Steering mechanism capable of being adjusted at multiple angles

Abstract

The utility model relates to the technical field of outboard engine control devices, in particular to a steering mechanism capable of being adjusted at multiple angles, which adopts the technical scheme that a base is horizontally and rotatably arranged on an operation supporting table on the rear side of an outboard engine body, and a horizontal locking assembly is arranged on the base; the locking mechanism is used for locking the base at a required horizontal angle position relative to the operation supporting table; the inner end of the steering handle is pivotally connected to the base through a rotating shaft, and a longitudinal locking assembly is further arranged on the base and used for locking the steering handle at the required longitudinal dip angle position relative to the base. The scheme has the advantages that the horizontal and longitudinal angle adjusting capability is improved, the locking reliability is enhanced, and the operation fatigue is reduced.

Description

Technical Field

[0001] This utility model relates to the technical field of outboard motor control devices, and in particular to a steering mechanism that can be adjusted at multiple angles. Background Technology

[0002] While existing outboard motor steering mechanisms can achieve basic control functions, they have significant bottlenecks in human-machine compatibility and positioning reliability, as detailed below.

[0003] 1. Lack of adjustment freedom

[0004] As shown in CN201284010Y, the mainstream solution only supports longitudinal tilting adjustment of the steering handle around a single axis (180° rotation is achieved through the cooperation of a stop block and a limit lug). This design completely lacks horizontal angle adjustment capability, resulting in the following defects:

[0005] - The operator cannot make horizontal fine adjustments to the handle position based on the sailing attitude (such as the need to continuously deflect the rudder when sailing in crosswinds) or body habits (left / right hand dominance).

[0006] - The handle grip point is offset from the operator's torso centerline for a long time, causing operator fatigue (compared to the horizontal rotation locking structure of the base of this invention).

[0007] 2. Insufficient reliability of dynamic positioning

[0008] Existing technology relies on frictional damping to maintain the angle (as described in CN201284010Y, where the bushing and washer assembly generates frictional force):

[0009] - In the vibration environment of a ship, friction components such as wave washers are prone to wear and loosening, which can lead to accidental slippage of the handle;

[0010] - Without a mechanical locking structure, additional muscle force is required to counteract the deflection of the handle during steering, increasing the operating load. Summary of the Invention

[0011] To address the aforementioned problems, the purpose of this invention is to provide a steering mechanism that can be adjusted at multiple angles, which has the advantages of improving horizontal and longitudinal angle adjustment capabilities, enhancing locking reliability, and reducing operator fatigue.

[0012] To achieve the above objectives, the present invention adopts the following technical solution:

[0013] This application provides a multi-angle adjustable steering mechanism, the technical solution of which is as follows: a base, which is horizontally rotatably mounted on the operating platform at the rear of the outboard motor body, and a horizontal locking component is provided on the base for locking the base relative to the operating platform at the desired horizontal angle position; a steering handle, the inner end of which is pivotally connected to the base via a rotating shaft, and a longitudinal locking component is also provided on the base for locking the steering handle relative to the base at the desired longitudinal tilt angle position.

[0014] Furthermore, this application also proposes that the operating platform is provided with multiple positioning holes, including a first positioning hole located directly behind the horizontal rotation axis and second positioning holes symmetrically distributed on both sides thereon; the horizontal locking assembly includes an elastic pin assembly provided on the base, the output end of the elastic pin assembly can be selectively engaged in the first positioning hole or the second positioning hole to achieve horizontal angle locking of the base.

[0015] Furthermore, this application also proposes that the resilient pin assembly includes:

[0016] The movable pin is inserted into the base;

[0017] A spring fitted onto a latch and applying an elastic force to it;

[0018] A first handle is rotatably mounted on the base, and the top of a pin is connected to the first handle; wherein, rotating the first handle can drive the pin to move axially to achieve engagement or disengagement of the positioning hole.

[0019] Furthermore, this application also proposes that the steering handle can be locked relative to the base in the following four states:

[0020] First vertical position: The steering handle extends upward in the vertical direction;

[0021] Horizontal position: The steering handle extends horizontally;

[0022] Second vertical position: The steering handle extends downwards in the vertical direction;

[0023] (d) Upward tilt position: The steering handle is tilted upward relative to the horizontal plane.

[0024] Furthermore, this application also proposes that the longitudinal locking component includes:

[0025] A locking block mounted on the base via a rotating shaft;

[0026] The spring acting on the locking block;

[0027] A lever that is fixedly sleeved onto the rotating shaft;

[0028] The gear position end located inside the steering handle has multiple gear position locking points on its surface; when the lever drives the rotating shaft and locking block to rotate, the locking block can be selectively and elastically engaged with a certain gear position locking point, so that the steering handle is locked in the first vertical position, the horizontal position, the second vertical position, or the upward tilt position.

[0029] Furthermore, this application also proposes that the gear position end includes a first gear position shaft portion and second gear position shaft portions located on both sides thereon along the axial direction; the locking block includes a first locking shaft portion and second locking shaft portions symmetrically disposed on both sides thereon along the axial direction; wherein:

[0030] The first locking shaft part cooperates with the first gear shaft part to lock the first vertical position and the second vertical position;

[0031] The second locking shaft engages with the second gear shaft to lock the horizontal and upward positions.

[0032] Furthermore, this application also proposes that the first gear shaft is provided with a first hook and a second hook that are circumferentially opposite each other; the first locking shaft includes a bushing coaxial with the rotating shaft and a radially extending stop, and a locking groove is formed between the stop and the bushing; when the first hook presses against the stop, it restricts the steering handle from flipping down and locks it in a first vertical position; when the second hook engages with the locking groove, it restricts the steering handle from flipping up and locks it in a second vertical position.

[0033] Furthermore, this application also proposes that the second gear shaft is provided with a first locking tooth and a second locking tooth; the second locking shaft is a locking tooth plate with a locking tooth groove at the end; wherein, when the first locking tooth or the second locking tooth is engaged in the locking tooth groove, the horizontal position or the upward tilting position is locked respectively.

[0034] Furthermore, this application also proposes that the first and second locking teeth are helical tooth structures, and the locking tooth groove is a matching one-way locking groove, which restricts the steering handle from flipping downward when locked.

[0035] Furthermore, this application also proposes that the two ends of the stop block are respectively connected to the toothed plates on both sides to form an integrated locking structure.

[0036] As can be seen from the above, the steering mechanism and its locking components that can be adjusted at multiple angles provided by this application, the base realizes horizontal angle adjustment and locking through the horizontal locking component, and the steering handle realizes multi-level longitudinal tilt angle adjustment and locking through the longitudinal locking component. It solves the problems of traditional steering mechanisms that cannot be adjusted horizontally and rely on friction damping, which leads to easy wear. It has the advantages of improving operational adaptability, enhancing locking reliability and reducing operational fatigue. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of an outboard motor with a multi-angle adjustable steering mechanism.

[0038] Figure 2 This is a schematic diagram of the control panel on an outboard motor.

[0039] Figure 3 This is a three-dimensional structural diagram of the steering mechanism.

[0040] Figure 4 This is a cross-sectional schematic diagram of the steering mechanism.

[0041] Figure 5 This is a schematic diagram of the steering handle.

[0042] Figure 6 This is a schematic diagram of the structure on the base.

[0043] Figure 7 This is a schematic diagram of the locking block.

[0044] Figure 8 This is a schematic diagram showing the steering mechanism in its first vertical position.

[0045] Figure 9 This is a schematic diagram showing the steering mechanism in an upward tilt position.

[0046] Figure 10 This is a schematic diagram showing the steering mechanism in a horizontal position.

[0047] Figure 11 This is a schematic diagram showing the steering mechanism in the second vertical position. Detailed Implementation

[0048] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0049] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0050] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more, unless otherwise expressly defined.

[0051] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0052] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0053] In existing technologies, outboard motor steering mechanisms generally suffer from insufficient adjustment freedom and poor positioning stability. Traditional solutions only support longitudinal rotation adjustment of the steering handle around a single axis, failing to achieve horizontal angle adjustment. When the vessel is sailing in crosswinds or the operator needs to adjust the grip position according to body posture, the handle position deviates from the operator's torso centerline, leading to muscle fatigue from prolonged operation. Existing technologies rely on friction damping to maintain angle, which is prone to component wear and loosening in the vibration environment of a ship, causing unexpected handle slippage and forcing the operator to continuously exert additional muscle force to counteract the deflection.

[0054] To address the aforementioned issues, the researchers analyzed two major shortcomings: the lack of horizontal adjustment and the unreliability of dynamic positioning. First, they discovered that the existing handle's fixed orientation could not match diverse navigation attitudes, thus proposing the addition of a horizontal rotating base to achieve orientation adaptation. Second, they identified the failure risk of the friction damping structure under vibration conditions and decided to replace traditional friction positioning with mechanical locking. By decoupling the horizontal rotation mechanism from the longitudinal tilting mechanism, an independently controlled two-degree-of-freedom adjustment system was formed, while a dual locking component was introduced to ensure stable angle maintenance in all directions.

[0055] like Figure 1-11 As shown, this application proposes a multi-angle adjustable steering mechanism, including a base 1 and a steering handle 4. The base 1 is horizontally rotatable on the operating platform 2 at the rear of the outboard motor body 40, and a horizontal locking component 3 is provided on the base 1 to fix the horizontal angle position. The inner end of the steering handle 4 is pivotally connected to the base 1 via a rotating shaft 5, and a longitudinal locking component 6 is provided on the base 1 to fix the longitudinal tilt angle position. The base 1 refers to the support structure that supports the steering handle 4 and enables horizontal rotation; specifically, it can be a metal casting with a shaft hole, and its bottom is connected to the operating platform 2 via a bearing, allowing rotation around the vertical axis. The horizontal locking component 3 is a mechanical device that restricts the horizontal rotation of the base 1; specifically, it can be implemented by a pin 10 engaging with a positioning hole, with the pin 10 engaging different positions of the positioning hole to form a fixed angle. The steering handle 4 is a gripping component for transmitting steering operations; specifically, it can be a hollow aluminum alloy tube, and its inner end is pivotally connected to the base 1 via a rotating shaft 5. The longitudinal locking component 6 refers to the locking mechanism that restricts the longitudinal rotation of the steering handle 4. Specifically, it can be achieved by using a locking block 14 loaded by a spring 11 in conjunction with a gear position locking point. The tilt angle is fixed by the engagement of the locking block 14 with different gear position locking points.

[0056] Specifically, the base 1 is mounted on the operating platform 2 via a bottom bearing assembly. The operator can adjust the horizontal orientation of the steering handle 4 by rotating the base 1. When the target angle is reached, the pin 10 of the horizontal locking assembly 3 is inserted into the corresponding positioning hole under the action of the spring 11, forming a rigid constraint to prevent the base 1 from rotating. When the steering handle 4 is longitudinally rotated around the rotation axis 5, the locking block 14 of the longitudinal locking assembly 6 remains in contact with the position locking point under the spring pressure. When the handle is rotated to the preset tilt angle position, the locking block 14 is embedded into the corresponding locking point to form a mechanical interlock. The horizontal adjustment and the longitudinal adjustment operate independently of each other, and the operator can complete the angle adjustment in both dimensions sequentially and lock them separately, forming an ergonomic operating posture. Through the above technical solution, this application realizes the horizontal and longitudinal dual-degree-of-freedom adjustment of the steering handle 4. The operator can adjust the horizontal orientation of the handle according to the navigation requirements to avoid torso deviation fatigue. The mechanical locking assembly reliably maintains the set angle in a vibration environment, eliminating the slippage risk of traditional friction positioning. The preset position design ensures that the handle is stably locked at four typical tilt angle positions, reducing muscle strength consumption during steering operations.

[0057] Specifically, such as Figure 2-4 As shown, the operating platform 2 is provided with multiple positioning holes, including a first positioning hole 7 located directly behind the horizontal rotation axis and second positioning holes 8 symmetrically distributed on both sides thereof. The horizontal locking assembly 3 includes an elastic pin assembly on the base 1. The output end of the elastic pin assembly can be selectively engaged with either the first positioning hole 7 or the second positioning hole 8 to achieve horizontal angle locking of the base 1. Directly behind the horizontal rotation axis refers to the reference axis in the horizontal rotation trajectory of the operating platform 2 that is consistent with the direction of the ship's travel. The first positioning hole 7 can be set as a circular through hole, and its axis coincides with the horizontal rotation axis. This position provides a reference locking position for the base 1 with zero deflection angle. The second positioning holes 8 symmetrically distributed on both sides refer to locking holes that are equidistantly distributed on both sides of the horizontal rotation axis with the first positioning hole 7 as the center. The number of second positioning holes 8 can be two or four, and the hole spacing is set according to the horizontal deflection angle requirements. The symmetrical layout ensures the balance of left and right deflection angle adjustment. The elastic pin assembly refers to a mechanical locking device that uses elastic force to drive the pin 10 to engage with the positioning hole. The pin 10 can be a cylindrical metal rod, and the spring 11 can be a helical compression spring sleeved on the outside of the pin 10. The end of the pin 10 is machined into a tapered shape to reduce insertion resistance. The elastic force keeps the pin 10 in a stable engaged state with the positioning hole, resisting accidental disengagement caused by ship vibration.

[0058] When the horizontal angle of the base 1 needs to be adjusted, the pin 10 of the elastic pin assembly is disengaged from the current positioning hole by external force. After the base 1 rotates around the horizontal rotation axis of the operating platform 2 to the target angle, the external force is released, causing the pin 10 to engage with the corresponding second positioning hole 8 under the action of the spring 11. The first positioning hole 7 serves as a reference position to keep the base 1 aligned with the ship's direction of travel. The second positioning holes 8 on both sides correspond to the locking positions for left and right yaw, respectively. The rigid engagement of the pin 10 with the positioning hole forms a mechanical lock, avoiding the slippage risk caused by component wear in traditional friction locks. The symmetrically distributed layout of the second positioning holes 8 ensures symmetrical operating stroke and locking stability for left and right yaw angle adjustment, while reducing the number of positioning holes to simplify the manufacturing process. Through the above technical solution, this application solves the problem of operator fatigue caused by the inability to horizontally adjust the steering handle 4. The operator can choose to lock the left, right, or neutral position according to navigation needs or body habits. The mechanical engagement structure replaces friction locks, eliminating the risk of accidental deflection caused by vibration or component wear, and ensuring that the angle of the base 1 remains stable during steering operations. Symmetrically distributed positioning holes simplify the structure while enabling left-right symmetrical adjustment, reducing processing costs and improving assembly efficiency.

[0059] Furthermore, the elastic pin assembly includes a pin 10 that is movably inserted through the base 1, a spring 11 that is sleeved on the pin 10 and applies an elastic force to it, and a first handle 12 that is rotatably disposed on the base 1. The top end of the pin 10 is connected to the first handle 12. Rotating the first handle 12 can drive the pin 10 to move axially to achieve engagement or disengagement from the positioning hole. The pin 10 is a rod-shaped component that is axially movable along the base 1, specifically a cylindrical metal rod with a tapered end for easy insertion into the positioning hole. Axial movement achieves mechanical engagement with the positioning hole of the operating platform 2. The spring 11 is an elastic element sleeved outside the pin 10, specifically a helical compression spring. The two ends of the spring 11 abut against the inner wall of the base 1 and the flange of the pin 10, respectively, continuously applying an elastic force to maintain the insertion tendency of the pin 10 into the positioning hole. The first handle 12 refers to a rotatable control component, which can be implemented by a metal handle with an eccentric cam structure. When the first handle 12 rotates, it pushes the pin 10 to move axially through the eccentric cam, converting the rotational motion into linear displacement.

[0060] Specifically, the pin 10 remains in its default position inserted into the positioning hole of the operating platform 2 under the action of the spring 11, at which time the horizontal angle between the base 1 and the operating platform 2 is locked. When it is necessary to adjust the horizontal angle of the base 1, the first handle 12 is rotated, and its eccentric cam structure pushes the pin 10 to overcome the force of the spring 11 and exit the positioning hole axially, thus releasing the locked state. After the adjustment is completed, the handle is released, and the spring 11 pushes the pin 10 to re-insert into the corresponding positioning hole, realizing a new horizontal angle lock. The rigid engagement between the pin 10 and the positioning hole avoids the wear problem of the friction locking structure, and the rotation-linear motion conversion mechanism of the first handle 12 simplifies the operation steps. Through the above technical solution, this application achieves reliable mechanical locking of the horizontal angle of the base 1, avoids accidental displacement caused by the wear of friction components, and the operator only needs to rotate the first handle 12 to quickly complete the locking state switch, improving the long-term stability of the steering mechanism in the ship vibration environment.

[0061] like Figure 8-11 In the specific embodiment shown, the steering handle 4 can be locked in four states relative to the base 1, including a first vertical position, a horizontal position, a second vertical position, and an upward tilt position. The first vertical position refers to the steering handle 4 extending upwards in the vertical direction. This can be achieved by the engagement of the stop end 16 of the longitudinal locking assembly 6 with the locking block 14, mechanically preventing the steering handle 4 from flipping downwards, which can be used for storage to reduce space occupation. The horizontal position refers to the steering handle 4 extending horizontally, which can be achieved by the engagement of the locking block 14 with the locking tooth structure of the stop end 16. The oblique tooth groove restricts the displacement of the steering handle 4 in a vibration environment, which can be used for horizontal steering. The second vertical position refers to the steering handle 4 extending downwards in the vertical direction, which can be achieved by the engagement of the hook of the stop end 16 with the locking slot 26 formed by the locking block 14, preventing the steering handle 4 from flipping upwards, which can be used for carrying a portable outboard motor and for storage. The upward tilt position refers to the steering handle 4 tilting upward relative to the horizontal plane. Specifically, this can be achieved by the engagement of the locking plate 30 of the locking block 14 and the helical tooth structure of the gear end 16, using a one-way locking groove to restrict the downward movement of the steering handle 4.

[0062] Specifically, the steering handle 4 achieves four discrete positions through the mechanical structure of the longitudinal locking component 6. The first and second vertical positions restrict the movement of the steering handle 4 in two vertical directions through the engagement of hooks and latches, suitable for storage or carrying scenarios. The horizontal and tilting positions achieve horizontal or tilt angle locking through the engagement of helical teeth and locking grooves. The horizontal position meets the needs of normal navigation, while the tilting position is suitable for standing operation or tall operators. The four positions replace traditional friction damping with a multi-stage locking structure between the locking block 14 and the position end 16, eliminating accidental slippage caused by vibration and reducing muscle force consumption to resist the deflection of the steering handle 4 during operation. Compared with the prior art, the existing solution only supports stepless adjustment of the steering handle 4 around a single axis, relying on friction components to maintain the angle, which is prone to loosening and accidental displacement in a vibration environment. This solution covers multiple angles—vertically upward, horizontal, vertically downward, and tilted upward—with four mechanical locking positions. It employs a rigid engagement of hooks and teeth to replace frictional damping, ensuring stability of each gear in dynamic environments and preventing operator fatigue caused by prolonged unnatural postures. Through this technical solution, this application addresses the problem of insufficient longitudinal angle adjustment freedom of the steering handle, allowing the operator to select different locking positions based on the ship's attitude or physical condition. The vertically upward and downward locking states facilitate the storage or transport of outboard motors, reducing transport space requirements; the horizontal position provides an ergonomically designed standard operating angle; and the tilted position adapts to grip requirements under special operating conditions. The mechanical locking structure enables rapid and stable gear shifting, reducing operational load and improving reliability.

[0063] As shown in 3-7, the longitudinal locking assembly 6 includes a locking block 14 mounted on the base 1 via a rotating shaft 13, a spring acting on the locking block 14, a lever 15 fixedly sleeved on the rotating shaft 13, and a gear position end 16 located at the inner end of the steering handle 4, the surface of which is provided with multiple gear position points. When the lever 15 drives the rotating shaft 13 and the locking block 14 to rotate, the locking block 14 can be selectively and elastically engaged with a certain gear position point, so that the steering handle 4 is locked in a first vertical position, a horizontal position, a second vertical position, or an upward tilt position.

[0064] Among them, the locking block 14 refers to the mechanical locking component mounted on the base 1 via the rotating shaft 13. Specifically, it can be implemented by rigidly connecting a metal block to the rotating shaft 13. Its function is to form a physical locking with the gear locking point through rotational movement. The spring refers to the energy storage element that applies elastic force to the locking block 14. Specifically, it can be implemented by using a helical spring or a disc spring. Its function is to provide continuous clamping force to the locking block 14 to maintain the locking state. The toggle lever 15 refers to the control component fixedly connected to the rotating shaft 13. Specifically, it can be implemented by welding or keying a rod-shaped structure to the end of the rotating shaft 13. Its function is to transmit the operator's external rotation input to the locking block 14. The gear end 16 refers to the positioning structure with multiple locking points located at the inner end of the steering handle 4. Specifically, it can be implemented by using a bushing structure with grooves or protrusions. Its function is to provide a clear locking position through the discrete distribution of locking points.

[0065] Specifically, the spring forces the locking block 14 to remain in contact with the locking point at the gear position end 16. When the locking block 14 rotates to the target locking point position, the elastic force of the spring presses it into the locking point groove, forming a mechanical interlock. When unlocking is required, an external force is applied to the lever 15. When the lever 15 is rotated, the shaft 13 drives the locking block 14 to rotate synchronously. Rotating the lever 15 causes the locking block 14 to disengage from the current locking point, and the spring is compressed to store elastic potential energy. At this time, the steering handle 4 can be freely adjusted to the new position. The longitudinal tilt angle adjustment of the steering handle 4 is completed by rotating the steering handle 4, provided that when the locking block 14 completely locks the steering handle 4 in both directions, the lever 15 must be operated first to rotate the steering handle 4 synchronously; while when the locking block 14 locks the steering handle 4 in one direction, the steering handle 4 can be adjusted upwards. Through the above technical solution, this application solves the problem of accidental slippage of the steering handle 4 at the longitudinal tilt position due to vibration or operating force. The mechanical locking structure can still maintain reliable locking under high-frequency vibration of the ship. The operator can switch the locked state with a single operation of the lever 15, without the need for additional muscle force to maintain the handle position, significantly reducing the physical exertion during steering operations.

[0066] In a specific implementation, the gear position end 16 includes a first gear position shaft 18 and a second gear position shaft 19 located on both sides thereon along the axial direction; the locking block 14 includes a first locking shaft and a second locking shaft symmetrically arranged on both sides thereon along the axial direction; wherein, the first locking shaft cooperates with the first gear position shaft 18 to lock the first vertical position and the second vertical position; the second locking shaft cooperates with the second gear position shaft 19 to lock the horizontal position and the upward tilt position.

[0067] The first gear shaft 18 refers to the central shaft section axially arranged along the gear end 16, which can be implemented using a shaft structure with a circumferential hook. It cooperates with the stop block 25 of the first locking shaft to form a vertical lock. The second gear shaft 19 refers to the shaft sections located on both sides of the first gear shaft 18, which can be implemented using a shaft with a helical tooth structure. It cooperates with the tooth groove 29 of the second locking shaft to form horizontal and inclined locks. The first locking shaft refers to the central shaft section of the locking block 14, which can be implemented using a bushing structure with a radial stop block 25. The contact between the stop block 25 and the hook restricts vertical displacement. The second locking shaft refers to the symmetrical shaft sections located on both sides of the first locking shaft, which can be implemented using a plate-like structure with tooth grooves 29 at the ends. The engagement of the teeth with the tooth grooves 29 restricts horizontal and inclined displacement.

[0068] Specifically, the gear shift end 16 is divided into a central first gear shift shaft 18 and two side second gear shift shafts 19. The locking block 14 is correspondingly divided into a central first locking shaft and two side second locking shafts. The first locking shaft and the first gear shift shaft 18 achieve vertical locking through axial alignment. When the steering handle 4 is in the first or second vertical position, the hook of the first gear shift shaft 18 and the stop block 25 of the first locking shaft form mechanical interference, restricting the steering handle 4 from rotating up and down, thus achieving complete locking. The second locking shaft and the second gear shift shaft 19 achieve horizontal and tilting locking through radial engagement. When the steering handle 4 is in the horizontal or tilting position, the helical teeth of the second gear shift shaft 19 engage with the tooth grooves 29 of the second locking shaft, forming a one-way lock. The axially symmetrical layout of the second locking shafts ensures uniform force distribution during horizontal locking, preventing unilateral engagement failure. Through the above technical solution, this application solves the problem of unreliable positioning of the steering mechanism due to friction damping, which leads to accidental slippage of the steering handle 4, and achieves precise mechanical locking of four positions. Vertical locking is achieved through axial alignment between the hook and the stop block 25, while horizontal and inclined locking is achieved through radial engagement between the helical teeth and the tooth groove 29. The split structure adapts to operating forces in different directions, avoiding failure of a single locking mechanism. The symmetrically arranged second locking shaft enhances the stability of horizontal locking and prevents loosening during deflection.

[0069] Specifically, such as Figure 4 and 5 As shown in Figure 7, the first gear shaft 18 is provided with a first hook 22 and a second hook 23 that are circumferentially opposite each other. The first locking shaft includes a bushing 24 coaxial with the rotating shaft 13 and a radially extending stop 25. A slot 26 is formed between the stop 25 and the bushing 24. When the first hook 22 presses against the stop 25, it restricts the steering handle 4 from flipping down and locks it in the first vertical position. When the second hook 23 is engaged in the slot 26, it restricts the steering handle 4 from flipping up and locks it in the second vertical position.

[0070] The first hook 22 refers to a protruding structure located on one side of the first gear shaft 18, which can be implemented using a hook-shaped component formed by metal stamping. Its hook body extends towards the stop block 25 to form a rigid blocking surface. The second hook 23 refers to a protruding structure located on the other side of the first gear shaft 18, which can be implemented using hook-shaped components symmetrically distributed with the first hook 22. The end of its hook body forms an insert that matches the bayonet 26. The bushing 24 refers to an annular component sleeved around the outer circumference of the rotating shaft 13. Its inner diameter is interference-fitted with the outer diameter of the rotating shaft 13 to ensure synchronous rotation. The stop block 25 refers to a plate-shaped structure extending radially from the outer wall of the bushing 24. It can be connected to the bushing 24 by welding or integral casting, and its end plane contacts the first hook 22 to form a limiting surface. The notch 26 refers to the recessed area formed by the stop block 25 and the outer wall of the bushing 24. Specifically, a rectangular groove can be formed on the surface of the bushing 24 by milling, with its width slightly larger than the thickness of the embedded part of the second hook 23 to achieve a clearance fit. Specifically, when the steering handle 4 is in the first vertical position, the front end face of the hook of the first hook 22 is in complete contact with the end plane of the stop block 25. At this time, when the steering handle 4 is subjected to a downward flipping external force, the first hook 22 transmits the force to the stop block 25 through rigid contact. The stop block 25 distributes the load to the rotating shaft 13 through the bushing 24, thereby preventing the steering handle 4 from flipping downward. When the steering handle 4 is switched to the second vertical position, the embedded part of the second hook 23 is inserted into the mouth 26. The outer wall of the bushing 24 on both sides of the mouth 26 and the inner wall of the stop block 25 respectively constrain the axial displacement and radial displacement of the embedded part. At this time, when the steering handle 4 is subjected to an upward flipping external force, the embedded part and the edge of the mouth 26 generate a shearing action, and the external force is offset by the torque transmission between the bushing 24 and the rotating shaft 13.

[0071] like Figure 7 As shown, the two ends of the stop block 25 are connected to the two side locking plates 30 to form an integrated locking structure. The stop block 25 refers to the radially extending component on the locking block 14, which can be made of metal stamping or casting. Its function is to limit the rotation angle of the steering handle 4 by contacting the gear position locking point. The locking plate 30 refers to a plate-shaped component with locking grooves 29 at its end, which can be machined from high-carbon steel. Its function is to achieve longitudinal locking of the steering handle 4 by engaging the locking grooves 29 with the gear position locking point. The integrated locking structure means that the stop block 25 and the locking plate 30 are integrated into a single component through physical connection, which can be achieved by welding or integral casting. Its function is to improve the overall structural rigidity by eliminating assembly gaps between independent components.

[0072] The second gear shaft 19 is provided with a first locking tooth 27 and a second locking tooth 28. The second locking shaft is a locking plate 30 with a locking tooth groove 29 at its end. When the first locking tooth 27 or the second locking tooth 28 engages with the locking tooth groove 29, locking is achieved in either the horizontal or upward position, respectively. The second gear shaft 19 refers to the shaft segment at the inner end of the steering handle 4 used for longitudinal angle locking. This shaft segment extends axially and is provided with a locking tooth structure, providing rigid limiting through the geometry of the locking teeth. The locking plate 30 is a locking component that cooperates with the second gear shaft 19. The locking tooth groove 29 at its end is a groove structure that matches the locking teeth, forming a mechanical interlock through the meshing of the locking tooth groove 29 and the locking teeth. Specifically, when the steering handle 4 is rotated to the horizontal position, the first locking tooth 27 of the second gear shaft 19 engages with the locking tooth groove 29 of the locking plate 30. At this time, the side wall of the first locking tooth 27 contacts the inner wall of the locking tooth groove 29, preventing the steering handle 4 from continuing to rotate downwards. When the steering handle 4 tilts upward to a predetermined angle, the second locking tooth 28 engages with the locking tooth groove 29. At this time, the inclined surface of the second locking tooth 28 cooperates with the guide surface of the locking tooth groove 29, restricting the upward movement of the steering handle 4. Because the contact area between the locking tooth and the locking tooth groove 29 is large, the impact force generated by ship vibration is dispersed throughout the entire engagement surface, avoiding localized stress concentration that could lead to structural failure. Through the above technical solution, this application can maintain the stability of the horizontal and upward tilting positions of the steering handle 4 under continuous ship vibration conditions. The operator does not need to apply additional force to counteract the deflection of the handle, avoiding operational errors caused by loosening of the locking structure.

[0073] Furthermore, the first locking tooth 27 and the second locking tooth 28 are helical tooth structures, and the locking tooth groove 29 is a matching one-way locking groove, which restricts the steering handle 4 from flipping downwards when engaged. The helical tooth structure refers to a tooth shape where the tooth surface forms an inclined angle with the axis. Specifically, it can be achieved by a structure where the tooth tip surface and the tooth root surface form a non-perpendicular angle, with the inclination angle ranging from 30° to 60°. This structure generates a self-locking effect through the inclined surface contact during engagement, preventing reverse displacement caused by external forces. The one-way locking groove refers to a groove that only allows the locking tooth to be inserted in a specific direction. Specifically, it can be achieved by a groove wall with one side being a vertical surface and the other side being an inclined surface. The vertical surface and the inclined surface of the helical tooth form mechanical interference, restricting the reverse movement of the locking tooth. Specifically, when the steering handle 4 is in a horizontal or upward tilted position, the locking tooth groove 29 at the end of the locking tooth plate 30 of the second locking shaft engages with the first locking tooth 27 or the second locking tooth 28 of the second gear shaft 19. Because the locking teeth adopt a helical tooth structure, the tooth tip surface makes sliding contact with the inclined surface of the locking tooth groove 29, and the tooth root surface makes rigid contact with the vertical surface of the locking tooth groove 29. When the ship vibrates and causes the steering handle 4 to be subjected to a downward flipping external force, the contact between the tooth root surface of the helical teeth and the vertical surface of the locking tooth groove 29 produces a mechanical lock, preventing the steering handle 4 from flipping downward; when it is necessary to adjust the angle of the steering handle 4, applying an upward flipping force can cause the helical teeth to slide off along the inclined surface of the locking tooth groove 29, thereby unlocking. Through the above technical solution, this application can effectively prevent the steering handle 4 from unexpectedly flipping downward due to external force under continuous ship vibration conditions, ensuring the locking reliability of the horizontal and upward positions. At the same time, the upward flipping adjustment function is retained, and the operator only needs to apply force in one direction to complete the angle adjustment, taking into account both positioning stability and operational convenience.

[0074] In summary, this solution provides a multi-angle adjustable steering mechanism and its locking components. The base 1 achieves horizontal angle adjustment and locking through the horizontal locking component 3, and the steering handle 4 achieves multi-level longitudinal tilt angle adjustment and locking through the longitudinal locking component 6. This solves the problems of traditional steering mechanisms being unable to be horizontally adjusted and relying on friction damping, which leads to easy wear. It has the advantages of improving operational adaptability, enhancing locking reliability, and reducing operational fatigue.

[0075] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0076] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention.

Claims

1. A steering mechanism capable of multi-angle adjustment, characterized by, include: The base (1) is rotatably mounted on the operating platform (2) at the rear of the outboard motor body (40). The base (1) is provided with a horizontal locking assembly (3) for locking the base (1) relative to the operating platform (2) at the desired horizontal angle position. The steering handle (4) is pivotally connected to the base (1) via a rotating shaft (5). The base (1) is also provided with a longitudinal locking assembly (6) for locking the steering handle (4) relative to the base (1) at the desired longitudinal tilt angle position. The operating platform (2) is provided with multiple positioning holes, including a first positioning hole (7) located directly behind the horizontal rotation axis and a second positioning hole (8) symmetrically distributed on both sides thereon; the horizontal locking assembly (3) includes an elastic pin assembly provided on the base (1), and the output end of the elastic pin assembly can be selectively engaged in the first positioning hole (7) or the second positioning hole (8) to achieve horizontal angle locking of the base (1); The steering handle (4) can be locked in the following positions relative to the base (1): (a) First vertical position: The steering handle extends upward in the vertical direction; (b) Horizontal position: The steering handle extends horizontally; (c) Second vertical position: The steering handle extends downward in the vertical direction; (d) Upward tilt position: The steering handle is tilted upward relative to the horizontal plane; The longitudinal locking component (6) includes: - Locking block (14) mounted on base (1) via pivot (13); - A lever (15) fixedly sleeved on the rotating shaft (13); - The gear position end (16) located inside the steering handle (4) has multiple gear position points on its surface; When the lever (15) drives the rotating shaft (13) and the locking block (14) to rotate, the locking block (14) can be selectively and elastically engaged with a certain gear position so that the steering handle (4) is locked in the first vertical position, the horizontal position, the second vertical position or the upward tilt position.

2. The multi-angle adjustable steering mechanism according to claim 1, characterized in that: The resilient pin assembly includes: - A pin (10) that is movable and inserted into the base (1); - A spring (11) fitted onto the pin (10) and applying an elastic force to it; - A first handle (12) is rotatably disposed on the base (1), and the top end of the pin (10) is connected to the first handle (12). Rotating the first handle (12) can drive the pin (10) to move axially to engage or disengage the positioning hole.

3. The multi-angle adjustable steering mechanism according to claim 1, characterized in that: The gear end (16) includes a first gear shaft (18) and a second gear shaft (19) located on both sides thereon along the axial direction. The locking block (14) includes a first locking shaft portion and a second locking shaft portion symmetrically disposed on both sides thereon along the axial direction; in: - The first locking shaft part cooperates with the first gear shaft part (18) to lock the first vertical position and the second vertical position; - The second locking shaft part cooperates with the second gear shaft part (19) to achieve locking of the horizontal position and the upward position.

4. The multi-angle adjustable steering mechanism according to claim 3, characterized in that: The first gear shaft (18) is provided with a first hook (22) and a second hook (23) that are circumferentially opposite each other. The first locking shaft includes a bushing (24) coaxial with the rotating shaft (13) and a radially extending stop (25), wherein a bayonet (26) is formed between the stop (25) and the bushing (24). When the first hook (22) presses against the stop block (25), the steering handle (4) is restricted from flipping down and locked in the first vertical position; When the second hook (23) engages with the slot (26), the steering handle (4) is restricted from flipping up and locked in the second vertical position.

5. The multi-angle adjustable steering mechanism according to claim 4, characterized in that: The second gear shaft (19) is provided with a first locking tooth (27) and a second locking tooth (28); The second locking shaft part is a toothed plate (30) with a toothed groove (29) at the end; When the first locking tooth (27) or the second locking tooth (28) is engaged in the locking tooth groove (29), the horizontal position or the upward tilting position is locked respectively.

6. A steering mechanism capable of multi-angle adjustment according to claim 5, characterized in that: The first locking tooth (27) and the second locking tooth (28) are helical tooth structures, and the locking tooth groove (29) is a matching one-way locking groove, which restricts the steering handle (4) from flipping downward when locked.

7. A steering mechanism capable of multi-angle adjustment according to claim 4 or 5, characterized in that: The two ends of the stop block (25) are respectively connected to the toothed plates (30) on both sides to form an integrated locking structure.

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