Tillers for outboard motors having reversible throttle grip direction

A tiller for an outboard motor has a throttle grip that is manually rotatable through first and second ranges of motion into and between an idle position in which the outboard motor is controlled at an idle speed, and first and second open-throttle positions, respectively, in which the outboard motor is controlled at an above-idle speed. A throttle shaft is coupled to the throttle grip and is configured so that rotation of the throttle grip causes rotation of the throttle shaft, which changes a throttle position of a throttle of the outboard motor. A rotation direction switching mechanism is manually positionable into a first position in which rotation of the throttle grip through the first range of motion controls the throttle of the outboard motor and alternately manually positionable into a second position in which rotation of the throttle grip through the second range of motion controls the throttle position.

FIELD

The present disclosure relates to outboard motors, and particularly to tillers for outboard motors.

BACKGROUND

The following U.S. Patents are incorporated herein by reference:

U.S. Pat. No. 9,764,813 discloses a tiller for an outboard motor. The tiller comprises a tiller chassis that is elongated along a tiller axis between a fixed end and a free end. A throttle grip is disposed on the free end. The throttle grip is rotatable through a first (left handed) range of motion from an idle position in which the outboard motor is controlled at idle speed to first (left handed) wide open-throttle position in which the outboard motor is controlled at wide above-idle speed and alternately through a second (right handed) range of motion from the idle position to a second (right handed) wide open-throttle position in which the outboard motor is controlled at wide above-idle speed.

U.S. Pat. No. 9,789,945 discloses a tiller for an outboard motor. The tiller has a base bracket that is configured to be rotationally fixed with respect to the outboard motor, a chassis bracket that is coupled to the base bracket, and a locking arrangement. The locking arrangement is movable into and between a locked position, wherein the chassis bracket is locked to and rotates together with the base bracket, and an unlocked position, wherein the chassis bracket is freely rotatable with respect to the base bracket about a vertical axis when the tiller is in a horizontal position.

SUMMARY

A tiller for an outboard motor comprises a throttle grip that is manually rotatable through a first range of motion into and between an idle position in which the outboard motor is controlled at an idle speed and a first open-throttle position in which the outboard motor is controlled at an above-idle speed, and further wherein the throttle grip is oppositely rotatable through a second range of motion into and between the idle position and a second open-throttle position in which the outboard motor is controlled at the above-idle speed; a throttle shaft coupled to the throttle grip and configured so that rotation of the throttle grip causes rotation of the throttle shaft, which changes a throttle position of a throttle of the outboard motor; and a rotation direction switching mechanism that is manually positionable into a first position in which rotation of the throttle grip through the first range of motion controls the throttle of the outboard motor and alternately manually positionable into a second position in which rotation of the throttle grip through the second range of motion controls the throttle position.

In certain examples, first and second driving gears are disposed on the throttle shaft. The opposing first and second driving gears are coupled to the throttle gear so that rotation of each of the first and second driving gears, alternatively, causes rotation of the throttle gear. The manually operable connector is manually positionable in two positions, including the first position wherein the manually operable connector couples the first driving gear to the throttle shaft so that rotation of the throttle grip through the first range of motion controls the throttle position, and alternatively in the second position wherein the manually operable connector couples the second driving gear to the throttle shaft so that rotation of the throttle grip through the second range of motion controls the throttle position.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1depicts a tiller10for use with an outboard motor12. The tiller10is illustrated in solid line format and the outboard motor12is illustrated in dash-and-dot line format. The configuration of outboard motor12is exemplary and can vary from what is shown. In the illustrated example, the outboard motor12is configured for attachment to the transom of a marine vessel via a transom bracket14so that the outboard motor12is steerable about a vertical steering axis V, as is conventional.

Referring toFIG. 2, the tiller10has a tiller chassis16that extends in an axial direction along a tiller axis18. The tiller chassis16has a first axial end20and an axially opposite, second axial end22. A rotatable throttle grip24is supported on the first axial end20. An adjustable mount26is located at the second axial end22, and is configured to facilitate pivoting of the tiller10through a range of motion including at least into and between a horizontal position (FIG. 1) wherein the tiller chassis16extends horizontally and a vertical position wherein the tiller chassis16extends vertically. Examples of the adjustable mount26are provided in the above-incorporated US patents. In certain examples, the tiller chassis16is made of metal. The type and configuration of adjustable mount26can vary from what is shown, and for example can include any one or a combination of adjustable mount embodiments. As is conventional, the adjustable mount26allows for pivoting of the tiller10through the vertical range of motion about a horizontal pivot axis28(FIG. 2). An optional adjustment bolt and ratchet lever are located at the adjustable mount26and facilitate positional and pivoting movement, as is conventional.

A top cover32is disposed on top of the tiller chassis16. The top cover32and tiller chassis16together define an interior of the tiller10. The top cover32is located on top of the tiller chassis16when the tiller10is in the horizontal position (FIG. 2). The top cover32is removable from the tiller chassis16when the tiller10is in the horizontal position (FIG. 2). As illustrated inFIG. 3, removal of the top cover32provides access to the interior from above the tiller10when the tiller10is in the horizontal position. This provides access to the interior. In certain examples, the top cover32is made of plastic. The top cover32can be coupled to the tiller chassis16by removable fasteners. In other examples, the top cover32is removably fastened to the tiller chassis16by a snap-fit engagement or other non-permanent connection.

Referring toFIG. 3, the tiller10has a throttle linkage34that links the throttle grip24to a conventional spring-loaded to idle throttle35(seeFIG. 1) of an internal combustion engine33on the outboard motor12. The throttle linkage34includes a throttle shaft36disposed in the interior of the tiller10so that the tiller chassis16is located vertically beneath and supports the throttle shaft36when the tiller10is in the horizontal position. The throttle shaft36thus extends parallel to the tiller axis18and is held in place by a throttle friction clamp38and a bearing support40. Rotation of the throttle grip24causes rotation of the throttle shaft36. A rotatable clamping knob42is coupled to the throttle friction clamp38. Rotation of the clamping knob42in one direction squeezes the throttle friction clamp38to lock the position of the throttle shaft36and throttle grip24thus facilitating hands-free operation. Opposite rotation of the clamping knob42relaxes the throttle friction clamp38and thus allows manual rotation of the throttle grip24and associated throttle shaft36.

A shift lever44is coupled to the tiller chassis16. A shift linkage46connects the shift lever44to a transmission49(seeFIG. 1) on the outboard motor12. The shift linkage46includes a shift arm48that is disposed in the interior of the tiller10so that the tiller chassis16is located vertically beneath and supports the shift arm48when the tiller10is in the horizontal position. Manual shifting of the shift lever44causes corresponding rotation of the shift arm48, which translates a shift cable50. Translation of the shift cable50causes corresponding shifting action in the transmission49of the outboard motor12, as is conventional.

Optional tiller components can be supported by the tiller chassis16, including a trim switch and associated circuitry, as well as a kill switch and associated circuitry for shutting off the outboard motor in an emergency. The kill switch is actuated by a conventional removable lanyard (not shown). These components are conventional and thus are not further described herein.

As described in the above-incorporated U.S. Pat. No. 9,764,813, the adjustable mount26advantageously facilitates operator-adjustment of the angular orientation of the tiller10with respect to the outboard motor12and particularly about and with respect to the noted vertical steering axis V. This provides both ergonomic and performance advantages over the prior art. As fully described in the '813 patent, the operator can reposition the angle of the tiller10to a desired angle by operating the adjustable mount26, which allows the operator to choose between left-handed and right-handed orientations. During conventional left-handed control, the operator will rotate the throttle grip counter-clockwise (i.e. towards the operator, as viewed from in front of the outboard motor) to advance the throttle of the outboard motor. However, some operators prefer to use their right hand to control the tiller and thus prefer to sit on the port-side of the outboard motor. This is opposite of what is conventional. In such cases, with a tiller positioned in a right-handed position, according to the prior art, the operator will usually have to rotate the grip counterclockwise (i.e. away from the operator, as viewed from in front of the outboard motor) to advance the throttle. The present inventors have found that this prior art feature can be counterintuitive and thus could increase the chance of operator error.

Improved systems and methods are disclosed herein that allow the operator to more easily, manually pre-select (i.e. switch) the effects of throttle grip rotation based upon whether the adjustable mount is positioned for left-handed control or right-handed control. This advantageously provides the operator with more ergonomic, intuitive and consistent controllability of the throttle in either position. Specifically, according to the following example, the operator can easily, manually, selectively set up the tiller so that the throttle will advance when the throttle grip is rotated over the top, towards the operator.

Referring toFIGS. 3-7, the throttle grip24is manually rotatable through a first range of motion R1(FIG. 5) into and between an idle position (FIG. 3) in which the outboard motor12is controlled at an idle speed and a first open-throttle position (FIG. 5) in which the outboard motor12is controlled at an above-idle speed. The throttle grip24is oppositely rotatable through a second range of motion R2(FIG. 6) into and between the idle position and a second open-throttle position (FIG. 6) in which the outboard motor12is controlled at the above-idle speed. The throttle shaft36is coupled to the throttle grip24and configured so that rotation of the throttle grip24causes rotation of the throttle shaft36. A throttle gear60is selectively coupled to the throttle shaft36, as further described herein below, so that rotation of the throttle shaft36causes rotation of the throttle gear60, which in turn changes a throttle position of the throttle35of the outboard motor12. The throttle gear60has a bevel gear62and a lever arm64that extends from the bevel gear62and is coupled to a throttle cable66such that rotation of the bevel gear62rotates the lever arm64, which in turn pulls the throttle cable66in direction65. The opposite end of the throttle cable66is coupled to the throttle35, as is conventional, and is configured to change the throttle position when the throttle cable66is moved (e.g. pulled) by the lever arm64.

Opposing first and second driving gears (pinions)68,70are disposed on the throttle shaft36. The opposing first and second driving gears68,70are coupled to the throttle gear60in a meshed engagement so that rotation of each of the first and second driving gears68,70(alternatively as discussed herein below) causes rotation of the throttle gear60. A manually operable connector72, which in the illustrated example is a D-ring pin, is manually, in the alternative, attachable to each of the first and second driving gears68,70and the throttle shift36. The configuration of the manually operable connector72can vary from what is shown and for example can include any type of conventional fastener. Referring toFIG. 5, when the manually positionable, movable operable connector72attaches to the first driving gear68to the throttle shaft36, rotation of the throttle grip24through the first range of motion R1pulls on the throttle cable66and thereby controls the throttle position, as described herein above. Referring toFIG. 6, when the manually operable connector72attaches the second driving gear70to the throttle shaft36, rotation of the throttle grip24through the second range of motion R2pulls on the throttle cable66and thereby controls the throttle position, as described herein above.

Each of the first and second driving gears68,70includes a bevel gear74and a gear hub76. The throttle shaft36extends through each gear hub76. A throughbore78extends through each respective gear hub76and a corresponding throughbore80(seeFIGS. 4 and 7) is formed in the throttle shaft36. In use, the manually operable connector72is manually, alternatively attached to the first or second driving gears68,70and throttle shaft36by inserting the manually operable connector72through the throughbore78and the throughbore80, thereby rotationally locking the gear hub76to the throttle shaft36. When the manually operable connector72is attached to the first driving gear68, the throttle shaft36is fixed (rotationally locked) to first driving gear68whereas the throttle shaft36is freely rotatable within the gear hub76of the second driving gear70. Alternatively, when the manually operable connector72is attached to the second driving gear70and throttle shaft36, the throttle shaft36is fixed (rotationally locked) to the second driving gear70while the throttle shaft36is freely rotatable with respect to the gear hub76of the first driving gear68.

It will thus be seen that the present disclosure provides a convenient rotation direction switching mechanism72,78,80that is manually positionable into a first position (FIG. 5) in which rotation of the throttle grip24through the first range of motion R1rotates the first driving gear68, which rotates the throttle gear60and thereby controls position of the throttle35and alternately manually positionable into a second position (seeFIG. 6) in which rotation of the throttle grip24through the second range of motion R2rotates the second driving gear70, which rotates the throttle gear60and thereby controls the throttle position.

Belleville washers82on the throttle shaft36apply an axial bias force (gear backlash) on the first and second driving gears68,70and thus promote consistent meshed engagement between the first and second driving gears68,70and the throttle gear60. The manually operable connector72can have a taper that promotes easy alignment in the throughbores78and80. Advantageously, the directional switching operation can be completed without the use of tools.

Referring now toFIG. 8, the shift lever44is manually pivotable to shift a transmission49(seeFIG. 1) of the outboard motor12into neutral, forward gear and reverse gear. Manually pivoting the shift lever44in a first direction S1shifts the outboard motor12into forward gear. Manually pivoting the shift lever44in an opposite, second direction S2shifts the transmission49into reverse gear. The clamping knob42is located on opposite sides of the tiller chassis16. As discussed herein above, rotation of the clamping knob42in a first direction C1clamps/locks or otherwise restrains the throttle shaft36in its rotational position. Rotation of the clamping knob42in an opposite, second direction C2unclamps and allows rotation of the throttle shaft36. Advantageously according to the present disclosure, the shift lever44and clamping knob42can be switched with each other, and particularly relocated on opposite sides of the tiller chassis16compared to what is shown inFIG. 2, so that pivoting the shift lever44in the first direction S1shifts the outboard motor12into reverse gear and so that pivoting of the shift lever44in the opposite, second direction S2shifts the outboard motor12into forward gear, and so that rotation of the clamping knob42in the first direction C1unclamps and allows rotation of the throttle shaft36and so that rotation of the clamping knob42in the opposite, second direction C2clamps/locks the throttle shaft36in its rotational position. The mounting holes on the opposite sides of the chassis16are configured to accommodate both of the respective clamping knob42and shift lever44. This provides a more ergonomic arrangement when the operator changes from right-handed operation to left-handed operation, and vice versa. Advantageously, switching the relative positions of the shift lever44and clamping knob42allows continued functionality of the clamping knob42and bearing support40, as described herein above. The components can be switched by unscrewing a fastener92from the body of the shift handle90and manually removing a cotter pin94and retaining clip96. A slot98in the throttle shaft36allows the throttle friction clamp38to be rotated 180 degrees from the illustrated position.