Patent Publication Number: US-2002007774-A1

Title: Steering control for watercraft

Description:
BACKGROUND OF THE INVETION  
       [0001] 1. Field of the Invention  
       [0002] The present invention relates in general to a personal watercraft, and in particular to an adjustable steering mechanism for the personal watercraft.  
       [0003] 2. Description of Related Art  
       [0004] Personal watercraft have become popular in recent years. This type of watercraft is sporting in nature; it turns swiffly, is easily maneuverable, and accelerates quickly. Personal watercraft today commonly carry one rider and one or two passengers.  
       [0005] A relatively light weight, small hull of the personal watercraft defines an engine compartment below a rider&#39;s area. An internal combustion engine frequently lies within the engine compartment in front of a tunnel formed on the underside of the watercraft hull. The internal combustion engine commonly powers a jet propulsion device located within the tunnel. An impeller shaft commonly extends between the engine and the propulsion device for this purpose. Such small watercraft today are capable of traveling at high rates of speed.  
       [0006] Personal watercraft almost always include a steering mechanism to steer and guide the watercraft. The steering mechanism often includes a handle bar and a protective pad or cushion for the protection of the operator. Also, it is also common to locate the controls for the watercraft on the handle bar. For instance, several personal watercraft include a throttle mechanism as well as a start and kill switch on the handle bar assembly.  
       [0007] In order to accommodate operators of different sizes adjustable steering mechanisms have been provided for personal watercraft but. There have, however, been several design problems with the prior art. First, an adjustable steering mechanism typically occupies more space that a fixed steering mechanism resulting in a larger structure needed to house the mechanism. The enlargement of the housing typically increases the overall wind resistance of the watercraft and subsequently degrades the overall performance. Therefore, an adjustable steering mechanism that does not require an enlarged structure is desired.  
       [0008] A further problem with an adjustable steering mechanism stems from the fact that the steering mechanism is typically attached to steering controller device in the engine compartment of the watercraft. A problem arises when the steering mechanism is moving or rotating with respect to the engine compartment thereby creating a large area in which water can enter. By allowing water to enter the engine compartment the durability of the engine components can be decreased. Therefore, a steering mechanism in which water is prevented from entering the engine compartment is desired.  
       [0009] Yet another problem typically associated with an adjustable steering mechanism is the visibility of the display. Display visibility problems exist when the display is fixed on the watercraft and is blocked by any part of the steering mechanism. Likewise, the visibility of displays that move with the steering mechanism can also have problems if the movement of the mechanism locates the display in a position that cannot be seen by the operator. Therefore, an adjustable steering mechanism that allows for visibility of the display in all positions is desired.  
       [0010] A firther problem associated with an adjustable steering column is operator comfort. This problem occurs when the movement of the steering mechanism locates the associated controls in ergonomically uncomfortable positions. Another aspect of ergonomic comfort is the location of the control for adjusting the steering mechanism. The locking and operating controls, therefore, must be located in areas that are readily accessible to the operator. Thus, an adjustable steering that provides operator comfort is desired.  
       SUMMARY OF THE INVENTION  
       [0011] A need therefore exists for an adjustable steering mechanism for a personal watercraft.  
       [0012] This invention is for a watercraft having a hull including a main body. The hull further includes an upper wall engaging the hull and cooperating therewith to define an engine compartment for housing an engine. The engine has an output shaft arranged to drive a water propulsion device of the watercraft. The upper wall has a top surface and a bottom surface. The bottom surface faces forwardly towards the engine compartment. A first steering means extends through the upper wall and is in communication with a steering mechanism of the watercraft. The first steering means also coupled to a steering shaft and handle, said steering shaft and handle are journalled for rotation about a first axis with respect to a rotation member. The rotation member is rotatably affixed to the top side of the upper wall opposite the engine compartment thereby allowing the rotation of the rotation member and the steering shaft and handle in a forward and rearward direction about a second axis generally perpendicular to a longitudinal axis of said watercraft and said first axis and whereby the steering shaft and handle is independently rotatable with respect to the rotation member about the first axis.  
       [0013] Further aspects, features, and advantages of the present invention will become apparent from the detailed description of the preferred embodiments which follows. 
     
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
     [0014] The above-mentioned and other features of the invention will now be described with reference to the drawings of preferred embodiments of the adjustable steering mechanism of the present watercraft. The illustrated embodiment is, intended to illustrate, but not to limit the invention. The drawings contain the following figures:  
     [0015]FIG. 1 is a side elevational view of a personal watercraft configured in accordance with a preferred embodiment of the present invention, and illustrates several internal components of the watercraft in phantom;  
     [0016]FIG. 2 is a top plan view of the personal watercraft of FIG. 1 with several internal components of the watercraft illustrated in phantom;  
     [0017]FIG. 3 is a side cross-sectional view of an adjustable steering mechanism of the watercraft of FIG. 1;  
     [0018]FIG. 4 is an enlarged side cross-sectional view of the adjustable steering mechanism of the watercraft of FIG. 1 in a middle position;  
     [0019]FIG. 5 is an enlarged side cross-sectional view of the adjustable steering mechanism of the watercraft of FIG. 1 in a forward position;  
     [0020]FIG. 6 is an enlarged side cross-sectional view of the adjustable steering mechanism of the watercraft of FIG. 1 in a rearward position;  
     [0021]FIG. 7 is a partial plan view of the adjustable steering mechanism of the watercraft of FIG. 1;  
     [0022]FIG. 8 is a partial plan view of the handle bar assembly of the watercraft of FIG. 1 showing the various positions of the handle bar assembly in phantom;  
     [0023]FIG. 9 is a partial side view of the handle bar assembly of the watercraft of FIG. 1 showing the various positions of the handle bar assembly in phantom;  
     [0024]FIG. 10 is a partial side view with parts shown in cross-section and in phantom of another embodiment of the adjustable steering mechanism of the watercraft of FIG. 1;  
     [0025]FIG. 11 is a partial side view with parts shown in cross section and in phantom of yet another embodiment of the adjustable steering mechanism of the watercraft of FIG. 1;  
     [0026]FIG. 12 is a partial side view with parts shown in cross section and in phantom of still another embodiment of the adjustable steering mechanism of the watercraft of FIG. 1;  
     [0027]FIG. 13 is a partial plan view of the handle bar assembly of the adjustable steering mechanism of the embodiment illustrated in FIG. 12;  
     [0028]FIG. 14 is a partial side view with parts shown in cross section and in phantom of another embodiment of the adjustable steering mechanism of the watercraft of FIG. 1;  
     [0029]FIG. 15 is a partial plan view of the handle bar assembly of the adjustable steering mechanism of the embodiment illustrated in FIG. 14;  
     [0030]FIG. 16 is a partial plan view of the handle bar assembly of the watercraft of FIG. 1 showing the various positions of the handle bar assembly in phantom;  
     [0031]FIG. 17 is a partial side view of the handle bar and control assembly of the watercraft of FIG. 1 showing the various positions of the handle bar assembly in phantom;  
     [0032]FIG. 18 is a partial side view with parts shown in cross section and in phantom of still another embodiment of the watercraft of FIG. 1;  
     [0033]FIG. 19 is a partial side view with parts shown in cross section and in phantom of yet another embodiment of the adjustable steering mechanism of the watercraft of FIG. 1;  
     [0034]FIG. 20 is an exploded isometric view of the steering column of the adjustable steering mechanism illustrated in FIG. 19;  
     [0035]FIG. 21 is a partial side view, with parts shown in cross section and in phantom of still another embodiment of the adjustable steering mechanism of the watercraft of Figure FIG. 22 is a partial side view, with parts shown in cross section and in phantom of yet another embodiment of the adjustable steering mechanism of the watercraft of FIG. 1. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION  
     [0036]FIGS. 1 and 2 illustrate a watercraft incorporating an adjustable steering mechanism configured in accordance with a preferred embodiment of the present invention The adjustable steering mechanism has particular utility with a personal watercraft, and therefore is illustrated in connection with such a vehicle. It is contemplated, however, that adjustable steering mechanism can be used with other types of vehicles as well, such as, for example, but without limitation, small jet boats and the like.  
     [0037] With initial reference to FIGS. 1 and 2, the watercraft  10  includes a hull  14  formed by a lower hull section  16  and an upper deck section  18 . The hull sections  16 ,  18  are formed from a suitable material such as, for example, a molded fiberglass reinforced resin. The lower hull section  16  and the upper deck section  18  are fixed to each other around the peripheral edges  19  in any suitable manner.  
     [0038] As viewed in the direction from the bow to the stem of the watercraft, the upper deck section  18  includes a bow portion  20 , a control mast  22  and a rider&#39;s area  24 . The bow portion  20  slopes upwardly toward the control mast  22  and includes at least one air duct (not shown) through which air can enter the hull  14 .  
     [0039] An upper wall portion  30  is engages the hull and defines the engine chamber. As best seen if FIG. 1 the lid  28  is shaped to include the same overall contour lines of the upper hull  18 . In a preferred embodiment the seat  32  is formed to mate with the upper panel  30  and form a water tight seal for the engine compartment. The upper wall  30  also contacts the deck portion  34  forming a pedestal on which the seat  32  is located.  
     [0040] As best illustrated in FIGS. 1 and 2, a steering handle assembly  38  extends from the steering mast  22 . The steering handle  38  is connected to a steering mechanism (described in more detail below) for use in directing the watercraft  10 . As is known to those skilled in the art, the steering handle  38  is generally T-shaped, having a cross-bar with opposing handle portions. Preferably, a grip  42  for gripping by the hand of the watercraft operator is mounted at the end of each opposing handle portion.  
     [0041] Numerous watercraft controls are positioned adjacent at least one of the grips  42  for use by the operator in controlling the watercraft  10 . In the embodiment illustrated, a throttle control  40  preferably extends along the outside of the grip  42 . Likewise, a switch box  44  is connected to the handle portion of the steering handle  38  adjacent the grip  42 . The box  44  can include a kill switch for use by the user in killing the engine of the watercraft. In addition, a starter switch can be provided for activating the starter and starting the engine. A lanyard switch (not shown) can also be provided for killing the engine in the event the operator falls from the watercraft or otherwise loses control and can not reach the kill switch. As is well known, the lanyard switch preferably includes a pin connected to the switch and a clip connected to the pin. A cord has one end connected to the clip and another which has a loop or similar attachment for connection to the operator of the watercraft. In the event the operator falls from the watercraft  10 , the cord is stretched, tripping the switch and killing the engine.  
     [0042] As seen in FIG. 1, a fuel tank  46  is located within the hull  14  beneath the lid. Conventional means, such as, for example, straps, secure the fuel tank  46  to the lower hull  16 . A fuel filler hose extends between a fuel cap assembly and the fuel tank. In the illustrated embodiment, the filler cap assembly (not shown) is secured to the bow portion  20  of the hull upper deck  18  to the side and in front of the control mast  22 . In this manner, the fuel tank can be filled from outside the hull  14  with the fuel passing through the fuel filler hose into the tank  46 .  
     [0043] With reference to FIGS. 1 and 2, the rider&#39;s area  24  lies behind the control mast  22  and includes a seat assembly  32 . In the illustrated embodiment, the seat assembly  32  has a longitudinally extending straddle-type shape that may be straddled by an operator and by at least one or two passengers. The seat assembly  32  is formed by a seat cushion supported by a raised pedestal  48 . The raised pedestal  48  has an elongated shape and extends longitudinally along the center of the watercraft  10 . The seat cushion  32  desirably is removably attached to a top surface of the pedestal  48  and covers the entire upper end of the pedestal  48  for rider and passenger comfort.  
     [0044] The upper deck section  18  of the hull  14  advantageously includes a pair of raised gunnels  50  (FIG. 2) positioned on opposite sides of the aft end of the upper deck assembly  34 . The raised gunnels  50  define a pair of foot areas  52  that extend generally longitudinally and parallel to the sides of the pedestal  48 . In this position, the operator and any passengers sitting on the seat assembly  32  can place their feet in the foot areas  52  with the raised gunnels  50  shielding the feet and lower legs of the riders. A non-slip (e.g., rubber) mat desirably covers the foot areas  52  to provide increased grip and traction for the operator and the passengers.  
     [0045] With reference to FIG. 1, the lower hull  16  is designed such that the watercraft  10  planes or rides on a minimum surface area at the aft end of the lower hull  16  in order to optimize the speed and handling of the watercraft  10  when up on plane. For this purpose, the lower hull section generally has a V-shaped configuration formed by a pair of inclined sections that extend outwardly from a keel line of the hull to the hull&#39;s side walls at a dead rise angle. The inclined sections also extend longitudinally from the bow toward the transom of the lower hull  14 . The side walls are generally flat and straight near the stern of the lower hull and smoothly blend towards the longitudinal center of the watercraft at the bow. The lines of intersection between the inclined section and the corresponding side wall form the outer chines of the lower hull section.  
     [0046] The lower hull portion  16  principally defines the engine compartment  54  in front of a bulkhead  56  (FIG. 1). Except for the air ducts (not shown) the engine compartment  54  is preferably substantially sealed so as to enclose an engine  58  of the watercraft  10  from the body of water in which the watercraft  10  is operated.  
     [0047] The internal combustion engine  58  powers the watercraft  10 . The engine  58  is positioned within the engine compartment  54  and is mounted centrally within the hull  14 . Vibration-absorbing engine mounts secure the engine  58  to the lower hull portion  16  in a known manner.  
     [0048] In the illustrated embodiment, the engine  58  includes a plurality of nine cylinders and operates on a two-stroke, crankcase compression principle. The engine  58  is positioned such that the row of cylinders lies parallel to a longitudinal axis of the watercraft  10 , running from bow to stern. This engine type, however, is merely exemplary. Those skilled in the art will readily appreciate that the present fuel delivery system can be used with any of a variety of engine types having other number of cylinders, having other cylinder arrangements and operating on other combustion principles (e.g., four-stroke principle or the rotary principle).  
     [0049] A cylinder block and a cylinder head assembly desirably form the cylinders of the engine. A piston reciprocates within each cylinder of the engine and together the pistons drive an output shaft  60 , such as a crankshaft in a known manner. A connecting rod links the corresponding piston to the crankshaft  60 . The corresponding cylinder bore, piston and cylinder head of each cylinder forms a variable-volume chamber, which at a minimum volume defines a combustion chamber.  
     [0050] The crankshaft  60  desirably is journalled with a crankcase, which in the illustrated embodiment is formed between a crankcase member and a lower end of the cylinder block. Individual crankcase chambers of the engine are formed within the crankcase by dividing walls and sealing disks, and are sealed from one another with each crankcase chamber communicating with a dedicated variable-volume chamber. Each crankcase chamber also communicates with a charge former of an induction system through a check valve (e.g., a reed-type valve). The induction system receives fuel from a fuel tank  46 , which is positioned within the hull  16 , and produces the fuel charge which is delivered to the cylinders in a known manner.  
     [0051] An oil tank (not shown) is also located forward of the engine. A suitable oil delivery system supplies oil from the tank to the engine  58  in a known manner.  
     [0052] Because the internal details of the engine  58 , the fuel supply system and the induction system desirably are conventional, a further description of the engine construction is not believed necessary to understand and practice the invention.  
     [0053] As seen in FIG. 1 and FIG. 2, a coupling interconnects the engine crankshaft  60  to an impeller shaft  62  of the propulsion unit  64 . A bearing assembly, which is secured to the bulkhead  56 , supports the impeller shaft  62  behind the shaft coupling.  
     [0054] An exhaust system  66  is provided to discharge exhaust byproducts from the engine  58  to the atmosphere and/or to the body of water in which the watercraft  10  is operated. The exhaust system  66  includes an exhaust manifold that is affixed to the side of the cylinder block and which receives exhaust gases from the variable-volume chambers through exhaust ports in a well-known manner.  
     [0055] As best illustrated in FIG. 2, an exhaust pipe  68  extends from an outlet section of the water trap device  70  and wraps over the top of the tunnel aft section to a discharge pipe. As described in detail above, exhaust is routed from the engine  58  through the exhaust system to the exhaust pipe  68 . This exhaust pipe  68  is connected to a body of the pipe  68  which is mounted at the stern of the watercraft  10 . The body is adapted to route the exhaust from the exhaust pipe to a point exterior to the watercraft  10  at the stern thereof.  
     [0056] The impeller shaft  62  drives a propulsion device  72  of the watercraft. In the illustrated embodiment, ajet pump unit  72  propels the watercraft  10 . A portion of the jet pump unit  72  is mounted within the aft tunnel formed on the underside of the lower hull section  16  by a plurality of bolts. The intake duct  74  at its front lower end defines an inlet opening that opens into a gullet  76  of the intake.  
     [0057] The gullet  76  of the intake duct  74  leads to an impeller housing assembly (not shown) in which an impeller  78  of the jet pump  72  operates. An impeller housing assembly also acts as a pressurization chamber and delivers the water flow from the impeller housing to a discharge nozzle housing.  
     [0058] The impeller shaft  62  supports the impeller  78  within the impeller housing of the unit  72 . The aft end of the impeller shaft  62  is suitably supported and journalled within the compression chamber of the assembly in a known manner. The impeller shaft  62  extends in the forward direction through the bulkhead  56  of the tunnel.  
     [0059] A steering nozzle  80  is supported at the downstream end of the discharge nozzle for effecting directional changes of the watercraft  10  as is well known. The nozzle  80  is rotatably mounted to the watercraft  10  about a generally vertical axis via at least one pin (not shown). In this manner, movement of the steering linkage (not shown) causes the nozzle  80  to move along a vertical axis and about the pin.  
     [0060] As described in more detail above, the watercraft  10  also includes a steering handle  38  for use by the operator in steering the watercraft  10 . Though not illustrated in detail herein, the steering handle  38  is connected via a linkage to the nozzle  80  for effectuating movement of the nozzle from side-to-side in a horizontal plane.  
     [0061] With reference to FIG. 1, the propulsion unit  72  supplies cooling water through a conduit to an engine cooling jacket. For this purpose, an outlet port is formed on the housing of the pressurization chamber assembly of the jet pump  72 . The conduit is coupled to the outlet port and extends to an inlet port to the engine water jacket. Preferably, the inlet port desirably lies at the lower rear end of the engine  58 , either on the cylinder block or on an exhaust manifold of the engine which is attached to the cylinder block.  
     [0062] The engine cooling jacket extends through the exhaust manifold, through the cylinder block, about the cylinders, and through the cylinder head assembly. Either the cylinder head assembly or the exhaust manifold can include a coolant discharge port through which the cooling water exits the engine and thence flows through at least a portion of the exhaust system. Preferably, the discharge port is formed in the cylinder head assembly. A conduit connects the discharge port to the exhaust system. The cooling water thence flows through the water jacket of the exhaust system  68  in the manner described above.  
     [0063] The description of the watercraft until this point is conventional. The adjustable steering mechanism will now be described in detail. Referring first to FIG. 3, the adjustable steering mechanism is referred to generally as  82 . Starting from the top portion of the control mast  22 , the adjustable steering mechanism  82  includes the steering assembly  36 . The steering assembly  36  includes a T-shaped handle bar  38 . As previously described and best shown in FIG. 7 engine controls such as the throttle  40  and the switch box  44  are positioned on the inside of the grips  42 .  
     [0064] An elastomeric pad  84  is mounted on the handle bar  38  and substantially surrounds the handle bar  38 . The pad  84  has a front edge and a rear edge. Further, the pad  84  includes a generally arcuate bottom side that will be described more fully below. Also, the pad  84  extends upward and terminates in a gentle arc toward the operator of the watercraft and is designed to provide a cushion between the operator and the handle bar  38  for riding comfort and for when the operator bumps the handle bar area  38 . The pad  84  not only covers the handle bar  38  but also the clamp assembly  86  and at least a portion of the pad  84  is positioned above the cover which is more fully discussed below.  
     [0065] The clamp assembly  86  secures the handle bar  38  to the steering shaft  88 . As illustrated in FIGS.  4 - 7  the clamp assembly  86  is comprised of two brackets  90  which at least partially surround the handle bar  38 . The brackets  90  have through holes in alignment with a pair of threaded holes in a pair of mating brackets  92 . The mating brackets  92  are also designed to partially surround the handle bar  38  and in conjunction with the brackets  90  to completely surround the handle bar  38 . The brackets  92  are fastened to the brackets  90  by a plurality of bolts  94  as is well known in the art.  
     [0066] The steering shaft  88  is rotatably affixed to a rotation member  96  which will be more fully described below. The steering shaft  88  is mounted to the rotation member  96  by a plurality of bearings  98 . The bearings  98  support the steering shaft  88  for rotation about an axis  100 . During normal use the operator can rotate the handle bar  38  thereby rotating the steering shaft  88  which in turn controls the steering nozzle thereby turning the watercraft  10 .  
     [0067] As best illustrated in FIG. 4, the steering shaft  88  extends through a longitudinally extending slot  102  in a cover member  104 . The cover member  104  is typically formed of a molded resin or other suitable material. The slot  102  is sized to accommodate the steering shaft  88  in the full range of travel of the steering shaft  88  as will be described below. The upper surface  106  of the cover member  104  is arcuate, and preferably forms a convex arc.  
     [0068] The upper surface  106  preferably has a clearance fit with a concave lower surface  108  of the pad  84  so that the surfaces  106 , 108  will not contact each other through the full course of travel  110  of the adjustable steering mechanism  82 . The cover member  104  is attached to a top side of upper wall  30  with mechanical fastening means such as a bolt  112 .  
     [0069] On the top side of the cover  104  a recessed area is created to mount display  114 . The recessed area is below the surface of the upper hull  18  and in the preferred embodiment the engine tachometer  116  is located therein. The line of sight for the tachometer  116  is defined as line  118  extending from the face of the tachometer.  
     [0070] As best illustrated in FIGS. 3 and 6 the rotation member  96  is mounted on top side of the upper wall  30  thereby not creating any holes for water to invade the engine compartment  54 . The fasteners  120 , for securing the rotation member, are typically of the threaded bolt type and are either secured with mating threaded nuts or internally threaded holes on a mounting bracket to be described later.  
     [0071] In the embodiment illustrated in FIGS.  3 - 9  the rotating member  96  is comprised of a rotation portion or plate  122  and a fixed portion  124 . As best illustrated in FIG. 7, the steering shaft  88  is fixed for rotation about axis  100  with the bearings  98  which are affixed to the rotation portion  122 . The rotation portion  122  is affixed for rotation about a substantially horizontal axis  126 . The axis  126  is generally perpendicular to the longitudinal axis of the watercraft  10 . The rotation portion  122  is mounted for rotation with rotation shaft  128  which is in turn is mounted in the fixed portion  124 . Thus, the steering shaft  88  can rotate in a forward and rearward direction with the rotation portion  122  and can rotate independently about axis  100 .  
     [0072] The fixed portion  124  is preferably comprised of two side portions  130  which support the rotation portion for rotation adjacent to a bottom portion  132 . The bottom portion  132  provides a mounting surface for the bearings  134  which supports the rotation of the first steering means which will be described below. The bearing  134  is attached to the bottom portion  132  with a plurality of bolts  136 .  
     [0073] The first steering means  138  for all of the embodiments is attached to the steering shaft  88  and handle bar  38  and transfers the operator input to a mechanism such as the steering nozzle for the operation of the watercraft  10 . The first steering means  138  must be able to accept input from the shaft  88  in all positions throughout the range of rotation  110 . Further, at the point the first steering means  138  extends through the upper wall  30  there must be a fluid tight seal, for all rotations of the steering shaft  88 , in order to prevent water from entering the engine compartment  54 .  
     [0074] In the embodiment illustrated in FIGS.  3 - 9  the connection of the steering shaft  88  to the first steering means  138  is achieved with the use of a u-joint  140 . The downward end of the u-joint  140  is connected to a second steering shaft  142  affixed for rotation by bearings  134  which are mounted on bottom plate  132 . The axis of rotation of the u-joint  140  is aligned with the axis  126  in order to prevent binding when the u-joint  140  rotates with the rotation portion  122 .  
     [0075] The second steering shaft  142  rotates about an axis  144  and is supported on a downward side by the bearing  146 . The bearing  146  is mounted to bottom side of upper wall  30  and is located within the engine compartment  54 . In the embodiment shown in FIGS.  3 - 7  a bracket extends from the downward portion of the second steering shaft  142  and rotates with the second steering shaft  142 . The bracket is connected to a steering control element  147  which controls the steering of the watercraft  10  as is best illustrated in FIG. 3.  
     [0076] In order to fix the rotation of the rotation portion  122  and subsequently the rotation of the steering shaft  88  and handle bar  38  a locking means is provided and is generally referenced by the number  148 . The locking means i 48  must be easily accessible by the operator in the normal use of the watercraft  10 . As best illustrated in FIG. 4, an operation arm  150  of the locking means  148  is rotatably connected to a first shaft  152 . The shaft  152  allows for the rotation of the rotation of arm  150  about a generally horizontal axis of the shaft  152 . The locking means  148  allows the rider to select a predetermined position. The predetermined positions are dictated by the spacing of the engaging mechanism as will be more fully described below.  
     [0077] The downward end of the arm  150  is connected to a second arm  154 . The second arm  154  is connected to a third arm  156  on a downward side with a second shaft  158 . The arm  150  is connected to the second arm by means of a rotation shaft  160 . The third arm  156  is connected for rotation about the shaft  128 .  
     [0078] The downward side of the second arm  154  includes a series of engaging teeth  162 . The engaging teeth mate with another set of engaging teeth  164  of the side portions  130 . In order to keep the teeth  162 , 164  engaged a spring  166  is mounted between the arm  154  and the side portion  130 . The spring  166  is preferably designed to have enough force to keep the teeth  162 , 164  engaged but compliant enough to allow an operator to separate the teeth  162 , 164  in order to effect an adjustment of the steering mechanism  82 .  
     [0079] Stopper means  168  prevent the rotation portion  122  and thus the rotation of the steering shaft  88  and the handle bar  38  and the subsequent controls from rotating beyond a point that makes the controls difficult to operate. The stopper means  168 , in the embodiment shown in FIGS.  3 - 9 , includes stoppers  170  which are mounted on the side portion  130 . In this embodiment there are a total of four stoppers  170 . The stoppers  170  are either separate pieces or are integrally formed with the side members  130 . Preferably the stoppers  170  are covered with an elastomeric material. The stoppers  170  effectively restrict the travel of the rotating portion  122  and thereby restrict the movement of the handle bar  38  and attached controls. Preferably the stoppers  170  are spaced on the side portion  130  so that the handle bar  38  cannot be moved into a position were the display panel  116  cannot be seen by the operator or the controls are difficult to use.  
     [0080] The operation of the adjustable steering mechanism  82  of the embodiment shown in FIGS.  3 - 9  works as follows. As best illustrated in FIG. 4, the operator pulls on the operation arm  150  thereby causing a rotation about the shaft  152 . The lower end of the arm  150  then rotates in an upward direction and imparts a similar displacement on the shaft  160  thereby moving arm  154  upward. The movement of the arms is illustrated in phantom. Upon movement of the arm  154  the arm  156  is rotated about shaft  126 .  
     [0081] Once the arm  154  is moved away from the side plate  130  the engaging teeth  162 , 164  are no longer in contact thereby allowing the rotating portion  122  to freely rotate within the range  110 . Once the operator has selected a desired location of the handle bar  38  he merely releases the operating arm  150 . Upon the release of arm  150 , the spring  166  will pull the arm  154  toward the side portions  130  thereby engaging the teeth  162 , 164 . Subsequently, the operating arm  150  will return to its original orientation as will arm  156 .  
     [0082] The range of operation of the adjustable steering mechanism  82  is best shown in FIG. 3. The range of rotation  110  of the handle bar  38  and steering shaft  88  is shown in phantom in the full forward location as well as in the full rearward location. The display  116  has an upper and a lower edge as best illustrated in FIG. 8. The display  116  also has a substantially planar surface. A plane  172 , in FIG. 5, defines a plane extending through the lower edge of the display and is substantially perpendicular to the face of the display  116 .  
     [0083] When in the full forward location the front edge of the pad  84  will partially cover the display  116  and be positioned at least partially forwardly of plane  172 , as is best illustrated in FIG. 5 and FIG. 8. When the steering shaft  88  and the handle  38  are in rotated in a rearward direction the front edge of the pad  84  is positioned rearwardly of the plane  172 . The display  116 , however, is always visible to the operator of the watercraft  10  during the full range of travel.  
     [0084] Various positions of the steering mechanism  82  of the embodiment of FIGS.  3 - 9  are illustrated. FIG. 3 illustrates the full range of travel  110  with both the forward most and rearward most limits of the ranges shown in phantom. FIG. 5 illustrates the mechanism  82  in a forward position in solid line and a full forward position in phantom. The mechanism  82  is shown in a rearward position in FIG. 6. The full downward position is marked by the rotation portion  122  contacting the stopper  170 . During the full range of travel the pad  84  blocks a portion of the slot  102  and at least partially prevents the ingress of water into the cover  104 .  
     [0085]FIGS. 8 and 9 illustrate that the controls are in accessible orientations throughout the full range of travel. As best illustrated in FIGS. 7 and 8 the throttle  40  includes a throttle lever  174  which rotates about an axis  176  of shaft  178 . In order to ensure that the throttle  44  is easy to operate in all of the positions of the steering mechanism  82  it is desirable that the shaft  178  be substantially vertical during at least one point in the range of travel  110 . In particular, the shaft  178  is substantially vertical in a rearward rotation as shown in FIG. 9.  
     [0086] In addition to the throttle being easy to operate during the forward and rearward operation of the steering mechanism  82  the control switch  44  must be easy to operate. As shown in FIG. 8, the control switch includes an engine control button  180  defining a pressure pad  182 . The pressure pad  182  is pressure sensitive and is used to turn off the engine  58  when pressed. In order to provide adequate operator comfort when using the control button  180  the plane defined by the surface of the pad  182  must be substantially vertical during at least one point during the rotation range of the adjustable steering mechanism  82 . In particular, the plane  182  must be substantially vertical during a rearward rotation of the steering shaft  88  and handle bar  38 .  
     [0087] Another embodiment is illustrated in FIG. 10. For ease of understanding the reference numerals for all of the similar elements are the same as the previous embodiments. When the operator wants to change the positioning of the steering mechanism  82  he would pull a control means (not shown). In this embodiment the control means is connected to a control wire  184 . The control wire  184  is connected to the locking means  148 . The locking means  148  are comprised of an arm  186  with teeth  188  on the bottom side thereof. In order to keep the weight of the arm  186  low there are several lightening holes  190  provided. The wire  184  is connected to an engaging arm  192  which rotates about a shaft  194 . Also located on the engaging arm  192  is an engaging tooth  196 . The tooth  196  cooperates with the teeth  188  to lock the rotation member  96  at the desired location. When the operator releases the control wire  184  a spring  198  rotates the engaging arm  192  in order the lock the mechanism.  
     [0088] As with the previous embodiment the handle bar  38  and steering shaft  88  are rotatably affixed to a rotation member  96 . A plurality of bearings  98  mount the steering shaft  88  on a rotation portion  122  of the rotation member  96 . The lower end of the steering shaft  88  is connected to a u-joint  140  that prevents binding when the angle of steering shaft is changed.  
     [0089] The rotation member  122  is sandwiched between the side portions  130  of the fixed portion  124 . The bottom portion  132  is substantially parallel and mounted to the top of the upper wall  30 .  
     [0090] The first steering means  138  is connected to the bottom side of the u-joint  140 . In this embodiment, the first steering means  138  is comprised of a steering shaft  142  which rotates about an axis  144 . The steering shaft  142  extends through the wall  30  and into the engine compartment  54 . Bearing means  146  are mounted on a bottom side of panel  30  and rotatably support the steering shaft  142  in a conventional manner. Preferably there is a water tight seal between the bearing  146  and the upper wall  30  in order to prevent water from entering the engine compartment  54 .  
     [0091] As in the previous embodiment, the lower end of the steering shaft  142  is connected to a steering mechanism (not shown) which is connected to the steering nozzle  80  and thereby controls the watercraft  10 .  
     [0092] In order to defme the range of travel  110  of the steering mechanism  82  a stopper means  168  is provided. The stopper means  168  for this embodiment consists of protrusion  200  extending from the rotating portion  122 . The protrusion  200  extends into an arcuate groove in the fixed portion  124 . The on the end of the grooves are located two stops  170  which abut the protrusion  200  and thereby limit the rotation of the rotation portion  122 .  
     [0093] In order to provide for easy rotation of the rotation member  122  a spring  202  is provided. The spring  202  is connected to the protrusion  200  on one end and to the fixed portion  124  on the other end to provide a counter balance to the weight of the steering shaft  88  and handle bar  38 .  
     [0094] Another embodiment of the adjustable steering mechanism is shown in FIG. 11. This embodiment is very similar to the embodiment of FIG. 10. As before, the numerals referencing common parts will be maintained. In this embodiment the operator would pull a control line (not shown) which is attached to engaging arm  192 . The engaging arm  192  rotates about a shaft  194  which is rotatably supported in a bracket  204 . The downward end of the engaging arm  192  comprises atooth  196  to releasably engage mating teeth  188  inthe arm  186 . Thus, upon the release of the control wire the arm  192  engages the arm  186  connected to the rotation portion  122 .  
     [0095] As in the previous embodiment, the embodiment shown in Figurel  1  has a steering shaft  88  which terminates in a u-joint  140 . The pivot axis of the u-joint  140  is aligned with the axis of the shaft  128  of the rotation member  96 . The opposite side of the u-joint  140  is connected to a second steering shaft  142  rotating about the axis  144 . The second steering shaft  142  is joumalled by the bearing  134  in a conventional manner. Also, the second steering shaft  142  extends through the upper wall  30  and into the engine compartment  54 .  
     [0096] Bearing means  146  are mounted on a bottom side of panel  30  and rotatably support the steering shaft  142  as in a conventional manner. Preferably there is a water tight seal between the bearing  146  and the upper wall  30  in order to prevent water from entering the engine compartment  54 . As in the previous embodiments the lower end of the second steering shaft  142  is connected to a steering controller through means  147 .  
     [0097] Further, this embodiment, as well as all of the remaining embodiments, incorporates stopper means (not shown) in order to limit the rotation member  96  to desired positions.  
     [0098] Still another embodiment is shown in FIGS. 12 and 13. As before, the common elements between the embodiments will retain their original numbers. The steering shaft  88  and handle bar  38  are rotatably supported in the rotation member  96 . The rotation member is comprised of rotation portion  122  and a fixed portion  124 . The rotation portion  122  rotates about the axis  126  of the shaft  128  and is sandwiched in the side brackets  130 . The bottom portion  132  of the fixed portion  124  is connected on a top side of the upper wall  30  with a plurality of bolts  212 . Further, a hatch portion  206  is releasably attached to a top portion of the fixed member  124  by a securing means  208  as is well known in the art.  
     [0099] In this embodiment the structure of the locking means  148  is comprised of several holes  210  on the fixed portion  124 . These holes  210  are designed to receive a pin  211 , shown in FIG. 13, which is located on the rotation portion  122 . In order to release the locking mechanism  148 , the pin  211  is pulled out of the hole  210  and the rotating portion  122  is positioned at a point in alignment with a desired hole  210  and then the pin is replaced. It is conceivable that the pin  211  is spring loaded in that the operator would pull the pin out of the hole  210  and the compression force of the spring would replace the pin  30  once the operator had selected the desired position.  
     [0100] The first steering means  138  is connected to the steering shaft  88  and extends into the engine compartment  54  through an opening in the upper wall  30 . The first steering means in this embodiment is comprised of a shaft  214  that is coupled to the steering shaft  88  on an upper end and to a steering controller  147  on a lower end. The shaft  214  is supported by bracket  216  to maintain orientation of the shaft  214  when the rotating portion  122  is rotated.  
     [0101] Further, this embodiment, as well as the remaining embodiments, incorporates locking means (not shown) in order to fix the rotation member  96  in a desired position and to provide an ergonomical placement of the throttle  42  and the switch box  44 .  
     [0102] Still another embodiment is illustrated in FIGS. 14 through 18. As before, the numbers will remain consistent for elements that are the same as the previous embodiments. As best illustrated in FIG. 14, in order for the operator to adjust the level of the steering handle bar  38  he must first release the locking means  148 . The operator must pull knob  218  in the direction of arrow  220 .  
     [0103] The knob  218  is connected to a sheathed cable  222  which extends through the wall  30  and into the engine compartment  54 . The cable  222  is connected at an opposite end to a locking arm  224  rotating around the shaft  226 . At the opposite end of the engagement arm is a tooth  228  designed to engage with the a plurality of engaging teeth  230  in order to secure the rotation portion  122 . As similar to the previous embodiments a spring element  166  keeps the arm  224  engaged to the side portions  130 .  
     [0104] As in the previous embodiments the steering shaft  88  and the handle bar  38  are rotatably affixed to the rotating portion  122  of the rotation member  96  with a plurality of bearings  98  as is known in the art. The rotation portion  122  is pivotally mounted in the fixed portion  124  with the shaft  128  and is free to rotate about the axis  126  when the locking mechanism  148  is released.  
     [0105] The first steering means  138  as best illustrated in FIG. 15 is comprised of a multiple link system. The first link  232  is connected to bracket on the steering column  88 . The opposite end of the first link  232  is connected to a rotating bracket  234  that is rotatably mounted on the rotating portion  122 . The rotating bracket  234  translates the rotational movement of the steering shaft  88  into forward and rearward movement. The rotating bracket  234  is also connected to a second link  236 . The second link extends through the upper wall  30  and into the engine compartment  54  where it is connected to a steering controller (not shown). Preferably a seal  238  is located in the upper wall  30  providing a watertight seal and preventing water from entering the engine compartment  54 .  
     [0106]FIGS. 15 and 16 illustrate that the controls are in accessible orientations throughout the full range of travel. As best illustrated in FIG. 16 the throttle  40  includes a throttle lever  174  which rotates about an axis  176  of shaft  178 . In order to ensure that the throttle  44  is easy to operate in all of the positions of the steering mechanism  82  it is desirable that the shaft  178  be substantially vertical during at least one point in the range of travel  110 . As shown in phantom, the vertical shaft  176  is substantially vertical when the handle bar  38  is in the rearward most position.  
     [0107] In addition to the throttle being easy to operate during the forward and rearward operation of the steering mechanism  82  the control switch  44  must be easy to operate. As shown in FIG. 17 the control switch includes an engine control button  180  defining a pressure pad  182 . The pressure pad  182  is pressure sensitive and is used to turn off the engine  58  when pressed. In order to provide adequate operator comfort when using the control button  180  the plane defined by the surface of the pad  182  must be substantially vertical during at least one point during the range of the adjustable steering mechanism  82 . As illustrated in phantom in FIG. 17 the steering pad  182  is substantially vertical when the handle bar  38  is in the full rearward position.  
     [0108] Still another embodiment is illustrated in FIG. 18, as with the previous embodiments numeral references to similar elements are not changed. This embodiment works similarly to the previous embodiment in that the steering shaft  88  and the handle bar  38  are rotatably mounted to a rotation portion  122  of a rotation member  96 . The rotating portion  122  rotates about a substantially horizontal axis  126  and is mounted to the fixed portion  124  through shaft  128 .  
     [0109] Referring to FIG. 18 the first steering means  138  will now be described in detail. The first steering means  138  is comprised of a bracket  240  rigidly attached to the steering shaft  88 . The bracket  240  is also attached to a link  242 . The link  242  extends through the upper wall  30  and into the engine compartment  54 . Preferably the wall incorporates a sealing member  244  which provides a watertight seal thereby keeping water out of the engine compartment  54 . The link  242  translates the rotation of the steering shaft  88  into a rotating bracket  246 . The rotation bracket  246  rotates about a shaft  248  on bracket  250 . The rotation bracket  246  transmits the rotation into a steering control shaft  252 .  
     [0110] Also mounted near the steering shaft  88  is a power cable  254  which runs from inside the motor compartment  54  and to the display  114 . Preferably a seal  256  is incorporated in the wall  30  to provide a watertight seal and prevent water from entering into the engine compartment  54 . Still another embodiment is illustrated in FIGS. 19 and 20. As with all of the embodiments, similar elements will maintain the same reference number. As best illustrated in FIG. 19 the handle bar  38  and steering shaft  88  are rotatably mounted with bearings  98  on a rotation portion  122  of the rotation member  96 . The rotation portion  122  rotates about axis  126  and is mounted to a fixed portion (not shown) by shaft  128 .  
     [0111] The first steering means  138  for this embodiment will now be discussed. Referring to FIG. 20, a cam element  258  is affixed to the steering shaft  88 . The cam element  258  is designed to ride in the cam slot  260  of the sleeve  262 . A bracket  264  is affixed to travel with the sleeve  262 . A link or shaft  266  is attached to the bracket  264  on one end. The link or shaft  266  is supported by the bracket  268 . The sheath  270  then surrounds the link  266  as it extends through a through hole  272  in the wall  30 . The through hole  272  is fitted with a rubber seal  274  to prevent water from entering the engine compartment  54 .  
     [0112] When the operator turns the steering shaft  88  the cam  258  moves along the slot  260  and causes the sleeve  262  to travel up and down the steering shaft  88  in the direction of the arrow  276 . The sleeve  262  is connected to bracket  264  and thereby imparts a force on the link  266 . The link  266  is then connected to a steering controller (not shown) for the operation of the watercraft  10 .  
     [0113] Although not shown, this embodiment could incorporate locking means as well as stopping means.  
     [0114]FIGS. 22 and 23 use the same mechanism for rotation as the in the embodiment illustrated in FIGS. 3 through 9. As before, the reference numbers of the common parts will remain the same. By locating the rotation member (not shown in this figure) on top of the wall  30  the designer has greater variety in locating a through hole for the first steering means. For instance, the first steering means  138  extends substantially horizontally in FIG. 22 and substantially vertically in FIG. 21. The bearing means for supporting the first steering means  138  can be located on a top side of the upper wall  30 . In this arrangement a support bracket (not shown) for the bearing means  146  would be located in the engine compartment  54  and attached to the bottom side of the upper wall  30 .  
     [0115] Also, in FIG. 21 the first steering means  138  extends through the wall  30  at a location substantially near the fuel tank  46 . In FIG. 22, however the through hole in the upper wall  30  is substantially near the storage  278 .  
     [0116] Although this invention has been described in terms of a certain preferred embodiment, other embodiments apparent to those of ordinary skill in the art are also within the scope of this invention. Accordingly, the scope of the invention is intended to be defined only by the claims that follow.  
     [0117] Of course, the foregoing description is that of preferred embodiments of the invention, and various changes and modifications may be made without departing from the spirit and scope of the invention, as defined by the appended claims.