JP6294550B1 - Outboard motor lifting apparatus and control method for outboard motor lifting apparatus - Google Patents

Abstract

A technique capable of performing complex tilt trim control while suppressing user trouble. A control unit (100) for controlling raising / lowering of an outboard motor (300) and opening / closing of a switching valve (60) is provided, and the control unit (100) is triggered by an instruction from a user as a trigger. ) And a series of controls including a change in the open / close state of the switching valve (60). [Selection] Figure 1

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, when the hull leaves the port, mooring, and other scenes, a situation may occur in which a series of operations including ascending and descending are executed for the outboard motor. In such a situation, it is preferable to save the user's trouble.

  An object of the present invention is to realize an outboard motor lifting apparatus that can execute a series of operations including ascent and descent of an outboard motor while suppressing the effort of the user.

  For this purpose, an outboard motor lifting apparatus according to the present invention is an outboard motor lifting apparatus that lifts and lowers the outboard motor. One or more tilt cylinders, one or more trim cylinders, a hydraulic source, An oil storage tank, a first oil passage connecting the hydraulic pressure source and the lower chamber of the one or more tilt cylinders, and connecting the first oil passage and the lower chamber of the one or more trim cylinders. A second oil passage; a switching valve provided on the second oil passage; and a control unit that controls the raising and lowering of the outboard motor and the opening and closing of the switching valve. Is used as a trigger to execute a series of controls including at least one of ascending and descending of the outboard motor and changing the open / close state of the switching valve.

  For this purpose, the control method for an outboard motor lifting apparatus according to the present invention is a control method for an outboard motor lifting apparatus that raises or lowers the outboard motor. The outboard motor lifting apparatus includes one or more outboard motors. A first oil passage connecting the tilt cylinder, one or more trim cylinders, a hydraulic source, an oil storage tank, the hydraulic source and a lower chamber of the one or more tilt cylinders, and the first oil; A second oil passage connecting the passage and the lower chamber of the one or more trim cylinders, and a switching valve provided on the second oil passage, the control method triggers an instruction from a user A series of steps including at least one of raising and lowering the outboard motor and changing the open / close state of the switching valve.

  ADVANTAGE OF THE INVENTION According to this invention, a series of operation | movement including the raise and descent | fall of an outboard motor can be performed, suppressing a user's effort.

1 is a block diagram illustrating a schematic configuration of an outboard motor lifting apparatus according to Embodiment 1. FIG. It is a figure which shows the outboard motor raising / lowering apparatus which concerns on Embodiment 1, (a) is the usage example of an outboard motor, (b) is a rough internal structure of an outboard motor, (c) is an outboard motor raising / lowering apparatus. It is a figure which shows this drive switch. 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 flowchart which shows the mooring control by the control part which concerns on Embodiment 1. FIG. (A)-(f) is a figure which shows operation | movement of the outboard motor raising / lowering apparatus by the mooring control of the control part which concerns on Embodiment 1. FIG. 6 is a flowchart illustrating another example of mooring control by the control unit according to the first embodiment. It is a flowchart which shows the port departure control by the control part which concerns on Embodiment 1. FIG. (A)-(d) is a figure which shows operation | movement of the outboard motor raising / lowering apparatus by the departure control of 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 hydraulic circuit of the outboard motor raising / lowering apparatus which concerns on Embodiment 4 with a control part. It is a figure which shows the hydraulic circuit of the outboard motor raising / lowering apparatus which concerns on Embodiment 5 with a control part. It is a figure which shows the hydraulic circuit of the outboard motor raising / lowering apparatus which concerns on Embodiment 6 with a control part. It is a figure which shows the hydraulic circuit of the outboard motor raising / lowering apparatus which concerns on Embodiment 7 with a control part. It is a figure which shows the hydraulic circuit of the outboard motor raising / lowering apparatus which concerns on Embodiment 8 with a control part. It is a figure which shows the hydraulic circuit of the outboard motor raising / lowering apparatus which concerns on Embodiment 9 with a control part. It is a figure which shows the hydraulic circuit of the outboard motor raising / lowering apparatus which concerns on Embodiment 10 with a control part. It is a figure which shows the hydraulic circuit of the outboard motor raising / lowering apparatus which concerns on Embodiment 11 with a control part. It is a figure which shows the structure of the engine periphery of the outboard motor which concerns on Embodiments 1-11.

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. 1 is a block diagram showing a schematic configuration of a control system of the outboard motor lifting apparatus 1.

  FIG. 2A is a diagram showing an example of use of the outboard motor lifting apparatus 1, and shows the outboard motor lifting apparatus 1 attached to the rear part of the hull (main body) 200 and the outboard motor 300. . A solid line in (a) of FIG. 2 shows a state where the outboard motor 300 is lowered, and a broken line in (a) of FIG. 2 shows a state where the outboard motor 300 is raised.

  FIG. 2B is a schematic diagram schematically showing the internal configuration of the outboard motor 300. As shown in FIG. 2B, 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. 2C shows an operation lever 400 for operating the outboard motor 300 and the outboard motor lifting apparatus 1. As shown in FIG. 2 (c), the operation lever 400 includes a mooring switch 401, a port departure switch 402, and a hull manual switch 403.

  When the user presses the mooring switch 401 once, the outboard motor lifting / lowering apparatus 1 performs mooring control to be described later on the outboard motor 300. Further, when the user presses the port departure switch 402 once, the outboard motor lifting / lowering apparatus 1 performs port departure control described later on the outboard motor 300. Further, when the user continues to press either “UP” or “DOWN” in the hull manual switch 403, the outboard motor lifting / lowering apparatus 1 performs ascending control and descending control on the outboard motor 300.

Note that the operation lever 400 provided with the mooring switch 401 and the port departure switch 402 is only one form for accepting an ascending instruction, a descending instruction, a mooring instruction, and a departure instruction for the outboard motor 300. It may be input via another device. For example, the outboard motor lifting apparatus 1 is configured to receive at least one of an ascending instruction, a descending instruction, a mooring instruction, and a departure instruction of the outboard motor 300 by an input to a touch panel or the like provided in the wheelhouse. Also good. In addition, the outboard motor lifting device 1 is at least one of an ascending instruction, a descending instruction, a mooring instruction, and a departure instruction of the outboard motor 300 by an input to a terminal device configured to be able to wirelessly communicate with the control unit 100 described later. The structure which receives these may be sufficient.
As shown in FIG. 1, the outboard motor lifting apparatus 1 includes a control unit 100, a switching valve 60, and a motor 16. Since the switching valve 60 and the motor 16 and the control of the switching valve 60 and the motor 16 by the control unit 100 will be described later, the description thereof is omitted here.

  The control unit 100 is supplied with a hull state signal SIG_IN. The hull state signal SIG_IN is a signal indicating an on / off state of the engine 301, for example, and is supplied from the engine 301. The hull state signal SIG_IN may be a gear signal indicating whether or not the outboard motor 300 is in a state where power can be transmitted, that is, in an in-gear state.

  Further, the control unit 100 is supplied with SIG_MOO, which is a signal indicating the on / off state of the mooring switch 401, from the mooring switch 401.

  Further, SIG_RET, which is a signal indicating the on / off state of the port departure switch 402, is supplied from the port departure switch 402 to the control unit 100.

  Further, SIG_UDB, which is a signal corresponding to the user's up / down operation on the hull manual switch 403, is supplied from the hull manual switch 403 to the control unit 100.

Further, SIG_UDM which is a signal corresponding to the user's up / down operation on the outboard motor manual switch 404 provided in the outboard motor 300 is supplied from the outboard motor manual switch 404 to the control unit 100. SIG_UDB and SIG_UDM may be collectively referred to as SIG_UD.
Further, the control unit 100 is supplied with SIG_ANG which is a signal provided in the outboard motor 300 and indicating a measurement result of the angle sensor 405 for measuring the angle of the outboard motor 300 from the angle sensor 405.

  The control unit 100 controls the control signal SIG_CONT according to an input signal supplied from at least one of the engine 301, the mooring switch 401, the departure port switch 402, the hull manual switch 403, the outboard motor manual switch 404, and the angle sensor 405. And the generated control signal SIG_CONT is supplied to the switching valve 60 and the motor 16.

  FIG. 3 is a front view showing an example of the configuration of the outboard motor lifting apparatus 1, and FIG. 4 is a side sectional view of the outboard motor lifting apparatus 1. As shown in FIG. 3, 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 (oil storage 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. 5) 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. 5) slidably provided in the cylinder 14a, and a piston rod 14b fixed to the piston 14c.

  Further, as shown in FIG. 3, the base portion 24 and the stern bracket 70 are formed with through holes, respectively, and the base portion 24 and the stern bracket 70 are relative to each other through an under shaft 26 that passes through these through holes. It is connected so that it can rotate.

  As shown in FIG. 3, 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 at upper ends of the stern bracket 70 and the swivel bracket 80, respectively. As shown in FIG. 4, 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 is composed of 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. 5 is a view showing a hydraulic circuit of the outboard motor lifting apparatus 1 together with the control unit 100. In FIG. 5, the same members as those already described are denoted by the same reference numerals.

  As shown in FIG. 5, 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 main valve ( Pump port) 48, manual valve 52, thermal valve 54, tilt cylinder 14, trim cylinder 12, tank 18, filters F 1 to F 2, first flow path C 1 to ninth flow path C 9, and control unit 100. Yes.

  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. 5, 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 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.

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

  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 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. 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. Further, as shown in FIG. 5, 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 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 first oil path.

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

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

  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. 5, the switching valve 60 provided on the eighth flow path C8 includes a solenoid 62,
And a plunger 64 that is driven by a solenoid 62 to bring the eighth channel C8 into a closed state or an open state. 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 eighth flow path C8 when it is closed when the solenoid 62 is OFF, and opens the eighth flow path C8 when it is open when the solenoid 62 is ON. It may be configured as a normally closed valve, or the eighth flow path C8 is opened by opening when the solenoid is OFF, and the eighth flow is achieved by closing when the solenoid is ON. You may comprise as a normally open valve which interrupts | blocks path C8.

  When the switching valve 60 is configured as a normally open valve, even if the switching valve 60 stops operating, the eighth flow path C8 is open, that is, the upper chamber of the trim cylinder 12. Since 12f and the tank 18 are maintained in communication, the angle adjustment of the outboard motor 300 can be performed 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, even if the switching valve 60 stops operating, the eighth flow path C8 is blocked, that is, the trim cylinder 12 The upper chamber 12f and the tank 18 are maintained in a non-communication state. For this reason, since the hydraulic oil does not flow out from the upper chamber 12f of the trim cylinder 12, 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 the present embodiment, the plunger 64 is provided with a valve 66 for stopping the outflow of hydraulic oil from the upper chamber 12f of the trim cylinder 12 when the eighth flow path C8 is blocked.

  In the above description, the solenoid 62 is an on / off solenoid, and the plunger 64 takes the eighth channel C8 as 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 eighth flow path C8, and thus it is possible to control the rising and lowering of the outboard motor 300 more finely.

(Control unit 100)
As shown in FIG. 5, the outboard motor lifting apparatus 1 includes a control unit 100. The control unit 100 refers to the ignition signal SIG_IG indicating the on / off state of the hull 200, the hull state signal SIG_IN, and the lift signals SIG_MOO, SIG_RET, SIG_UDB, and SIG_UDM indicating the lift instruction of the outboard motor 300 by the driver. A control signal SIG_CONT for controlling the valve 60 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 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. 6 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. 6, 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 forward, and the hydraulic oil 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 lower chamber 14g of the tilt cylinder 14, and the hydraulic oil is recovered from the upper chamber 14f of the tilt cylinder 14.

  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 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 48c is opened, the spool 48a is moved to the second check valve 48c side, and the first check valve 48b is opened. 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.

  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. 7, the example of control of the switching valve 60 by the control part 100 is demonstrated.

  FIG. 7 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 controller 100. It is.

  In the example shown in FIG. 7, 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. 7, 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. 7, 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 on” or “in-gear” and the lift signal SIG_UD indicates “hold”, the control unit 100 may close the switching valve 60.

In the holding state of the outboard motor 300, the hydraulic oil normally does not flow out from the upper chamber 12f of the trim cylinder 12 and does not flow into the upper chamber 12f of the trim cylinder 12. In other words, in the holding state of the outboard motor 300, usually no extra pressure is applied to the upper chamber 12 f of the trim cylinder 12. In such a situation, a suitable operation can be obtained whether the switching valve 60 is in the open state or the closed state.

  Further, 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.

  Note that when the hull state signal SIG_IN indicates “engine off” or “not in gear” and the lift signal SIG_UD indicates “down”, the selection of whether the switching valve 60 is open or closed is controlled The configuration performed by the unit 100 may be adopted. In such a configuration, the control unit 100 may select either the open state or the closed state with reference to a user instruction signal indicating an instruction from the user, or the open state and the other state with reference to other signals. Any of the closed states may be selected.

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

However, generally, a higher hydraulic pressure is applied to the lower chamber of the cylinder than the upper chamber, and the value of the hydraulic 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, the switching valve 60 is required to have high pressure resistance and sealing performance. Increase in size and weight.

  In addition, 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, when an external force is applied to the piston rod 12b, excessive pressure is applied to the switching valve 60. Since there is a possibility, it is necessary to separately provide a protective valve for releasing 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, the switching valve 60 is configured as described above. 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 protection valves.

Therefore, as in this embodiment, 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 is provided in 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 the outboard motor lifting device can be reduced in size and weight. In addition, there are merits of suppressing manufacturing costs and improving reliability.
(A series of controls of the outboard motor lifting device 1 by the control unit 100)
The control unit 100 executes a series of controls including at least one of ascent and descent of the outboard motor 300 and a change in the open / closed state of the switching valve 60 using an instruction from the user as a trigger. This makes it possible to perform complicated tilt trim control while suppressing the user's effort at the time of departure from the hull, during mooring, and in other scenes. Hereinafter, mooring control and departure control of the outboard motor lifting device 1 by the control unit 100 during mooring will be described with reference to FIGS.
(Mooring control of outboard motor lifting device 1 by control unit 100 during mooring)
First, mooring control of the outboard motor lifting apparatus 1 by the control unit 100 will be described. The outboard motor lifting apparatus 1 performs mooring control of the outboard motor lifting apparatus 1 using a mooring instruction from the user via the mooring switch 401 or another device as a trigger.

(Mooring control according to motor current)
FIG. 8 is a flowchart showing mooring control by the control unit 100, and shows mooring control in the case where the raising / lowering of the outboard motor 300 is controlled according to the motor current of the motor 16. As described above, the motor 16 drives the pump 42 of the hydraulic circuit. When the outboard motor 300 continues the ascent control while it is fully lifted, or when it continues the descending control when it is fully descended, the load on the motor 16 becomes large and the operating current is larger than the operating current. A large blow current is supplied to the motor 16 as a drive current. The control unit 100 detects whether the outboard motor 300 has been raised or lowered based on whether the current value of the drive current flowing through the motor 16 is an operating current or a blow current. It is configured to be able to.
(Step S101)
First, in step S <b> 101, the control unit 100 determines whether or not the engine 301 is on according to the hull state signal SIG_IN supplied from the engine 301. When it is determined that the engine 301 is on (YES in step S101), the control unit 100 proceeds to step S102. In addition, when the control unit 100 determines that the engine 301 is off (NO in step S101), the control unit 100 proceeds to step S105. In this step, instead of determining whether or not the engine 301 is on, it may be determined whether or not the power transmission mechanism 302 included in the outboard motor 300 is in an in-gear state.

(Steps S102, S103, S104)
When it is determined that the engine 301 is on, the control unit 100 ends the mooring control without operating the outboard motor lifting apparatus 1 regardless of whether the mooring switch 401 is on or off. That is, the control unit 100 ends the mooring control without performing the raising / lowering of the outboard motor 300 and the opening / closing control of the switching valve 60.

Thus, the control unit 100 first determines whether to perform mooring control on condition that the engine 301 of the outboard motor 300 is off (or not in an in-gear state). For this reason, a series of mooring control is executed when the user operates the operation lever 400 unintentionally even though the engine 301 is on (or in-gear). Can be prevented.
(Step S105)
When determining that the engine 301 is off in step S101, the control unit 100 determines whether the mooring switch 401 is on in step S105. When it is determined that the mooring switch 401 is off (NO in step S105), the control unit 100 proceeds to step S106. If the control unit 100 determines that the mooring switch 401 is on (YES in step S105), the control unit 100 proceeds to step S107. In this step, instead of determining whether or not the mooring switch 401 is on, it may be configured to determine whether or not a mooring instruction from the user has been received via another device.

(Step S106)
When it determines with NO by step S105, the control part 100 complete | finishes mooring control, without operating the outboard motor raising / lowering apparatus 1. FIG. That is, the control unit 100 ends the mooring control without performing the raising / lowering of the outboard motor 300 and the opening / closing control of the switching valve 60.

(Step S107)
When it determines with YES by step S105, the control part 100 makes the switching valve 60 an open state in step S107.

(Step S108)
Subsequently, in step S108, the control unit 100 controls the motor 16 of the outboard motor lifting apparatus 1 so as to lower the outboard motor 300. Thereby, both the piston rod 14b of the tilt cylinder 14 and the piston rod 12b of the trim cylinder 12 are lowered.

(Step S109)
The control unit 100 monitors the motor current value of the motor 16 and determines whether or not the motor current value of the motor 16 is a blow current. While the motor current value of the motor 16 is not the blow current (in other words, the operating current is the operating current) (NO in step S109), the control unit 100 returns to step S108 and the outboard motor 300 is lowered. Continue. When the control unit 100 detects that the motor current value of the motor 16 has become a blow current (in other words, the outboard motor 300 has been fully lowered) (YES in step S109), the control unit 100 proceeds to step S110. move on.

(Step S110)
When it determines with YES by step S109, the control part 100 makes the switching valve 60 a closed state in step S110.

(Step S111)
Subsequently, in step S111, the control unit 100 controls the motor 16 of the outboard motor lifting apparatus 1 so as to raise the outboard motor 300.

(Step S112)
The control unit 100 monitors the motor current value of the motor 16 and determines whether or not the motor current value of the motor 16 is a blow current. While the motor current value of the motor 16 is not the blow current (in other words, the operating current is the operating current) (NO in step S112), the control unit 100 returns to step S111 and raises the outboard motor 300. Continue. When the control unit 100 detects that the motor current value of the motor 16 has become a blow current (in other words, the outboard motor 300 has been fully raised) (YES in step S112), the process proceeds to step S113. move on.

(Step S113)
The control unit 100 stops the operation of the motor 16 of the outboard motor lifting apparatus 1 and ends the mooring control for the outboard motor 300.

  FIGS. 9A to 9F are diagrams illustrating an operation example of the outboard motor lifting apparatus 1 through mooring control. Note that FIG. 9 shows that the eighth flow path C8 is shut off when the solenoid 62 is turned off when the solenoid 62 is turned off, and the eighth flow path C8 is opened when the solenoid 62 is turned on when the solenoid 62 is turned on. This is shown in an example in which a normally closed switching valve 60 is used.

  In the example shown in FIGS. 9A and 9B, when the hull 200 returns to the port and the engine 301 is turned off, the outboard motor 300 is in an angle area of a trim area where the propeller 303 is disposed below the water surface. Is retained. As shown in FIGS. 9C and 9D, after the engine is turned off, the control unit 100 first turns on the solenoid 62 using a user instruction via the mooring switch 401 or other device as a trigger. Thus, the switching valve 60 is opened (corresponding to step S107 in FIG. 8). Then, the control unit 100 lowers the outboard motor 300 after opening the switching valve 60 (corresponding to step S108 in FIG. 8). The control unit 100 once moves the outboard motor 300 to a position where it is fully lowered to bring the piston rod 12b of the trim cylinder 12 into a retracted state.

  Next, as shown in FIG. 9 (e), the control unit 100 turns off the solenoid 62 to close the switching valve 60 (corresponding to step S110 in FIG. 8). Then, the control unit 100 raises the outboard motor 300 until the piston rod 14b of the tilt cylinder 14 is fully extended after the switching valve 60 is closed (corresponding to step S111 in FIG. 8). ). As shown in FIG. 9 (f), when the outboard motor 300 moves to the fully raised position, the control unit 100 ends the mooring control.

As described above, the control unit 100 uses the mooring instruction from the user as a trigger to open the switching valve 60, lowers the outboard motor 300, and then the outboard motor 300 is fully lowered. A series of controls for raising the outboard motor 300 is performed after the switching valve 60 is closed. Thereby, since the piston rod 12b of the trim cylinder 12 is not moored in the extended state, generation | occurrence | production of the rust in the piston rod 12b can be suppressed.
Note that, as described above, the control unit 100 monitors the current value of the motor 16 and controls the raising and lowering of the outboard motor 300 according to the current value of the motor 16. Then, the control unit 100 determines that the piston rod 12b of the trim cylinder 12 is fully retracted and the piston rod 14b of the tilt cylinder 14 is fully expanded by detecting that the motor current is a blow current. Perform mooring control. As described above, the control unit 100 preferably refers to the drive current for driving the hydraulic power source to determine whether the outboard motor 300 is in a state of being fully raised or lowered. Can be detected.
(Mooring control according to the signal from the angle sensor)
As another example of the mooring control, the outboard motor lifting apparatus 1 includes an angle sensor 405 that detects a tilt trim angle of the outboard motor 300, and the control unit 100 is supplied from the angle sensor 405 as described below. The mooring control may be performed in accordance with the detection signal of the angle sensor 405.

  FIG. 10 is a flowchart showing mooring control by the control unit 100, and shows mooring control in the case of controlling the raising and lowering of the outboard motor 300 in accordance with the detection signal of the angle sensor 405. Steps S201 to S208 are the same as steps S101 to S108 described with reference to FIG.

(Step S209)
The control unit 100 refers to the detection signal supplied from the angle sensor 405 and indicating the tilt trim angle of the outboard motor 300, and determines whether or not the outboard motor 300 is in a fully lowered state. More specifically, the control unit 100 determines whether the outboard motor 300 is based on whether or not the tilt trim angle of the outboard motor 300 is smaller than a preset first threshold value Th1 (whether or not angle <Th1). It is determined whether it has descended completely. While the trim angle of the outboard motor 300 is greater than or equal to the first threshold Th1 (NO in step S209), the control unit 100 returns to step S208 and continues the descent of the outboard motor 300. When the control unit 100 detects that the trim angle of the outboard motor 300 has become smaller than the first threshold Th1 (YES in step S209), the control unit 100 determines that the outboard motor 300 has been fully lowered, and proceeds to step S210. . In addition, what is necessary is just to set the specific value of threshold value Th1 suitably according to the structure of the outboard motor raising / lowering apparatus 1 and the outboard motor 300. FIG.

(Step S210)
If YES in step S209, in step S210, the control unit 100 closes the switching valve 60.

(Step S211)
Subsequently, in step S <b> 211, the control unit 100 controls the motor 16 of the outboard motor lifting apparatus 1 to raise the outboard motor 300.

(Step S212)
The control unit 100 monitors the detection signal of the angle sensor 405 and refers to the detection signal indicating the tilt trim angle of the outboard motor 300 to determine whether or not the outboard motor 300 has been fully raised. The control unit 100 determines whether or not the outboard motor 300 has fully increased based on whether or not the tilt trim angle of the outboard motor 300 is greater than a preset second threshold value Th2 (whether or not the angle> Th2). Determine. Here, the second threshold Th2 is larger than the first threshold Th1. While the trim angle of the outboard motor 300 is equal to or smaller than the second threshold Th2 (NO in step S212), the control unit 100 returns to step S211 and continues to raise the outboard motor 300. When the control unit 100 detects that the trim angle of the outboard motor 300 is larger than the second threshold Th2 (YES in step S212), the control unit 100 proceeds to step S213. In addition, what is necessary is just to set suitably the specific value of threshold value Th2 according to the structure of the outboard motor raising / lowering apparatus 1 and the outboard motor 300. FIG.

(Step S213)
If YES in step S212, the control unit 100 stops the operation of the motor 16 of the outboard motor lifting apparatus 1 and ends the mooring control for the outboard motor 300.

  As described above, the control unit 100 can detect the state in which the outboard motor 300 is fully lowered by referring to the detection result by the angle sensor 405 that detects the rising angle of the outboard motor 300. Complicated tilt trim control can be performed while reducing user effort.

(Departure control of outboard motor lifting device 1 by control unit 100 at departure)
Next, with reference to FIGS. 11 to 12, the departure control of the outboard motor lifting device 1 by the control unit 100 at the departure time will be described. FIG. 11 is a flowchart showing port departure control by the control unit 100.

(Step S301)
First, in step S301, the control unit 100 determines whether or not the engine 301 is on in accordance with the hull state signal SIG_IN supplied from the engine 301. When it is determined that the engine 301 is on (YES in step S301), the control unit 100 proceeds to step S302. If the control unit 100 determines that the engine 301 is off (NO in step S301), the control unit 100 proceeds to step S303. In this step, instead of determining whether or not the engine 301 is on, it may be determined whether or not the power transmission mechanism 302 included in the outboard motor 300 is in an in-gear state.

(Step S302)
When it is determined that the engine 301 is on, the control unit 100 ends the port departure control without operating the lifting / lowering of the outboard motor 300 by the outboard motor lifting / lowering device 1. Thus, the control unit 100 first determines whether or not to perform mooring control on condition that the engine 301 of the outboard motor 300 is off (or not in-gear). For this reason, when the engine 301 is in an on state (or in-gear state) and the user unintentionally operates the operation lever 400, a series of port departure control is executed. Can be prevented.
(Step S303)
When determining that the engine 301 is off in step S301 (NO in step S301), the control unit 100 determines in step S303 whether the departure switch 402 is on. When determining that the port departure switch 402 is off (NO in step S303), the control unit 100 proceeds to step S304. When it is determined that the port departure switch 402 is on (YES in step S303), the control unit 100 proceeds to step S305. In this step, instead of determining whether or not the port departure switch 402 is on, it may be configured to determine whether or not a port departure instruction from the user has been received via another device.

(Step S304)
In the case of NO in step S303, the control unit 100 finishes the port departure control without operating the raising / lowering of the outboard motor 300 by the outboard motor lifting apparatus 1.

(Step S305)
If YES in step S303, in step S305, the control unit 100 closes the switching valve 60.

(Step S306)
Subsequently, in step S306, the control unit 100 controls the motor 16 of the outboard motor lifting apparatus 1 so as to lower the outboard motor 300. Thereby, both the piston rod 14b of the tilt cylinder 14 and the piston rod 12b of the trim cylinder 12 are lowered.

(Step S307)
The control unit 100 monitors the motor current value of the motor 16 and determines whether or not the motor current value of the motor 16 is a blow current. While the motor current value of the motor 16 is not the blow current (in other words, the operating current is the operating current) (NO in step S307), the control unit 100 returns to step S306 and lowers the outboard motor 300. Continue. When the control unit 100 detects that the motor current value of the motor 16 has become a blow current (in other words, the outboard motor 300 is in a fully lowered state) (YES in step S307), the process proceeds to step S308. move on.

(Step S308)
The control unit 100 determines that the outboard motor 300 has been lowered because the motor current value of the motor 16 has become a blow current, and stops the operation of the motor 16 of the outboard motor lifting apparatus 1.

(Step S309)
Subsequently, the control unit 100 opens the switching valve 60 and ends the port departure control for the outboard motor 300.

  In step S307, the detection signal of the angle sensor 405 is monitored instead of the motor current value of the motor 16, and the outboard motor 300 is completely lowered with reference to the detection signal indicating the tilt trim angle of the outboard motor 300. It may be determined whether or not. In this case, the control unit 100 determines that the outboard motor 300 is fully lowered based on whether or not the tilt trim angle of the outboard motor 300 is smaller than a preset first threshold value Th1 (whether or not angle <Th1). It is determined whether or not.

  FIGS. 12A to 12D are diagrams illustrating an operation example of the outboard motor lifting apparatus 1 through the port departure control. In FIG. 12, when the solenoid 62 is off, the eighth flow path C8 is blocked by being in a closed state, and when the solenoid 62 is on, the eighth flow path C8 is opened by being in an open state. A case where a normally closed switching valve 60 is used is shown as an example.

  In the example shown in FIGS. 12A and 12B, when the user gets on the hull 200 and the engine 301 is in the off state, the outboard motor 300 is held in the fully raised state. Triggered by the port departure instruction by the user via the port departure switch 402 or another device, the control unit 100 turns the solenoid 62 off to close the switching valve 60 as shown in FIG. 11 corresponding to step S305 in FIG. 11), while the piston rod 14b of the tilt cylinder 14 is kept in the retracted state, the outboard motor 300 is once moved to the fully lowered position (corresponding to step S306 in FIG. 11). .

  Next, as shown in FIG. 12D, the control unit 100 opens the switching valve 60 by turning on the solenoid 62 (corresponding to step S311 in FIG. 11), and the tilt cylinder 14 and the trim cylinder 12, the outboard motor 300 can be moved up and down in the trim region, and the port departure control is terminated.

  As described above, the control unit 100 triggers the departure instruction from the user to set the switching valve 60 in the closed state, lowers the outboard motor 300, and then the outboard motor 300 is fully lowered. A series of controls for opening the switching valve 60 is performed. Therefore, it is possible to avoid supporting the outboard motor 300 only by the tilt cylinder 14 when leaving the port. Moreover, a series of port departure operations including ascent and descent of the outboard motor can be executed while suppressing the user's trouble.

[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 this embodiment includes a control unit 100a shown in FIG. 13 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, lift signal AD conversion circuits 132, 135, 136, a calculation unit 133, and a control signal generation circuit 134. Also in the present embodiment, the hull state signal SIG_IN, the lift signal SIG_UD, the mooring switch signal SIG_MOO, and the departure switch signal SIG_RET 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 lift signal AD conversion circuit 135 is a conversion circuit that converts the mooring switch signal SIG_MOO into a digital signal. The mooring switch signal SIG_MOO as the converted digital signal is supplied to the calculation unit 143.

  The lift signal AD conversion circuit 136 is a conversion circuit that converts the port switch signal SIG_RET into a digital signal. The converted port signal SIG_RET 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.

  Further, the calculation unit 133 determines whether to perform the mooring control and the port departure control described above with reference to the hull state signal SIG_IN, the mooring switch signal SIG_MOO, and the port departure switch signal SIG_RET as digital signals. 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 and the motor 16.

  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. 7 of the first embodiment. It can be set as the structure to determine. Further, as a control with reference to the hull state signal SIG_IN, the mooring switch signal SIG_MOO, and the port departure switch signal SIG_RET, a series of controls described with reference to FIGS.

  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. Further, it is possible to perform complicated tilt trim control while suppressing the user's trouble.

[Embodiment 3]
Hereinafter, the control unit 100b according to the third embodiment will be described 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 this embodiment includes a control unit 100b shown in FIG. 14 instead 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. 14, the control unit 100 b includes a digital signal transmission / reception circuit 141, lift signal A / D conversion circuits 132, 135, 136, 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, NMEA 2000 (registered trademark) established by NMEA (National Marine Electronics Association) is an example.

  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.

  Further, the calculation unit 143 refers to the digital signal D_SIG, the mooring switch signal SIG_MOO, and the port departure switch signal SIG_RET, and determines whether the mooring control and the port departure control described above should be performed. 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, a series of controls described with reference to FIGS. 8 to 12 can be given as controls with reference to the digital signal D_SIG, the mooring switch signal SIG_MOO, and the port departure switch signal SIG_RET.

  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. Further, it is possible to perform complicated tilt trim control while suppressing the user's trouble.

[Embodiment 4]
Below, the structure of the outboard motor raising / lowering apparatus 1a which concerns on Embodiment 4 is demonstrated with reference to FIG. FIG. 15 is a view showing a hydraulic circuit of the outboard motor lifting apparatus 1a according to this embodiment together with the control unit 100. In FIG. 15, the same members as those already described are denoted by the same reference numerals.

  The outboard motor lifting / lowering 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, or the control according to the third embodiment. It is good also as a structure provided with the part 100b.

  As shown in FIG. 15, the outboard motor lifting / lowering apparatus 1a according to the present embodiment includes two trim cylinders 12-1 and 12-2, and switching valves 60-1 are provided in the upper chambers of these trim cylinders, respectively. And 60-2 are connected. In other words, the outboard motor lifting / lowering apparatus 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 an 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-. 2 has the same configuration as the switching valve 60 described in the first embodiment.

  As shown in FIG. 15, the outboard motor lifting / lowering apparatus 1a according to this embodiment includes a tenth flow path C10 connected to the upper chamber 12f of the second trim cylinder 12-2. The first switching valve 60-1 is provided on the 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 the tenth flow. It is provided on the path C10.

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

  In the mooring control and the departure control of the outboard motor lifting apparatus 1, the control unit 100 replaces the motor 16, the first switching valve 60-1, and the second switching valve 60-2 with FIGS. Control is performed as shown in the flowchart of FIG.

  Also by setting it as the above structures, there can exist an effect similar to the outboard motor raising / lowering apparatus demonstrated in Embodiment 1-3.

  Moreover, by setting it as the above structures, the outflow of the hydraulic fluid from the upper chamber 12f of the 1st trim cylinder 12-1 and the outflow of the hydraulic fluid from the upper chamber 12f of the 2nd trim cylinder 12-2 are carried out. Since the control can be performed individually using the first switching valve 60-1 and the second switching valve 60-2, finer control can be performed with respect to the raising and lowering of the outboard motor.

In the above description, the case where the outboard motor lifting / lowering device 1a includes the two trim cylinders 12 has been described as an example, but the present embodiment is not limited to this. For example, a configuration including three or more trim cylinders 12 and a switching valve 60 connected to the upper chamber 12f of each of the three or more trim cylinders 12 is also included in the present embodiment.
[Embodiment 5]
Below, the structure of the outboard motor raising / lowering apparatus 1b which concerns on Embodiment 5 is demonstrated with reference to FIG. FIG. 16 is a view showing a hydraulic circuit of the outboard motor lifting apparatus 1b according to this embodiment together with the control unit 100. In FIG. 16, the same members as those already described are denoted by the same reference numerals.

  The outboard motor lifting / lowering 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, or the control according to the third embodiment. It is good also as a structure provided with the part 100b.

  As shown in FIG. 16, the outboard motor lifting apparatus 1b according to this 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. A switching valve 60 is directly connected to each upper chamber (first chamber) 12f of 12-2. More specifically, the outboard motor lifting / lowering apparatus 1b according to the present embodiment includes an eleventh flow path C11 connected to the seventh flow path C7, and is above 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 flow path C7 and the eleventh flow path 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 switching valve 60 is the switching valve 60 described in the first embodiment. It is the same composition as.

  The control unit 100 controls the motor 16 and the switching valve 60 as shown in the flowcharts of FIGS. 8, 10, and 11 in the mooring control and the departure control of the outboard motor lifting apparatus 1.

Also by setting it as the above structures, there can exist an effect similar to the outboard motor raising / lowering apparatus demonstrated in Embodiment 1-3.
[Embodiment 6]
Below, the structure of the outboard motor raising / lowering apparatus 1c which concerns on Embodiment 6 is demonstrated with reference to FIG. FIG. 17 is a view showing a hydraulic circuit of the outboard motor lifting apparatus 1 c according to this embodiment together with the control unit 100. In FIG. 17, the same members as those already described are denoted by the same reference numerals.

  The outboard motor lifting / lowering apparatus 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, or the control according to the third embodiment. It is good also as a structure provided with the part 100b.

  As shown in FIG. 17, the outboard motor lifting / lowering apparatus 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. A switching valve 60 is connected to the upper chamber 12f of the first trim cylinder 12-1 which is one of the elements 12-2. More specifically, an eighth passage C8 having one end connected to the tank 18 is connected to the upper chamber 12f of the first trim cylinder 12-1, and a switching valve is provided on the eighth passage C8. 60 is provided. On the other hand, the outboard motor lifting / lowering apparatus 1c according to the present embodiment includes a tenth channel C10 having one end connected to the tank 18, and the upper chamber 12f of the second trim cylinder 12-2 includes a first channel C10. The other end of the ten flow paths C10 is connected, but the switching valve 60 is not provided on the tenth flow path 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 lifting / lowering apparatus 1c according to the present embodiment does not include a flow path that connects the upper chamber 12f of the first trim cylinder 12-1 and the upper chamber 12f of the second trim cylinder 12-2. Thereby, in the outboard motor lifting / lowering apparatus 1c according to the present embodiment, only the first trim cylinder 12-1 can be controlled using the switching valve 60.

  According to said structure, by making the switching valve 60 into a closed state, hydraulic fluid does not flow out from the upper chamber 12f of the 1st trim cylinder 12-1, or hydraulic fluid does not flow into the said upper chamber 12f. Therefore, the outboard motor 300 can be moved up and down using only the tilt cylinder 14 and the second trim cylinder 12-2.

By setting the switching valve 60 in the closed state in this manner, the outboard motor 300 can be moved up and down faster than when the switching valve 60 is in the open state.
The control unit 100 controls the motor 16 and the switching valve 60 as shown in the flowcharts of FIGS. 8, 10, and 11 in the mooring control and the departure control of the outboard motor lifting apparatus 1.

In the above description, an example in which the switching valve 60 is connected only to the upper chamber 12f of the first trim cylinder 12-1 that 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, the present embodiment includes a configuration in which N (N is 3 or more) trim cylinders 12 and a switching valve 60 is connected to at least one of the upper chambers 12f among these N trim cylinders. .
[Embodiment 7]
Below, the structure of the outboard motor raising / lowering apparatus 1d which concerns on Embodiment 7 is demonstrated with reference to FIG. FIG. 18 is a view showing a hydraulic circuit of the outboard motor lifting apparatus 1d according to this embodiment together with the control unit 100. In FIG. 18, the same members as those already described are denoted by the same reference numerals.

  The outboard motor lifting / lowering 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, or the control according to the third embodiment. It is good also as a structure provided with the part 100b.

  As shown in FIG. 18, in the outboard motor lifting apparatus 1d according to the present embodiment, the eighth flow path 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. Among these, it is connected to the second shuttle chamber 48e. Here, the second shuttle chamber 48e is connected to the upper chamber (first chamber) of the tilt cylinder 14 by the fourth flow path 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 tilt cylinder 14 among the first shuttle chamber 48d and the second shuttle chamber 48e in the main valve 48 via the switching valve 60. Connected to the second shuttle chamber 48e.

  The control unit 100 controls the motor 16 and the switching valve 60 as shown in the flowcharts of FIGS. 8, 10, and 11 in the mooring control and the departure control of the outboard motor lifting apparatus 1.

Even with such a configuration, the same effect as the outboard motor lifting apparatus described in the first to third embodiments can be obtained. Further, since it is not necessary to route the eighth flow path C8 to the tank 18, the oil passage configuration can be simplified depending on the arrangement of the components in the outboard motor lifting apparatus 1d. Further, as compared with the case where the eighth flow path C8 is connected to the fourth flow path C4 as in the eighth embodiment to be described later, it is less likely to be affected by the fluctuation of the hydraulic pressure in the upper chamber 14f of the tilt cylinder 14. it can.
[Embodiment 8]
Below, the structure of the outboard motor lifting / lowering apparatus 1e which concerns on Embodiment 8 is demonstrated with reference to FIG. FIG. 19 is a diagram showing a hydraulic circuit of the outboard motor lifting / lowering apparatus 1e according to this embodiment together with the control unit 100. In FIG. 19, the same members as those already described are denoted by the same reference numerals.

  The outboard motor lifting / lowering apparatus 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, or the control according to the third embodiment. It is good also as a structure provided with the part 100b.

  As shown in FIG. 19, in the outboard motor lifting apparatus 1 e according to the present embodiment, the eighth flow path C <b> 8 is connected to the fourth flow path C <b> 4 via the switching valve 60. Here, the fourth flow path C4 is connected to the upper chamber (first chamber) of the tilt cylinder 14. Therefore, in the present embodiment, the eighth flow path C8 is connected to the upper chamber (first chamber) of the tilt cylinder 14 via the switching valve 60.

  The control unit 100 controls the motor 16 and the switching valve 60 as shown in the flowcharts of FIGS. 8, 10, and 11 in the mooring control and the departure control of the outboard motor lifting apparatus 1.

Even with such a configuration, the same effect as the outboard motor lifting apparatus described in the first to third embodiments can be obtained. Further, since it is not necessary to route the eighth flow path C8 to the tank 18, the oil passage configuration can be simplified depending on the arrangement of the components in the outboard motor lifting apparatus 1d. Further, the processing cost can be reduced as compared with the seventh embodiment in which the eighth flow path C8 is connected to the main valve 48.
[Embodiment 9]
Hereinafter, the configuration of the outboard motor lifting apparatus 1f according to the ninth embodiment will be described with reference to FIG. FIG. 20 is a view showing a hydraulic circuit of the outboard motor lifting apparatus 1f according to this embodiment together with the control unit 100. In FIG. 20, the same members as those already described are denoted by the same reference numerals.

  The outboard motor lifting / lowering 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, or the control according to the third embodiment. It is good also as a structure provided with the part 100b.

  As shown in FIG. 20, the outboard motor lifting apparatus 1f according to the present embodiment includes a twelfth channel C12 connected to the eighth channel C8. Further, in the outboard motor lifting apparatus 1f according to the present embodiment, one end of the protective valve 71 is interposed between the switching valve 60 and the trim cylinder 12 in the eighth flow path C8 via the twelfth flow path C12. Is connected. The other end of the protective valve 71 is connected to the tank 18.

  The control unit 100 controls the motor 16 and the switching valve 60 as shown in the flowcharts of FIGS. 8, 10, and 11 in the mooring control and the departure control of the outboard motor lifting apparatus 1.

  The outboard motor lifting apparatus 1f according to the present embodiment releases the excessive hydraulic pressure via the protective valve 71 even when the hydraulic pressure in the upper chamber 12f of the trim cylinder 12 is excessively increased. While suppressing excessive application of hydraulic pressure to 60, the same effects as in the first to third embodiments can be achieved.

The protection valve 71 provided in the outboard motor lifting apparatus according to the present embodiment is not limited to the oil passage configuration shown in FIG. For example, in each of the outboard motor lifting devices shown in FIGS. 15 to 19 and FIGS. 21 to 22 described later, similarly, the switching valve 60 and the trim cylinder 12 (12-1) in the eighth flow path C8. In the middle, one end of the protective valve 71 can be connected via the twelfth flow path C12.
[Embodiment 10]
Hereinafter, the configuration of the outboard motor lifting apparatus 1g according to the tenth embodiment will be described with reference to FIG. FIG. 21 is a view showing a hydraulic circuit of the outboard motor lifting apparatus 1g according to this embodiment together with the control unit 100. In FIG. 21, the same members as those already described are denoted by the same reference numerals.

  The outboard motor lifting / lowering 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, or the control according to the third embodiment. It is good also as a structure provided with the part 100b.

  As shown in FIG. 21, in the outboard motor lifting apparatus 1g according to this embodiment, the eighth flow path C8 is connected to the tank 18 via the switching valve 60, and in the eighth flow path C8, A protective valve (holding valve) 72 is provided between the switching valve 60 and the tank 18.

  The above configuration in the outboard motor lifting apparatus 1g according to the present embodiment is suitable when the switching valve 60 is configured as a normally open valve. Since the protective valve 72 is provided between the switching valve 60 and the tank 18 in the eighth flow path C8, even if the switching valve 60 stops operating, The inflow of hydraulic oil into the chamber 12f is suppressed. For this reason, it can suppress that the outboard motor 300 falls unintentionally.

  The control unit 100 controls the motor 16 and the switching valve 60 as shown in the flowcharts of FIGS. 8, 10, and 11 in the mooring control and the departure control of the outboard motor lifting apparatus 1.

The protective valve 72 provided in the outboard motor lifting apparatus according to the present embodiment is not limited to the oil passage configuration shown in FIG. For example, in each of the outboard motor lifting devices shown in FIGS. 15 to 17, 20, and FIG. 22 described later, the protection is provided between the switching valve 60 and the tank 18 in the eighth flow path C <b> 8. The valve (holding valve) 72 can be provided.
[Embodiment 11]
Below, the structure of the outboard motor raising / lowering apparatus 1h which concerns on Embodiment 11 is demonstrated with reference to FIG. FIG. 22 is a view showing a hydraulic circuit of the outboard motor lifting apparatus 1 h according to this embodiment together with the control unit 100. In FIG. 22, the same members as those already described are denoted by the same reference numerals.

  The outboard motor lifting / lowering apparatus 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, or the control according to the third embodiment. It is good also as a structure provided with the part 100b.

  As shown in FIG. 22, the outboard motor lifting / lowering apparatus 1 h according to the present embodiment includes a main valve (first pump port) 48 connected to a pump (hydraulic power source) 42 and a first valve connected to the pump 42. Two main valves (second pump ports) 49 are provided. Further, the outboard motor lifting apparatus 1h according to the present embodiment includes a thirteenth flow path C13 and a fourteenth flow path C14 that connect the pump 42 and the second main valve 49.

  As shown in FIG. 22, 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 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.

  As shown in FIG. 22, in the outboard motor lifting apparatus 1 h according to this embodiment, the sixth flow path C <b> 6 connected to the lower chamber 12 g of the trim cylinder 12 is a check valve in the second main valve 49. 49b. 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 49.

  Further, as shown in FIG. 22, in the outboard motor lifting apparatus 1 h according to the present embodiment, the sixth flow path C <b> 6 is also connected to the manual valve 52. Further, as shown in FIG. 22, a protection valve 82 is connected to the sixth flow path C <b> 6, and the sixth flow path C <b> 6 is connected to the tank 18 via the protection valve 82.

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

(Climbing action)
When the pump 42 rotates forward, hydraulic oil is pumped 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 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, 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 piston rod 14b of the tilt cylinder 14 and the piston of the trim cylinder 12 Together with the rod 12b.

  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 as in the above embodiment, so that the piston rod 14b of the tilt cylinder 14 rises, but the trim cylinder 12 The 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 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, as in the above embodiment, 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 pump 42 is reversed, the hydraulic oil is pumped from the pump 42 to the second shuttle chamber 48e of the main valve 48 and the second shuttle chamber 49e of the second main valve 49. 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 as in the above embodiment, so that the piston rod 14b of the tilt cylinder 14 and the piston of the trim cylinder 12 Together with the rod 12b.

  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 as in the above embodiment, and the piston rod 14b of the tilt cylinder 14 is lowered, but the trim cylinder 12 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 that the piston rod 14b of the tilt cylinder 14 is in the open state when the switching valve 60 is in the open state, as in the above embodiment. Compared to, it descends faster.

  The control unit 100 controls the motor 16 and the switching valve 60 as shown in the flowcharts of FIGS. 8, 10, and 11 in the mooring control and the departure control of the outboard motor lifting apparatus 1.

  In addition, the connection aspect of the 2nd main valve 49 with which the outboard motor raising / lowering apparatus 1h which concerns on this embodiment is equipped, and the 6th flow path C6 is not limited and applied to the oil path structure shown in FIG. . For example, each outboard motor lifting device shown in FIGS. 9 to 15 is similarly configured to include the second main valve 49, and the connection mode of the sixth flow path C6 is configured similarly to FIG. Can do.

[Embodiment 12]
Hereinafter, as a twelfth 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. 7. When the engine is neutral, the control unit “not engine off or in gear” in FIG. 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. 7 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, the configuration may be such that the same control as that in the state of “not engine off or in-gear” in FIG. 7 is 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 the control of the “engine on or in gear” state in FIG. 7, 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. 7 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 larger than a predetermined value, the control unit performs the same control as the control of the “engine on or in gear” state in FIG. 7, and the throttle opening is smaller than the predetermined value. In such a case, the configuration may be such that the same control as that in the state of “not engine off or in-gear” in FIG. 7 is 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. 7, and 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 voltage of the battery 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. 7, 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 11 and the outboard motor 300 according to this embodiment include a generator connected to the engine 301 included in the outboard motor 300.
FIG. 23 is a block diagram showing a configuration around the engine 301 of the outboard motor 300. As shown in FIG. 23, 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 that is 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. 23, from the generator 310, in addition to the conducting wire 310a to the main battery 310a, a 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 a first threshold value 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 is in progress, 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 greater than or equal to a predetermined value, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 7, and when the impact is smaller than the predetermined value or when 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 the same control as the control of the “engine on or in gear” state in FIG. 7. 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 boat speed indicated by the GPS 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. 7, and the boat 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. 7 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. 7, 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 greater than or equal to 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 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. 7 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 the same control as the control of the “engine on or in gear” state in FIG. 7, and 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 the same control as the control of the “engine on or in gear” state in FIG. 7, and 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 the same control as the control in FIG. 7 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) in which the program and various data are recorded so as to be readable by the computer (or CPU). And 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, 1a, 1b, 1c, 1d, 1e, 1f, 1g, 1h Outboard motor lifting device 12, 12-1, 12-2 Trim cylinder 14 Tilt cylinder 42 Pump (hydraulic power source)
60 Switching valve 100, 100a, 100b Control unit 200 Hull (main body)
300 Outboard motor 301 Engine 302 Power transmission mechanism 303 Propeller 310 Generator C1 First flow path (first oil path)
C2 Second channel C3 Third channel (first oil channel)
C4 4th flow path C5 5th flow path C6 6th flow path (1st oil path)
C7 Seventh flow path (third oil path)
C8 Eighth flow path (second oil path)
C9 9th channel C10 10th channel C11 11th channel C12 12th channel C13 13th channel C14 14th channel

Claims (19)

In the outboard motor lifting device that raises and lowers the outboard motor,
One or more tilt cylinders;
One or more trim cylinders;
With
Each trim cylinder is
A piston that partitions the trim cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating the first chamber of the trim cylinder;
Each tilt cylinder is
A piston that partitions the tilt cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating the first chamber of the tilt cylinder;
The outboard motor lifting device is
A hydraulic source;
An oil storage tank,
A first oil passage connecting the hydraulic pressure source, the second chamber of the one or more tilt cylinders, 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 passage;
A controller for controlling the raising and lowering of the outboard motor and the opening and closing of the switching valve,
The control unit executes a series of controls including a change in the open / close state of the switching valve, and at least one of ascent and descent of the outboard motor, using an instruction from a user as a trigger ,
The control unit is triggered by a mooring instruction by a user, and as the series of controls,
After opening the switching valve, the outboard motor is lowered, and then
The outboard motor elevating device , wherein the outboard motor is lifted after the switching valve is shut off in a state where the outboard motor is fully lowered. The trim cylinder includes at least a first trim cylinder and a second trim cylinder,
The outboard motor lifting device 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 lifting device according to claim 2, wherein the switching valve is connected to only one of the first trim cylinder and the second trim cylinder. The trim cylinder includes at least a first trim cylinder and a second trim cylinder,
As the switching valve,
A first switching valve connected to the first chamber of the first trim cylinder;
A second switching valve connected to the first chamber of the second trim cylinder;
The outboard motor lifting device according to claim 1, comprising: The trim cylinder includes at least a first trim cylinder and a second trim cylinder,
2. The outboard motor lifting device according to claim 1, wherein the switching valve is directly connected to the first trim cylinder and the second trim cylinder. A pump port connected to the hydraulic source;
The second oil passage is connected to a shuttle chamber connected to the first chamber of the tilt cylinder among the two shuttle chambers in the pump port via the switching valve. The outboard motor lifting device according to any one of claims 1 to 5. The outboard motor ascent / descent according to any one of claims 1 to 5, wherein the second oil passage is connected to the first chamber of the tilt cylinder via the switching valve. apparatus. 8. The outboard motor according to claim 1, wherein one end of a protection valve is connected between the switching valve and the trim cylinder in the second oil passage. 9. lift device. The second oil passage is connected to the oil storage tank via the switching valve,
The outboard motor lifting device 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. A first pump port and a second pump port connected to the hydraulic source;
The first pump port has second and first shuttle chambers connected to the first chamber and the second chamber of the tilt cylinder via check valves, respectively.
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 is triggered by a port departure instruction by a user, and as the series of controls,
With the switching valve in a shut-off state, the outboard motor is lowered, and then
The outboard motor elevating device according to any one of claims 1 to 10 , wherein the switching valve is opened in a state where the outboard motor is fully lowered. The control unit, by referring to the driving current for driving the hydraulic source, to any one of claims 1 to 11, characterized by detecting a state in which the outboard motor is fully lowered The outboard motor lifting device described. Wherein the control unit refers to the detection result by the angle sensor for detecting the rise angle of the outboard motor, one of claims 1 to 11 in which the outboard motor is characterized by detecting a state of fully lowered The outboard motor lifting device according to claim 1. The outboard motor lifting apparatus according to any one of claims 1 to 11 , wherein the control unit executes the series of processes on condition that an engine of the outboard motor is off. The trim cylinder is plural,
The outboard motor lifting apparatus according to any one of claims 1 to 14 , further comprising a fourth oil passage that connects the first chambers of the plurality of trim cylinders to each other. In the control method of the outboard motor lifting device that lifts and lowers the outboard motor,
The outboard motor lifting device is:
One or more tilt cylinders;
One or more trim cylinders;
With
Each trim cylinder is
A piston that partitions the trim cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating the first chamber of the trim cylinder;
Each tilt cylinder is
A piston that partitions the tilt cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating the first chamber of the tilt cylinder;
The outboard motor lifting device is
A hydraulic source;
An oil storage tank,
A first oil passage connecting the hydraulic pressure source and the second chamber of the one or more tilt cylinders, 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 passage;
With
The control method includes a series of steps including at least one of ascent and descent of the outboard motor, which is triggered by an instruction from a user, and change of the open / close state of the switching valve ,
The control method uses a mooring instruction by a user as a trigger, and the series of steps,
After opening the switching valve, the outboard motor is lowered, and then
The control method , wherein in a state where the outboard motor is fully lowered, the outboard motor is raised after the switching valve is in a shut-off state . In the outboard motor lifting device that raises and lowers the outboard motor,
One or more tilt cylinders;
One or more trim cylinders;
With
Each trim cylinder is
A piston that partitions the trim cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating the first chamber of the trim cylinder;
Each tilt cylinder is
A piston that partitions the tilt cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating the first chamber of the tilt cylinder;
The outboard motor lifting device is
A hydraulic source;
An oil storage tank,
A first oil passage connecting the hydraulic pressure source, the second chamber of the one or more tilt cylinders, 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 passage;
A control unit for controlling raising and lowering of the outboard motor and opening and closing of the switching valve;
With
The control unit executes a series of controls including a change in the open / close state of the switching valve, and at least one of ascent and descent of the outboard motor, using an instruction from a user as a trigger,
The trim cylinder includes at least a first trim cylinder and a second trim cylinder,
As the switching valve ,
A first switching valve connected to the first chamber of the first trim cylinder;
A second switching valve connected to the first chamber of the second trim cylinder;
An outboard motor lifting device characterized by comprising: In the outboard motor lifting device that raises and lowers the outboard motor,
One or more tilt cylinders;
One or more trim cylinders;
With
Each trim cylinder is
A piston that partitions the trim cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating the first chamber of the trim cylinder;
Each tilt cylinder is
A piston that partitions the tilt cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating the first chamber of the tilt cylinder;
The outboard motor lifting device is
A hydraulic source;
An oil storage tank,
A first oil passage connecting the hydraulic pressure source, the second chamber of the one or more tilt cylinders, 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 passage;
A control unit for controlling raising and lowering of the outboard motor and opening and closing of the switching valve;
With
The control unit executes a series of controls including a change in the open / close state of the switching valve, and at least one of ascent and descent of the outboard motor, using an instruction from a user as a trigger,
A pump port connected to the hydraulic source;
The second oil passage is connected to a shuttle chamber connected to the first chamber of the tilt cylinder among the two shuttle chambers in the pump port via the switching valve.
An outboard motor lifting device characterized by that. In the outboard motor lifting device that raises and lowers the outboard motor,
One or more tilt cylinders;
One or more trim cylinders;
With
Each trim cylinder is
A piston that partitions the trim cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating the first chamber of the trim cylinder;
Each tilt cylinder is
A piston that partitions the tilt cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating the first chamber of the tilt cylinder;
The outboard motor lifting device is
A hydraulic source;
An oil storage tank,
A first oil passage connecting the hydraulic pressure source, the second chamber of the one or more tilt cylinders, 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 passage;
A control unit for controlling raising and lowering of the outboard motor and opening and closing of the switching valve;
With
The control unit executes a series of controls including a change in the open / close state of the switching valve, and at least one of ascent and descent of the outboard motor, using an instruction from a user as a trigger,
A first pump port and a second pump port connected to the hydraulic source;
The first pump port has second and first shuttle chambers connected to the first chamber and the second chamber of the tilt cylinder via check valves, respectively.
The second pump port has a shuttle chamber connected to the first shuttle chamber of the first pump port;
The first oil passage is connected to the shuttle chamber of the second pump port via a check valve.
An outboard motor lifting device characterized by that.

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