STEERING MECHANISM FOR MARINE VESSEL, AND MARINE VESSEL

Abstract

A marine vessel able to improve the flexibility in the layout of switches and the operability of the switches includes a marine vessel steering mechanism including a steering wheel, wherein the steering wheel includes switches to start and stop a power source of the marine vessel.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority to Japanese Patent Application No. 2021-209209, filed on Dec. 23, 2021. The entire contents of this application are hereby incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a steering mechanism for a marine vessel, and a marine vessel equipped with the same.

2. Description of the Related Art

A marine vessel includes an ignition switch to start and stop a supply of electric power to engine(s), a start/stop switch to start and stop the engine(s) according to an operation, and an engine shutoff switch to emergency-stop the engine(s). In addition, since these switches are operated during maneuvering of the marine vessel, they are usually located on a panel of a driver’s seat. For example, as shown in FIG. 8, a main switch 82 also serving both as the ignition switch and the start/stop switch, an engine shutoff switch 83, a remote control switch 6, a joystick 7, and a multi-function display (MFD) 8 are located on a panel 81 of a driver’s seat 80 (for example, see Japanese Laid-Open Patent Publication No. 2020-101125). A steering wheel 9 is also located at the driver’s seat 80.

Therefore, there is room for improvement in terms of flexibility in the layout of the switches, such as the panel 81 not having sufficient space and difficulty in arranging other switches.

In addition, a marine vessel operator usually grips the steering wheel 9, but since the steering wheel 9 is separated from the panel 81 of the driver’s seat 80, in order to operate the main switch 82 and the like located on the panel 81 of the driver’s seat 80, the marine vessel operator needs to extend his/her hands, and in some cases, it is necessary to lean his/her body toward the panel 81. Therefore, there is room for improvement also from the viewpoint of the operability of the switches.

SUMMARY OF THE INVENTION

Preferred embodiments of the present invention provide steering mechanisms for marine vessels and marine vessels that are each able to improve both the operability of and the flexibility in layout of switches.

According to a preferred embodiment of the present invention, a marine vessel includes a marine vessel steering mechanism. The marine vessel steering mechanism includes a steering wheel, and the steering wheel includes switches to start and stop a power source of the marine vessel.

According to another preferred embodiment of the present invention, a marine vessel includes a marine vessel steering mechanism. The marine vessel steering mechanism includes switches to start and stop a power source of the marine vessel.

According to another preferred embodiment of the present invention, a marine vessel steering mechanism includes a steering wheel. The steering wheel includes switches to start and stop a power source of a marine vessel.

According to preferred embodiments of the present invention, since the steering wheel of the steering mechanism for the marine vessel includes the switches to start and stop the power source of the marine vessel, it is no longer necessary to arrange the switches to start and stop the power source of the marine vessel on a panel of a driver’s seat. As a result, it becomes easy to arrange other switches on the panel of the driver’s seat, and it is possible to improve the flexibility in the layout of the switches. In addition, since the marine vessel operator is able to operate the switches to start and stop the power source of the marine vessel without taking his/her hands off the steering wheel, it is no longer necessary to extend his/her hands for the operation, and it is also possible to improve the operability of the switches to start and stop the power source of the marine vessel. As a result, it is possible to not only improve the flexibility in the layout of the switches but also improve the operability of the switches.

The above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiments with reference to the attached drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a marine vessel provided with a steering mechanism for a marine vessel according to a preferred embodiment of the present invention.

FIG. 2 is a perspective view of a principal portion of a driver’s seat according to a preferred embodiment of the present invention.

FIG. 3 is a view for explaining a configuration of the steering mechanism for the marine vessel.

FIG. 4 is a view for explaining the configuration of the steering mechanism for the marine vessel.

FIG. 5 is a block diagram for schematically explaining a configuration of a marine vessel maneuvering system of the marine vessel of FIG. 1.

FIG. 6 is a view for explaining a configuration of a modified example of the steering mechanism for the marine vessel.

FIG. 7 is a block diagram for schematically explaining a configuration of a modified example of the marine vessel maneuvering system of the marine vessel of FIG. 1.

FIG. 8 is a perspective view of a principal portion of a conventional driver’s seat.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a perspective view of a marine vessel provided with a steering mechanism according to a preferred embodiment of the present invention. A marine vessel 1 includes a hull 2, and a plurality of, for example two, outboard motors 3 that function as marine vessel propulsion devices and are mounted on the hull 2. The number of the outboard motors 3 provided on the marine vessel 1 is not limited to two, and may be one or three or more. The two outboard motors 3 are mounted side by side on the stern of the hull 2. Each outboard motor 3 includes an engine (not shown) which may be an internal combustion engine functioning as a power source, and obtains a thrust from a propeller (not shown) which is rotated by a driving force of the corresponding engine. Each outboard motor 3 may include an electric motor functioning as the power source, or may include both an engine and an electric motor functioning as the power source.

In the marine vessel 1, a driver’s seat 4 is provided on the bow side, which is the front portion of the hull 2. FIG. 2 is a perspective view of a principal portion of the driver’s seat 4. A steering mechanism 5 for a marine vessel (hereinafter, also simply referred to as “a marine vessel steering mechanism 5”), a remote control switch 6, a joystick 7, and an MFD (Multi-Function Display) 8 are located on the driver’s seat 4.

The marine vessel steering mechanism 5 enables a marine vessel operator to determine the course of the marine vessel 1. The marine vessel steering mechanism 5 includes a steering wheel 9 which is rotatably operable. The marine vessel operator is able to turn the marine vessel 1 left or right by rotatably operating the steering wheel 9 left or right. The remote control switch 6 includes levers 10 corresponding to the outboard motors 3, respectively. By operating each lever 10, the marine vessel operator is able to switch a direction of the thrust generated by the corresponding outboard motor 3 between a forward moving direction and a backward moving direction, and adjust the output of the corresponding outboard motor 3 so as to adjust a vessel speed of the marine vessel 1.

The joystick 7 is operable to be tilted forward, backward, leftward, and rightward, and is also operable to rotate about an axis. By operating the joystick 7, the marine vessel operator is able to navigate the marine vessel 1 with a course corresponding to a tilting direction of the joystick 7 and a thrust corresponding to a tilting amount of the joystick 7. In a normal mode, the outboard motor 3 works mainly in response to an operation of the marine vessel steering mechanism 5 and an operation of the remote control switch 6. On the other hand, in a joystick mode, the outboard motor 3 works mainly in response to an operation of the joystick 7. It is possible to switch between the normal mode and the joystick mode by a change-over switch (not shown).

The MFD 8 is, for example, a color LCD display. The MFD 8 functions as a display that displays various kinds of information, and also functions as a touch panel that accepts inputs from the marine vessel operator. For example, the MFD 8 displays a rotation speed of the engine of each outboard motor 3 and the vessel speed of the marine vessel 1.

FIG. 3 and FIG. 4 are views for explaining a configuration of the marine vessel steering mechanism 5. FIG. 3 shows a case that the marine vessel steering mechanism 5 is viewed right opposite from the side of the marine vessel operator, and FIG. 4 shows a case that the marine vessel steering mechanism 5 is obliquely viewed from the opposite side of the marine vessel operator. It should be noted that a vertical direction and a left/right direction of FIG. 3 correspond to the vertical direction and the left/right direction of the marine vessel 1, the depth side of FIG. 3 is the bow side of the marine vessel 1, and the front side of FIG. 3 is the stern side of the marine vessel 1.

As shown in FIG. 3 and FIG. 4, the marine vessel steering mechanism 5 includes the steering wheel 9, and a column portion 11 that pivotally and rotatably supports the steering wheel 9. The steering wheel 9 includes a central portion 13 that is supported rotatably around a rotation fulcrum (a steering shaft) 12 with respect to the column portion 11, a wheel portion 14 that has an annular shape, and, for example, three spoke portions (spoke portions 15, 16, and 17) that connect the central portion 13 and the wheel portion 14. The steering wheel 9 is provided on the stern side of the column portion 11. As shown in FIG. 4 and FIG. 6 described below, the column portion 11 includes a rotating portion 11a that rotates together with the steering wheel 9 and a non-rotating portion 11b that does not rotate.

When the steering wheel 9 is at a position that makes the marine vessel 1 move straight, the spoke portion 15 is positioned below a virtual plane 18 extending through the rotation fulcrum 12 and parallel to the left/right direction, and extends downward from the rotation fulcrum 12.

Further, when the steering wheel 9 is at the position that makes the marine vessel 1 move straight, the spoke portion 16 is positioned above the virtual plane 18, and extends from the rotation fulcrum 12 so as to be positioned within an angle range from about 0° to about 60°, for example, clockwise with respect to the virtual plane 18 in a circumferential direction about the rotation fulcrum 12 (within an angle range indicated by θ1 in FIG. 3), preferably, so as to be positioned within an angle range from about 20° to about 40°, for example, clockwise with respect to the virtual plane 18 in the circumferential direction about the rotation fulcrum 12 (within an angle range indicated by θ2 in FIG. 3).

Furthermore, when the steering wheel 9 is at the position that makes the marine vessel 1 move straight, the spoke portion 17 is positioned above the virtual plane 18, and extends from the rotation fulcrum 12 so as to be positioned within an angle range from about 0° to about 60°, for example, counterclockwise with respect to the virtual plane 18 in the circumferential direction about the rotation fulcrum 12 (within an angle range indicated by θ3 in FIG. 3), preferably, so as to be positioned within an angle range from about 20° to about 40°, for example, counterclockwise with respect to the virtual plane 18 in the circumferential direction about the rotation fulcrum 12 (within an angle range indicated by θ4 in FIG. 3).

In a preferred embodiment of the present invention, as shown in FIG. 3, an ignition switch 19 and a start/stop switch 20 are located on the steering wheel 9. The ignition switch 19 is a switch to start and stop a supply of electric power to the engine of each outboard motor 3, and the start/stop switch 20 is a switch to start and stop the engine of each outboard motor 3 in response to the operation.

For example, the ignition switch 19 and the start/stop switch 20 are located on the spoke portion 17 of the steering wheel 9. In particular, it is preferable that the start/stop switch 20 is located within a range that fingers of the marine vessel operator who is gripping the wheel portion 14, for example, thumbs of the marine vessel operator who is gripping the wheel portion 14, are able to reach.

When the marine vessel 1 is navigating, sometimes the marine vessel operator grips the wheel portion 14 while standing, at that time, since the marine vessel operator holds the wheel portion 14 from above, the marine vessel operator grips the upper half of the wheel portion 14, particularly grips the vicinity where the wheel portion 14 intersects the spoke portions 16 and 17. Therefore, in the case that the start/stop switch 20 is located within the range of the spoke portion 17 that the thumbs of the marine vessel operator who is gripping the wheel portion 14 are able to reach, the marine vessel operator is able to operate the start/stop switch 20 with his/her thumbs without regripping the wheel portion 14. As a result, for example, when the marine vessel operator starts or stops the engine of each outboard motor 3 in order to allow a passenger to ride a wakeboard, the marine vessel operator does not need to take his/her hands off the wheel portion 14.

Further, it is preferable that the start/stop switch 20 and the ignition switch 19 are located adjacent to each other. As a result, the marine vessel operator is able to continuously operate the ignition switch 19 and the start/stop switch 20 to start the supply of the electric power to the engine of each outboard motor 3 and then immediately start the engine of each outboard motor 3.

The place where the ignition switch 19 and the start/stop switch 20 are located is not limited to the spoke portion 17, and may be the central portion 13, the spoke portion 15, or the spoke portion 16. Specifically, the ignition switch 19 and the start/stop switch 20 may be located on any one of switches 21 to 28 shown in FIG. 3, respectively. The ignition switch 19 and the start/stop switch 20 may not be located adjacent to each other. Moreover, the ignition switch 19 and the start/stop switch 20 may be located not only on the surfaces of the spoke portions 15, 16, and 17 but also on the sides thereof.

Furthermore, in addition to the ignition switch 19 and the start/stop switch 20, a battery switch may be located on any one of the switches 21 to 28 of the steering wheel 9. Since the battery switch is a switch to switch whether or not the electric power is supplied from a battery of the marine vessel 1 to the electrical system of the marine vessel 1 when the marine vessel 1 is moored or landed and does not work for a while and is not used so frequently, the battery switch may be located on a place where the marine vessel operator needs to take his/her hands off the wheel portion 14 for operation, for example, may be located on the spoke portion 15.

Moreover, in a preferred embodiment of the present invention, as shown in FIG. 4, an engine shutoff switch 29 is located on the non-rotating portion 11b of the column portion 11. The engine shutoff switch 29 is a switch to emergency-stop the engine of each outboard motor 3. For example, in a preferred embodiment of the present invention, the engine shutoff switch 29 includes a push switch, and works (is activated) by cooperation between a lanyard 30 and the push switch. Here, a working mechanism (an activation mechanism) of the engine shutoff switch 29 will be described. In the engine shutoff switch 29, in the case that a hook at the tip of the lanyard 30 such as a rope attached to the body of the marine vessel operator, for example, the ankle of the marine vessel operator, is interposed between the column portion 11 and the push switch biased toward the column portion 11, when the marine vessel operator falls into the water from the marine vessel 1, the hook pulled by the lanyard 30 is released from the push switch, the push switch moves toward the column portion 11 and is activated, and the engine of each outboard motor 3 is emergency-stopped. Moreover, since the engine shutoff switch 29 is located on the non-rotating portion 11b, the lanyard 30 will not be pulled even when the steering wheel 9 is rotated, and it is possible to prevent the engine shutoff switch 29 from being activated unintentionally due to the operation of the steering wheel 9 when the marine vessel operator navigates the marine vessel 1.

On the column portion 11, the engine shutoff switch 29 is positioned below the virtual plane 18. As a result, it is possible to easily connect the engine shutoff switch 29 and the ankle of the marine vessel operator by using the lanyard 30, and it is possible to assist smooth activation of the engine shutoff switch 29.

FIG. 5 is a block diagram for schematically explaining a configuration of a marine vessel maneuvering system of the marine vessel 1. As shown in FIG. 5, in addition to the outboard motors 3, the marine vessel steering mechanism 5, the remote control switch 6, the joystick 7, the MFD 8, the ignition switch 19, the start/stop switch 20, and the engine shutoff switch 29 that are described above, the marine vessel maneuvering system of the marine vessel 1 includes a global positioning system (GPS) 31, a heading sensor (HS) 32, a remote control ECU (Engine Control Unit) 33 functioning as a controller, steering control units (SCUs) 34, and a steering shaft sensor 35. The steering shaft sensor 35 is located on the column portion 11 together with the engine shutoff switch 29. As described above, the ignition switch 19 and the start/stop switch 20 are located on the steering wheel 9 of the marine vessel steering mechanism 5.

The GPS 31 obtains the current position of the marine vessel 1 and transmits the current position of the marine vessel 1 to the remote control ECU 33 as position information. The HS 32 incorporates direction sensors (azimuth sensors) such as a yaw sensor, a roll sensor, and a pitch sensor, an acceleration sensor that measures an acceleration of the marine vessel 1 in a front-rear direction (a longitudinal direction), an acceleration sensor that measures an acceleration of the marine vessel 1 in a left/right direction, and an acceleration sensor that measures an acceleration of the marine vessel 1 in a vertical direction. The HS 32 transmits a direction of the marine vessel 1 and the respective accelerations (movement) of the marine vessel 1 to the remote control ECU 33.

The remote control ECU 33 is a main controller of the marine vessel maneuvering system, and controls operations of respective components of the marine vessel maneuvering system according to digital signals that will be described below, and various kinds of programs. In addition, the remote control ECU 33 controls the engine of each outboard motor 3 in response to the operation of each lever 10 of the remote control switch 6. The SCU 34 is provided corresponding to each outboard motor 3, and controls a steering unit (a steering mechanism) that horizontally turns the corresponding outboard motor 3 with respect to the hull 2 of the marine vessel 1 so as to change an acting direction of the thrust of each outboard motor 3. The steering shaft sensor 35 detects a rotation angle (an operation angle) of the steering wheel 9 of the marine vessel steering mechanism 5.

In the marine vessel maneuvering system, the respective components are connected to each other by a control area network (CAN) 36 that is a network in which a plurality of nodes are individually connected to a bus. In the CAN 36, operation inputs to the respective components are transmitted as the digital signals to the remote control ECU 33 via the bus.

In addition, in the marine vessel maneuvering system, the remote control switch 6 is connected to the remote control ECU 33 not only by the CAN 36 but also by individual wiring (see a broken line in FIG. 5). The operation input to each lever 10 of the remote control switch 6 is transmitted also as an analog signal to the remote control ECU 33. Further, the engine shutoff switch 29 is connected to the remote control ECU 33 only by individual wiring (see a broken line in FIG. 5), and activation of the engine shutoff switch 29 is transmitted to the remote control ECU 33 as an analog signal. Moreover, the ignition switch 19 and the start/stop switch 20 of the marine vessel steering mechanism 5 are connected to the remote control ECU 33 not only by the CAN 36 but also by individual wiring (see a broken line in FIG. 5). The operation input to the ignition switch 19 and the operation input to the start/stop switch 20 are also transmitted to the remote control ECU 33 as analog signals.

In the marine vessel maneuvering system, the respective components may be connected to each other not by the CAN but by a local area network (LAN) such as Ethernet (registered trademark) that provides connections via a network device, or the respective components may be directly connected to each other. Also in this case, the operation inputs to the respective components are transmitted as the digital signals to the remote control ECU 33.

When the ignition switch 19 is operated, the operation input to the ignition switch 19 is transmitted as the analog signal to the remote control ECU 33, and the remote control ECU 33 starts or stops the supply of the electric power to the engine of each outboard motor 3 in response to the operation input to the ignition switch 19. Furthermore, when the start/stop switch 20 is operated, the operation input to the start/stop switch 20 is transmitted as the analog signal to the remote control ECU 33, and the remote control ECU 33 transmits a control signal to an ECU (not shown) of each outboard motor 3 in response to the operation input to the start/stop switch 20 to start or stop the engine of each outboard motor 3. Moreover, when the engine shutoff switch 29 is activated, the activation of the engine shutoff switch 29 is transmitted as the analog signal to the remote control ECU 33, and the remote control ECU 33 emergency-stops the engine of each outboard motor 3.

According to a preferred embodiment of the present invention, the ignition switch 19 and the start/stop switch 20 are located on the spoke portion 17 of the steering wheel 9. As a result, since the marine vessel operator is able to operate the ignition switch 19 and the start/stop switch 20 without taking his/her hands off the steering wheel 9, it is no longer necessary to reach for switches located on a panel of the driver’s seat 4 for operation. Therefore, it is possible to improve the operability of the ignition switch 19 and the start/stop switch 20.

In addition, in a preferred embodiment of the present invention, since the ignition switch 19 and the start/stop switch 20 are located on the steering wheel 9 and the engine shutoff switch 29 is located on the column portion 11, it is possible to eliminate the need to arrange the ignition switch 19, the start/stop switch 20, and the engine shutoff switch 29 on the panel of the driver’s seat 4, and it is possible to arrange other switches on the panel of the driver’s seat 4. As a result, it is possible to improve the flexibility in the layout of other switches.

Furthermore, in a preferred embodiment of the present invention, since it is possible to construct the marine vessel maneuvering system of FIG. 5 in the marine vessel 1 only by arranging the marine vessel steering mechanism 5, which includes the steering wheel 9 and the column portion 11, on the marine vessel 1, without arranging the ignition switch 19, the start/stop switch 20, and the engine shutoff switch 29 on the panel of the driver’s seat 4, it is possible to easily realize the control of the supply of the electric power to the engine, the control of start/stop of the engine, and the emergency-stopping function of the engine within the marine vessel 1.

In a preferred embodiment of the present invention, the reason why the operation of the ignition switch 19, the operation of the start/stop switch 20, and the working (activation) of the engine shutoff switch 29 are transmitted to the remote control ECU 33 as the analog signals is to ensure signal transmission.

Although preferred embodiments of the present invention have been described above, the present invention is not limited to the above-described preferred embodiments, and various modifications and changes can be made within the scope of the gist thereof.

For example, as shown in FIG. 6, the ignition switch 19 and the start/stop switch 20 may be located on the rotating portion 11a of the column portion 11 instead of the steering wheel 9. In this case, as shown in FIG. 7, as with the engine shutoff switch 29, the ignition switch 19 and the start/stop switch 20 are also connected to the remote control ECU 33 by individual wiring (see broken lines in FIG. 7), respectively.

Furthermore, in the case that the engine shutoff switch is a simple push switch without a lanyard, this engine shutoff switch may be located on any one of the switches 21 to 28 of the steering wheel 9.

Although the marine vessel steering mechanism 5 according to a preferred embodiment of the present invention is applied to the marine vessel 1 including the two outboard motors 3, there is no limitation on the type of the marine vessel to which the marine vessel steering mechanism 5 is applied, and it may be applied to a marine vessel provided with inboard/outboard motors or inboard motors.

While preferred embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.

Claims

1. A marine vessel comprising: a marine vessel steering mechanism including a steering wheel; whereinthe steering wheel includes switches to start and stop a power source of the marine vessel.

2. The marine vessel according to claim 1, wherein the switches to start and stop the power source include at least one of an ignition switch to start and stop a supply of electric power to the power source, a start/stop switch to start and stop the power source in response to an operation, or an engine shutoff switch to emergency-stop the power source.

3. The marine vessel according to claim 2, wherein the steering wheel includes the ignition switch and the start/stop switch.

4. The marine vessel according to claim 3, wherein the steering wheel includes a central portion supported rotatably around a rotation fulcrum with respect to a hull of the marine vessel, a wheel portion having an annular shape, and spoke portions that connect the central portion and the wheel portion; andat least one of the ignition switch and the start/stop switch is located on one of the spoke portions.

5. The marine vessel according to claim 4, wherein the one of the spoke portions, on which the at least one of the ignition switch and the start/stop switch is located, is positioned above a virtual plane extending through the rotation fulcrum and parallel to a left/right direction, and within an angle range from about 0° to about 60° with respect to the virtual plane in a circumferential direction about the rotation fulcrum.

6. The marine vessel according to claim 3, wherein the ignition switch and the start/stop switch are located adjacent to each other.

7. The marine vessel according to claim 2, wherein the marine vessel steering mechanism includes a column portion that rotatably supports the steering wheel; andthe engine shutoff switch is located on the column portion.

8. The marine vessel according to claim 7, wherein the engine shutoff switch is positioned below a virtual plane extending through a rotational center of the steering wheel and parallel to a left/right direction.

9. The marine vessel according to claim 2, wherein the marine vessel steering mechanism includes a column portion that rotatably supports the steering wheel; andat least one of the ignition switch and the start/stop switch is located on the column portion.

10. The marine vessel according to claim 2, wherein the steering wheel further includes a battery switch to switch whether or not the electric power is supplied from a battery.

11. The marine vessel according to claim 2, wherein the ignition switch, the start/stop switch, and the engine shutoff switch are operable to emit analog signals according to respective operations.

12. The marine vessel according to claim 1, wherein the power source is an internal combustion engine or an electric motor.

13. A marine vessel comprising: a marine vessel steering mechanism including switches to start and stop a power source of the marine vessel.

14. A marine vessel steering mechanism comprising: a steering wheel including switches to start and stop a power source of a marine vessel.

15. The marine vessel steering mechanism according to claim 14, wherein the switches to start and stop the power source include at least one of an ignition switch to start and stop a supply of electric power to the power source, a start/stop switch to start and stop the power source in response to an operation, or an engine shutoff switch to emergency-stop the power source.

16. The marine vessel steering mechanism according to claim 15, wherein the steering wheel includes the ignition switch and the start/stop switch.

17. The marine vessel steering mechanism according to claim 16, wherein the steering wheel includes a central portion supported rotatably around a rotation fulcrum with respect to a hull of the marine vessel, a wheel portion having an annular shape, and spoke portions that connect the central portion and the wheel portion; andat least one of the ignition switch and the start/stop switch is located on one of the spoke portions.

18. The marine vessel steering mechanism according to claim 17, wherein the one of the spoke portions, on which the at least one of the ignition switch and the start/stop switch is located, is positioned above a virtual plane extending through the rotation fulcrum and parallel to a left/right direction, and within an angle range from about 0° to about 60° with respect to the virtual plane in a circumferential direction about the rotation fulcrum.

19. The marine vessel steering mechanism according to claim 15, further comprising: a column portion that rotatably supports the steering wheel; whereinthe engine shutoff switch is located on the column portion.

20. The marine vessel steering mechanism according to claim 19, wherein the engine shutoff switch is positioned below a virtual plane extending through a rotational center of the steering wheel and parallel to a left/right direction.