever 34 is in the neutral (N) position of
9B, the shift plate 76 is moved backward (R) through the shift cable 51 pushed by the cam plate 35, the rod 73, the lever 74 turned left and the rod 77 as shown in FIG. 9B. ), The shift device is switched to the reverse (R) shift state. Conversely, when the shift lever 34 is rotated forward (F),
The shift plate 76 is clockwise turned to the forward (F) position as shown in FIG. 9 (c) via the shift cable 51, the rod 73, the lever 74 and the rod 77 which are turned clockwise, which are pulled by the cam plate 35, and the shift device. Is switched to the forward (F) shift state.

As shown in FIG. 9A, the shift plate 76
Is in the neutral (N) position together with the shift lever 34, the stopper cam 71 engages with the upper portion of the shift plate 76 even if the throttle grip 33 is rotated to increase the throttle opening (two points). The throttle operation of the throttle grip 33 is restricted (a throttle opening restriction mechanism).

Also, when the shift plate 76 is rotating backward (R) together with the shift lever 34 as shown in FIG. 9B, and when the shift plate 7 is rotated as shown in FIG.
When the throttle lever 6 is rotated forward (F) together with the shift lever 34, even if the throttle grip 33 is rotated to increase the throttle opening, the stopper cam 7 is rotated.
Since 1 does not engage with the upper part of the shift plate 76 (see the two-dot chain line), the throttle operation of the throttle grip 33 is not restricted.

The shift plate 76 is used for the shift lever 3
If the shift lever 34 is shifted to the neutral (N) during the throttle operation beyond the restriction on the throttle operation of the throttle grip 33 in a state where the throttle lever 33 is rotated backward (R) with FIG. (B)
As described above, the upper portion of the shift plate 76 abuts against the side surface of the stopper cam 71 to forcibly rotate the stopper cam 71 counterclockwise, so that the lower winding throttle cable 59 (b) is pulled in the direction of arrow f. As a result, the operation lever 68 is turned leftward, and the throttle lever 66 is rotated via the rod 69 in the fully closed direction. Thus, the shift lever 34 can be shifted to neutral (N) while the throttle lever 66 is rotated in the fully closed direction.

In a state where the shift plate 76 is rotating forward (F) together with the shift lever 34, when the throttle operation of the throttle grip 33 is more than the regulation of the throttle operation, the shift lever 34 is moved to the neutral (N). FIG. 9
Since the upper part of the shift plate 76 contacts the lower end of the stopper cam 71 as shown in FIG.
Cannot be shifted to neutral (N).

The throttle opening restriction mechanism and the shift restriction mechanism in the cowling 61 of the propulsion unit 22 described with reference to FIGS. 7 to 9 have the same purpose as the throttle opening restriction mechanism and the shift restriction mechanism in the steering wheel 30. , One of them can be omitted, but when it is already installed in the cowl 61 of the propulsion unit 22, there is no need to remove it, and the steering wheel 30 There is no harm in using it together with the newly provided one.

In the above configuration, the throttle shaft 37 supported at both ends by the front bearing member 52 and the rear bearing member 53 in the handle housing 30A of the steering handle 30.
Is restricted by the leaf spring member (flexure restricting member) 56 fixed in the handle housing 30A, so that an excessive force is erroneously applied to the shift lever 34 to advance (F). Alternatively, even if the pressing force of the link shaft portion (engaging member) 35c of the cam plate 35 is applied to the stopper 38 of the throttle shaft 37 in order to shift from reverse (R) to neutral (N), the leaf spring material 5
6 restricts the deflection of the throttle shaft 37 in the direction perpendicular to the axis.
c does not forcibly cross the tip of the stopper 38.

As a result, the shift lever 34 cannot be shifted from the forward (F) or reverse (R) to the neutral (N), so that no excessive shift load is applied to the shift cable 59 and the shift cable 59 buckles. There is no danger of the occurrence of the like.

Further, as a deflection regulating member, a leaf spring material 5 is used.
6, the rear portion of the leaf spring member 56 is fitted into the concave step portion 30d of the handle housing 30A and is fixed with one bolt 57 in a state where it is prevented from rotating.
6, the outer periphery of the throttle shaft 37 is stopped against the outer periphery of the throttle shaft 37 to restrict the deflection. Therefore, the deflection restricting member can be constituted by a simple leaf spring material 56, and one bolt 57
The parts can be prevented from rotating and fixed, thereby reducing the cost of parts and the cost of assembly. Further, unlike the plate material having no spring property, the plate spring material 56 is restored by the spring force even if it is slightly bent with the throttle shaft 37, so that the durability is improved.

[0052]

As is apparent from the above description, in the steering handle of the outboard motor according to the present invention, the deflection in the direction perpendicular to the axis of the throttle shaft supported at both ends by the bearing members in the housing is restricted by the deflection control member. Therefore, even if an excessive force is applied to the shift lever to shift to neutral by mistake, and the pressing force of the engaging member is applied to the stopper, the deflection restricting member bends in the direction perpendicular to the axis of the throttle shaft. Is restricted, so that the engaging member does not forcibly climb over the tip of the stopper.

Accordingly, the shift lever cannot be shifted to the neutral position, so that an excessive shift load is not applied to the shift cable, and there is no risk of buckling or the like of the shift cable.

Further, the deflection restricting member is a leaf spring material,
The rear part of the leaf spring material is fitted into the concave step of the housing and fixed with one bolt in a state where it is prevented from rotating, and the outer periphery of the throttle shaft is stopped at the front end of the leaf spring material to restrict the deflection. With this configuration, the deflection restricting member can be composed of a simple leaf spring material, and can be prevented from rotating and fixed with a single bolt, so that the cost of parts and assembly is low, and even if the spring is slightly bent with the throttle shaft, Since it is restored by force, the durability is good.

[Brief description of the drawings]

FIG. 1 is a side view of an outboard motor provided with a steering handle of the present invention.

FIG. 2 is a plan view of FIG.

FIG. 3 is a side view of an inner surface side of the steering wheel.

FIG. 4A is a bottom view of the steering handle with a handle cover removed, and FIG. 4B is a front view of a main part of a moderating portion of a throttle friction adjustment knob.

5A is a plan view of a shift lever, and FIG. 5B is a side sectional view of the shift lever.

6A and 6B show a positional relationship of a link shaft portion (engaging member) of a cam plate, and FIG. 6A is a front view in a neutral state,
(B) is a front view of a forward or backward state.

FIG. 7 is a schematic side view inside the cowling of the outboard motor.

FIG. 8 is a schematic plan view inside the cowling of the outboard motor.

FIG. 9 shows a throttle opening restriction mechanism in the cowling of the outboard motor, where (a) is a front view in a neutral state,
(B) is a front view of a backward movement state, (c) is a front view of a forward movement state.

FIG. 10 is a side view of an outboard motor provided with a conventional steering wheel.

FIG. 11 is a plan view of FIG.

FIG. 12 is a perspective view of a conventional throttle opening restriction mechanism.

FIGS. 13A to 13G are explanatory diagrams showing a relationship between an engagement pin and a stopper of the throttle opening restriction mechanism.

[Explanation of symbols]

 Reference Signs List 21 Outboard motor 24 Hull 30 Steering handle 30A Handle housing 33 Throttle grip 34 Shift lever 35 Cam plate 35a Link shaft (engaging member) 37 Throttle shaft 38 Stopper 51 Shift cable 52, 53 Bearing member 56 Leaf spring material (deflection restriction) Parts) 57 Bolt 59 Throttle cable

Claims (2)

[Claims] 1. A shift mechanism mounted on an outboard motor main body which is steerably supported on a hull for converting a rotation of a shift lever into a linear movement of a shift cable to perform a shift operation, and a rotation of a throttle grip. A slot mechanism for converting the movement into a linear movement of the throttle cable via a direction conversion mechanism to perform a throttle operation, an engagement member that rotates in conjunction with the shift lever, and a rotation in conjunction with the throttle grip A steering handle of an outboard motor incorporating a throttle opening restriction mechanism formed of a stopper and a stopper in the housing. In the housing, a throttle shaft connecting the throttle grip and the direction changing mechanism is a bearing member. Both ends are supported and arranged, and the stopper is fixed to a substantially intermediate portion of the throttle shaft in the axial direction. Together, stop against the stopper vicinity of the throttle shaft, the steering wheel of the outboard motor, wherein a deflection restricting member for restricting the deflection of the direction perpendicular to the axis of the throttle shaft. The deflection restricting member is a leaf spring material, and is fixed with one bolt in a state where the rear portion of the leaf spring material is fitted into the concave step of the housing and is prevented from rotating. 2. The steering handle of an outboard motor according to claim 1, wherein a deflection of the throttle shaft is restricted by contacting an outer periphery of the throttle shaft with a front end of the leaf spring material.