Patent Publication Number: US-7214113-B2

Title: Steering handle for outboard motor

Description:
PRIORITY CASES 
   The present application is based on and claims priority under 35 U.S.C. § 119(a–d) to Japanese Patent Application No. 2004-139264, filed on May 7, 2004, the entire contents of which is expressly incorporated by reference herein. 
   BACKGROUND OF THE INVENTIONS 
   1. Field of the Inventions 
   The invention relates to a steering handle assembly for operating an outboard motor of watercraft and, more particularly, to a steering handle assembly having a low speed control switch for controlling the engine speed of the outboard motor. 
   2. Description of the Related Art 
   Watercraft vehicles, such as boats, are often powered by an outboard motor having an internal combustion engine. The outboard motor can be attached to the aft end of a hull of a watercraft. A steering handle can extend from the outboard motor. The handle is used to steer and control the engine speed of the outboard motor. The steering handle can include a handle body and a rotatable grip. The grip can be rotated to control the engine output. A shift lever for changing the mode of operation of an associated watercraft can be positioned on the handle body. For example, the shift lever can be used to switch between forward, reverse, and neutral modes of operation. 
   Japanese Patent Application No. 2000-186653 discloses an outboard motor that has an air intake system for controlling the amount of air delivered to the internal combustion engine. The air intake system can have a flow regulating mechanism positioned along a bypass passage. The bypass passage provides air to the combustion chambers of the outboard motor to control the engine output for a low engine speed during, for example, idling, trolling and the like. 
   As shown in Japanese Patent Application No. HEI 2002-14235, a conventional low speed control switch can be attached to the grip of the steering handle. Unfortunately, if a speed control switch is mounted on the rotatable grip of a steering handle, the low speed control switch and the grip rotate together causing twisting of a lead wire connected to the low speed control switch. The twisting of the lead wire can cause wear. 
   SUMMARY OF THE INVENTION 
   Accordingly, one aspect of the present invention is a steering handle assembly for an outboard motor that has an engine. The steering handle assembly comprises an elongated handle body that is connected to and is extending from the outboard motor. A grip is mounted to a distal end of the handle body and is rotatable about a longitudinal axis of the handle body. A shift lever is connected to the handle body. A low speed control switch is configured to selective selectively control the rotational speed of the engine operating at relatively low speeds. The low speed control switch is attached to the handle body. 
   Another aspect of the present invention is a steering handle assembly for an outboard motor having an engine. The steering handle assembly comprises a handle body that is connected to the outboard motor. The handle body has a distal end and a proximal end. A grip is rotatably mounted to the distal end of the handle body. A low speed control switch is configured to selectively control the rotational speed of the engine operating at relatively low speeds. The low speed control switch is attached to the handle body near and proximal of the grip. 
   In yet another aspect an outboard motor comprises a steering handle assembly and an engine including an engine body. The engine body cooperates with at least one reciprocating piston to define at least one combustion chamber. An induction system is configured to guide air to the combustion chamber through at least a pair of intake ports. At least one fuel injector is configured to inject fuel for combustion in the combustion chamber. The steering handle assembly comprises a handle body. The handle body has a distal end and a proximal end. A grip is rotatably mounted to the distal end of the handle body. A low speed control switch is configured to selectively control the rotational speed of the engine operating at relatively low speeds. The low speed control switch is attached to the handle body proximal of the grip. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The above and other features, aspects and advantages of the present invention will now be described with reference to drawings that show preferred arrangements that are intended to illustrate and not to limit the present invention and in which drawings: 
       FIG. 1  is a side view of an outboard motor with a steering handle assembly; 
       FIG. 2  is a schematic diagram of a portion of an air intake system positioned on an intake side of an engine of the outboard motor of  FIG. 1 ; 
       FIG. 3  is a side view of the steering handle assembly of  FIG. 1 ; 
       FIG. 4  is a top view of the steering handle assembly of  FIG. 3 ; 
       FIG. 5  is an enlarged sectional view of a low speed control switch of the steering handle assembly of  FIG. 4  taken along line  5 — 5 ; 
       FIG. 6  is a side view of a steering handle assembly in accordance with another embodiment; 
       FIG. 7  is a top view of the steering handle assembly of  FIG. 6 ; 
       FIG. 8  is an enlarged vertical sectional view of a mounting portion of a low speed control switch of the steering handle assembly of  FIG. 6 ; and 
       FIG. 9  is an illustration of a mounting angle between a steering handle assembly with respect to an outboard motor in accordance with another embodiment. 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     FIG. 1  is a side view showing the overall construction of an outboard motor  2  having a steering handle assembly  5 . 
   A watercraft  101  has a hull  9  that carries the outboard motor  2 , which has a propulsion unit  3  and an internal combustion engine  24  (shown in phantom). The engine  24  of the outboard motor  2  powers the propulsion unit  3 . The illustrated propulsion unit  3  is a single propeller system; however, other types of propulsion units can be used as well, such as, for example, a dual counter-rotational propeller system, a jet drive, and the like. The outboard motor  2  is supported on a transom plate  91  of the hull  9  by a clamp bracket  20  so as to place at least a portion of the propulsion unit  9  in a submerged position when the watercraft  101  rests in the water. 
   The outboard motor  2  is preferably steerable and/or tiltable by moving the clamp  20 . The arrow FR in the drawing indicates the forward direction in which the watercraft  101  travels. The terms “proximal” and “distal” are used to describe the present outboard motor  2  and the steering handle assembly  5 . The terms proximal and distal are used in reference to the engine  24  of the outboard motor  2 . When the outboard motor  2  is in the illustrated position of  FIG. 1 , the distal direction corresponds to the forward direction. 
   The engine  24  is covered by a cowling  21  that is attached to a case  22 . The illustrated case  22  is attached to the transom plate  91  of the hull  9  through the clamp bracket  20  for rotation about a tilt shaft  29 . The engine  24  is preferably a multi-cylinder engine, such as a four-cycle engine. Engines having a different number of cylinders, other cylinder arrangements, various cylinder orientations (e.g., upright cylinder banks, and V-type), and operating on various combustion principles (e.g., four stroke, crankcase compression two-stroke, diesel, and rotary) are all practicable for use with the steering handle assemblies disclosed herein. The engine  24  can comprise an engine body defining at least one cylinder bore therethrough. A cylinder head assembly is connected to the cylinder bore, and a piston is disposed within the cylinder bore. The cylinder bore, the cylinder head assembly, and a piston cooperate to define a variable combustion chamber. 
   A crankshaft (not shown in the figure) of the engine  24  is generally vertically oriented with respect to the water surface. The crankshaft is connected to the upper end of a drive shaft  25  extending vertically through the case  22 . The lower end of the drive shaft  25  is connected to a gear mechanism  26 . The gear mechanism  26  can comprise a bevel gear, forward/reverse switching gears, a clutch and the like housed in the lower part of the case  22 . A propeller shaft  27  extends generally horizontally from the gear mechanism  26 . A switching mechanism can be used to switch between forward, neutral and reverse modes by changing the direction of rotation of the propeller  28 . A propeller  28  is attached to the outer end of the propeller shaft  27 , which protrudes outwardly from the case  22 . The watercraft  101  is propelled as the propeller  28  is rotated in the water. 
   The engine  24  can have an intake system that provides air to the engine&#39;s combustion chambers. Generally, the engine  24  can have an air intake system that draws air from outside the engine, preferably from within the cavity defined by the cowling  21  and the internal combustion  24 , and delivers the air to the combustion chambers of the engine  24 . As shown in  FIG. 2 , an air intake system  30  can comprise an air intake manifold, a throttle valve  32 , a bypass system  135 , and/or the like. The air intake system  30  can define an airflow pathway for communication between the atmosphere and the inside of the combustion chambers of the internal combustion engine  24 . The air intake system  30  can selectively control the amount of air delivered to the combustion chambers to achieve the desired engine output. A fuel delivery system and the air intake system  30  cooperate to control the air/fuel mixture delivered to combustion chambers for the combustion process. 
   With continued reference to  FIG. 2 , the illustrated intake system  30  comprises the bypass system  135 , an air intake pipe  31   a , a throttle valve  32 , and an air intake pipe  31   b . The throttle valve  32  is positioned between the ends of the air intake pipes  31   a ,  31   b . Thus, the air intake pipes  31   a ,  31   b  are positioned upstream and downstream, respectively, of the throttle valve  32 . The arrows A indicate the direction of air flow through the air intake system  30 . The grip  12  of the steering handle assembly  5  can be linked to the throttle valve  32  to open and close the throttle valve  32 . 
   The bypass system  135  includes a bypass passage  33  that provides fluid communication between the air intake pipes  31   a ,  31   b  around the throttle valve  32 . As used herein, the term “intake pipe” is to be construed broadly to include, without limitation, runners, conduits, pipes, passages, tubes, and other structures that air can flow through. 
   The illustrated bypass passage  33  branches from the intake pipe  31   a  and is connected to the air intake pipe  31   b . When the engine runs at low engine speeds, the bypass passage  33  supplies air from the intake pipe  31   a  to the intake pipe  31   b  on the downstream side of the throttle valve  32 . The bypass system  135  can selectively control the air flow through the air intake system  30  and to the combustion chambers when the throttle valve  32  is partially or fully closed. For example, the bypass system  135  can selectively control the flow of intake air to the engine  24  during idling, trolling, and/or other low engine speed operating conditions. 
   The bypass system  135  preferably comprises one or more valves. The illustrated bypass system  135  comprises an idle speed control (“ISC”) valve  34 . The ISC valve  34  can be any type of idle speed control valve or idle regulating valve suitable for controlling the air flow through the bypass passage  33 . The ISC valve  34  can be mechanically or electrically operated by controller  35  and/or by the low speed control switch  14 . 
   With continued reference to  FIG. 2 , the controller  35  (e.g., an ECU) can control directly or indirectly the ISC valve  34  to adjust the amount of intake air delivered to the engine during low engine speed operation. The controller  35  can control the operation of the ISC valve  34  based on one or more of the following: position of the shift lever, engine speed, operation of the low speed control switch  14  (preferably when the throttle is partially or fully closed), and the like. The bypass system  135  can decrease or limit the rotational fluctuations of the engine, especially at low rotational speeds, and may also prevent engine stalling. 
   With reference to  FIGS. 1 and 3 , the handle assembly  5  can be a tiller with a grip  12  and a low speed control switch  14 . Generally, the grip  12  can be used to open and close throttle valve  32  to achieve a wide range of engine speeds (preferably a wide range of engine speeds, including planing engine speeds to relatively low engine speeds). The low speed control switch  14  can control the engine speed when the engine runs at a low speed (e.g., idle speed, trolling speed, and the like). Relatively low engine speeds are significantly less than engine speeds that cause the associated watercraft to plane. For example, relatively low engine speeds can be associated with displacement operating condition of the associated watercraft including when trolling. As used herein, the term “low rotational speed” is a broad term and is used in its ordinary meaning and includes, without limitation, engine speeds typical during idling, trolling, and the like. The terms “low rotational speed” and “low engine speed” are used interchangeably herein. 
   To run the engine at a trolling speed, the grip  12  can be rotated or released to close the throttle valve  32 . When the throttle valve  32  is closed, the bypass system  135  can deliver a sufficient amount of air to the engine  24  for low engine speeds. The low speed control switch  14  can adjust the amount of air the bypass system  135  delivers to the engine, such that the engine operates at a low speed. Thus, both the grip  12  and the low speed control switch  14  can be used to control the engine speed; however, the low speed control switch  14  provides precise control of the engine at low engine speeds, whereas the grip  12  provides control of the engine speed for planing and transition engine speeds. 
   With reference to  FIG. 1 , the handle assembly  5  extends distally from the outboard motor  2  and includes a handle  1  that is generally horizontally orientated. The handle  1  is rotatably attached to the hull  9  via a steering bracket  10  of the handle assembly  5 . The steering bracket  10  extends between the handle  1  and the clamp bracket  20 , or other suitable portion of the outboard motor  2  such that the rotation of the handle assembly  5  causes corresponding rotation of the outboard motor  2 . Thus, the handle assembly  5  can be used to rotate the outboard motor  2  about a vertical axis to steer the watercraft  101 . 
   A grip  12  is disposed at the distal end of the steering handle  1  and is configured to selectively control the throttle operation for the engine  24 . The illustrated grip  12  is rotatable about an axis (e.g., the longitudinal axis  98  of the grip  12 ) to control the engine speed. The longitudinal axis  98  of the grip  12  can be somewhat parallel to the longitudinal axis of the steering handle  1 . The rotation of the grip  12  is transmitted to the control mechanism of the throttle valve  32  through a shaft, which is preferably housed inside the steering handle  1 , to adjust the amount of intake air delivered to the engine  24 . In some embodiments, a shaft extends between the grip  12  and a pulley. The grip  12  and associated shaft can be rotated to cause rotation of the pulley. A cable connects the pulley to the throttle valve  32 . The cable can drive a throttle shaft of the throttle valve  32  to cause movement of a throttle valve plate of the throttle valve  32 . Thus, the grip  12  can be rotated in one direction to increase engine output and rotated in the other direction to decrease engine output. 
   The grip  12  can have an outer surface that provides a comfortable gripping surface. The grip  12  can be made of a synthetic or natural material. For example, the grip can comprise synthetic or natural foam, resins, polymers, plastics, and the like. The grip  12  can be textured or have irregularities on its surface to increase frictional interaction with the hand of the user. The operator can face the forward direction, such that the operator&#39;s back is facing the outboard motor  2 , and can hold the grip  12  of the steering handle assembly  5  with his hand. 
   With continued reference to  FIGS. 1 and 3 , the handle  1  preferably has an elongated handle body  11 . The handle body  11  can be formed of a metal, such as cast or extruded aluminum alloy. The grip  12  is pivotally mounted to a distal end  153  of the handle body  11 . The grip  12  can be rotated about its longitudinal axis  98  relative to the handle body  11 . That is, the handle body  11  does not rotate about its longitudinal axis as the grip  12  is rotated about the longitudinal axis  98 . Of course, the grip  12  and the handle body  11  can be rotated about a generally vertical axis to steer the watercraft  101 . 
   A shift lever  15  is positioned along and attached to the steering handle  1 . The steering handle  1  can be interposed between the shift lever  15  and the low speed control switch  14 . The operator can use the shift lever  15  to select a forward, reverse, or neutral mode of engine operation. 
   The low speed control switch  14  is preferably positioned at some point along the handle body  11 . In some embodiments, including the illustrated embodiment, at least a portion of the low speed control switch  14  is positioned between the grip  12  and the shift lever  15 . The low speed control switch  14  extends outwardly from a side surface  102  of the handle body  11 , as shown in  FIGS. 3 and 4 . At least a portion of the low speed control switch  14  is positioned between the shift lever  15  and the grip  12 . In the illustrated embodiment, a substantial portion of the low speed control switch  14  is positioned distally of the shift lever  15  and is positioned proximally of the grip  12 . As shown in  FIG. 4 , the low speed control switch  14  is offset from the longitudinal axis of the handle body  11 . When the grip  12  is rotated about its longitudinal axis  98 , the low speed control switch  14  does not rotate along with the grip. Thus, the lead wire  140  connected to the switch  14  does not twist due to the rotation of the grip  12 . Additionally, because the low speed control switch  14  is positioned between the grip  12  and the shift lever  15 , but near the grip  12 , the operator can operate the low speed control switch  14  while engaging (e.g., holding or resting) the grip  12 . If the operator&#39;s left hand rests on the grip  12 , the operator&#39;s fingers can engage and operate the low speed control switch  14 . The low speed control switch  14  is thus positioned near or next to the grip  12 . 
   The low speed control switch  14  is connected to the controller  35  via the lead wires  140 . The low speed control switch  14  can be operated to control the ISC valve  34 . When the operator operates the low speed control switch  14 , for example, the engine speed during trolling can be adjusted to obtain the desired engine output. 
   With reference to  FIGS. 3 and 4 , the handle body  11  has a cavity or passageway sized and configured to house the acceleration shaft, lead wires for switches, and/or the like. The handle body  11  extends distally from the steering bracket  10  to the grip  12 . The low speed control switch  14  is attached to the side surface  102  of the handle body  11 . When the operator steers the outboard motor  2 , the handle body  11  is generally positioned between the speed control switch  14  and the operator. 
   The steering handle  1  of the handle assembly  5  can be pivoted about the bracket  20  to steer the watercraft  101 . The steering handle  1  can be inclined upwardly in the distal direction. The low speed control switch  14  is preferably inclined downwardly in the distal direction with respect to the longitudinal axis of the steering handle  1 . 
   With reference to  FIGS. 4 and 5 , the low speed control switch  14  has an operating face  141  that faces upwardly and is generally oriented horizontally. As such, the operating face  141  can be visible for easy operation. The low speed control switch  14  comprises a switch housing  143 . The operating face  141  can be movable with respect to the switch housing  143 . 
   The housing  143  can includes one or more mounting holes  142  extending through the wall of the housing  143 . Any number of mounting holes  142  can be positioned along the housing  143 . The illustrated housing  143  has an upper mounting hole  142  and a lower mounting hole  142  through a wall of the housing. The low speed control switch  14  is attached to the handle body  11  by screws  171  ( FIG. 3 ) disposed through the mounting holes  142 . However, the switch housing  143  can be attached to the handle body  11  by welding, one or more rivets, nut and bolt assemblies, and/or other suitable means for coupling the switch housing  143  to the handle body  11 . 
   One or more lead wires  140  connect the controller  35  ( FIG. 2 ) and the low speed control switch  14 . The illustrated steering handle assembly  5  has a single lead wire  140  that extends between the low speed control switch  14  and the controller  35 . The lead wire  140  is preferably covered by a waterproof material, such as a protective waterproof polymer covering. In some embodiments, at least a portion of the lead wire  140  is disposed inside the handle body  11 . For example, a substantial portion of the lead wire  140  can be disposed inside of the handle body  11 . The handle body  11  can have an internal passageway and the lead wire can extend therethrough. In other embodiments, the lead wire  140  is positioned outside of the handle body  11 . For example, the lead wire  140  can be coupled to the outside surface of the handle body  11 . 
   The low speed control switch  14  is used to open and close the ISC valve  34 . As shown in  FIGS. 3 and 4 , the low speed control switch  14  can comprise a rocker or tumbler switch that can be pressed in a seesaw manner. One end of the switch  14  can be depressed or undepressed to increase or decrease the engine speed. Alternatively, the low speed control switch  14  can be a slide switch movable between one or more preset positions. Each position can correspond to an engine output. 
   In some embodiments, the low speed control switch  14  may allow ingress of water through a gap defined between operating face  141  and the housing  143 . As shown in  FIG. 5 , the side surfaces and the bottom surface of the low speed control switch  14  can be covered and sealed by the housing  143 . The housing  143  can have one or more drain holes  144  for permitting water egress. The illustrated housing  143  has side walls each having at least one drain hole  144  extending therethrough. Water can pass through the drain holes  144  to reduce or limit the amount of water collected within the switch  14 , thus limiting the adverse effects of water. In other words, water that has entered the housing  143  of the switch  14  can be discharged out of the drain holes  144  to reduce or limit the water damage to the low speed control switch  14 . 
   The illustrated handle assembly  5  has a throttle resistance switch  13  for selectively adjusting the force required to rotate the grip  12 . The throttle resistance switch  13  can be used determine the required force to rotate the grip  12  about its longitudinal axis  98 . The handle assembly  5  also includes a main switch  17  for starting the engine  24  and a stop switch  16 . The stop switch  16  can be connected to the operator&#39;s arm via a strap or lanyard  4 . Should an operator fall into the water, or is otherwise moved away from the outboard motor  2  by a preset distance, the strap  4  will pull away the strap switch  16  to stop the engine  24 , as is well known in the art. 
   With respect to  FIG. 4 , the handle assembly  5  preferably has a positioning switch  18  for adjusting the position of the outboard motor  2 . The positioning switch  18  can be a power trim and tilt switch for adjusting the tilt angle and the trim angle of the outboard motor  2 . The power trim and tilt switch  18  preferably is disposed on the inner side  110  (i.e., on the operator side) of the steering handle  1 . The low speed control switch  14  preferably is disposed on the outer side  112  of the steering handle  1 . When the operator grips the handle assembly  5  and faces the forward direction, the handle assembly  5  preferably is angled with respect to the center line C 1  of the outboard motor, as viewed from above. In this seating position, the operator can conveniently operate the low speed control switch  14  and the positioning switch  18 . 
   Advantageously, the power trim and tilt switch  18  can be easily actuated while the engine is operating at planing and transition speeds because the power trim and tilt switch  18  is disposed on the inner side  110 . The low speed control switch  14  is disposed on the opposite side of the handle  11  and can be easily actuated when the engine runs at a low speed. When the grip  12  is rotated to increase engine speed, the operator&#39;s hand is moved towards the trim and tilt switch  18 . When the grip  12  is rotated in the opposite direction, the operator&#39;s hand is moved towards the low speed control switch  14 . Therefore, the operator can perform trim operations without changing his seating posture and can operate the low speed control switch  14  at low engine speeds. 
   During operation, the grip  12  is preferably used to control the engine output when the engine runs at planing or transition engine speeds (e.g., engine speeds higher than idle or trolling speeds). However, the operator may not be able to use the grip  12  to precisely adjust the engine speed within low engine speed ranges (e.g., engine speeds for idling or trolling). When the engine is run at a low speeds (e.g., engine speeds suitable for trolling), the low speed switch  14  is used to precisely adjust (e.g., to increase or decrease) the engine speed. Thus, the grip  12  is preferably used to control the engine speed when the engine operates at mid or high engine speeds, while the low speed switch  14  is used to adjust the engine speed when the engine operates at a low engine speed. Of course, the grip  12  can be used to control the engine at low engine speeds; however, it may be difficult to use the grip  12  to obtain a particular low engine speed. 
   In some embodiments, the grip  12  can be rotated to open the throttle valve  32  a desired amount. When the throttle valve  32  is opened, air flows through the intake pipe  31   a , a throttle valve  32 , and the intake pipe  31   b . For trolling speeds, the throttle valve  32  is closed and the bypass system  135  can be used to deliver air to the engine  24 . When the trolling propulsion is started, the engine  24  can run at a preset speed (e.g., 700 rotations/minute). A controller  35  can have a preset target trolling speed. In some embodiments, the operator can change the target trolling speed. 
   The low speed switch  14  is used to adjust the air flow rate through the bypass system  135  to increase or decrease the engine speed from the preset speed. When the operator desires to increase or decrease the engine speed, the operator engages and moves the operating face  141  of the low speed control switch  14  to achieve the desired trolling speed. At higher engine speeds, the valve  34  can be closed and the throttle valve  32  can be opened by using the grip  12 . 
   With reference to  FIG. 4 , the steering handle  1  is positioned such that its longitudinal axis C 2  is angled with respect to the center line C 1  of the outboard motor  2  as viewed from above. The operator can be positioned on the inner side of the steering handle  1 . For example, the operator can be positioned above the steering assembly in  FIG. 4 . 
   This handle assembly  5  can be manufactured with a steering handle  1  having the low speed control switch  14 . For example, the handle assembly  5  can have an integrated mounting structure configured to house at least a portion of the low speed control switch. In some embodiments, the mounting structure can be a boss configured to surround and house the low speed control switch. The boss can be integrally formed with the handle body  11 . However, the low speed control switch  14  can be mounted to the steering handle  1  after market. A bracket or mounting structure can attach the switch  14  to the steering handle  1 . 
     FIGS. 6 to 9  illustrate additional embodiments of a handle assembly  5 , which may be generally similar to the embodiment illustrated in  FIGS. 1 to 5 , except as further detailed below. Where possible, similar elements in  FIGS. 6 to 9  are identified with identical reference numerals in the depiction of the embodiment of  FIGS. 1 to 5 . 
   With respect to  FIGS. 6 and 7 , the illustrated low speed control switch  14  is attached to the upper surface of the handle body  11 . The switch  14  can be disposed next to the grip  12  and is preferably conveniently accessible so that the operator can easily use the switch  14  to adjust the engine speed. The low speed control switch  14  can include a plurality of switches or buttons. The low speed control switch  14  can be used to select a target low engine speed, such as a trolling speed. The illustrated low speed control switch  14  has an operating face  141  that comprises two push switches  150 ,  151  ( FIG. 7 ). The operator can use the switches  150 ,  151  to input a desired target engine speed. When one of the switches is depressed, the engine speed is increased. When the other switch is pushed down, the engine speed is decreased. For example, the switch  150  can be depressed to increase the engine speed during trolling. The switch  151  can be depressed to decrease the engine speed. If neither switch  150 ,  151  is depressed, the engine speed is maintained at a generally constant speed. The switches  150 ,  151  can be connected to a corresponding lead wire  140  which, in turn, is connected to the controller  35 . Preferably, the lead wires  140  pass through the inside of the handle body  11  to the controller  35 . 
   As shown in  FIG. 6 , a slanting surface  11   a  is inclined downwardly in the distal direction and defines an upper surface of the handle body  11  of the steering handle  1 . The illustrated slanting surface  11   a  is positioned between the shift lever  15  (illustrated in a vertical position) and the grip  12 . The low speed control switch  14  is disposed along and extends vertically from the slanting surface  11   a  so that the switch  14  is easily accessible. 
   Because the operating face  141  of the low speed control switch  14  is near the grip  12 , the operator can use one hand to operate the operating face  141  while holding the grip  12 . That is, the low speed control switch  14  can be positioned close enough to the grip  12  so that a user can simultaneously engage both the grip  12  and the low speed control switch  14 . Additionally, the low speed control switch  14  can be highly visible to facilitate convenient operation. 
   With reference to  FIG. 7 , the steering handle  1  can be positioned so that its longitudinal axis C 2  is angled with respect to the center line C 1  of the outboard motor  2 , as view from above. Thus, the longitudinal axis C 2  and the center line C 1  do not lie in the same plane. The operator can be positioned on the inner side (e.g., on the inner side  197  of the steering assembly in  FIG. 7  and on the inner side  199  of the handle assembly  5  in  FIG. 9 ). The low speed control switch  14  can be positioned at any suitable point along the steering handle  1 . For example, the control switch  14  can be positioned at one of the side surface, top surface, bottom surface, or any other surface of the handle body  11 . 
   With respect to  FIG. 8 , a mounting structure  177  of the low speed control switch  14  is attached to the handle body  11 . A projection  145  and a lug portion  146  are formed on the side surfaces of the low speed control switch  14 , entirely or partly around the circumference thereof. The projection  145  and the lug portion  146  define a groove or slot  161 . The side walls  110  of the handle body  11  are held securely in the grooves  161 . To attach the switch  14  to the handle body  11 , the lower part  179  of the low speed control switch  14  is pushed into a hole defined by the side walls  110  of the handle body  11 . The lug portions  146  engage the side walls  110  as they are passed through the hole. The lug portions  146  can be elastically and/or plastically deformed when the low speed control switch  14  is installed. Preferably, most of the lug portions  146  are elastically deformed as they are passed through the hole and the shape of the lug portions  146  are substantially or entirely restored when the lug portions  146  are disposed below the corresponding side wall  110 . 
   Thus, the low speed control switch  14  is coupled to the handle body  11  with the side walls  110  of the handle body  11  captured between the corresponding lug portions  146  and the projections  145 . This mounting structure is applicable also to the embodiments of  FIGS. 1–4 . Thus, the low speed control switches described herein can be attached to the handle body  1  by using one or more of the following: mounting structure, screw fastener (see  FIG. 4 ), and/or a push-in type arrangement (see  FIG. 8 ). 
   With continued reference to  FIG. 8 , a plurality of lead wires  140  extends from the low speed control switch  14  to the controller  35 . In the illustrated embodiment, the lead wires  140  are disposed in passageway extending through the handle body  11 . The handle body  11  can protect and prevent damage to the lead wires  140 . When the grip  12  is rotated, the lead wires  140  advantageously do not twist. 
   In operation, the grip  12  can be rotated to open the throttle valve  32  a desired amount. When the throttle valve  32  is closed by rotating the grip  12 , trolling propulsion can be started. After the engine is running at a preset target trolling or idle speed, the switches  150 ,  151  can be used to adjust the air flow rate to the engine to thereby achieve a desired engine speed. To increase or decrease the engine speed, the operator presses on the switches  150 ,  151 , respectively. The operator can operate the low speed control switch  14  while holding the grip  12 , or without moving his hand a significant distance from the grip. 
   Although this invention has been disclosed in the context of certain preferred embodiments and examples, it will be understood by those skilled in the art that the present invention extends beyond the specifically disclosed embodiments to other alternative embodiments and/or uses of the invention and obvious modifications and equivalents thereof. For example, the embodiments disclosed herein can be used with other types of engines that operate at low speeds. Additionally, the steering handle assembly can be used with other types of air induction systems, such as “throttleless” induction systems. The embodiments can also be used with watercraft (e.g., personal watercraft), land vehicles, and the like. While a number of variations of the invention have been shown and described in detail, other modifications, which are within the scope of this invention, will be readily apparent to those of skill in the art based upon this disclosure. It is also contemplated that various combination or sub-combinations of the specific features and aspects of the embodiments may be made and still fall within the scope of the invention. Accordingly, it should be understood that various features and aspects of the disclosed embodiments can be combine with or substituted for one another in order to form varying modes of the disclosed invention. Thus, it is intended that the scope of the present invention herein disclosed should not be limited by the particular disclosed embodiments described above, but should be determined only by a fair reading of the claims that follow.