JP2000272588A - Steering handle device for outboard motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering handle device for an outboard motor, capable of surly locking a shift lever when a throttle grip is widely opened, preventing the erroneous operation of the shift lever and reducing costs by a simple structure. SOLUTION: A steering handle device is provided with a throttle shaft 20 inserted into a handle housing 11, a shift lever 30 supported by the handle housing 11, and a rotary member 31 housed in the handle housing 11 and rotated associatively with the shift lever axially in a direction crossing the throttle shaft 20. A projected portion is integrally formed in the rotary member 31 so as to be protruded toward the throttle shaft 20, a stopper 62 bulged outward toward its diameter direction is fixed to the throttle shaft, and this stopper is provided with an engaging portion 63 caused to advance to a position crossing a rotational locus drawn by the projected portion during the rotation of the rotary member as long as a throttle grip is rotated not to a full-closed position but to an open direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a steering handle device for an outboard motor equipped with a throttle grip for controlling an engine speed and a shift lever for switching between forward and reverse.

[0002]

2. Description of the Related Art There is known an outboard motor used for a relatively small boat, which is provided with a shift lever for switching between forward and backward movements in a steering handle device. This kind of steering handle device is disclosed in, for example, Japanese Patent Application Laid-Open No. 7-81689.
As disclosed in Japanese Unexamined Patent Publication (Kokai) No. H06-209, a hollow cylindrical handle housing connected to the outboard motor main body is provided, and the shift lever and a throttle grip for controlling the engine speed are attached to the handle housing.

The shift lever is manually turned to any one of a neutral position, a forward position, and a reverse position, and the shift lever is fixed to a cam plate housed in a handle housing. . The cam plate is rotatably supported on the inner surface of the handle housing, and the cam plate is connected to the shift cable via a link mechanism.

[0004] The throttle grip is connected to a throttle cable via a throttle shaft. The throttle shaft is rotated in the direction around the axis following the opening / closing operation of the throttle grip. The throttle shaft and the cam plate are disposed adjacent to each other inside the handle housing. .

[0005] The conventional steering handle device is equipped with a stopper mechanism for inhibiting the shift lever switching operation when the engine speed is increasing with the opening operation of the throttle grip.

This stopper mechanism includes a stopper that rotates integrally with the throttle shaft, and an engaging member that rotates integrally with the shift lever. The stopper protrudes radially outward of the throttle shaft, and the tip of the stopper moves in an arc-shaped locus when the throttle grip is rotated. The engaging member is constituted by a small-diameter pin extending in a direction perpendicular to the throttle shaft, and is supported by the cam plate in a cantilever manner. The engagement member is configured to retreat to a position outside the locus of the stopper when the shift lever is rotated to the forward or backward position. Therefore, the throttle grip can be freely operated without any restrictions as long as the shift lever is rotated to the forward or reverse position.

When the throttle grip is widely opened,
The side of the tip of the stopper is moved to a position facing the tip of the engagement member. With this, when the throttle grip is widely opened, if the shift lever being rotated to the forward or reverse position is to be rotated to the neutral position, the tip of the engaging member abuts against the side surface of the stopper, The rotation of the shift lever is prevented.

Therefore, it is not possible to perform a shift operation from the forward or reverse position to the neutral position, and it is possible to prevent rapid deceleration during navigation.

[0009]

In the conventional stopper mechanism, the engaging member which rotates following the shift lever is
It is formed of a separate pin from the cam plate, and is supported by the cam plate in a cantilevered state.

In such a configuration, if a shift operation is attempted while the engine speed is increasing, the engaging member is subjected to severe bending because the projecting end of the engaging member abuts against the stopper. Therefore, the load is concentrated on the fixed end of the engagement member. For this reason, especially when the shift operation is forcibly performed, there is a possibility that the engaging member is deformed or the fixing portion to the cam plate is damaged. As a result, the shift lever undesirably returns from the forward or reverse position to the neutral position, and erroneous operation of the shift lever cannot be reliably prevented.

Further, according to the conventional stopper mechanism, it is necessary to prepare a dedicated engaging member in addition to the cam plate which rotates integrally with the shift lever, and to fix the engaging member to the cam plate. Need work. Therefore, the number of parts increases, the configuration of the stopper mechanism becomes complicated, and the assembling of the stopper mechanism requires time and effort, resulting in high costs.

An object of the present invention is to provide an outboard motor which can reliably lock the shift lever when the throttle grip is widely opened, can prevent erroneous operation of the shift lever, and has a simple structure and reduced cost. It is to obtain a steering wheel device.

[0013]

To achieve the above object, a steering handle device for an outboard motor according to the present invention comprises: a hollow cylindrical handle housing connected to an outboard motor main body; A throttle shaft which is inserted through the throttle handle and is turned around the axis by a throttle grip; a neutral position supported by the handle housing;
A shift lever that is manually turned to one of a forward position and a reverse position; housed inside the handle housing, and is integrally rotated with the shift lever in a direction about an axis crossing the throttle shaft. A rotating member; Then, a convex portion projecting toward the throttle shaft is integrally formed on the rotating member, and a stopper projecting radially outward of the throttle shaft is fixed to the throttle shaft. As long as the throttle grip is rotated in the opening direction from the fully-closed position, it has an engagement portion that advances to a position that intersects with the rotation locus drawn by the projection when the rotation member rotates. It is characterized by.

In such a configuration, when the throttle grip is turned from the fully closed position to the open direction when the shift lever is turned to any one of the neutral position, the forward position, and the reverse position, the position on the throttle shaft is reduced. The stopper is rotated integrally, and the engagement portion of the stopper is advanced to a position facing the projection of the rotating member. Therefore, even if the shift lever is operated while the throttle grip is opened, the convex portion of the rotating member is caught by the engaging portion of the stopper, and the operation of the shift lever is prevented.

Further, according to the above construction, the engaging portion of the stopper and the convex portion of the rotating member are protruded in directions approaching each other. The protrusion amount of each part is reduced, and the projection is particularly resistant to impact because the projection is an integral structure with the rotating member. Therefore, the rigidity and strength of the engaging portion and the convex portion can be sufficiently ensured, and deformation and breakage when the engaging portion and the convex portion abut against each other can be reliably prevented.

In addition, in prohibiting an undesired shift operation, the only newly added component is a stopper on the throttle shaft, and an increase in the number of components can be minimized.

[0017]

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

An outboard motor 1 shown in FIG. 1 is attached to a rear end of a hull 2 via a clamp bracket 3. The outboard motor 1 has an outboard motor main body 4. The outboard motor body 4 is supported by the clamp bracket 3 via a steering shaft 5 so as to be rotatable in the left-right direction. An engine 6 is supported on the upper end of the outboard motor body 4, and the engine 6 is covered by a top cowling 7. A propeller 8 is supported at a lower end of the outboard motor body 4. The propeller 8 is rotatably driven by the power transmission from the engine 6. The propeller 8 rotates forward when the hull 2 moves forward, and the propeller 8 rotates when the hull 2 moves backward. A shift mechanism (not shown) for reversing the position is arranged.

As shown in FIG. 1, a steering wheel 10 is attached to the upper end of the outboard motor body 4. The operation handle 10 extends substantially horizontally toward the front of the outboard motor main body 4. The operation handle 10 includes a hollow cylindrical handle housing 11. Handle housing 11
Is divided into an upper housing 12 and a lower housing 13, and these housings 12, 13 are connected to each other via a fastener such as a screw.

As shown in FIGS. 2 to 4, a throttle operating mechanism 15 for controlling the rotation speed of the engine 6 and a shift operating mechanism 16 for switching the shift mechanism are accommodated inside the handle housing 11. The throttle operating mechanism 15 and the shift operating mechanism 16 are supported by the upper housing 12 via a frame 17.

FIGS. 2 and 4 show the upper housing 12.
Is shown in a vertically inverted state. The upper housing 12 has left and right side walls 12a and 12b and an upper wall 12c extending between upper ends of the side walls 12 and 12b.
7 are accommodated. The frame 17 includes a first plate portion 17a facing the upper wall 12c and a left side wall 12a.
And a second plate portion 17b facing the first and second plate portions 17a and 17b.
c is fixed to the inner surface via a plurality of bolts 18.

The throttle operating mechanism 15 has a metal throttle shaft 20. The throttle shaft 20 is inserted along the longitudinal direction of the upper housing 12.
One end of the throttle shaft 20 is supported by the first plate portion 17a of the frame 17 via a bearing 21a, and the other end of the throttle shaft 20 is
It is supported by the upper housing 12 via 1b.

At one end of the throttle shaft 20, a first
Bevel gear 22 is fixed. The first bevel gear 22 is
It meshes with the second bevel gear 23. Second bevel gear 23
Are supported by the frame 17 via the rotating shaft 24. A throttle lever 25 is formed integrally with the second bevel gear 23. The throttle lever 25 extends radially outward of the second bevel gear 23, and a tip end of the throttle lever 25 is connected to a throttle cable 26. The throttle cable 26 is guided inside the top cowling 7 through the inside of the handle housing 11, and the tip of the throttle cable 26 is connected to a carburetor (not shown) of the engine 6.

The other end of the throttle shaft 20 projects outward through the front end of the upper housing 12, and a throttle grip 28 is fixed to the protruding end of the throttle shaft 20. The throttle grip 28
The throttle grip 28 can be rotated by a predetermined angle between the fully closed position and the fully open position. When the throttle grip 28 is gripped and rotated by hand, the throttle shaft 20 is rotated in a direction around the axis. ing. This rotation of the throttle shaft 20
The rotation of the throttle lever 25 in the front-rear direction is converted via the first and second bevel gears 22 and 23, whereby the throttle cable 26 is pulled or pushed in the axial direction. Therefore, the carburetor is opened and closed via the throttle cable 26, and the rotation speed of the engine 6 is controlled.

On the other hand, the shift operation mechanism 16 has a shift lever 30 and a shift rotating member 31 that rotates integrally with the shift lever 30. Shift lever 3
Numeral 0 is supported on the left side wall 12a of the upper housing 12 via the shift rotating member 31. The support structure of the shift lever 30 will be described with reference to FIG.

The side wall 12a of the upper housing 12 has a circular lever mounting hole 32. A cylindrical guide portion 33 protruding outward from the side wall 12a is formed at the opening edge of the lever mounting hole 32. Further, a circular fitting hole 34 is formed in the second plate portion 17b of the frame 17 facing the side wall 12a. The fitting hole 34 is coaxially connected to the lever mounting hole 32.

The shift rotating member 31 is formed of a die-cast product. The shift rotation member 31 has a columnar boss 35. The boss 35 includes a bearing 36
The end of the boss 35 is inserted into the lever mounting hole 32 of the side wall 12a. A recess 37 made of a square hole is formed on the tip end surface of the boss 35, and a screw hole 38 is formed in the center of the recess 37. Therefore, the shift rotating member 31 is supported by the second plate portion 17b of the frame 17, and is rotated in the front-rear direction of the handle housing 11 on a plane parallel to the throttle shaft 20. I have.

The shift lever 30 is exposed outside the handle housing 11. A cylindrical shaft portion 40 is formed at one end of the shift lever 30. The shaft portion 40 extends in a direction orthogonal to the shift lever 30, and is inserted into the guide 33 of the side wall 12a via a bearing 41. At the tip of the shaft portion 40, a prismatic convex portion 42 is formed. The convex portion 42 is fitted into the concave portion 37 of the shift rotating member 31, and by this fitting,
The shift rotating member 31 and the shift lever 30 are connected so as to be able to rotate integrally.

The shaft portion 40 has an insertion hole 43 extending in the axial direction. The insertion hole 43 is opened at the tip of the projection 42 and is connected to the screw hole 38. A bolt 44 is inserted into the screw insertion hole 43. The bolt 44 is screwed into the screw hole 38, and by this screwing, the shift rotating member 31 and the shift lever 30 are integrally fastened.

As shown in FIG. 3A, the shift lever 30 is manually turned to three operation positions of a neutral position N, a forward position F and a reverse position R. The shift lever 30 is upright when in the neutral position N. The position where the shift lever 30 is tilted forward from the neutral position N is the forward position F, and the position where the shift lever 30 is tilted backward from the neutral position N. Is the reverse position F.

The shift rotating member 31 which rotates integrally with the shift lever 30 has an arm 47 integrally therewith.
The arm portion 47 extends upwardly between the side wall 12a and the throttle shaft 20, and a shift cable 48 is connected to a tip of the arm portion 47. The shift cable 48 is linked to a shift mechanism of the outboard motor main body 4.

Therefore, the shift lever 30 is moved to the neutral position N
, The shift turning member 31 turns counterclockwise as shown by an arrow A in FIG.
The shift mechanism is switched via the shift cable 48 so that the propeller 8 rotates forward. When the shift lever 30 is rotated from the neutral position N to the reverse position R, the arrow B shown in FIG.
The shift cable 48 is rotated so that the shift rotary member 31 rotates clockwise and the propeller 8 rotates in the reverse direction as shown in FIG.
The shift mechanism is switched via.

The first to third concave portions 50a, 50b, 50c having an arc shape are formed on the outer peripheral portion of the shift rotating member 31.
Are formed at intervals in the circumferential direction. These depressions 5
A click mechanism 51 is disposed at a position facing the first and second click mechanisms 50a, 50b, and 50c. The click mechanism 51 is supported by the second plate portion 17b of the frame 17. The click mechanism 51 has a pressing element 53 on which a steel ball 52 is installed. The pressing element 53 is urged by a spring 54 toward the outer periphery of the shift rotating member 31.

The steel ball 52 of the pressing element 53 is
When the shift lever 30 is at the neutral position N, it is fitted into the first recess 50a, and the shift lever 30 is held at the neutral position N. When the shift lever 30 is rotated from the neutral position N toward the forward position F or the reverse position R, the steel ball 52 rides over the outer peripheral portion of the shift rotating member 31, and the second recess 50b or the third recess 50c. , Whereby the shift lever 30 is held at the forward position F or the reverse position R. When the steel ball 52 gets over the outer peripheral portion of the shift rotating member 31, an appropriate sense of movement and frictional resistance are given, and the shift lever 30 is switched to the neutral position N, the forward position F, and the reverse position R. It is possible to recognize this physically.

As shown in FIG. 3A and FIG. 5, when the shift lever 30 is at the neutral position N, the arm portion 47 of the shift rotating member 31 extends in a direction substantially orthogonal to the throttle shaft 20. ing. First and second convex portions 57a and 57b are formed integrally with a portion of the arm portion 47 facing the throttle shaft 20. These convex portions 5
7a and 57b are formed in a rib shape extending along the length direction of the arm portion 47, and are arranged apart from each other in the rotation direction of the shift rotation member 31. And the first
And the second convex portions 57a and 57b are
Are formed at the edges of the protruding ends of the projections 57a and 57b.

A groove 58 is formed between the first and second protrusions 57a and 57b. When the shift lever 30 is at the neutral position N, the groove 58
And face each other. The upper end of the groove 58 is open toward the distal end of the arm 47 and the groove 5
The lower end of 8 is closed by a closing wall 59 that straddles between the projections 57a and 57b. Groove 58 of closing wall 59
A stopper surface 60 as an opening restricting portion is formed on the inner surface facing the shift lever 30.
Is located below the throttle shaft 20 when is in the neutral position N.

As shown in FIGS. 3 to 5, a sheet metal stopper 62 is fixed to the outer periphery of the throttle shaft 20 by means such as welding. When the shift lever 30 is at the neutral position N, the stopper 62 moves the shift rotating member 31.
Of the groove 58.

The stopper 62 rotates integrally with the throttle shaft 20 and has an engaging portion 63 projecting radially outward of the throttle shaft 20. The engagement portion 63
It has a fan shape when viewed from the axial direction of the throttle shaft 20. The engaging portion 63 is provided with the throttle grip 2.
In the range in which 8 rotates 15 ° in the opening direction from the fully closed position,
It is located at a position distant from the shift rotating member 31, and intersects with the circular locus drawn by the tips of the first and second convex portions 57a and 57b of the shift rotating member 31 when the shift lever 30 rotates. Have retired without.

Therefore, when the opening of the throttle grip 28 is 15 ° or less and the rotation speed of the engine 6 is in a low rotation range including idling, the shift lever 30 is moved to one of the neutral position N, the forward position F and the reverse position R. It can be freely rotated to the position.

When the shift lever 30 is in the neutral position N, the throttle grip 28 is largely rotated from the fully closed position in the opening direction. When the rotation angle exceeds 15 °, the engaging portion 63 of the stopper 62 shifts. Groove 5 of the rotary member 31 for use
8 and the first and second protrusions 57a, 57a,
It advances on the locus drawn by 57b. For this reason, as best shown in FIG. 3B and FIG.
Of the first and second projections 57a, 57b
Interposed between When the shift lever 30 is to be rotated from the neutral position N to the forward position F or the reverse position R in this state, the first protrusion 57a or the second protrusion 57b is caught by the engagement portion 63 of the stopper 62, Shift lever 30
Is prevented from rotating.

Therefore, the shift mechanism of the outboard motor main body 4 does not switch, and the shift lever 30 is moved to the forward position F.
Alternatively, in order to rotate to the reverse position R, an operation of returning the throttle grip 28 to the fully closed position is indispensable.

When the shift lever 30 is in the neutral position N and the throttle grip 28 is largely rotated from the fully closed position to the fully opened position, one end of the engaging portion 63 is
8 moves downward. In this case, the lower end of the groove 58
Since the throttle grip 28 is turned to an intermediate position between the fully open position and the fully closed position, for example, when the rotation angle from the fully closed position reaches 80 ° since the throttle grip 28 is closed by the closing wall 59, As shown in FIG. 6, one end of the engaging portion 63 abuts against the stopper surface 60 of the closing wall 59.

For this reason, the opening of the throttle grip 28 is restricted, and as long as the shift lever 30 is at the neutral position N, the throttle grip 28 cannot be rotated to the fully open position. As a result, excessive rotation of the engine 6 in a no-load state is limited, and adverse effects on the engine 6 can be prevented.

As shown in FIGS. 7 to 9, when the shift lever 30 is turned to the forward position F or the reverse position R and the throttle grip 28 is turned to a position near the fully open position, the stopper 62 is turned off. The engaging portion 63 extends on the locus drawn by the first and second convex portions 57a and 57b.

At this time, when the shift lever 30 is to be rotated toward the neutral position N, the first convex portion 57a or the second convex portion 57b is caught by the engaging portion 63 of the stopper 62, and Is prevented from rotating. for that reason,
In order to rotate the shift lever 30 to the neutral position N without switching the shift mechanism of the outboard motor body 4, an operation of returning the throttle grip 28 to the fully closed position is indispensable.

When the opening of the throttle grip 28 is slightly more than 15 °, the shift lever 30 is moved from the neutral position N to the forward position F or the reverse position R, or from the forward position F or the reverse position R to the neutral position N. When rotated, the protruding end of the first protrusion 57a or the second protrusion 57b interferes with the engagement portion 63 of the stopper 62.

At this time, the first and second convex portions 57a, 57
Since the chamfered portion 56 is formed at the edge of the protruding end of the protrusion 7b, the chamfered portion 56 of the first or second convex portion 57a, 57b is engaged with the engaging portion 63 with the turning operation of the shift lever 30.
The engaging portion 63 is pushed back in a direction away from the chamfered portion 56 based on the inclination of the chamfered portion 56 when the outer peripheral edge comes into contact with the outer periphery of the chamfered portion. Therefore, the throttle shaft 20 is gradually turned toward the closed position following the turning operation of the shift lever 30.

Therefore, in a low opening range where the opening of the throttle grip 28 slightly exceeds 15 °, the switching operation of the shift lever 30 can be performed without returning the throttle grip 28 to the fully closed position. Operability is improved.

According to the operation handle 10 having such a configuration, when the throttle grip 28 is largely rotated in the opening direction from the fully closed position, the engaging portion 63 of the stopper 62 is moved to the first or the second position of the shift rotating member 31. Since it is advanced to a position facing the second convex portions 57a and 57b, even if the shift lever 30 is operated when the engine 6 has reached a high rotation range with the opening operation of the throttle grip 28, the first or second shift lever 30 is operated. Of the engaging portion 6 of the stopper 62
3, the rotation of the shift lever 30 is prevented.

As a result, when operating the shift lever 30, it is necessary to return the throttle grip 28 to a position close to the fully closed position, and the operation of the shift lever 30 when the throttle grip 28 is widely opened is prohibited. can do.

Further, the engaging portion 63 of the stopper 62 and the first and second convex portions 57a and 57 of the shift rotating member 31 are provided.
b protrude in the directions approaching each other, so that the amount of protrusion of the engaging portion 63 from the throttle shaft 20 and the first and second convex portions 57a, 57a,
The overhang of 57b is reduced. In particular, since the first and second convex portions 57a and 57b are formed by die-casting integrally with the shift rotating member 31, they are resistant to impact.

Therefore, the rigidity and strength of the engaging portion 63 and the first and second convex portions 57a and 57b can be sufficiently ensured, and the engaging portion 63 and the first and second convex portions can be undesirably shifted. Even if the projections 57a and 57b abut against each other, deformation and breakage of the engagement portion 63 and the first and second projections 57a and 57b can be reliably prevented.

Therefore, in an operating condition in which the throttle grip 28 is widely opened and the engine 6 is in the middle / high rotation range, the shift lever 30 is securely moved to any one of the neutral position N, the forward position F and the reverse position R. , And the reliability of the shift lock is improved as compared with the related art.

According to the above configuration, the shift lever 3
In prohibiting the shift operation of 0, only the stopper 62 on the throttle shaft 20 needs to be newly added, so that an increase in the number of parts can be suppressed as much as possible.
The structure can be simplified and the cost can be reduced.

The present invention is not limited to the above-described embodiment, but can be implemented with various modifications without departing from the spirit of the invention.

For example, in the above-described embodiment, the shift cable is directly connected to the shift rotating member fixed to the shift lever, but a link mechanism may be interposed between the shift rotating member and the shift cable. good.

[0057]

According to the present invention described in detail above, the rigidity and strength of the engaging portion and the convex portion of the stopper can be sufficiently ensured, and the engaging portion and the convex portion can be undesirably shifted by the shifting operation. Even if they come into contact with each other, deformation and breakage of both can be prevented. Therefore, the operation of the shift lever in a state where the throttle grip is widely opened and the engine is in the middle / high rotation range can be reliably prohibited, and the reliability of the shift lock is improved as compared with the related art.

Further, in prohibiting the shift operation of the shift lever, only the stopper on the throttle shaft needs to be newly added, so that an increase in the number of parts can be suppressed as much as possible, and the structure is simplified accordingly. There is an advantage that the cost can be reduced and the cost can be reduced.

[Brief description of the drawings]

FIG. 1 is a side view of an outboard motor according to an embodiment of the present invention.

FIG. 2 is a plan view showing a state in which a throttle operation mechanism and a shift mechanism are accommodated in an upper housing of the handle housing.

FIG. 3A is a sectional view showing a positional relationship between a stopper and a shift rotating member when a shift lever is operated to a neutral position N and a throttle grip is operated to a fully closed position.
(B) is a sectional view showing the shape of the first and second projections of the shift rotating member.

FIG. 4 is a sectional view showing a positional relationship between a stopper and a shift rotating member when a shift lever is operated to a neutral position N and a throttle grip is operated to a fully open position.

FIG. 5 is a sectional view showing the positional relationship between the stopper and the shift rotating member when the shift lever is operated to the neutral position N and the throttle grip is operated to the fully closed position.

FIG. 6 is a cross-sectional view showing the positional relationship between the stopper and the shift rotating member when the shift lever is operated to the neutral position N and the throttle grip is rotated by 80 ° from the fully closed position.

FIG. 7 is a perspective view showing the positional relationship between the stopper and the shift rotating member when the shift lever is operated to the forward position F and the throttle grip is operated to the fully open position.

FIG. 8 is a cross-sectional view showing the positional relationship between the stopper and the shift rotating member when the shift lever is operated to the forward position F and the throttle grip is operated to the fully open position.

FIG. 9 is a sectional view showing the positional relationship between the stopper and the shift rotating member when the shift lever is operated to the reverse position R and the throttle grip is operated to the fully open position.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 4 ... Outboard motor main body 11 ... Handle housing 20 ... Throttle shaft 28 ... Throttle grip 30 ... Shift lever 31 ... Shift rotating member (rotating member) 57a, 57b ... Convex part (1st and 2nd convex part) 62: stopper 63: engaging part

Claims (2)

[Claims] 1. A hollow cylindrical handle housing connected to an outboard motor body; a throttle shaft inserted through the handle housing and rotated around a shaft by a throttle grip; A shift lever which is supported and is manually turned to one of a neutral position, a forward position and a reverse position; and a shift lever which is housed inside the handle housing and extends in a direction around an axis crossing the throttle shaft. A pivoting member that is integrally pivoted; a projection protruding toward the throttle shaft is integrally formed on the pivoting member, and a radially outer portion of the throttle shaft is formed on the throttle shaft. Is fixed, and as long as the throttle grip is rotated in the opening direction from the fully closed position, the stopper is A steering handle device for an outboard motor, comprising: an engaging portion that advances to a position intersecting a turning locus drawn by the convex portion when the turning member turns. 2. The rotating member according to claim 1, wherein the rotating member has a groove into which the engaging portion of the stopper enters when the shift lever is rotated to a neutral position. An outboard motor steering handle device, wherein an opening regulating portion is formed so that the engaging portion is hooked when the throttle grip is rotated to an intermediate position between the fully closed position and the fully opened position. .