JP2019038276A - Outboard engine lifting device - Google Patents

Abstract

To obtain an outboard engine lifting device capable of having speed of lifting automatically changed according to state of an outboard engine.SOLUTION: An outboard engine lifting device (1) includes: a first oil passage for connecting a pump (42) and a lower chamber of a tilt cylinder (14); a second oil passage for connecting the first oil passage and a lower chamber of a trim cylinder (12); a selector valve (60) provided on the second oil passage; and a controller (100) for controlling the selector valve (60) by referring to hull state signal.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an outboard motor lifting apparatus that lifts and lowers an outboard motor of a hull.

  In the hull field, an outboard having a tilt cylinder mainly for raising and lowering the outboard motor above the water surface and a trim cylinder mainly for changing the angle of the outboard motor below the water surface. A machine lifting device is known (for example, Patent Documents 1 and 2).

Japanese Patent Publication No. 58-028159 JP-A-2-99494

  By the way, it is preferable that the outboard motor lifting device can automatically change the lifting speed of the outboard motor.

  An object of the present invention is to realize an outboard motor lifting apparatus capable of automatically changing the speed of lifting of the outboard motor.

  For this purpose, the present invention provides an outboard motor elevating apparatus for elevating an outboard motor, wherein one or more tilt cylinders, one or more trim cylinders, a hydraulic source, and the hydraulic source are connected. A first pump port and a second pump port, wherein each trim cylinder is connected to the piston for partitioning the trim cylinder into a first chamber and a second chamber, and to the first of the trim cylinder. Each of the tilt cylinders includes a piston that partitions the tilt cylinder into a first chamber and a second chamber, and a rod that is connected to the piston and passes through the first chamber of the tilt cylinder. The outboard motor lifting device includes a first oil passage connected to the second chamber of the one or more trim cylinders, a switching valve provided on the first oil passage, and a hull state. See signal And a control unit that controls the switching valve, wherein the first pump port is connected to the first chamber and the second chamber of the tilt cylinder, respectively. The second pump port includes a shuttle chamber connected to the first shuttle chamber of the first pump port, and the first oil passage includes the shuttle chamber. An outboard motor lifting device connected to the shuttle chamber of the second pump port.

  By setting it as such a structure, the raising / lowering speed of an outboard motor can be changed automatically.

  According to the present invention, the speed of raising and lowering the outboard motor can be automatically changed.

It is a figure which shows the usage example of the outboard motor raising / lowering apparatus which concerns on Embodiment 1, and the schematic internal structure of an outboard motor. FIG. 3 is a front view illustrating an example of the configuration of the outboard motor lifting apparatus according to the first embodiment. 1 is a side cross-sectional view of an outboard motor lifting apparatus according to Embodiment 1. FIG. It is a figure which shows the hydraulic circuit of the outboard motor raising / lowering apparatus which concerns on Embodiment 1 with a control part. FIG. 3 is a circuit diagram illustrating a configuration example of a control unit according to the first embodiment. It is a figure which shows an example of control of the switching valve by the control part which concerns on Embodiment 1. FIG. It is a block diagram which shows the structure of the control part which concerns on Embodiment 2. FIG. It is a block diagram which shows the structure of the control part which concerns on Embodiment 3. It is a figure which shows the structure of the engine periphery of the outboard motor concerning Embodiments 1-4.

Embodiment 1
Hereinafter, an outboard motor lifting apparatus 1 according to a first embodiment of the present invention will be described with reference to FIGS.

  The outboard motor lifting apparatus 1 is an apparatus for lifting the outboard motor 300. FIG. 1A is a diagram illustrating a usage example of the outboard motor lifting apparatus 1, and shows the outboard motor lifting apparatus 1 attached to the rear portion of the hull (main body) 200 and the outboard motor 300. . A solid line in (a) of FIG. 1 shows a state where the outboard motor 300 is lowered, and a broken line in (a) of FIG. 1 shows a state where the outboard motor 300 is raised. FIG. 1B is a schematic diagram schematically showing the internal configuration of the outboard motor 300. As shown in FIG. 1B, the outboard motor 300 includes an engine 301, a propeller 303, and a power transmission mechanism 302 that transmits power from the engine 301 to the propeller 303. Here, the power transmission mechanism is configured by, for example, a shaft or a gear.

  FIG. 2 is a front view showing an example of the configuration of the outboard motor lifting apparatus 1, and FIG. 3 is a side sectional view of the outboard motor lifting apparatus 1. As shown in FIG. 2, the outboard motor lifting apparatus 1 includes a cylinder unit 10, a pair of stern brackets 70 attached to the rear part of the hull 200, and a swivel bracket 80 attached to the outboard motor 300. .

  As an example, the cylinder unit 10 includes two trim cylinders 12, one tilt cylinder 14, a motor 16, a tank 18, an upper joint 22, and a base 24 as shown in FIG. The trim cylinder 12 and the tilt cylinder 14 are provided so as not to move relative to the base 24.

  The number of trim cylinders 12 and tilt cylinders 14 included in the cylinder unit 10 is not limited to this embodiment, and the cylinder unit 10 including one or more trim cylinders 12 and one or more tilt cylinders 14 is also implemented. Included in the form. Further, the following explanation is valid for the cylinder unit 10 having any number of trim cylinders 12 and tilt cylinders 14 as described above.

  The trim cylinder 12 includes a cylinder 12a, a piston 12c (see FIG. 4) slidably provided in the cylinder 12a, and a piston rod 12b fixed to the piston 12c. The tilt cylinder 14 includes a cylinder 14a, a piston 14c (see FIG. 4) slidably provided in the cylinder 14a, and a piston rod 14b fixed to the piston 14c.

  Further, as shown in FIG. 2, the base 24 and the stern bracket 70 are formed with through holes, respectively, and the base 24 and the stern bracket 70 are relative to each other through the under shaft 26 passing through these through holes. It is connected so that it can rotate.

  As shown in FIG. 2, the upper joint 22 is provided at the tip of the piston rod 14 b, and the support member 28 is fixed to the swivel bracket 80. The upper joint 22 and the support member 28 are each formed with a through hole, and the upper joint 22 and the swivel bracket 80 are connected to each other so as to be relatively rotatable via an upper shaft 23 that passes through the through hole. Yes.

  Further, through holes are formed in upper ends of the stern bracket 70 and the swivel bracket 80, respectively. As shown in FIG. 3, the stern bracket 70, the swivel bracket 80, and the like are supported by the support shaft 32 that passes through these through holes. Are connected for relative rotation.

(Trim area and tilt area)
As the piston rod 14b of the tilt cylinder 14 is raised and lowered, the swivel bracket 80 is raised and lowered, so that the outboard motor 300 is raised and lowered.

  The angle region of the outboard motor 300 adjusted by the raising and lowering of the piston rod 14b of the tilt cylinder 14 includes a trim region and a tilt region shown in FIG. The tilt region is an angle region in which the tip of the piston rod 12b of the trim cylinder 12 cannot contact the swivel bracket 80, and the angle adjustment of the outboard motor 300 in the tilt region is performed by the piston rod 14b of the tilt cylinder 14.

  On the other hand, the trim area is an angle area in which the tip of the piston rod 12b of the trim cylinder 12 can contact the swivel bracket 80, and the angle adjustment of the outboard motor 300 in the tilt area is performed by adjusting the piston rod 12b of the trim cylinder 12 and the tilt This can be done by both the piston rod 14b of the cylinder 14. However, as will be described later, in the present embodiment, the angle adjustment of the outboard motor 300 may be performed only by the piston rod 14b of the tilt cylinder 14 even in the tilt range.

(Hydraulic circuit)
Next, the hydraulic circuit of the outboard motor lifting apparatus 1 will be described. FIG. 4 is a view showing a hydraulic circuit of the outboard motor lifting apparatus 1 together with the control unit 100. In FIG. 4, the same members as those already described are denoted by the same reference numerals.

  As shown in FIG. 4, the outboard motor lifting apparatus 1 includes a motor 16, a pump 42, a first check valve 44a, a second check valve 44b, an up blow valve 46a, a down blow valve 46b, a first Main valve (first pump port) 48, second main valve (second pump port) 49, manual valve 52, thermal valve 54, tilt cylinder 14, trim cylinder 12, tank 18, filters F1-F3, first 1 channel C1 to 7th channel C7, 9th channel C9, 13th channel C13, 14th channel C14, and control part 100 are provided.

  The pump 42 as a hydraulic power source driven by the motor 16 performs any one of “forward rotation”, “reverse rotation”, and “stop” in response to a lift signal SIG_UD indicating a lift instruction of the outboard motor by the driver. The tank 18 stores hydraulic oil.

  As shown in FIG. 4, the first main valve 48 includes a spool 48a, a first check valve 48b, and a second check valve 48c. The first main valve 48 is partitioned by a spool 48a into a first shuttle chamber 48d on the first check valve 48b side and a second shuttle chamber 48e on the second check valve 48c side.

  The first flow path C1 connects the pump 42 and the first shuttle chamber 48d, and connects the pump 42 and the first check valve 44a. An up blow valve 46a is connected to the first flow path C1. The second flow path C2 connects the pump 42 and the second shuttle chamber 48e, and connects the pump 42 and the second check valve 44b. A down blow valve 46b is connected to the second flow path C2.

  In addition, the “connection” in the oil passage configuration described in this specification is directly connected by a flow path without passing through other hydraulic elements, and indirectly through other oil passage elements. Both are included. Here, the other hydraulic elements include, for example, a valve, a cylinder, a filter, and the like.

  The tilt cylinder 14 is partitioned into an upper chamber 14f and a lower chamber 14g by a piston 14c, and the piston 14c of the tilt cylinder 14 includes a shock blow valve 14d and a return valve 14e as shown in FIG.

  In this specification, “upper” and “lower” in “upper chamber” and “lower chamber” are simply names for distinguishing each other, and the upper chamber is vertically above the lower chamber. It does not necessarily mean that it is located. For this reason, the “upper chamber” may be expressed as a first chamber which is a chamber through which a rod connected to the piston penetrates among the first chamber and the second chamber partitioned by the piston in the cylinder. The “lower chamber” may be expressed as a second chamber that is a chamber in which the rod connected to the piston does not penetrate among the first chamber and the second chamber partitioned by the piston in the cylinder.

  In this specification, the expressions “upper chamber” and “lower chamber” are also used unless there is a particular confusion, but the above points should be noted.

  The trim cylinder 12 is partitioned into an upper chamber 12f and a lower chamber 12g by a piston 12c.

  The first check valve 48b is connected to the lower chamber 14g of the tilt cylinder 14 via the filter F1 and the third flow path C3. That is, the first shuttle chamber 48d of the first pump port 48 is connected to the lower chamber 14g of the tilt cylinder 14 via the first check valve 48b, the filter F1, and the third flow path C3. On the other hand, the second check valve 48c is connected to the upper chamber 14f of the tilt cylinder 14 via the filter F2 and the fourth flow path C4. That is, the second shuttle chamber 48e of the first pump port 48 is connected to the upper chamber 14f of the tilt cylinder 14 via the second check valve 48c, the filter F2, and the fourth flow path C4. Moreover, as shown in FIG. 4, the upper chamber oil supply valve 56 is connected to the 4th flow path C4.

  A manual valve 52 and a thermal valve 54 are connected to a fifth flow path C5 that connects the third flow path C3 and the fourth flow path C4.

  The first flow path C1 and the third flow path C3 that connect the pump 42 and the lower chamber 14g of the tilt cylinder 14 via the main valve 48 and the filter F1 are also collectively referred to as a second oil path.

  A sixth flow path C6 (also referred to as a first oil path) connects the third flow path C3 and the lower chamber 12g of the trim cylinder 12. The sixth flow path C6 is connected to the check valve 49b in the second main valve 49. In other words, the sixth flow path C6 is connected to the first shuttle chamber 49d in the second main valve 49 via the check valve 49b. The sixth channel C6 is also connected to the manual valve 52. A switching valve 60 is disposed on the sixth flow path C6.

  The seventh flow path C7 (also referred to as a third oil path) connects the upper chambers 12f of the plurality of trim cylinders 12 to each other. Due to the presence of the seventh flow path C7, the pressures in the upper chambers 12f of the plurality of trim cylinders 12 are equalized. The seventh flow path C7 connects one of the upper chambers 12f of the plurality of trim cylinders 12 and the tank 18 via the filter F3. The ninth flow path C9 connects the first check valve 44a and the second check valve 44 to the tank 18.

  As shown in FIG. 4, the second main valve 49 includes a spool 49a and a check valve 49b. The second main valve 49 is partitioned by a spool 49a into a first shuttle chamber 49d on the check valve 49b side and a second shuttle chamber 49e on the opposite side to the check valve 49b when viewed from the spool 49a.

  The thirteenth flow path C13 connects the pump 42 and the first shuttle chamber 49d. The fourteenth flow path C14 connects the pump 42 and the second shuttle chamber 49e.

  The first shuttle chamber 49d in the second main valve 49 is also connected to the first shuttle chamber 48d in the main valve 48 via the thirteenth flow path C13 and the first flow path C1. The second shuttle chamber 49e in the main valve 49 is also connected to the second shuttle chamber 48e in the main valve 48 via the fourteenth channel C14 and the second channel C2.

  The first check valve 44a supplies the hydraulic oil from the tank 18 to the pump 42 when the pump 42 still collects the hydraulic oil even when the trim cylinder 12 and the tilt cylinder 14 are fully contracted. To do.

  When the tilt cylinder 14 extends, the second check valve 44b supplies hydraulic oil corresponding to the withdrawal volume of the piston rod 14b from the tank 18 to the pump 42, and when the trim cylinder 12 extends, The hydraulic oil corresponding to the withdrawal volume of the piston rod 12 b is supplied from the tank 18 to the pump 42.

  The up blow valve 46a returns excess hydraulic oil to the tank 18 when the pump 42 still supplies hydraulic oil even when the trim cylinder 12 and the tilt cylinder 14 are fully extended.

  When the tilt cylinder 14 contracts, the down blow valve 46b returns the hydraulic oil for the volume of entry of the piston rod 14b to the tank 18, and when the trim cylinder 12 contracts, the down blow valve 46b corresponds to the volume of entry of the piston rod 12b. Is returned to the tank 18.

  The manual valve 52 can be manually opened and closed. When the manual valve 52 is opened during maintenance of the outboard motor lifting apparatus 1, the hydraulic oil is returned to the tank 18 from the lower chamber 14 g of the tilt cylinder 14. It is. Thereby, the tilt cylinder 14 can be manually contracted.

  The thermal valve 54 returns excess hydraulic fluid to the tank 18 when the volume of hydraulic fluid increases due to temperature rise.

(Switching valve 60)
As shown in FIG. 4, the switching valve 60 provided on the sixth channel C6 is driven by a solenoid 62 and a solenoid 62, and includes a plunger 64 that shuts off or opens the sixth channel C6. ing. The solenoid 62 is supplied with a control signal SIG_CONT from the control unit 100 described later, and the solenoid 62 is switched ON / OFF based on the control signal SIG_CONT.

  The switching valve 60 shuts off the sixth flow path C6 when it is closed when the solenoid 62 is OFF, and opens the sixth flow path C6 when it is open when the solenoid 62 is ON. It may be configured as a normally closed valve, or the sixth flow path C6 is opened by opening when the solenoid is OFF, and the sixth flow is achieved by closing when the solenoid is ON. You may comprise as a normally open valve which interrupts | blocks path C6.

  When the switching valve 60 is configured as a normally open valve, even if the switching valve 60 stops operating, the sixth flow path C6 is open, that is, the lower chamber of the trim cylinder 12. Since 12 g and the lower chamber 14 g of the tilt cylinder 14 are maintained in communication, the angle of the outboard motor 300 can be adjusted using both the tilt cylinder 14 and the trim cylinder 12.

  On the other hand, when the switching valve 60 is configured as a normally closed valve, the sixth flow path C6 is blocked, that is, the trim cylinder 12 even if the switching valve 60 stops operating. The lower chamber 12g and the lower chamber 14g of the tilt cylinder 14 are maintained in a non-communication state. For this reason, since hydraulic fluid does not flow out from the lower chamber 14g of the tilt cylinder 14, the angle adjustment of the outboard motor 300 can be performed only by the tilt cylinder 14, or the outboard motor 300 can be held.

  In this embodiment, the plunger 64 is provided with a trim lower chamber protection valve 66 for preventing an excessive increase in hydraulic pressure in the lower chamber 12g of the trim cylinder 12 when the sixth flow path C6 is shut off. Yes.

  In the above description, the solenoid 62 is an on / off solenoid, and the plunger 64 has exemplified the configuration in which the sixth flow path C6 is in one of the shut-off state and the open state. The form is not limited. A proportional solenoid may be employed as the solenoid 62, and the plunger 64 may be controlled to an arbitrary position from the shut-off position to the open position. With such a configuration, it is possible to finely control the flow rate of the hydraulic oil that passes through the sixth flow path C6, and thus it is possible to more precisely control the rising and lowering of the outboard motor 300.

(Control unit 100)
As shown in FIG. 4, the outboard motor lifting apparatus 1 includes a control unit 100. The control unit 100 controls the switching valve 60 with reference to an ignition signal SIG_IG that indicates ON / OFF of the ignition of the hull 200, a hull state signal SIG_IN, and a lift signal SIG_UD that indicates a lift instruction of the outboard motor 300 by the driver. Control signal SIG_CONT is generated. The generated control signal SIG_CONT is supplied to the switching valve 60. An example of the hull state signal SIG_IN is a state signal indicating the state of the outboard motor 300, but the embodiments described in the present specification are not limited to this. Various examples of the hull state signal will be described later.

  By providing the control unit 100, the outboard motor lifting apparatus 1 can automatically change the lifting speed of the outboard motor according to the state of the outboard motor 300.

(Configuration example of control unit 100)
In the following, a description will be given with reference to a specific configuration example of the control unit 100 with reference to another drawing.

  FIG. 5 is a circuit diagram illustrating a configuration example of the control unit 100. In this example, the ignition signal SIG_IG, the hull state signal SIG_IN, and the lift signal SIG_UD are all input to the control unit 100 as analog signals.

  As shown in FIG. 5, the control unit 100 according to this example includes a first connector 101 to a fourth connector 104, a first switching element 121 to a fifth switching element 125, and the like. . Here, the first switching element 121, the third switching element 123, and the fourth switching element 124 are configured by, for example, transistors, and the second switching element is configured by, for example, an FET (field effect transistor). Has been.

  An ignition signal SIG_IG is input to the collector electrode of the first switching element 121, the collector electrode of the third switching element 123, and the drain electrode of the second switching element 122 through the first connector 101.

  The hull state signal SIG_IN is input to the base electrode of the first switching element 121 via the second connector 102 and the diode 111, and the emitter of the first switching element 121 is input to the base electrode of the third switching element 123. A current is input through the diode 112. In addition, a lift signal SIG_UD is input to the base electrode of the fourth switching element 124 via the third connector 103 and the diode 113, and the third connector 103 and the base electrode of the fifth switching element 125 are input. The lift signal SIG_UD is input through the diode 114.

  A signal corresponding to the emitter current of the first switching element 121 is supplied to the gate electrode of the second switching element 122 via the third switching element 123 and the fourth switching element, or the third switching element. 123 and the fifth switching element. More specifically, the emitter current of the fourth switching element 124 and the emitter current of the fifth switching element 125 are input to the gate electrode of the second switching element 122 via the diode 115.

  A control signal SIG_CONT is supplied from the source electrode of the second switching element 122 to the switching valve 60 via the fourth connector 104.

(Specific example of hull state signal SIG_IN)
As an example of the hull state signal SIG_IN described above, an engine signal indicating the state of the engine 301 included in the outboard motor 300 can be given. Here, an engine signal is a signal which shows the rotation speed of the engine 301, for example, and can be acquired from the engine 301 as an example. If the engine speed is zero, the engine is off. If the engine speed is not zero, the engine is on. Therefore, the signal indicating the engine speed is also a signal indicating the engine on / off.

  By using the hull state signal SIG_IN as an engine signal, as will be seen below, the outboard motor elevating device 1 automatically increases the ascending / descending speed of the outboard motor according to the state of the engine 301 included in the outboard motor 300. Can be changed.

  Another example of the hull state signal SIG_IN is a gear signal indicating whether or not the power transmission mechanism 302 included in the outboard motor 300 is in a state where power can be transmitted, that is, in an in-gear state. The gear signal can be acquired from the power transmission mechanism 302 as an example.

  By using the hull state signal SIG_IN as a gear signal, the outboard motor elevating device 1 increases the ascending / descending speed of the outboard motor according to the state of the power transmission mechanism 302 provided in the outboard motor 300 as will be seen below. It can be changed automatically.

  The engine signal and the in-gear signal described above are examples of status signals indicating the status of the outboard motor 300.

(Operation example of outboard motor lifting device 1)
(Climbing action)
When the raising / lowering signal SIG_UD indicates “up”, the pump 42 rotates in the forward direction, and hydraulic oil flows from the pump 42 to the first shuttle chamber 48 d of the first main valve 48 and the first shuttle of the second main valve 49. Pumped into chamber 49d. As a result, the first check valve 48b of the first main valve 48 is opened, the spool 48a is moved to the first check valve 48b side, and the second check valve 48c is opened. Further, the check valve 49b of the second main valve 49 is opened. As a result, the hydraulic oil is supplied from the first main valve 48 to the lower chamber 14g of the tilt cylinder 14, and the hydraulic oil is recovered from the upper chamber 14f of the tilt cylinder 14. Further, hydraulic oil is supplied from the second main valve 49 to the lower chamber 12 g of the trim cylinder 12.

  Here, when the switching valve 60 is in the open state, the hydraulic oil is also supplied to the lower chamber 12g of the trim cylinder 12, so that both the piston rod 14b of the tilt cylinder 14 and the piston rod 12b of the trim cylinder 12 rise. .

  On the other hand, if the switching valve 60 is in the closed state, the hydraulic oil is not supplied to the lower chamber 12g of the trim cylinder 12, so that the piston rod 14b of the tilt cylinder 14 rises, but the piston rod 12b of the trim cylinder 12 does not rise. .

  When the switching valve 60 is in the closed state, the hydraulic oil is not supplied to the lower chamber 12g of the trim cylinder 12. The amount of hydraulic oil per unit time supplied by the pump 42 does not change greatly even when the switching valve 60 is in an open state or a closed state. For this reason, the piston rod 14b of the tilt cylinder 14 rises faster than when the switching valve 60 is in the open state.

(Descent action)
When the raising / lowering signal SIG_UD indicates “down”, the pump 42 reverses, and the hydraulic oil flows from the pump 42 to the second shuttle chamber 48e of the first main valve 48 and the second shuttle chamber of the second main valve 49. It is pumped to 49e. As a result, the second check valve 48c is opened, the spool 48a is moved to the second check valve 48c side, and the first check valve 48b is opened. Further, the spool 49a of the second main valve 49 moves to the check valve 49b side, and the check valve 49b opens. As a result, the hydraulic oil is supplied to the upper chamber 14f of the tilt cylinder 14, and the hydraulic oil is recovered from the lower chamber 14g of the tilt cylinder 14. Further, the hydraulic oil is recovered from the lower chamber 12g of the trim cylinder 12.

  Here, if the switching valve 60 is in the open state, the hydraulic oil is also collected from the lower chamber 12g of the trim cylinder 12, so that both the piston rod 14b of the tilt cylinder 14 and the piston rod 12b of the trim cylinder 12 descend. .

  On the other hand, if the switching valve 60 is in the closed state, the hydraulic oil is not collected from the lower chamber 12g of the trim cylinder 12, so that the piston rod 14b of the tilt cylinder 14 is lowered, but the piston rod 12b of the trim cylinder 12 is not lowered. .

  When the switching valve 60 is in the closed state, the hydraulic oil is not collected from the lower chamber 12g of the trim cylinder 12, so that the piston rod 14b of the tilt cylinder 14 descends faster than when the switching valve 60 is in the open state. .

(Holding state)
When the lift signal SIG_UD indicates neither “up” nor “down”, the pump 42 stops. When the pump 42 is stopped, the outboard motor 300 is held in a state where the movement of the working oil in the hydraulic circuit of the outboard motor lifting apparatus 1 has converged. In this specification, the case where the lift signal SIG_UD does not indicate “up” or “down” may be expressed as a case where the lift signal SIG_UD indicates “hold” for convenience.

(Control example of switching valve 60)
Below, with reference to FIG. 6, the example of control of the switching valve 60 by the control part 100 is demonstrated.

  FIG. 6 is a table illustrating the state of the outboard motor 300 indicated by the hull state signal SIG_IN, the instruction for raising / lowering the outboard motor by the driver indicated by the lift signal SIG_UD, and the state of the switching valve 60 controlled by the control unit 100. It is.

  In the example shown in FIG. 6, when the hull state signal SIG_IN indicates “engine on” or “in gear”, regardless of whether the lift signal SIG_UD indicates “up”, “down”, or “hold”, The control part 100 makes the switching valve 60 open.

  As an example, the hull state signal SIG_IN is a signal related to the engine rotation unit of the engine 301 included in the outboard motor 300, and the control unit 100 navigates when the engine rotation number is equal to or higher than a first threshold value regarding the rotation number. It determines with a state, and makes the switching valve 60 into an open state. Here, the first threshold value related to the rotational speed has a positive value set as appropriate. Further, the control unit 100 may be configured to determine the navigation state when the engine rotational speed exceeds the second threshold value regarding the rotational speed, and to set the switching valve 60 to the open state. Here, the second threshold value regarding the rotational speed has a value of 0 or more set as appropriate.

  In this manner, the control unit 100 refers to the hull state signal SIG_IN, determines the navigation state and the stoppage state, and controls the switching valve 60 to be in the open state when it is determined that the navigation state.

  Therefore, when the engine 301 is on or the power transmission mechanism 302 is in the in-gear state, the piston rod 14b of the tilt cylinder 14 and the piston rod 12b of the trim cylinder 12 are both raised and lowered in the trim region. The angle of the machine 300 is adjusted. Further, even when the internal pressure of the lower chamber 12g of the trim cylinder 12 is increased by an external force in the holding state of the outboard motor 300, the internal pressure is dispersed in the lower chamber 14g of the tilt cylinder.

  On the other hand, in the example shown in FIG. 6, when the hull state signal SIG_IN indicates “engine off” or “not in gear” and the lift signal SIG_UD indicates “up” or “hold”, the control unit 100 switches the switching valve 60. Is closed.

  As described above, the control unit 100 refers to the hull state signal SIG_IN, determines the navigation state and the stop state, and controls the switching valve 60 to be in the closed state when it is determined that the state is the stop state.

  Therefore, when the outboard motor 300 is raised while the engine 301 is off or the power transmission mechanism 302 is not in-gear, only the piston rod 14b of the tilt cylinder 14 is raised even in the trim region. Therefore, when the engine 301 is off or the power transmission mechanism 302 is not in-gear, the outboard motor 300 is raised faster than when the engine 301 is on or the power transmission mechanism 302 is in-gear. be able to.

  Further, since the hydraulic oil is not supplied from the lower chamber 14 g of the tilt cylinder 14 to the lower chamber 12 g of the trim cylinder 12 in the holding state of the outboard motor 300, the outboard motor 300 is operated by the piston rod 14 b of the tilt cylinder 14. Can be held firmly.

  In the example shown in FIG. 6, when the hull state signal SIG_IN indicates “engine off” or “not in gear” and the lift signal SIG_UD indicates “down”, the control unit 100 opens the switching valve 60. .

  Therefore, when the outboard motor 300 is lowered while the engine 301 is off or the power transmission mechanism 302 is not in-gear, hydraulic oil is supplied from the lower chamber 14g of the tilt cylinder 14 to the lower chamber 12g of the trim cylinder 12. The piston rod 12b of the trim cylinder 12 is raised until it contacts the swivel bracket 80.

  Note that the control of the switching valve 60 is not limited to the above example, and can be set as appropriate in consideration of user convenience, adaptability of the outboard motor lifting apparatus 1 to external force, and the like.

  For example, when the hull state signal SIG_IN indicates “engine off” or “not in gear” and the lift signal SIG_UD indicates “down”, the control unit 100 may close the switching valve 60.

  In this case, when the outboard motor 300 is lowered while the engine 301 is off or the power transmission mechanism 302 is not in-gear, hydraulic oil is supplied from the lower chamber 14g of the tilt cylinder 14 to the lower chamber 12g of the trim cylinder 12. Therefore, the outboard motor 300 can be lowered more quickly than when the engine 301 is on or the power transmission mechanism 302 is in gear.

[Embodiment 2]
Hereinafter, the control unit 100a according to the second embodiment will be described with reference to FIG. FIG. 7 is a block diagram illustrating a configuration of the control unit 100a according to the present embodiment.

  The outboard motor lifting apparatus according to the present embodiment includes a control unit 100a shown in FIG. 7 instead of the control unit 100 in the outboard motor lifting apparatus 1 according to the first embodiment. Other configurations of the outboard motor lifting apparatus according to the present embodiment are the same as those of the outboard motor lifting apparatus 1 described in the first embodiment.

  The control unit 100 a includes a hull state signal AD conversion circuit 131, a lift signal AD conversion circuit 132, a calculation unit 133, and a control signal generation circuit 134. Also in the present embodiment, the hull state signal SIG_IN and the lift signal SIG_UD are input to the control unit 100a as analog signals. In FIG. 7, the hull state signal AD conversion circuit 131 is referred to as an input signal AD conversion circuit 131.

  The hull state signal AD conversion circuit 131 is a conversion circuit that converts the hull state signal SIG_IN into a digital signal. The converted hull state signal SIG_IN as a digital signal is supplied to the calculation unit 143.

  The lift signal AD conversion circuit 132 is a conversion circuit that converts the lift signal SIG_UD into a digital signal. The converted lift signal SIG_UD as a digital signal is supplied to the calculation unit 143.

  The computing unit 133 refers to the hull state signal SIG_IN and the lift signal SIG_UD as digital signals, and determines whether the switching valve 60 should be in an open state or a closed state. A signal indicating the determination result is supplied to the control signal generation circuit 134.

  The control signal generation circuit 134 refers to the signal indicating the determination result and generates a control signal SIG_CONT according to the determination result. The generated control signal SIG_CONT is supplied to the switching valve 60.

  The relationship between the hull state signal SIG_IN and the lift signal SIG_UD and the state of the switching valve 60 determined in the arithmetic unit 133 does not limit the present embodiment, but as an example, as in FIG. 6 of the first embodiment. It can be set as the structure to determine.

  Since the outboard motor lifting apparatus according to the present embodiment includes the control unit 100a, it is possible to automatically change the lifting speed of the outboard motor as in the first embodiment. Further, if the hull state signal SIG_IN is a state signal indicating the state of the outboard motor 300, the ascending / descending speed of the outboard motor can be automatically changed according to the state of the outboard motor.

[Embodiment 3]
Below, the control part 100b which concerns on Embodiment 3 is demonstrated with reference to FIG. FIG. 8 is a block diagram illustrating a configuration of the control unit 100b according to the present embodiment.

  The outboard motor lifting apparatus according to the present embodiment includes a control unit 100b shown in FIG. 8 in place of the control unit 100 in the outboard motor lifting apparatus 1 according to the first embodiment. In the following description, the same members as those already described are denoted by the same reference numerals and description thereof is omitted.

  As illustrated in FIG. 8, the control unit 100 b includes a digital signal transmission / reception circuit 141, a lift signal A / D conversion circuit 132, a calculation unit 143, and a control signal generation circuit 134.

  The digital signal transmission / reception circuit 141 receives the digital signal D_SIG as the hull state signal, and supplies the received digital signal D_SIG to the calculation unit 143.

  The digital signal D_SIG is a signal transmitted via a wired or wireless network configured on the hull 200, and includes input information INFO_IN. Here, the input information INFO_IN is the same information as the information indicated by the hull state signal SIG_IN described in the first and second embodiments. As an example, the input information INFO_IN may include information equivalent to the state signal indicating the state of the outboard motor 300 described in the first and second embodiments. Specific examples of the input information INFO_IN include, for example, a 1-bit flag indicating whether the engine 301 is on or off, a 1-bit flag indicating whether the power transmission mechanism 302 included in the outboard motor 300 is in an in-gear state, or the like. .

  The digital signal D_SIG may include various information related to the hull 200 and various information acquired from outside the hull 200. Although a specific standard for transmitting the digital signal D_SIG does not limit the present embodiment, an example is NMEA2000 (registered trademark) established by NMEA (National Marine Electronics Association).

  The calculation unit 143 refers to the digital signal D_SIG supplied from the digital signal transmission / reception circuit 141 and the lift signal SIG_UD as a digital signal supplied from the lift signal AD conversion circuit 132, and opens the switching valve 60. Decide which of the closed states should be used. A signal indicating the determination result is supplied to the control signal generation circuit 134.

  The relationship between the input information INFO_IN and the raising / lowering signal SIG_UD and the state of the switching valve 60, which is determined in the calculation unit 143, is not limited to the present embodiment, but is determined in the same manner as in FIG. 6 of the first embodiment. It can be set as the structure to do.

  In addition, the calculation unit 143 may be configured to further refer to other information included in the digital signal D_SIG to determine whether the switching valve should be in the open state or the closed state.

  Since the outboard motor lifting apparatus according to the present embodiment includes the control unit 100b, the outboard motor lifting speed can be automatically changed as in the first embodiment. Further, in the configuration in which the digital signal D_SIG includes information equivalent to the state signal indicating the state of the outboard motor 300, the ascending / descending speed of the outboard motor can be automatically changed according to the state of the outboard motor. it can.

[Embodiment 4]
Hereinafter, as the fourth embodiment, another specific example of the hull state signal SIG_IN described in the first and second embodiments will be described. The hull state signal SIG_IN includes one or more of other specific examples described later, instead of the specific examples described in the first and second embodiments, or in addition to the specific examples described in the first and second embodiments. can do.

  As described in the third embodiment, the digital signal D_SIG according to the third embodiment includes information equivalent to the information included in the hull state signal SIG_IN. Therefore, in the following, the matters described regarding the hull state signal SIG_IN are applied not only to the first and second embodiments but also to the digital signal D_SIG according to the third embodiment.

The signals that can be included in the hull state signal SIG_IN are:
(A) Outboard motor performance signal that can be acquired from the outboard motor 300 (B) Hull (main body) performance signal that can be acquired from the hull (main body) 200

  Examples of outboard motor performance signals that can be acquired from the outboard motor 300, and control examples by the control units 100, 100a, and 100b (hereinafter also simply referred to as control units) referring to the outboard motor performance signals are as follows. .

(A-1) Ignition Signal The ignition signal is a signal that indicates on / off of the ignition of the outboard motor 300.

  For example, when the ignition is on, the control unit performs the same control as the control of the “engine on or in gear” state in FIG. 6, and when the ignition is off, the “not engine off or in gear” in FIG. The configuration may be such that the same control as that in the state is performed.

(A-2) Tilt / Trim Control Signal The tilt / trim control signal is a signal for controlling the tilt and / or trim of the outboard motor 300.

  The control unit switches the switching valve 60 according to the tilt / trim control signal.

(A-3) Engine neutral signal The engine neutral signal is a signal indicating whether or not the engine of the outboard motor 300 is neutral.

  For example, when the engine is not neutral, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6, and when the engine is neutral, the control unit “not engine off or in gear” in FIG. 6. The control may be the same as the control in the state of “

(A-4) Trim Angle Signal The trim angle signal is a signal indicating the trim angle of the outboard motor 300.

  For example, when the trim angle of the outboard motor 300 is smaller than a predetermined value, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. When the angle is equal to or greater than a predetermined value, the same control as the control in the state of “not engine off or in-gear” in FIG. 6 may be performed.

(A-5) Engine water temperature signal The engine water temperature signal is a signal indicating the water temperature of the engine of the outboard motor 300.

  For example, when the water temperature of the engine is equal to or higher than a predetermined value, the control unit performs the same control as the control of the “engine on or in gear” state in FIG. 6 and the water temperature of the engine is lower than the predetermined value. In addition, a configuration similar to the control in the state of “not engine off or in-gear” in FIG.

(A-6) Engine oil temperature signal The engine water temperature signal is a signal indicating the oil temperature of the engine of the outboard motor 300.

  For example, when the oil temperature of the engine is equal to or higher than a predetermined value, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6, and the engine oil temperature is lower than the predetermined value. In the case where it is small, the configuration may be such that the same control as the control in the state of “not engine off or in gear” in FIG. 6 is performed.

(A-7) Engine oil pressure signal The engine oil pressure signal is a signal indicating the oil pressure of the engine of the outboard motor 300.

  For example, when the oil pressure of the engine is equal to or higher than a predetermined value, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6 and the oil temperature of the engine is lower than the predetermined value. In such a case, a configuration similar to the control in the state of “not engine off or in-gear” in FIG. 6 may be performed.

(A-8) Water Level Signal The water level signal is a signal indicating the water level of the water surface in the outboard motor 300.

  The control unit switches the switching valve 60 according to the water level signal. For example, when the water level indicated by the water level signal is equal to or higher than a predetermined value, the control unit performs the same control as that of the “engine on or in gear” state in FIG. 6, and the water level indicated by the water level signal is a predetermined value. In the case where it is smaller, a configuration similar to the control in the state of “not engine off or in-gear” in FIG. 6 may be performed.

(A-9) Throttle Opening Signal The throttle opening signal is a signal indicating the throttle opening of the engine of the outboard motor 300.

  For example, when the throttle opening is equal to or greater than a predetermined value, the control unit performs the same control as the “engine on or in-gear” state control in FIG. 6, and the throttle opening is smaller than the predetermined value. In such a case, a configuration similar to the control in the state of “not engine off or in-gear” in FIG. 6 may be performed.

(A-10) Ship speed signal (water flow signal)
The ship speed signal is a signal indicating the ship speed. Since the boat speed is specified with reference to the speed of the water flow, the boat speed signal may be called a water flow signal.

  When the boat speed is equal to or higher than a predetermined value, the control unit performs the same control as that of the “engine on or in gear” state in FIG. 6. When the boat speed is lower than the predetermined value, the control unit in FIG. What is necessary is just to set it as the structure which performs control similar to control of the state of "it is not an engine off or an in-gear".

(A-11) Battery voltage signal The battery voltage signal is a signal indicating the voltage of the battery.

  The control unit switches the switching valve 60 according to the battery voltage. For example, when the battery voltage is equal to or higher than a predetermined value, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6, and when the battery voltage is lower than the predetermined value. The configuration may be such that the same control as that in the state of “not engine off or in-gear” in FIG. 6 is performed.

(A-12) Atmospheric pressure signal The atmospheric pressure signal is a signal indicating the atmospheric pressure. The control unit switches the switching valve 60 according to the atmospheric pressure.

(A-13) Generator Output Voltage The above-described Embodiments 1 to 3 and the outboard motor 300 according to the present embodiment include a generator connected to the engine 301 included in the outboard motor 300.
FIG. 9 is a block diagram showing a configuration around the engine 301 of the outboard motor 300. As shown in FIG. 9, the outboard motor 300 includes an engine 301, a power transmission mechanism 302 that transmits power from the engine 301 to the propeller 303, a generator (generator) 310 driven by the engine 301, and a main battery 311. ing. Further, as an example, the outboard motor 300 is configured so that a spare battery can be mounted in addition to the main battery 311.
As shown in FIG. 9, from the generator 310, in addition to the conducting wire 310a to the main battery 310a, the conducting wire 310b to the spare battery is drawn out. The conducting wire 310b is connected to the control units 100, 100a, and 100b, and the potential of the conducting wire 310b is referred to by the control unit as the output voltage of the generator.

The control unit according to the present example refers to the output voltage of the generator as the hull state signal SIG_IN, and determines that the navigation state is in the navigation state when the output voltage of the generator is equal to or higher than the first threshold related to the voltage. The same control as that in the “engine on or in gear” state is performed. Here, the said 1st threshold value regarding a voltage has a positive value set suitably, for example.
Further, the control unit refers to the output voltage of the generator as the hull state signal SIG_IN, and when the output voltage of the generator exceeds the second threshold value related to the voltage, determines that the navigation state, It may be configured to perform the same control as the control of the “in-gear” state. Here, the said 2nd threshold value regarding a voltage has the value of 0 or more set suitably, for example.

  Of the signals exemplified above, (A-1) to (A-11) and (A-13) can also be regarded as state signals indicating the state of the outboard motor 300.

  Subsequently, a hull (main body) performance signal that can be acquired from the hull 200 and a control example by the control unit with reference to the hull (main body) performance signal are as follows.

(B-1) Impact signal The impact signal is a signal indicating the impact received by the hull 200.

  The control unit switches the switching valve 60 according to the impact signal. More specifically, the control unit switches the switching valve 60 according to the impact received by the hull 200 or the presence or absence of the impact signal itself. For example, when the impact is equal to or greater than a predetermined value, the control unit performs the same control as the control of the “engine on or in gear” state in FIG. 6, and when the impact is smaller than the predetermined value, or the signal is In the case where there is not, the configuration may be such that the same control as the control in the state of “not engine off or in-gear” in FIG. 6 is performed.

(B-2) Direction signal The direction signal is a signal indicating the traveling direction of the hull 200. The control unit switches the switching valve 60 according to the direction signal.

(B-3) Sonar signal The sonar signal is a signal supplied from a sonar included in the hull 200.

  The control unit switches the switching valve 60 according to the sonar signal. More specifically, the control unit switches the switching valve 60 according to the presence or absence of an obstacle indicated by the sonar signal or the presence or absence of the sonar signal itself. For example, when there is an obstacle, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6. When there is no obstacle or when there is no signal, the control unit in FIG. What is necessary is just to set it as the structure which performs control similar to control of the state of "it is not an engine off or an in-gear".

(B-4) GPS signal The GPS signal is a signal supplied from a GPS (Global Positioning System) device included in the hull 200. The GPS device may be on or near the hull.

  When the ship speed indicated by the GPS signal is equal to or higher than a predetermined value, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6, and the ship speed indicated by the GPS signal is a predetermined value. In the case where it is smaller, a configuration similar to the control in the state of “not engine off or in-gear” in FIG. 6 may be performed.

(B-5) Transom vibration signal The transom vibration signal is a signal indicating the vibration of the transom included in the hull 200.

  The control unit switches the switching valve 60 according to the transom vibration signal. More specifically, the control unit switches the switching valve 60 according to the vibration indicated by the transom vibration signal or the presence or absence of the transom vibration signal itself. For example, when the vibration of the transom is equal to or greater than a predetermined value, the control unit performs the same control as the control of the “engine on or in gear” state in FIG. 6, and when the vibration of the transom is smaller than the predetermined value, Alternatively, when there is no signal, a configuration similar to the control in the state of “not engine off or in-gear” in FIG. 6 may be performed.

(B-6) Water temperature signal The water temperature signal is a signal indicating the water temperature around the hull 200. The control unit switches the switching valve 60 according to the water temperature signal.

(B-7) Vibration signal The vibration signal is a signal indicating the vibration of the hull 200.

  The control unit switches the switching valve 60 according to the vibration signal. More specifically, the control unit switches the switching valve 60 according to the vibration indicated by the vibration signal or the presence / absence of the vibration signal itself. For example, when the vibration indicated by the vibration signal is equal to or greater than a predetermined value, the control unit performs control similar to the control of the “engine on or in-gear” state in FIG. In the case where it is smaller, or when there is no signal, the same control as the control in the state of “not engine off or in-gear” in FIG. 6 may be performed.

(B-8) IP image signal The IP image signal is an image signal indicating a situation around the hull 200.

  The control unit switches the switching valve 60 according to the IP image signal. More specifically, the control unit switches the switching valve 60 according to the presence or absence of an obstacle indicated by the IP image signal or the presence or absence of the IP image signal itself. For example, when there is an obstacle, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6. When there is no obstacle or when there is no signal, the control unit in FIG. What is necessary is just to set it as the structure which performs control similar to control of the state of "it is not an engine off or an in-gear".

(B-9) Radar signal The radar signal is a signal supplied from a radar included in the hull 200.

  The control unit switches the switching valve 60 according to the radar signal. More specifically, the control unit switches the switching valve 60 according to the presence or absence of an obstacle indicated by the radar signal or the presence or absence of the radar signal itself. For example, when there is an obstacle, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6. When there is no obstacle or when there is no signal, the control unit in FIG. What is necessary is just to set it as the structure which performs control similar to control of the state of "it is not an engine off or an in-gear".

(B-10) Voice signal The voice signal is a signal indicating the voice of the operator (user).

  The control unit switches the switching valve 60 according to the audio signal. For example, the control unit may be configured to perform control similar to the control in FIG. 6 with reference to a voice instruction included in the voice signal.

  Of the signals exemplified above, (B-1) to (B-9) can also be regarded as state signals indicating the state of the hull (main body) 200.

[Example of software implementation]
The control units 100, 100a, and 100b may be realized by a logic circuit (hardware) formed in an integrated circuit (IC chip) or the like, or may be realized by software using a CPU (Central Processing Unit). .

  In the latter case, the control units 100, 100a, and 100b include a CPU that executes instructions of a program that is software that realizes each function, and a ROM (Read that records the above-described program and various data so that the computer (or CPU) can read them. Only Memory) or a storage device (these are referred to as “recording media”), a RAM (Random Access Memory) for expanding the program, and the like. And the objective of this invention is achieved when a computer (or CPU) reads the said program from the said recording medium and runs it. As the recording medium, a “non-temporary tangible medium” such as a tape, a disk, a card, a semiconductor memory, a programmable logic circuit, or the like can be used. The program may be supplied to the computer via an arbitrary transmission medium (such as a communication network or a broadcast wave) that can transmit the program. The present invention can also be realized in the form of a data signal embedded in a carrier wave in which the program is embodied by electronic transmission.

  The present invention is not limited to the above-described embodiments, and various modifications are possible within the scope shown in the claims, and embodiments obtained by appropriately combining technical means disclosed in different embodiments. Is also included in the technical scope of the present invention.

1 Outboard motor lifting device 12 Trim cylinder 14 Tilt cylinder 42 Pump (hydraulic power source)
60 switching valve 100, 100a, 100b control part 121 1st switching element 122 2nd switching element 133, 143 calculating part (decision part)
200 Hull (main body)
300 Outboard motor 301 Engine 302 Power transmission mechanism 303 Propeller C1 First flow path (second oil path)
C2 Second flow path C3 Third flow path (second oil path)
C4 4th flow path C5 5th flow path C6 6th flow path (1st oil path)
C7 Seventh flow path (third oil path)
C9 Ninth channel C13 Thirteenth channel C14 Fourteenth channel

Claims (7)

In the outboard motor lifting device that raises and lowers the outboard motor,
One or more tilt cylinders;
One or more trim cylinders;
A hydraulic source;
A first pump port and a second pump port connected to the hydraulic source;
With
Each trim cylinder includes a piston that partitions the trim cylinder into a first chamber and a second chamber, and a rod that is connected to the piston and penetrates the first chamber of the trim cylinder.
Each tilt cylinder includes a piston that partitions the tilt cylinder into a first chamber and a second chamber, and a rod that is connected to the piston and penetrates the first chamber of the tilt cylinder,
The outboard motor lifting device is
A first oil passage connected to the second chamber of the one or more trim cylinders;
A switching valve provided on the first oil passage;
A control unit that controls the switching valve with reference to a hull state signal;
The first pump port is
The first and second chambers of the tilt cylinder have second and first shuttle chambers connected to the first cylinder and the second chamber, respectively.
The second pump port is
Having a shuttle chamber connected to the first shuttle chamber of the first pump port;
The outboard motor elevating device, wherein the first oil passage is connected to the shuttle chamber of the second pump port. The controller is
With reference to the hull state signal, the navigation state and the stop state are determined,
When the navigation state is determined, the switching valve is controlled to be in an open state,
The outboard motor lifting device according to claim 1, wherein the switching valve is controlled to be in a closed state when it is determined that the boat is stopped. The hull state signal is an output voltage of a generator connected to an engine included in the outboard motor,
The outboard motor elevating device according to claim 2, wherein the control unit determines that the navigation state is present when an output voltage of the generator is equal to or higher than a first threshold value related to a voltage. The hull state signal is an output voltage of a generator connected to an engine included in the outboard motor,
The outboard motor lifting device according to claim 2, wherein the control unit determines that the navigation state is established when an output voltage of the generator exceeds a second threshold value related to a voltage. The hull state signal is a signal related to the engine speed of the outboard motor,
The outboard motor lifting device according to claim 2, wherein the control unit determines that the navigation state is established when the engine speed is equal to or greater than a first threshold value regarding the speed. The hull state signal is a signal related to the engine speed of the outboard motor,
The outboard motor lifting device according to claim 2, wherein the control unit determines that the navigation state is established when the engine speed exceeds a second threshold value related to the speed. The hull state signal is an analog signal,
The controller is
A first switching element having a base electrode to which the hull state signal is input; a gate electrode to which a signal corresponding to an emitter current of the first switching element is input; and a source electrode connected to the switching valve. The outboard motor lifting apparatus according to claim 1, further comprising: a second switching element having the second switching element.

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