JP2019059408A - Outboard engine lifting device - Google Patents

Abstract

To provide an outboard engine lifting device that can automatically change a lifting speed in accordance with a state of an outboard engine.SOLUTION: An outboard engine lifting device (1) includes: a first oil passage for connecting through a pump (42), a second chamber of a rotary actuator (140) and a second chamber of one or a plurality of trim cylinders (12); a second oil passage connected to a first chamber of at least any one of the one or the plurality of trim cylinders (12); a selector valve (60) provided on the second oil passage; and a control part (100) for controlling the selector valve (60) referring to a hull state signal.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an outboard motor lifting apparatus for lifting and lowering an outboard motor of a hull.

  In the field of hulls, an outboard having a tilt cylinder, mainly for raising and lowering an outboard motor above the water surface, and a trim cylinder, mainly for changing the angle of the outboard motor below the water surface Machine lifters are known (for example, Patent Documents 1 and 2).

Japanese Patent Publication No. 58-028159 Unexamined-Japanese-Patent No. 2-99494

  By the way, in the outboard motor elevating device, it is preferable that the speed of raising and lowering the outboard motor can be automatically changed.

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

  To this end, the present invention provides an outboard motor elevator apparatus for raising and lowering an outboard motor, comprising: a rotary actuator; and one or more trim cylinders, each trim cylinder comprising: A piston divided into a chamber and a second chamber, and a rod connected to the piston and penetrating the first chamber of the trim cylinder, and the rotary actuator converts the rotary actuator into the first chamber and the second chamber An outboard motor comprising: an annular piston for partitioning; and a shaft inserted and fitted to the piston and extending across the first chamber and the second chamber of the rotary actuator, and supplying hydraulic oil to the second chamber. The outboard motor lifting device includes a hydraulic pressure source, the hydraulic pressure source, the second chamber of the rotary actuator, and Alternatively, a first oil passage connecting the second chambers of the plurality of trim cylinders, a second oil passage connected to the first chamber of at least one of the one or more trim cylinders, and the second oil passage A switching valve provided on an oil path, and a control unit that controls the switching valve with reference to a hull state signal.

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

FIG. 2 is a view showing a usage example of the outboard motor elevator according to Embodiment 1 and a schematic internal configuration of the outboard motor. FIG. 1 is a front view showing an example of the configuration of an outboard motor elevator according to a first embodiment. FIG. 1 is a side sectional view of an outboard motor elevator according to a first embodiment. FIG. 2 is a diagram showing a hydraulic circuit of the outboard motor elevator according to Embodiment 1 together with a control unit. FIG. 5 is a circuit diagram showing an exemplary configuration of a control unit according to the first embodiment. FIG. 6 is a view showing an example of control of a switching valve by a control unit according to the first embodiment. FIG. 7 is a block diagram showing the configuration of a control unit according to a second embodiment. FIG. 13 is a block diagram showing the configuration of a control unit according to a third embodiment. FIG. 13 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a fourth embodiment together with a control unit. FIG. 16 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a fifth embodiment together with a control unit. FIG. 16 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a sixth embodiment together with a control unit. FIG. 18 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a seventh embodiment together with a control unit. FIG. 18 is a diagram showing a hydraulic circuit of an outboard motor elevator according to an eighth embodiment together with a control unit. FIG. 16 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a ninth embodiment together with a control unit. FIG. 21 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a tenth embodiment together with a control unit. FIG. 21 is a diagram showing a hydraulic circuit of an outboard motor elevator according to Embodiment 11 together with a control unit. It is a figure which shows the structure of the engine periphery of the outboard motor which concerns on Embodiment 1-12.

Embodiment 1
Hereinafter, an outboard motor elevator 1 according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 6.

  The outboard motor lifting device 1 is a device for lifting and lowering the outboard motor 300. FIG. 1A is a view showing an application example of the outboard motor lifting device 1, and shows the outboard motor lifting device 1 attached to the rear of the hull (main body) 200 and the outboard motor 300. . The solid line in (a) of FIG. 1 indicates a state in which the outboard motor 300 is lowered, and the broken line in (a) of FIG. 1 indicates a state in which the outboard motor 300 is raised. FIG. 1B is a schematic view schematically showing an internal configuration of the outboard motor 300. As shown in FIG. As shown in (b) of FIG. 1, 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 constituted by, for example, a shaft or a gear.

  FIG. 2 is a front sectional view showing an example of the configuration of the outboard motor elevator 1, and FIG. 3 is a side sectional view of the outboard motor elevator 1. As shown in FIGS. 2 and 3, the outboard motor lifting device 1 includes a stern bracket 70 attached to the rear of the hull 200, a swivel bracket 80 attached to the outboard motor 300, a rotary actuator 140, and a trim cylinder 12. , A motor 16, a tank (oil storage tank) 18, and a base 24.

  In the example shown in FIG. 3, the outboard motor lifting apparatus 1 is provided with two trim cylinders 12 and one rotary actuator 140. The trim cylinder 12 and the rotary actuator 140 are provided so as not to move relative to the base 24.

  The number of trim cylinders 12 provided in the outboard motor lifting device 1 is not limited to the present embodiment, and a configuration including one or more trim cylinders 12 is also included in the present embodiment. Similarly, the number of rotary actuators 140 provided in the outboard motor lifting apparatus 1 does not limit the present embodiment. The following description also applies to the outboard motor elevator 1 having such an arbitrary number of trim cylinders 12 and an arbitrary number of rotary actuators 140.

  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 rotary actuator 140 includes a housing 141, an annular piston 142 slidably provided in the housing 141, and a shaft 143 inserted in the piston 142 and extending in the longitudinal direction (axial direction) of the housing 141; Is equipped.

  Further, as shown in FIG. 3, through holes are respectively formed in the base 24 and the stern bracket 70, and the base 24 and the stern bracket 70 are relative to each other through the undershaft 26 penetrating the through holes. It is rotatably connected.

  Further, as shown in FIGS. 2 and 3, a swivel bracket 80 is fixed to at least one end 144 of the shaft 143. The swivel bracket 80 rotates and ascends and descends as the shaft 143 rotates. In the following description, the rotation of the shaft 143 for raising the swivel bracket 80 is called normal rotation, and the rotation of the shaft 143 for lowering the swivel bracket 80 is called reverse rotation.

(Trim area and tilt area)
The rotation of the shaft 143 of the rotary actuator 140 causes the swivel bracket 80 to ascend and descend, whereby the outboard motor 300 ascends and descends.

  The angular area of the outboard motor 300 adjusted by the rotation of the shaft 143 of the rotary actuator 140 is composed of the trim area and the tilt area shown in FIG. The tilt range is an angle range where the tip of the piston rod 12b of the trim cylinder 12 can not abut the swivel bracket 80, and the angle adjustment of the outboard motor 300 in the tilt range is performed by the rotation of the shaft 143 of the rotary actuator 140. .

  On the other hand, the trim area is an angle area where the tip of the piston rod 12b of the trim cylinder 12 can abut the swivel bracket 80, and the angle adjustment of the outboard motor 300 in the tilt area raises the piston rod 12b of the trim cylinder 12. And lowering and rotation of the shaft 143 of the rotary actuator 140 may be performed. However, as described later, in this embodiment, the angle adjustment of the outboard motor 300 may be performed only by the rotation of the shaft 143 of the rotary actuator 140 even in the tilt region.

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

  As shown in FIG. 4, the outboard motor lifting device 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, and a main valve ( Pump port) 48, manual valve 52, thermal valve 54, rotary actuator 140, trim cylinder 12, tank 18, filters F1 to F2, first flow path C1 to ninth flow path C9, and control unit 100 There is.

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

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

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

  Note that the “connection” in the oil passage configuration described in the present specification is indirectly connected via the other oil passage element or directly connected by the flow passage without passing through another hydraulic element. Both cases are included. Here, other hydraulic elements include, for example, a valve, a cylinder, and a filter.

  The rotary actuator 140 is divided by the piston 142 into a first chamber 140 f and a second chamber 140 g. The piston 142 of the rotary actuator 140 is annular as shown in FIGS. 2 and 3, and the helical gear on the outer periphery is engaged with the annular gear in the housing 141. Further, on the inner periphery of the piston 142, spline teeth that mesh with helical spline teeth on the outer periphery of the shaft 143 are provided. In the rotary actuator 140, the hydraulic fluid is supplied to the second chamber 140g so that the piston 142 slides on the shaft of the shaft 143 in the first direction in the housing 141, and the shaft 143 rotates in the forward direction. The machine 300 is configured to be lifted. Also, the rotary actuator 140 slides the piston 142 on the shaft of the shaft 143 in the second direction opposite to the first direction by supplying the hydraulic fluid to the first chamber 140 f. Further, the outboard motor 300 is lowered by the reverse rotation of the shaft 143.

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

  In the present specification, the terms "upper" and "lower" in the "upper chamber" and "lower chamber" of the cylinder are simply names for distinguishing the two from each other, and the upper chamber is more vertical than the lower chamber. It does not necessarily mean to be located on the upper side of the direction. Therefore, the "upper chamber" may be expressed as a first chamber, which is a chamber through which the rod connected to the piston passes, of the first chamber and the second chamber partitioned by the piston in the cylinder. The "lower chamber" may be expressed as a second chamber which is a chamber into which the rod connected to the piston does not penetrate, of the first chamber and the second chamber partitioned by the piston in the cylinder.

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

  The first check valve 48 b is connected to the second chamber 140 g of the rotary actuator 140 via the filter F 1 and the third flow path C 3. On the other hand, the second check valve 48c is connected to the first chamber 140f of the rotary actuator 140 via the filter F2 and the fourth flow passage C4. Further, as shown in FIG. 4, an upper chamber oil supply valve 56 is connected to the fourth flow path C4.

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

  The first passage C1 and the third passage C3 connecting the pump 42 and the second chamber 140g of the rotary actuator 140 via the main valve 48 and the filter F1 are collectively referred to as a first oil passage. .

  The sixth flow path C6 (also referred to as the flow path or the first oil path) connects the third flow path C3 and the lower chamber 12g of the trim cylinder 12.

  The seventh flow passage C7 (also referred to as a third oil passage) connects the upper chambers 12f of the plurality of trim cylinders 12 to one another. The presence of the seventh flow passage C7 equalizes the pressures in the upper chambers 12f of the plurality of trim cylinders 12 with each other.

  An eighth flow passage C8 (also referred to as a second oil passage) connects one of the upper chambers 12f of the plurality of trim cylinders 12 to the tank 18. The ninth flow path C9 connects the tank 18 with the first check valve 44a and the second check valve 44.

  The first check valve 44 a is in a state where the trim cylinder 12 is contracted and completed, and when the pump 42 still tries to recover the hydraulic oil even if the rotary actuator 140 is in a reversed and completed state, Hydraulic oil is supplied from the tank 18 to the pump 42.

  The second check valve 44 b supplies hydraulic oil of the displacement volume of the piston 142 from the tank 18 to the pump 42 when the rotary actuator 140 rotates forward, and when the trim cylinder 12 extends, The hydraulic fluid of the displacement volume of the piston rod 12 b is supplied from the tank 18 to the pump 42.

  When the trim cylinder 12 is in the extended state and the rotary actuator 140 is in the forward rotation state and the pump 42 still supplies the hydraulic oil, the up blow valve 46 a is an excess of the operating oil. Is returned to the tank 18.

  The down blow valve 46b returns the hydraulic fluid of the approach volume of the piston 142 to the tank 18 when the rotary actuator 140 reverses, and when the trim cylinder 12 contracts, the down blow valve 46b compensates for the approach volume of the piston rod 12b. The hydraulic oil is returned to the tank 18.

  The manual valve 52 can be manually opened and closed, and the hydraulic oil is transferred from the second chamber 140 g of the rotary actuator 140 to the tank 18 by opening the manual valve 52 at the time of maintenance of the outboard motor lifting apparatus 1 or the like. Will be returned. Thereby, the rotary actuator 140 can be manually reversed.

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

(Switching valve 60)
As shown in FIG. 4, the switching valve 60 provided on the eighth flow path C8 is driven by the solenoid 62 and the plunger 62 for driving the eighth flow path C8 in the shutoff state or the open state. Is equipped. A control signal SIG_CONT is supplied to the solenoid 62 from the control unit 100 described later, and the ON / OFF of the solenoid 62 is switched based on the control signal SIG_CONT.

  The switching valve 60 closes the eighth flow passage C8 by being closed when the solenoid 62 is off, and opens the eighth flow passage C8 by being opened when the solenoid 62 is on. It may be configured as a normally closed valve, or the eighth flow path C8 is opened by being open when the solenoid is off, and the eighth flow by being closed when the solenoid is on. It may be configured as a normally open valve that shuts off the passage C8.

  When the switching valve 60 is configured as a normally open valve, even if the switching valve 60 does not operate, a state in which the eighth flow passage C8 is opened, that is, the upper chamber of the trim cylinder 12 12f and the tank 18 are maintained in communication, the angle adjustment of the outboard motor 300 can be performed using both the rotary actuator 140 and the trim cylinder 12.

  On the other hand, when the switching valve 60 is configured as a normally closed valve, even if the switching valve 60 does not operate, the eighth channel C8 is shut off, that is, the trim cylinder 12 The upper chamber 12f and the tank 18 are maintained in a disconnected state. Therefore, since the hydraulic oil does not flow out from the upper chamber 12f of the trim cylinder 12, it is possible to adjust the angle of the outboard motor 300 only by the rotary actuator 140 and keep holding the outboard motor 300.

  In the present embodiment, the plunger 64 is provided with a valve 66 for stopping the outflow of the hydraulic oil from the upper chamber 12f of the trim cylinder 12 in the closed state of the eighth flow passage C8.

  In the above description, the solenoid 62 is the on / off solenoid, and the plunger 64 takes the eighth channel C8 in either the closed state or the open state as an example. It does not limit the form. A proportional solenoid may be employed as the solenoid 62 so that the plunger 64 can be controlled to any position from the blocking position to the opening position. With such a configuration, the flow rate of the hydraulic oil passing through the eighth flow passage C8 can be finely controlled, so that the ascent and descent of the outboard motor 300 can be more finely controlled.

(Control unit 100)
As shown in FIG. 4, the outboard motor lifting device 1 includes a control unit 100. The control unit 100 controls the switching valve 60 with reference to the ignition signal SIG_IG indicating turning on / off of the ignition of the hull 200, the hull state signal SIG_IN, and the elevation signal SIG_UD indicating the elevation instruction of the outboard motor 300 by the driver. Control signal SIG_CONT of FIG. The generated control signal SIG_CONT is supplied to the switching valve 60. In addition, although the state signal which shows the state of the outboard motor 300 is mentioned as an example of ship state signal SIG_IN, the embodiment as described in this specification is not limited to this. Various examples of hull condition signals are described below.

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

(Example of Configuration of Control Unit 100)
Hereinafter, the specific configuration example of the control unit 100 will be described with reference to the drawings.

  FIG. 5 is a circuit diagram showing one configuration example of the control unit 100. As shown in FIG. In this example, the ignition signal SIG_IG, the hull state signal SIG_IN, and the elevation 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 is configured to include 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, for example, transistors, and the second switching elements are, for example, FETs (field effect transistors). It is done.

  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 via 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. Further, the elevation 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 third electrode 103 are input to the base electrode of the fifth switching element 125. An elevation signal SIG_UD is input via the diode 114.

  A signal corresponding to the emitter current of the first switching element 121 is transmitted 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 The signal is input via the 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.

  The 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 ship state signal SIG_IN)
As an example of the above-described hull state signal SIG_IN, an engine signal indicating the state of the engine 301 provided in the outboard motor 300 can be given. Here, an engine signal is a signal which shows the number of rotations of engine 301, for example, and can be acquired from engine 301 as an example. Since the engine is off if the engine speed is 0 and the engine is on if the engine speed is not zero, the signal indicating the engine speed is also a signal indicating on / off of the engine.

  By using the hull state signal SIG_IN as an engine signal, the outboard motor elevator apparatus 1 automatically raises and lowers the speed of the outboard motor according to the state of the engine 301 provided in the outboard motor 300 as described below Can be changed to

  Further, as another example of the hull state signal SIG_IN, there is a gear signal indicating whether the power transmission mechanism 302 provided in the outboard motor 300 is in a power transmittable state, that is, in an in-gear state. The gear signal can be obtained from the power transmission mechanism 302 as an example.

  By using the hull state signal SIG_IN as a gear signal, the outboard motor lifting apparatus 1 moves the lifting speed of the outboard motor in accordance with 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 above-mentioned engine signal and in-gear signal are examples of the state signal indicating the state of the outboard motor 300.

(Operation Example of Outboard Motor Lifting Device 1)
(Rise movement)
When the elevation signal SIG_UD indicates “rising”, the pump 42 rotates forward, and hydraulic fluid is pumped from the pump 42 to the first shuttle chamber 48 d of the main valve 48. As a result, the first check valve 48b is opened, the spool 48a is moved to the first check valve 48b side, and the second check valve 48c is opened. As a result, the hydraulic oil is supplied to the second chamber 140 g of the rotary actuator 140, and the hydraulic oil is recovered from the first chamber 140 f of the rotary actuator 140.

  Here, if 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 the shaft 143 of the rotary actuator 140 rotates forward and the piston rod 12b of the trim cylinder 12 To rise.

  On the other hand, 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, so the shaft 143 of the rotary actuator 140 rotates normally 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 12 g of the trim cylinder 12. The amount of hydraulic oil supplied by the pump 42 per unit time does not change significantly whether the switching valve 60 is open or closed. Therefore, the shaft 143 of the rotary actuator 140 rotates forward faster than when the switching valve 60 is in the open state.

(Descent operation)
When the elevation signal SIG_UD indicates “down”, the pump 42 is reversely rotated, and hydraulic fluid is pumped from the pump 42 to the second shuttle chamber 48 e of the main valve 48. As a result, the second check valve 48 c is opened, the spool 48 a is moved to the second check valve 48 c side, and the first check valve 48 b is opened. As a result, the hydraulic oil is supplied to the first chamber 140 f of the rotary actuator 140, and the hydraulic oil is recovered from the second chamber 140 g of the rotary actuator 140.

  Here, if the switching valve 60 is in the open state, the hydraulic oil is also recovered from the lower chamber 12g of the trim cylinder 12, so the shaft 143 of the rotary actuator 140 is reversed and the piston rod 12b of the trim cylinder 12 is lowered. Do.

  On the other hand, 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 the shaft 143 of the rotary actuator 140 reverses, but the piston rod 12b of the trim cylinder 12 does not descend.

  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 the shaft 143 of the rotary actuator 140 reverses faster than when the switching valve 60 is in the open state.

(Holding state)
When the elevation signal SIG_UD indicates neither “rising” nor “falling”, the pump 42 is stopped. When the pump 42 stops, the outboard motor 300 is held in a state in which the movement of the working oil in the hydraulic circuit of the outboard motor lifting device 1 has converged. In the present specification, the case where the raising and lowering signal SIG_UD does not indicate either “rising” or “falling” may be expressed as the case where the raising / lowering signal SIG_UD indicates “holding” for convenience.

(Example of control 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 exemplifying the state of the outboard motor 300 indicated by the hull state signal SIG_IN, the elevation instruction of the outboard motor by the driver indicated by the elevation 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 ship state signal SIG_IN indicates "engine on" or "in gear", regardless of which of "rising", "falling", and "holding" the raising and lowering signal SIG_UD indicates. The control unit 100 brings the switching valve 60 into the open state.

  As an example, the hull state signal SIG_IN is a signal related to the engine rotation unit of the engine 301 provided in the outboard motor 300, and the control unit 100 navigates when the engine rotation speed is equal to or more than the first threshold value for the rotation speed. It determines with it being a state and makes the switching valve 60 an open state. Here, the first threshold relating to the rotational speed has a positive value set appropriately. In addition, the control unit 100 may be configured to determine that the vehicle is in the navigation state and to set the switching valve 60 in the open state when the engine speed exceeds the second threshold related to the speed. Here, the second threshold regarding the rotational speed has a value of 0 or more set appropriately.

  As described above, the control unit 100 refers to the ship state signal SIG_IN to determine the navigation state and the stop state, and controls the switching valve 60 to be in the open state when the navigation state is determined.

  Therefore, when the engine 301 is on or the power transmission mechanism 302 is in gear, in the trim area, the shaft 143 of the rotary actuator 140 rotates forward and reverse and the piston rod 12b of the trim cylinder 12 moves up and down. Thus, the angle adjustment of the outboard motor 300 is performed. 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 second chamber 140g of the rotary actuator 140.

  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 elevation signal SIG_UD indicates "rising" or "holding", the control unit 100 switches the switching valve 60. Is closed.

As described above, the control unit 100 refers to the ship state signal SIG_IN to determine 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 ship is in the stop state.
Therefore, when raising the outboard motor 300 while the engine 301 is off or the power transmission mechanism 302 is not in gear, only the shaft 143 of the rotary actuator 140 rotates forward also in the trim area. 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 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 second chamber 140g of the rotary actuator 140 to the lower chamber 12g of the trim cylinder 12 in the holding state of the outboard motor 300, the outboard motor 300 is operated by the shaft 143 of the rotary actuator 140. Can be held firmly.

  Further, in the example shown in FIG. 6, when the hull state signal SIG_IN indicates "engine off" or "not in gear" and the elevation signal SIG_UD indicates "down", the control unit 100 sets the switching valve 60 in the open state. .

  Therefore, when lowering the outboard motor 300 while the engine 301 is off or the power transmission mechanism 302 is not in gear, hydraulic oil is supplied from the second chamber 140 g of the rotary actuator 140 to the lower chamber 12 g of the trim cylinder 12. The piston rod 12 b of the trim cylinder 12 is raised until it abuts on the swivel bracket 80.

  The control of the switching valve 60 is not limited to the above-described example, and can be appropriately set in consideration of the user's convenience, the 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 on" or "in gear" and the elevation signal SIG_UD indicates "hold", the control unit 100 may set the switching valve 60 in the closed state.

  In the holding state of the outboard motor 300, normally, no hydraulic fluid flows out of the upper chamber 12f of the trim cylinder 12 or hydraulic fluid flows into the upper chamber 12f of the trim cylinder 12. In other words, in the holding state of the outboard motor 300, normally, no excess pressure is applied to the upper chamber 12f of the trim cylinder 12. In such a situation, a suitable operation can be obtained whether the switching valve 60 is open or closed.

  Also, for example, when the hull state signal SIG_IN indicates “engine off” or “not in gear” and the elevation signal SIG_UD indicates “down”, the control unit 100 may set the switching valve 60 in the closed state.

  In this case, when lowering the outboard motor 300 while the engine 301 is off or the power transmission mechanism 302 is not in gear, the hydraulic fluid is transferred from the second chamber 140g of the rotary actuator 140 to the lower chamber 12g of the trim cylinder 12. Since it is not supplied, the outboard motor 300 can be lowered earlier than when the engine 301 is on or the power transmission mechanism 302 is in gear.

  When the hull state signal SIG_IN indicates "engine off" or "not in gear" and the elevation signal SIG_UD indicates "down", the selection of whether the switching valve 60 is open or closed is controlled. The configuration may be performed by the unit 100. In such a configuration, control unit 100 may select either the open state or the closed state by referring to a user instruction signal indicating an instruction from the user, or by referring to another signal, the open state or One of the closed states may be selected.

<Effect of disposing switching valve 60 on eighth flow path>
As described above, in the present embodiment, the switching valve 60 is disposed on the eighth flow passage C8 connected to the upper chamber (first chamber) 12f of the trim cylinder 12. On the other hand, as a comparative example, a configuration may be considered in which the switching valve 60 is provided on the sixth flow passage C6 connected to the lower chamber 12g of the trim cylinder 12.

However, in general, a higher oil pressure is applied to the lower chamber of the cylinder compared to the upper chamber, and the value of the oil pressure reaches about 25 MPa as an example. For this reason, when the switching valve 60 is provided on the sixth flow path C6 connected to the lower chamber 12g of the trim cylinder 12, high switching pressure and high sealing performance are required of the switching valve 60. Increase the size and weight of the

  When the switching valve 60 is provided on the sixth flow path C6, when a normally closed valve is used as the switching valve 60, an excessive pressure is applied to the switching valve 60 when an external force is applied to the piston rod 12b. Because of the possibility, it is necessary to provide a separate protection valve to relieve the excessive pressure.

  On the other hand, in the configuration in which the switching valve 60 is provided on the eighth flow path C8 connected to the upper chamber (first chamber) 12f of the trim cylinder 12 as in the present embodiment, Such high pressure resistance and sealability are not required. Moreover, in the structure which provides the switching valve 60 on the 8th flow path C8, it is not essential to provide the above-mentioned protection valve.

Therefore, as in the present embodiment, the configuration in which the switching valve 60 is provided on the eighth flow passage C8 connected to the upper chamber (first chamber) 12f of the trim cylinder 12 is the same as the lower chamber 12g of the trim cylinder 12 Compared to the configuration in which the switching valve 60 is provided on the connected sixth flow path C6, there is an advantage that downsizing and weight reduction of the outboard motor lifting device can be achieved. In addition, there is an advantage of suppressing the manufacturing cost and improving the reliability.
Second Embodiment
The control unit 100a according to the second embodiment will be described below with reference to FIG. FIG. 7 is a block diagram showing the configuration of the control unit 100a according to the present embodiment.

  The outboard motor elevator according to the present embodiment includes a control unit 100a shown in FIG. 7 in place of the control unit 100 in the outboard motor elevator 1 according to the first embodiment. The other configuration of the outboard motor elevator according to the present embodiment is the same as that of the outboard motor elevator 1 described in the first embodiment.

  The control unit 100 a includes a hull state signal AD conversion circuit 131, an elevation signal AD conversion circuit 132, an operation unit 133, and a control signal generation circuit 134. Also in the present embodiment, the hull state signal SIG_IN and the elevation signal SIG_UD are input to the control unit 100a as an analog signal. In FIG. 7, the ship state signal AD conversion circuit 131 is described 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 hull state signal SIG_IN as the converted digital signal is supplied to the calculation unit 133.

  The elevation signal AD conversion circuit 132 is a conversion circuit that converts the elevation signal SIG_UD into a digital signal. The elevation signal SIG_UD as a converted digital signal is supplied to the calculation unit 133.

  The operation unit 133 refers to the hull state signal SIG_IN and the elevation signal SIG_UD as digital signals, and determines which of the open state and the closed state the switching valve 60 should be in. 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 the 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 elevation signal SIG_UD determined by the calculation unit 133 and the state of the switching valve 60 is not limited to this embodiment, but as an example, it is the same as FIG. 6 of the first embodiment. It can be configured to be determined.

  Since the outboard motor elevator according to the present embodiment includes the control unit 100a, the speed of raising and lowering the outboard motor can be automatically changed 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 speed of raising and lowering the outboard motor can be automatically changed according to the state of the outboard motor.

Third Embodiment
Hereinafter, the control unit 100b according to the third embodiment will be described with reference to FIG. FIG. 8 is a block diagram showing the configuration of the control unit 100b according to the present embodiment.

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

  As shown in FIG. 8, the control unit 100 b includes a digital signal transmission / reception circuit 151, an elevation signal A-D conversion circuit 132, an arithmetic unit 133, and a control signal generation circuit 134.

  The digital signal transmission / reception circuit 151 receives the digital signal D_SIG as a ship state signal, and supplies the received digital signal D_SIG to the calculation unit 133.

  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 information similar to 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 turning on and off of the engine 301, and a 1-bit flag indicating whether the power transmission mechanism 302 of the outboard motor 300 is in gear. .

  The digital signal D_SIG may include various information on the hull 200 and various information obtained from outside the hull 200. A specific standard for transmitting the digital signal D_SIG is not limited to this embodiment, but one example is NMEA 2000 (registered trademark) established by National Marine Electronics Association (NMEA).

  The calculation unit 133 refers to the digital signal D_SIG supplied from the digital signal transmission / reception circuit 151 and the elevation signal SIG_UD as a digital signal supplied from the elevation signal A-D conversion circuit 132 to open the switching valve 60 Decide which should be closed. 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 elevation signal SIG_UD determined by the calculation unit 133 and the state of the switching valve 60 is not limited to this embodiment, but is determined as in FIG. 6 of the first embodiment as an example. Can be configured.

  The operation unit 133 may further refer to other information included in the digital signal D_SIG to determine whether the switching valve should be open or closed.

  Since the outboard motor elevator according to the present embodiment includes the control unit 100b, the speed of raising and lowering the outboard motor 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 speed of raising and lowering the outboard motor may be automatically changed according to the state of the outboard motor. it can.

Embodiment 4
Hereinafter, the configuration of the outboard motor elevator 1a according to the fourth embodiment will be described with reference to FIG. FIG. 9 is a diagram showing a hydraulic circuit of the outboard motor elevator 1a according to the present embodiment together with the control unit 100. As shown in FIG. In FIG. 9, the same members as those described above are denoted by the same reference numerals.

  The outboard motor lifting apparatus 1a according to the present embodiment may be configured to include the control unit 100a according to the second embodiment instead of the control unit 100 described in the first embodiment, and the control according to the third embodiment. It may be configured to include the portion 100b.

  As shown in FIG. 9, the outboard motor elevator 1a according to the present embodiment is provided with two trim cylinders 12-1 and 12-2 and switching valves 60-1 are provided in the upper chambers of these trim cylinders. And 60-2 are connected. In other words, the outboard motor elevator 1a according to the present embodiment includes the first switching valve 60-1 connected to the upper chamber (first chamber) 12f of the first trim cylinder 12-1, and the second trim cylinder. And a second switching valve 60-2 connected to the upper chamber (first chamber) 12f of 12-2.

  Here, the first trim cylinder 12-1 and the second trim cylinder 12-2 have the same configuration as the trim cylinder 12 described in the first embodiment, and the first switching valve 60-1 and the second switching valve 60- A configuration 2 is similar to that of the switching valve 60 described in the first embodiment.

  Further, as shown in FIG. 9, the outboard motor elevator 1a according to the present embodiment includes a tenth flow passage C10 connected to the upper chamber 12f of the second trim cylinder 12-2. The first switching valve 60-1 is provided on an eighth flow path C8 connected to the upper chamber 12f of the first trim cylinder 12-1, and the second switching valve 60-2 is a tenth flow. It is provided on the road C10.

  Further, the outboard motor lifting apparatus 1a according to the present embodiment does not have an oil passage connecting the upper chamber 12f of the first trim cylinder 12-1 and the upper chamber 12f of the second trim cylinder 12-2. .

  With the above-described configuration, the same advantages as those of the outboard motor lifting device described in the first to third embodiments can be obtained.

  Further, with the above configuration, the outflow of hydraulic fluid from the upper chamber 12f of the first trim cylinder 12-1 and the outflow of hydraulic fluid from the upper chamber 12f of the second trim cylinder 12-2 can be reduced. Since the control can be individually performed using the first switching valve 60-1 and the second switching valve 60-2, more detailed control can be performed with respect to raising and lowering of the outboard motor.

  In the above description, although the case where the outboard motor lifting apparatus 1a includes the two trim cylinders 12 is taken as an example, the present embodiment is not limited to this. For example, a configuration having three or more trim cylinders 12 and having a switching valve 60 connected to the upper chamber 12 f of these three or more trim cylinders 12 is also included in this embodiment.

Fifth Embodiment
Hereinafter, the configuration of the outboard motor elevator 1b according to the fifth embodiment will be described with reference to FIG. FIG. 10 is a diagram showing a hydraulic circuit of the outboard motor elevator 1b according to the present embodiment together with the control unit 100. As shown in FIG. In FIG. 10, the same members as those described above are denoted by the same reference numerals.

  The outboard motor lifting apparatus 1b according to the present embodiment may be configured to include the control unit 100a according to the second embodiment instead of the control unit 100 described in the first embodiment, and the control according to the third embodiment. It may be configured to include the portion 100b.

  As shown in FIG. 10, the outboard motor elevator 1b according to the present embodiment includes a first trim cylinder 12-1 and a second trim cylinder 12-2, and the first trim cylinder 12-1 and the second trim cylinder. The switching valve 60 is directly connected to the upper chamber (first chamber) 12 f of each of the devices 12-2. More specifically, the outboard motor elevator 1b according to the present embodiment includes an eleventh channel C11 connected to the seventh channel C7, and is disposed on the first trim cylinder 12-1. The chamber 12f, the upper chamber 12f of the second trim cylinder 12-2, and the switching valve 60 are directly connected via the seventh channel C7 and the eleventh channel C11.

  Here, the first trim cylinder 12-1 and the second trim cylinder 12-2 have the same configuration as the trim cylinder 12 described in the first embodiment, and the first switching valve 60-1 and the second switching valve 60- A configuration 2 is similar to that of the switching valve 60 described in the first embodiment.

  With the above-described configuration, the same advantages as those of the outboard motor lifting device described in the first to third embodiments can be obtained.

Sixth Embodiment
Hereinafter, the configuration of the outboard motor elevator 1c according to the sixth embodiment will be described with reference to FIG. FIG. 11 is a diagram showing a hydraulic circuit of the outboard motor elevator 1c according to the present embodiment together with the control unit 100. As shown in FIG. In FIG. 11, the same members as those described above are denoted by the same reference numerals.

  The outboard motor elevator 1c according to the present embodiment may be configured to include the control unit 100a according to the second embodiment instead of the control unit 100 described in the first embodiment, and the control according to the third embodiment It may be configured to include the portion 100b.

  As shown in FIG. 11, the outboard motor elevator 1c according to the present embodiment includes a first trim cylinder 12-1 and a second trim cylinder 12-2, and the first trim cylinder 12-1 and the second trim cylinder. The switching valve 60 is connected to the upper chamber 12 f of the first trim cylinder 12-1 which is one of 12-2. More specifically, an eighth channel C8 whose one end is connected to the tank 18 is connected to the upper chamber 12f of the first trim cylinder 12-1, and a switching valve is connected to the eighth channel C8. 60 are provided. On the other hand, the outboard motor elevator 1c according to the present embodiment is provided with a tenth channel C10 whose one end is connected to the tank 18, and the upper chamber 12f of the second trim cylinder 12-2 is Although the other end of the channel C10 of 10 is connected, the switching valve 60 is not provided on the tenth channel C10.

  Here, the first trim cylinder 12-1 and the second trim cylinder 12-2 have the same configuration as the trim cylinder 12 described in the first embodiment.

  Further, the outboard motor elevator 1c according to the present embodiment does not have a flow path connecting the upper chamber 12f of the first trim cylinder 12-1 and the upper chamber 12f of the second trim cylinder 12-2. Thus, in the outboard motor elevator 1c according to the present embodiment, only the first trim cylinder 12-1 can be controlled using the switching valve 60.

  According to the above configuration, the hydraulic oil does not flow out of the upper chamber 12f of the first trim cylinder 12-1 or the hydraulic oil does not flow into the upper chamber 12f by setting the switching valve 60 in the closed state. Therefore, the outboard motor 300 can be moved up and down using only the rotary actuator 140 and the second trim cylinder 12-2.

  By setting the switching valve 60 in the closed state as described above, the outboard motor 300 can be moved up and down more quickly than when the switching valve 60 is in the open state.

  In the above description, the switching valve 60 is connected only to the upper chamber 12f of the first trim cylinder 12-1, which is one of the first trim cylinder 12-1 and the second trim cylinder 12-2. However, the present embodiment is not limited to this. For example, a configuration in which N (N is 3 or more) trim cylinders 12 are provided and the switching valve 60 is connected to at least one of the upper chambers 12f among the N trim cylinders is also included in the present embodiment. .

Seventh Embodiment
Hereinafter, the configuration of the outboard motor elevator 1d according to the seventh embodiment will be described with reference to FIG. FIG. 12 is a diagram showing a hydraulic circuit of the outboard motor elevator 1d according to the present embodiment together with the control unit 100. As shown in FIG. In FIG. 12, the same members as those described above are denoted by the same reference numerals.

  The outboard motor lifting apparatus 1d according to the present embodiment may be configured to include the control unit 100a according to the second embodiment instead of the control unit 100 described in the first embodiment, and the control according to the third embodiment. It may be configured to include the portion 100b.

  As shown in FIG. 12, in the outboard motor elevator 1d according to the present embodiment, the eighth flow passage C8 is connected to the first shuttle chamber 48d and the second shuttle chamber 48e in the main valve 48 via the switching valve 60. , The second shuttle chamber 48e. Here, the second shuttle chamber 48e is connected to the upper chamber (first chamber) 140f of the rotary actuator 140 by the fourth flow passage C4 via the second check valve 48c and the filter F2. Therefore, in the present embodiment, the eighth flow path C8 is connected to the first chamber of the rotary actuator 140 among the first shuttle chamber 48d and the second shuttle chamber 48e in the main valve 48 via the switching valve 60. It is connected to the second shuttle room 48e.

  According to such a configuration, the same effect as that of the outboard motor lifting device described in the first to third embodiments can be obtained. Further, since it is not necessary to draw the eighth flow path C8 to the tank 18, the oil path configuration can be simplified depending on the arrangement of each component in the outboard motor lifting apparatus 1d. Further, compared to the case where the eighth flow path C8 is connected to the fourth flow path C4 as in the eighth embodiment described later, the influence of the fluctuation of the hydraulic pressure of the first chamber 140f of the rotary actuator 140 is reduced. Can.

[Embodiment 8]
Hereinafter, the configuration of the outboard motor elevator 1e according to the eighth embodiment will be described with reference to FIG. FIG. 13 is a diagram showing a hydraulic circuit of the outboard motor elevator 1e according to the present embodiment together with the control unit 100. As shown in FIG. In FIG. 13, the same members as those described above are denoted by the same reference numerals.

  The outboard motor elevator 1e according to the present embodiment may be configured to include the control unit 100a according to the second embodiment instead of the control unit 100 described in the first embodiment, and the control according to the third embodiment. It may be configured to include the portion 100b.

  As shown in FIG. 13, in the outboard motor elevator 1e according to the present embodiment, the eighth flow passage C8 is connected to the fourth flow passage C4 via the switching valve 60. Here, the fourth flow path C4 is connected to the upper chamber (first chamber) 140f of the rotary actuator 140. Therefore, in the present embodiment, the eighth flow passage C8 is connected to the upper chamber (first chamber) 140f of the rotary actuator 140 via the switching valve 60.

According to such a configuration, the same effect as that of the outboard motor lifting device described in the first to third embodiments can be obtained. Further, since it is not necessary to draw the eighth flow path C8 to the tank 18, the oil path configuration can be simplified depending on the arrangement of each component in the outboard motor lifting apparatus 1d. Further, compared to the seventh embodiment in which the eighth flow path C8 is connected to the main valve 48, the processing cost can be reduced.
Hereinafter, the configuration of the outboard motor elevator 1f according to the ninth embodiment will be described with reference to FIG. FIG. 14 is a diagram showing a hydraulic circuit of the outboard motor elevator 1f according to the present embodiment together with the control unit 100. As shown in FIG. In FIG. 14, the same members as those described above are denoted by the same reference numerals.

  The outboard motor lifting apparatus 1f according to the present embodiment may be configured to include the control unit 100a according to the second embodiment instead of the control unit 100 described in the first embodiment, and the control according to the third embodiment. It may be configured to include the portion 100b.

  As shown in FIG. 14, the outboard motor elevator 1f according to the present embodiment includes a twelfth channel C12 connected to an eighth channel C8. Further, in the outboard motor elevator 1f according to the present embodiment, one end of the protection valve 71 between the switching valve 60 and the trim cylinder 12 in the eighth channel C8 via the twelfth channel C12. Is connected. Further, the other end of the protective valve 71 is connected to the tank 18.

  In the outboard motor lifting device 1f according to the present embodiment, even when the hydraulic pressure in the upper chamber 12f of the trim cylinder 12 is excessively increased, the excessive hydraulic pressure is released through the protective valve 71, so the switching valve The same effects as in the first to third embodiments can be achieved while suppressing the application of an excessive hydraulic pressure to 60.

  The protective valve 71 provided in the outboard motor elevator according to the present embodiment is not limited to the oil path configuration shown in FIG. For example, also in each outboard motor lifting apparatus shown in FIGS. 9 to 13 and FIGS. 15 to 16 described later, the switching valve 60 and the trim cylinder 12 (12-1) in the eighth flow path C8 are similarly One end of the protection valve 71 may be connected via the twelfth flow path C12 therebetween.

[Embodiment 10]
The configuration of the outboard motor elevator 1g according to the tenth embodiment will be described below with reference to FIG. FIG. 15 is a diagram showing a hydraulic circuit of the outboard motor elevator 1g according to the present embodiment together with the control unit 100. As shown in FIG. In FIG. 15, the same members as those described above are denoted by the same reference numerals.

  The outboard motor lifting apparatus 1g according to the present embodiment may be configured to include the control unit 100a according to the second embodiment instead of the control unit 100 described in the first embodiment, and the control according to the third embodiment. It may be configured to include the portion 100b.

  As shown in FIG. 15, in the outboard motor elevator 1g according to the present embodiment, the eighth channel C8 is connected to the tank 18 via the switching valve 60, and in the eighth channel C8, A protective valve (holding valve) 72 is provided between the switching valve 60 and the tank 18.

  The above-described configuration of the outboard motor elevator 1g according to the present embodiment is suitable when the switching valve 60 is configured as a normally open valve. In the eighth flow path C8, since the protection valve 72 is provided between the switching valve 60 and the tank 18, even if the switching valve 60 does not operate, the upper surface of the trim cylinder 12 The inflow of hydraulic oil to the chamber 12f is suppressed. For this reason, it can suppress that the outboard motor 300 descends unintentionally.

  The protection valve 72 provided in the outboard motor elevator according to the present embodiment is not limited to the oil path configuration shown in FIG. For example, also in each outboard motor lifting apparatus shown in FIGS. 9 to 11, 14 and FIGS. 16 to 17 described later, between the switching valve 60 and the tank 18 in the eighth channel C8. In addition, a protective valve (holding valve) 72 can be provided.

[Embodiment 11]
Hereinafter, the configuration of the outboard motor elevator 1h according to the eleventh embodiment will be described with reference to FIG. FIG. 16 is a diagram showing a hydraulic circuit of the outboard motor elevator 1h according to the present embodiment together with the control unit 100. As shown in FIG. In FIG. 16, the same members as those described above are denoted by the same reference numerals.

  The outboard motor elevator 1h according to the present embodiment may be configured to include the control unit 100a according to the second embodiment instead of the control unit 100 described in the first embodiment, and the control according to the third embodiment. It may be configured to include the portion 100b.

  As shown in FIG. 16, the outboard motor lifting apparatus 1 h according to the present embodiment is connected to the pump 42 in addition to the main valve (first pump port) 48 connected to the pump (hydraulic pressure source) 42. The main valve (second pump port) 49 of 2 is provided. Further, the outboard motor elevator 1h according to the present embodiment includes a thirteenth channel C13 and a fourteenth channel C14 that connect the pump 42 and the second main valve 49.

  The second main valve 49, as shown in FIG. 16, includes a spool 49a and a check valve 49b. The second main valve 49 is partitioned by the spool 49a into a first shuttle chamber 49d on the check valve 49b side and a second shuttle chamber 49e on the opposite side of the check valve 49b as viewed from the spool 49a.

  The first shuttle chamber 49 d of the second main valve 49 is also connected to the first shuttle chamber 48 d of the main valve 48 via the thirteenth channel C 13 and the first channel C 1, and the second main chamber 49 d The second shuttle chamber 49e in the 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.

  Further, as shown in FIG. 16, in the outboard motor elevator 1h according to the present embodiment, the sixth flow passage C6 connected to the lower chamber 12g of the trim cylinder 12 is a check valve in the second main valve 49 Connected to 49b. In other words, the sixth flow passage C6 is connected to the first shuttle chamber 49d of the second main valve 49 via the check valve 49b.

  Further, as shown in FIG. 16, in the outboard motor elevator 1h according to the present embodiment, the sixth flow passage C6 is also connected to the manual valve 52. Further, as shown in FIG. 16, a protection valve 82 is connected to the sixth flow path C 6, and the sixth flow path C 6 is connected to the tank 18 via the protection valve 82.

  The outboard motor elevator 1h configured as described above operates as follows.

(Rise movement)
When the pump 42 rotates forward, hydraulic oil is pressure-fed from the pump 42 to the first shuttle chamber 48 d of the main valve 48 and the first shuttle chamber 49 d of the second main valve 49. As a result, the first check valve 48b of the 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 main valve 48 to the second chamber 140 g of the rotary actuator 140, and the hydraulic oil is recovered from the first chamber 140 f of the rotary actuator 140. Also, hydraulic oil is supplied from the second main valve 49 to the lower chamber 12 g of the trim cylinder 12.

  Here, if 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 as in the above embodiment, so that the shaft 143 of the rotary actuator 140 rotates forward and the trim The piston rod 12b of the cylinder 12 is raised.

  On the other hand, 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 as in the above embodiment, so the shaft 143 of the rotary actuator 140 rotates normally. Piston rod 12b does not rise.

  When the switching valve 60 is in the closed state, the hydraulic oil is not supplied to the lower chamber 12 g of the trim cylinder 12. The amount of hydraulic oil supplied by the pump 42 per unit time does not change significantly whether the switching valve 60 is open or closed. For this reason, as in the above embodiment, the shaft 143 of the rotary actuator 140 rotates forward faster than when the switching valve 60 is in the open state.

(Descent operation)
When the pump 42 reverses, hydraulic fluid is pumped from the pump 42 to the second shuttle chamber 48 e of the main valve 48 and the second shuttle chamber 49 e of the second main valve 49. As a result, the second check valve 48 c is opened, the spool 48 a is moved to the second check valve 48 c side, and the first check valve 48 b is opened. Further, the spool 49a of the second main valve 49 moves to the check valve 49b side, and the check valve 49b is opened. As a result, the hydraulic oil is supplied to the first chamber 140 f of the rotary actuator 140, and the hydraulic oil is recovered from the second chamber 140 g of the rotary actuator 140. 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 fluid is also recovered from the lower chamber 12g of the trim cylinder 12 as in the above embodiment, so the shaft 143 of the rotary actuator 140 is reversed and the trim cylinder The twelve piston rods 12b are lowered.

  On the other hand, when the switching valve 60 is in the closed state, the hydraulic oil is not recovered from the lower chamber 12g of the trim cylinder 12 as in the above embodiment, so the shaft 143 of the rotary actuator 140 is reversed. The piston rod 12b does not descend.

  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 the shaft 143 of the rotary actuator 140 is in the open state when the switching valve 60 is in the open state. In comparison, reverse faster.

  The connection mode of the second main valve 49 and the sixth flow path C6 provided in the outboard motor lifting apparatus 1h according to the present embodiment is not limited to the oil path configuration shown in FIG. . For example, also in each outboard motor lifting apparatus shown in FIGS. 9 to 15, the second main valve 49 is provided similarly, and the connection mode of the sixth flow path C6 is configured similarly to FIG. Can.

[Embodiment 12]
Hereinafter, another specific example of the hull state signal SIG_IN described in the first and second embodiments will be described as the twelfth embodiment. 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, the items described below 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 may be included in the hull status signal SIG_IN are
(A) Outboard motor performance signal obtainable from outboard motor 300 (B) It is classified into a hull (body) performance signal obtainable from the hull (body) 200.

  An example of an outboard motor performance signal obtainable from the outboard motor 300 and an example of control by the control units 100, 100a and 100b (hereinafter also referred to simply as the control unit) with reference to the outboard motor performance signal are as follows. .

(A-1) Ignition Signal The ignition signal is a signal indicating 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 "engine is not on or in gear" in FIG. The control similar to the control of the state of may be 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 in accordance with 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 in neutral, the control unit performs the same control as the control of the "engine on or in gear" state in FIG. 6, and when the engine is in neutral, it is not "engine off or in gear in FIG. Control similar to the control of the state of "" may be performed.

(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. The control similar to the control of the state of "engine off or not in gear" in FIG. 6 may be performed when the angle of is greater than or equal to a predetermined value.

(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. In addition, control similar to the control of the state of “engine off or not in gear” in FIG. 6 may be performed.

(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 the same control as the control of the "engine on or in gear" state in FIG. If smaller, the same control as the control of the state of "engine off or not in gear" in FIG. 6 may be 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 hydraulic pressure 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. In this case, control similar to the control of the state of "engine off or not 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 of 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 the control of the "engine on or in gear" state in FIG. If smaller, the same control as the control of the state of "engine off or not in gear" in FIG. 6 may be performed.

(A-9) Throttle Opening Signal The throttle opening signal is a signal indicating the opening of the throttle 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 control of the "engine on or in gear" state in FIG. 6, and the throttle opening is smaller than the predetermined value. In this case, control similar to the control of the state of "engine off or not in gear" in FIG. 6 may be performed.

(A-10) Ship speed signal (water flow signal)
The boat speed signal is a signal indicating the boat speed. The ship speed signal may be referred to as a water flow signal since the ship speed is identified with reference to the speed of the water flow.

  The control unit performs the same control as the control of the "engine on or in gear" state in FIG. 6 when the boat speed is equal to or higher than a predetermined value, and in FIG. It may be configured to perform the same control as the control of the "engine off or not in gear" state.

(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 voltage of the battery. For example, when the voltage of the battery 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. Control similar to the control of the state of "engine off or not in gear" in FIG. 6 may be performed.

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

(A-13) Generator Output Voltage The outboard motor 300 according to the above-described first to eleventh embodiments and the present embodiment includes a generator connected to the engine 301 included in the outboard motor 300.
FIG. 17 is a block diagram showing a configuration around the engine 301 of the outboard motor 300. As shown in FIG. As shown in FIG. 17, the outboard motor 300 includes an engine 301, a power transmission mechanism 302 for transmitting power from the engine 301 to the propeller 303, a generator (generator) 310 driven by the engine 301, and a main battery 311. ing. In addition to the main battery 311, for example, the outboard motor 300 can also be equipped with a spare battery.
As shown in FIG. 17, in addition to the lead 310 a to the main battery 311, the lead 310 b to the spare battery is drawn from the generator 310. 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 an output voltage of the generator.

The control unit according to the present embodiment refers to the output voltage of the generator as the hull state signal SIG_IN, and determines that the navigation state is in the case where the output voltage of the generator is equal to or higher than the first threshold related to the voltage. Control similar to the control of the state of "engine on or in gear" is performed. Here, the first threshold value regarding voltage has, for example, a properly set positive value.
Further, the control unit refers to the output voltage of the generator as the hull state signal SIG_IN, and determines that the vehicle is in the sailing state when the output voltage of the generator exceeds the second threshold related to the voltage. Control similar to the control of the in-gear state may be performed. Here, the second threshold regarding the voltage has, for example, an appropriately set value of 0 or more.
Among the signals exemplified above, (A-1) to (A-11) and (A-13) can be regarded as a state signal indicating the state of the outboard motor 300.

  Subsequently, a control example by the control unit with reference to a hull (main body) performance signal obtainable from the hull 200 and the hull (main body) performance signal is as follows.

(B-1) Impact Signal The impact signal is a signal indicating an impact to which the hull 200 is subjected.

  The control unit switches the switching valve 60 in response to the shock signal. More specifically, the control unit switches the switching valve 60 in accordance with the presence or absence of an impact received by the hull 200 or an impact signal itself. The control unit performs, for example, the same control as the control of the “engine on or in gear” state in FIG. 6 when the impact is equal to or greater than a predetermined value, and when the impact is smaller than the predetermined value, or If not, it may be configured to perform the same control as the control of the state of "engine off or not in gear" in FIG.

(B-2) Orientation Signal The orientation signal is a signal indicating the traveling direction of the hull 200. The control unit switches the switching valve 60 in accordance with the direction signal.

(B-3) Sonar Signal The sonar signal is a signal supplied from a sonar provided to 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, and when there is no obstacle or there is no signal, FIG. It may be configured to perform the same control as the control of the "engine off or not in gear" state.

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

  The control unit performs the same control as the control of the "engine on or in gear" state in FIG. 6 when the boat speed indicated by the GPS signal is equal to or higher than a predetermined value, and the boat speed indicated by the GPS signal has a predetermined value. If smaller, the same control as the control of the state of "engine off or not in gear" in FIG. 6 may be performed.

(B-5) Transom Vibration Signal The transom vibration signal is a signal that indicates the vibration of a 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 in accordance with the vibration indicated by the transom vibration signal or the presence or absence of the transom vibration signal itself. The control unit performs, for example, the same control as the control of the “engine on or in gear” state in FIG. 6 when the transom vibration is a predetermined value or more, and when the transom vibration is smaller than the predetermined value Alternatively, when there is no signal, it may be configured to perform the same control as the control of the "engine off or not in gear" state in FIG.

(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 or 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 the same control as the control of the "engine on or in gear" state in FIG. In the case of a smaller value or in the absence of a signal, control similar to the control of the "engine off or not in gear" state 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, and when there is no obstacle or there is no signal, FIG. It may be configured to perform the same control as the control of the "engine off or not in gear" state.

(B-9) Radar signal A radar signal is a signal supplied from the radar with which the hull 200 is provided.

  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 the 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, and when there is no obstacle or there is no signal, FIG. It may be configured to perform the same control as the control of the "engine off or not in gear" state.

(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 in accordance with the audio signal. The control unit may be configured to perform the same control as the control of FIG. 6 with reference to, for example, an audio instruction included in the audio signal.

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

[Example of software implementation]
The control units 100, 100a, 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 are a CPU that executes instructions of a program that is software that implements each function, and a ROM (Read) in which the program and various data are readable by a computer (or CPU). It includes an Only Memory) or a storage device (these are referred to as a "recording medium"), a RAM (Random Access Memory) for developing the program, and the like. The object of the present invention is achieved by the computer (or CPU) reading the program from the recording medium and executing the program. As the recording medium, a “non-transitory tangible medium”, for example, 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 any transmission medium (communication network, broadcast wave, etc.) capable of transmitting 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 can be made within the scope of the claims, and embodiments obtained by appropriately combining the technical means disclosed in the different embodiments. Is also included in the technical scope of the present invention.

1, 1a, 1b, 1c, 1d, 1e, 1f, 1g, 1h Outboard motor lifting device 12, 12-1, 12-2 trim cylinder 42 pump (hydraulic source)
60, 60-1, 60-2 switching valve 100, 100a, 100b control unit 121 first switching element 122 second switching element 133 computing unit (determination unit)
140 Rotary actuator 142 Piston 143 Shaft 200 Hull (body)
300 Outboard motor 301 engine 302 power transmission mechanism 303 propeller 310 generator C1 first flow path (first oil path)
C2 second flow path C3 third flow path (first oil path)
C4 fourth flow path C5 fifth flow path C6 sixth flow path (first oil path)
C7 Seventh flow path (third oil path)
C8 eighth flow path (second oil path)
C9 ninth flow channel C10 tenth flow channel C11 eleventh flow channel C12 twelfth flow channel C13 thirteenth flow channel C14 fourteenth flow channel

Claims (16)

In the outboard motor lifting device for raising and lowering the outboard motor,
With a rotary actuator,
One or more trim cylinders,
Equipped with
Each trim cylinder is
A piston that divides the trim cylinder into a first chamber and a second chamber;
A rod connected to the piston and passing through a first chamber of the trim cylinder;
The rotary actuator is
An annular piston that divides the rotary actuator into a first chamber and a second chamber;
A shaft inserted into the piston and extending over the first chamber and the second chamber of the rotary actuator;
The outboard motor is configured to be raised by supplying hydraulic oil to the second chamber,
The outboard motor lifting device
A hydraulic source,
A first oil passage connecting the hydraulic pressure source, the second chamber of the rotary actuator, and the second chamber of the one or more trim cylinders;
A second oil passage connected to the first chamber of at least one of the one or more trim cylinders;
A switching valve provided on the second oil path,
And a control unit configured to control the switching valve with reference to a hull state signal. The trim cylinder comprises at least a first trim cylinder and a second trim cylinder,
The outboard motor elevator according to claim 1, wherein the switching valve is connected to at least one of the first trim cylinder and the second trim cylinder. The outboard motor elevator according to claim 2, wherein the switching valve is connected only to any one of the first trim cylinder and the second trim cylinder. The trim cylinder comprises at least a first trim cylinder and a second trim cylinder,
As the switching valve,
A first switching valve connected to a first chamber of the first trim cylinder;
A second switching valve connected to the first chamber of the second trim cylinder;
An outboard motor elevator apparatus according to claim 1, comprising: The trim cylinder comprises at least a first trim cylinder and a second trim cylinder,
The outboard motor elevator according to claim 1, wherein the switching valve is directly connected to the first trim cylinder and the second trim cylinder. Further comprising a pump port connected to the hydraulic pressure source;
The second oil passage is connected to a shuttle chamber connected to a first chamber of the rotary actuator, of the two shuttle chambers in the pump port, via the switching valve. The outboard motor elevator according to any one of claims 1 to 5. The outboard motor elevator according to any one of claims 1 to 5, wherein the second oil passage is connected to the first chamber of the rotary actuator via the switching valve. apparatus. The outboard motor according to any one of claims 1 to 7, wherein one end of a protection valve is connected between the switching valve and the trim cylinder in the second oil passage. lift device. The second oil passage is connected to an oil storage tank via the switching valve,
The outboard motor elevator according to any one of claims 1 to 5, wherein a protection valve is provided between the switching valve and the oil storage tank in the second oil passage. The system further comprises a first pump port and a second pump port connected to the hydraulic pressure source,
The first pump port includes second and first shuttle chambers respectively connected to the first chamber and the second chamber of the rotary actuator via check valves.
The second pump port has a shuttle chamber connected to the first shuttle chamber of the first pump port,
The ship according to any one of claims 1 to 9, wherein the first oil passage is connected to the shuttle chamber of the second pump port via a check valve. External machine lifting device. The control unit
Determine the navigation state and the stop state by referring to the ship state signal;
When the navigation state is determined, the switching valve is controlled to be in an open state,
The outboard motor elevator according to any one of claims 1 to 10, wherein the switching valve is controlled to be in a closed state when it is determined that the boat is in the stopped state. The hull state signal is an output voltage of a generator connected to an engine included in the outboard motor,
The outboard motor elevator according to claim 11, wherein the control unit determines that the navigation state is established when the 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 elevator according to claim 11, wherein the control unit determines that the navigation state is established when the output voltage of the generator exceeds a second threshold related to the voltage. The hull state signal is a signal related to the engine speed of the outboard motor,
The outboard motor elevator according to claim 11, wherein the control unit determines that the navigation state is established when the engine rotational speed is equal to or greater than a first threshold value regarding the rotational speed. The hull state signal is a signal related to the engine speed of the outboard motor,
The outboard motor elevator according to claim 11, wherein the control unit determines that the navigation state is established when the engine rotational speed exceeds a second threshold value regarding the rotational speed. The hull condition signal is an analog signal,
The control unit
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 the emitter current of the first switching element is input, and a source electrode connected to the switching valve; The outboard motor elevator according to any one of claims 1 to 15, further comprising: a second switching element.

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