JP6313891B1 - Terminal device, outboard motor lifting system, program, and recording medium. - Google Patents

Abstract

A technique capable of automatically changing the speed of raising and lowering an outboard motor is realized. An outboard motor lifting device (1) includes a pump (42), a second chamber of one or more tilt cylinders (14), and a second chamber of one or more trim cylinders (12). A first oil passage to be connected; a second oil passage connected to the first chamber of at least one of the one or more trim cylinders; and a switching valve (60) provided on the second oil passage. The terminal device (500) includes a terminal control unit (504) that controls the switching valve with reference to a hull state signal. [Selection] Figure 4

Description

  The present invention relates to a terminal device for remotely controlling an outboard motor lifting apparatus and an outboard motor lifting system.

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

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

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

  An object of this invention is to implement | achieve the technique which can change automatically the speed of raising / lowering of an outboard motor.

  For this purpose, a terminal device according to one aspect of the present invention is a terminal device for remotely controlling an outboard motor lifting device that lifts and lowers the outboard motor, and the outboard motor lifting device is 1 or A plurality of tilt cylinders, and one or a plurality of trim cylinders, each trim cylinder being connected to the piston for partitioning the trim cylinder into a first chamber and a second chamber; A rod penetrating the first chamber, each tilt cylinder being connected to the piston and partitioning the tilt cylinder into a first chamber and a second chamber, and penetrating the first chamber of the tilt cylinder. The outboard motor lifting device includes a rod, and connects a hydraulic pressure source, the hydraulic pressure source, a second chamber of the one or more tilt cylinders, and a second chamber of the one or more trim cylinders. First A terminal, a second oil path connected to the first chamber of at least one of the one or more trim cylinders, and a switching valve provided on the second oil path. And a control unit for controlling the switching valve with reference to a hull state signal.

  In addition, for this purpose, the terminal device according to one aspect of the present invention is a terminal device for remotely controlling an outboard motor lifting device that lifts and lowers the outboard motor, and the outboard motor lifting device includes: One or a plurality of tilt cylinders and one or a plurality of trim cylinders, each trim cylinder being connected to the piston and partitioning the trim cylinder into a first chamber and a second chamber; A rod penetrating the first chamber of the cylinder, and each tilt cylinder is connected to the piston for partitioning the tilt cylinder into a first chamber and a second chamber, and the first chamber of the tilt cylinder is connected to the piston. The outboard motor elevating device includes a hydraulic source, a first oil passage connecting the hydraulic source and the second chamber of the one or more tilt cylinders, and the first oil. Road and said one or more A second oil passage connecting the second chamber of the trim cylinder; and a switching valve provided on the second oil passage, wherein the terminal device controls the switching valve with reference to a hull state signal. A control unit is provided.

  In addition, for this purpose, an outboard motor lifting system according to one aspect of the present invention is an outboard motor lifting system including an outboard motor lifting apparatus that raises and lowers the outboard motor, and a terminal device, The outboard motor lifting device includes one or more tilt cylinders and one or more trim cylinders, each trim cylinder including a piston that partitions the trim cylinder into a first chamber and a second chamber; A rod connected to the piston and penetrating through the first chamber of the trim cylinder, and each tilt cylinder is connected to the piston, which partitions the tilt cylinder into a first chamber and a second chamber, and to the piston. A rod penetrating the first chamber of the tilt cylinder, and the outboard motor lifting device includes a hydraulic pressure source, the hydraulic pressure source, the second chamber of the one or more tilt cylinders, and the one or more trims. Cylinder A first oil passage connecting the second chamber, a second oil passage connected to at least one of the one or more trim cylinders, and a second oil passage provided on the second oil passage. A switching valve, and the terminal device includes a control unit that controls the switching valve with reference to a hull state signal.

  In addition, for this purpose, an outboard motor lifting system according to one aspect of the present invention is an outboard motor lifting system including an outboard motor lifting apparatus that raises and lowers the outboard motor, and a terminal device, The outboard motor lifting device includes one or more tilt cylinders and one or more trim cylinders, each trim cylinder including a piston that partitions the trim cylinder into a first chamber and a second chamber; A rod connected to the piston and penetrating through the first chamber of the trim cylinder, and each tilt cylinder is connected to the piston, which partitions the tilt cylinder into a first chamber and a second chamber, and to the piston. A rod penetrating the first chamber of the tilt cylinder, and the outboard motor lifting device connects a hydraulic pressure source, the hydraulic pressure source, and the second chamber of the one or more tilt cylinders. And the first A second oil passage connecting the road and the second chamber of the one or more trim cylinders, and a switching valve provided on the second oil passage, the terminal device refers to the hull state signal And a control unit for controlling the switching valve.

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

It is a figure which shows the usage example of the outboard motor raising / lowering apparatus which concerns on Embodiment 1, and the schematic internal structure of an outboard motor. FIG. 3 is a front view illustrating an example of the configuration of the outboard motor lifting apparatus according to the first embodiment. 1 is a side cross-sectional view of an outboard motor lifting apparatus according to Embodiment 1. FIG. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 1 with the structure of a terminal device. It is a block diagram which shows the specific structure of the control part of the terminal device which concerns on Embodiment 1, and an outboard motor raising / lowering apparatus. It is a figure which shows the example of the operation button which the instruction | indication reception part of the terminal device which concerns on Embodiment 1 displays. FIG. 3 is a circuit diagram illustrating a circuit configuration example of a terminal control unit of the terminal device according to the first embodiment. It is a figure which shows an example of control of the switching valve by the terminal control part of the terminal device which concerns on Embodiment 1. FIG. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 2 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 3 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 4 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 5 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 6 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 7 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 8 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 9 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 10 with the structure of a terminal device. It is a figure which shows the structure of the engine periphery of the outboard motor which concerns on Embodiments 1-10.

Embodiment 1
Hereinafter, an outboard motor lifting system according to a first embodiment of the present invention will be described with reference to FIGS. The outboard motor lifting system according to this embodiment includes an outboard motor lifting apparatus 1 and a terminal device 500 that remotely controls the outboard motor lifting apparatus 1.

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

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

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

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

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

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

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

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

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

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

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

(Configuration of outboard motor lifting device periphery and terminal device)
Next, the periphery of the hydraulic circuit of the outboard motor lifting apparatus 1 and the configuration of the terminal device 500 will be described with reference to FIGS. 4 and 5. FIG. 4 is a view showing the periphery of the hydraulic circuit of the outboard motor lifting apparatus 1 together with the configuration of the terminal device 500. In FIG. 4, the same members as those already described are denoted by the same reference numerals. FIG. 5 is a block diagram showing more specific configurations of the terminal device 500 and the control unit 100 of the outboard motor lifting apparatus 1.

  As shown in FIG. 4, the outboard motor lifting apparatus 1 includes a motor 16, a pump 42, a first check valve 44a, a second check valve 44b, an up blow valve 46a, a down blow valve 46b, a main valve ( 48), manual valve 52, thermal valve 54, tilt cylinder 14, trim cylinder 12, tank 18, filters F1 to F2, first flow path C1 to ninth flow path C9, control unit 100, and transmission / reception unit 400.

  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 user. The tank 18 stores hydraulic oil.

  As an example, the operation lever of the hull 200 includes an up button for instructing the ascent of the outboard motor lifting device 1 and a down button for instructing the lowering of the outboard motor lifting device 1. A signal indicating the user's instruction input via the button may be a lift signal SIG_UD.

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

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

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

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

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

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

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

  The first check valve 48b is connected to the lower chamber 14g of the tilt cylinder 14 via the filter F1 and the third flow path C3. 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. Moreover, as shown in FIG. 4, the upper chamber oil supply valve 56 is connected to the 4th flow path C4.

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

  The first flow path C1 and the third flow path C3 that connect the pump 42 and the lower chamber 14g of the tilt cylinder 14 via the main valve 48 and the filter F1 are also collectively referred to as a 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. 4, 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.

(Transmission / reception unit and control unit)
As shown in FIGS. 4 and 5, the outboard motor lifting apparatus 1 includes a control unit 100 and a transmission / reception unit 400. 4 and 5, the terminal device 500 includes a terminal transmission / reception unit 502, a terminal control unit 504, and an instruction reception unit 506 as an example.

  For example, the transmission / reception unit 400 receives an ignition signal SIG_IG, a hull state signal SIG_IN, and a lift signal SIG_UD, and the transmission / reception unit 400 sends information indicating the values of these signals to the terminal transmission / reception unit 502 of the terminal device 500. Send.

  Various signals input to the transmission / reception unit 400 are transmitted via a wired or wireless network configured on the hull 200. These signals may be analog signals or digital signals. In a configuration in which an analog signal is input, the transmission / reception unit 400 may include an A / D conversion unit that converts the analog signal into a digital signal and transmits the digital signal to the terminal transmission / reception unit 502.

  Although a specific standard for transmitting a digital signal does not limit the present embodiment, an example is NMEA2000 (registered trademark) established by NMEA (National Marine Electronics Association).

  The terminal transmission / reception unit 502 receives information indicating the signal values of the ignition signal SIG_IG, the hull state signal SIG_IN, and the lift signal SIG_UD transmitted by the transmission / reception unit 400. The terminal transmission / reception unit 502 supplies information indicating these received signal values to the terminal control unit 504.

  The terminal control unit 504 refers to the ignition signal SIG_IG, the hull state signal SIG_IN, and the lift signal SIG_UD received by the terminal transmission / reception unit 502, and determines whether the switching valve 60 should be opened or closed. The determination signal SIG_DEC indicating the determination result is generated. The determination signal SIG_DEC is transmitted to the transmission / reception unit 400 via the terminal transmission / reception unit 502, and the transmission / reception unit 400 supplies the received determination signal to the control unit 100.

  More specifically, the terminal control unit 504 includes a signal acquisition unit 602 and a calculation unit 600 as shown in FIG. The signal acquisition unit 602 acquires information indicating the signal values of the ignition signal SIG_IG, the hull state signal SIG_IN, and the lift signal SIG_UD from the terminal transmission / reception unit 502, and supplies the acquired information to the calculation unit 600. The calculation unit 600 performs the above-described determination process. In addition, since the specific determination process by the terminal control unit 504 will be described later with reference to the drawings, the description is omitted here.

  In addition, although communication between the transmission / reception part 400 and the terminal transmission / reception part 502 is implement | achieved by wireless connection as an example, this is not limited to this embodiment, It is good also as a structure implement | achieved by wired connection.

  When implemented as a wireless connection, as an example, a wireless connection in accordance with a wireless communication standard such as LTE (Long Term Evolution), a global Internet connection, a wireless LAN (Local Area Network), Bluetooth (registered trademark), etc. The connection may be realized by at least one of the local network connections or a combination thereof. However, these connection modes do not limit the present embodiment.

  When performing mooring work or maintenance, the user may leave the hull 200. By realizing communication between the transmission / reception unit 400 and the terminal transmission / reception unit 502 by wired or wireless connection, user convenience can be improved.

  In the above description, the transmission / reception unit 400 obtains the ignition signal SIG_IN and transmits the ignition signal SIG_IN to the terminal device 500 as an example. However, this does not limit the present embodiment. In the determination process in the terminal control unit 504, the ignition signal SIG_IN may not be transmitted to the terminal device 500 in a configuration that does not need to refer to the ignition signal SIG_IN.

  As an example, the control unit 100 includes a control signal generation circuit 700 as shown in FIG. The control signal generation circuit 700 refers to the determination signal SIG_DEC acquired by the transmission / reception unit 400 and generates a control signal SIG_CONT according to the determination signal SIG_DEC. More specifically, when the determination signal SIG_DEC acquired by the transmission / reception unit 400 indicates that the switching valve 60 should be in an open state, the control signal generation circuit 700 sets the switching valve 60 in an open state. A control signal SIG_CONT is generated and supplied to the switching valve 60. On the other hand, when the determination signal SIG_DEC acquired by the transmission / reception unit 400 indicates that the switching valve 60 should be closed, the control signal generation circuit 700 controls the control signal SIG_CONT to close the switching valve 60. Is supplied to the switching valve 60.

(Instruction reception part)
4 and 5, the terminal device 500 includes an instruction receiving unit 506. The instruction receiving unit 506 is configured to receive an instruction from the user regarding the outboard motor lifting apparatus 1. As an example, an up button for instructing the ascent of the outboard motor lifting apparatus 1, and the outboard motor lifting apparatus 1 may be provided with a down button for instructing lowering. As shown in FIG. 6, the instruction receiving unit 506 includes a display unit, and the display unit includes an up button (“UP” in FIG. 6) and a down button (“DOWN” in FIG. 6) as GUI (Graphical User Interface). ') May be displayed, and an instruction from the user may be accepted as a user input to these GUIs.

  When the instruction receiving unit 506 receives an instruction from the user regarding the lifting / lowering of the outboard motor lifting / lowering device 1, the terminal control unit 504 replaces the lifting signal SIG_UD supplied from the terminal transmission / reception unit 502 with the instruction receiving unit 506. It is good also as a structure which determines whether the switching valve 60 should be made into an open state or a closed state with reference to the received said user's instruction | indication.

  Further, when the terminal device 500 is configured to include the instruction receiving unit 506, the transmission / reception unit 400 may be configured not to transmit the lift signal SIG_UD to the terminal device 500.

  In the following description, unless otherwise particularly confused, a signal indicating an instruction from the user regarding raising and lowering of the outboard motor lifting apparatus 1 and the above-described lifting signal SIG_UD are collectively referred to as a lifting signal SIG_UD.

(Configuration example of calculation unit 600)
The arithmetic unit 600 may be realized by a logic circuit (hardware) formed in an integrated circuit (IC chip) or the like, or may be realized as software by executing a program on a processor.

  FIG. 7 is a circuit diagram showing a configuration example when the arithmetic unit 600 is realized as a logic circuit. As illustrated in FIG. 7, the terminal control unit 504 according to the present 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. The 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.

  The ignition signal SIG_IG acquired by the signal acquisition unit 602 from the terminal transmission / reception unit 502 includes, via the first connector 101, the collector electrode of the first switching element 121, the collector electrode of the third switching element 123, and the second Is input to the drain electrode of the switching element 122.

  The hull state signal SIG_IN acquired by the signal acquisition unit 602 from the terminal transmission / reception unit 502 is input to the base electrode of the first switching element 121 via the second connector 102 and the diode 111. On the other hand, the emitter current of the first switching element 121 is input to the base electrode of the third switching element 123 via the diode 112.

  The lift signal SIG_UD acquired by the signal acquisition unit 602 from the terminal transmission / reception unit 502 or the instruction reception unit 506 is input to the base electrode of the fourth switching element 124 through the third connector 103 and the diode 113. On the other hand, the lift signal SIG_UD is input to the base electrode of the fifth switching element 125 via the third connector 103 and 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 determination signal (switching valve control signal) SIG_DEC is output from the source electrode of the second switching element 122. The determination signal (switching valve control signal) SIG_DEC is supplied to the terminal transmission / reception unit 502 via the fourth connector 104 and transmitted to the transmission / reception unit 400.

(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.

  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. 8, the example of control of the switching valve 60 by the control part 100 and the terminal control part 504 is demonstrated.

  FIG. 8 shows 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 user indicated by the lift signal SIG_UD, and the state of the switching valve 60 controlled by the control unit 100 and the terminal control unit 504. It is the table | surface which illustrates these.

  In the example shown in FIG. 6, when the hull state signal SIG_IN indicates “engine on” or “in gear”, regardless of whether the lift signal SIG_UD indicates “up”, “down”, or “hold”, The terminal control unit 504 generates a determination signal SIG_DEC indicating that the switching valve 60 should be in an open state. The control unit 100 that has acquired the determination signal SIG_DEC opens the switching valve 60 by supplying the control signal SIG_CONT.

  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. 8, 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 terminal control unit 504 switches the switching valve. A determination signal SIG_DEC indicating that 60 should be in a closed state is generated. The control unit 100 that has acquired the determination signal SIG_DEC closes the switching valve 60 by supplying the control signal SIG_CONT.

  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. 8, when the hull state signal SIG_IN indicates “engine off” or “not in gear” and the lift signal SIG_UD indicates “down”, the terminal control unit 504 opens the switching valve 60. A determination signal SIG_DEC indicating that it should be generated is generated. The control unit 100 that has acquired the determination signal SIG_DEC opens the switching valve 60 by supplying the control signal SIG_CONT.

  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 terminal control unit 504 may determine that the switching valve 60 should be closed. .

  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 terminal control unit 504 determines that the switching valve 60 should be closed. May be.

  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.

  In addition, 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 It is good also as a structure performed by the control part 504 or the control part 100. FIG. In the case of such a configuration, the terminal control unit 504 or 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 refer to other signals. Then, either the open state or the closed state 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.

<Additional Notes for Embodiment 1>
Although partly described above, the invention described in this specification includes the following configurations. That is, the lift signal SIG_UD is generated in accordance with a user instruction received by the instruction receiving unit 506, and the lift signal SIG_UD is supplied to the control unit 100 via the terminal transmission / reception unit 502 and the transmission / reception unit 400. And the control part 100 drives the motor 16 according to the raising / lowering signal SIG_UD. In such a configuration, the outboard motor lifting apparatus 1 may not include the switching valve 60. Even with such a configuration, the user can control the lifting and lowering of the outboard motor lifting apparatus 1 using the terminal device 500, so the convenience of the user is improved.

[Embodiment 2]
Below, the structure of the outboard motor raising / lowering apparatus 1a with which the outboard motor raising / lowering system which concerns on Embodiment 2 is provided is demonstrated with reference to FIG. FIG. 9 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. 9, the same members as those already described are denoted by the same reference numerals.

  As shown in FIG. 9, the outboard motor lifting / lowering apparatus 1 a 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. 9, the outboard motor lifting / lowering apparatus 1a according to the present 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. .

  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 3]
Below, the structure of the outboard motor raising / lowering apparatus 1b with which the outboard motor raising / lowering system which concerns on Embodiment 3 is provided is demonstrated with reference to FIG. FIG. 10 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. 10, the same members as those already described are denoted by the same reference numerals.

  As shown in FIG. 10, the outboard motor lifting apparatus 1b according to the present embodiment includes a first trim cylinder 12-1 and a second trim cylinder 12-2, and the first trim cylinder 12-1 and the second trim cylinder. 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 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.

  Even with the above configuration, the same effect as the outboard motor lifting device described in the first embodiment can be obtained.

[Embodiment 4]
Below, the structure of the outboard motor raising / lowering apparatus 1c with which the outboard motor raising / lowering system which concerns on Embodiment 4 is provided is demonstrated with reference to FIG. FIG. 11 is a view showing a hydraulic circuit of the outboard motor lifting / lowering apparatus 1c according to this embodiment together with the control unit 100. In FIG. 11, the same members as those already described are denoted by the same reference numerals.

  As shown in FIG. 11, 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.

  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 5]
Below, the structure of the outboard motor raising / lowering apparatus 1d with which the outboard motor raising / lowering system which concerns on Embodiment 5 is provided is demonstrated with reference to FIG. FIG. 12 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. 12, the same members as those already described are denoted by the same reference numerals.

  As shown in FIG. 12, 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.

  Even with such a configuration, the same effect as the outboard motor lifting device described in the first embodiment 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 6]
Below, the structure of the outboard motor raising / lowering apparatus 1e with which the outboard motor raising / lowering system which concerns on Embodiment 6 is provided is demonstrated with reference to FIG. FIG. 13 is a view showing a hydraulic circuit of the outboard motor lifting / lowering apparatus 1e according to this embodiment together with the control unit 100. In FIG. 13, the same members as those already described are denoted by the same reference numerals.

  As shown in FIG. 13, in the outboard motor lifting / lowering 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.

  Even with such a configuration, the same effect as the outboard motor lifting device described in the first embodiment 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 7]
Below, the structure of the outboard motor raising / lowering apparatus 1f with which the outboard motor raising / lowering system which concerns on Embodiment 7 is provided is demonstrated with reference to FIG. FIG. 14 is a view showing a hydraulic circuit of the outboard motor lifting apparatus 1 f according to the present embodiment together with the control unit 100. In FIG. 14, the same members as those already described are denoted by the same reference numerals.

  As shown in FIG. 14, the outboard motor lifting apparatus 1f according to the present embodiment includes a twelfth flow path C12 connected to the eighth flow path 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 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 application of excessive hydraulic pressure to 60, the same effects as in the first embodiment can be obtained.

  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 the outboard motor lifting devices shown in FIGS. 9 to 13 and FIGS. 15 to 17 described later, similarly, the switching valve 60 and the trim cylinder 12 (12-1) in the eighth flow path C8 are connected. In the middle, one end of the protective valve 71 can be connected via the twelfth flow path C12.

[Embodiment 8]
Hereinafter, the configuration of the outboard motor lifting apparatus 1g included in the outboard motor lifting system according to the eighth embodiment will be described with reference to FIG. FIG. 15 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. 15, the same members as those already described are denoted by the same reference numerals.

  As shown in FIG. 15, in the outboard motor lifting apparatus 1g according to the present 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 protection 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. 9 to 11, 14 and FIGS. 16 to 17 described later, similarly, in the eighth flow path C8, between the switching valve 60 and the tank 18. The protective valve (holding valve) 72 can be provided.

[Embodiment 9]
Hereinafter, the configuration of the outboard motor lifting apparatus 1h included in the outboard motor lifting system according to the ninth embodiment will be described with reference to FIG. FIG. 16 is a diagram illustrating a hydraulic circuit of the outboard motor lifting apparatus 1 h according to the present 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 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. 16, the outboard motor lifting 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. 16, 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.

  Further, as shown in FIG. 16, in the outboard motor lifting apparatus 1 h according to the present 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.

  As shown in FIG. 16, in the outboard motor lifting apparatus 1 h according to this embodiment, the sixth flow path C <b> 6 is also connected to the manual valve 52. As shown in FIG. 16, a protection valve 82 is connected to the sixth channel C <b> 6, and the sixth channel C <b> 6 is connected to the tank 18 through 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.

  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 10]
Hereinafter, an outboard motor lifting system included in an outboard motor lifting system according to a tenth embodiment of the present invention will be described with reference to FIG. The outboard motor lifting system according to this embodiment includes an outboard motor lifting apparatus 1 i and a terminal device 500 that remotely controls the outboard motor lifting apparatus 1.

  The outboard motor lifting / lowering apparatus 1i according to the present embodiment is different from the outboard motor lifting / lowering apparatus 1 according to the first embodiment in the oil passage configuration. The other configuration of the outboard motor lifting / lowering device 1i is the same as that of the outboard motor lifting / lowering device 1, and thus the description thereof is omitted. Further, since the terminal device 500 according to the present embodiment is the same as the terminal device 500 according to the first embodiment, description thereof is omitted.

  FIG. 17 is a view showing the periphery of the hydraulic circuit of the outboard motor lifting / lowering apparatus 1 i according to the present embodiment together with the configuration of the terminal device 500.

  As shown in FIG. 17, the outboard motor lifting / lowering apparatus 1i includes a motor 16, a pump 42, a first check valve 44a, a second check valve 44b, an up blow valve 46a, a down blow valve 46b, and a main valve 48. A manual valve 52, a thermal valve 54, a tilt cylinder 14, a trim cylinder 12, a tank 18, filters F1 to F3, a first flow path C1 to a seventh flow path C7, and a control unit 100.

  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 user. The tank 18 stores hydraulic oil.

  As shown in FIG. 17, 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.
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.

  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. In addition, as shown in FIG. 17, 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.

  A sixth flow path C6 (also referred to as a second oil path) connects the third flow path C3 and the lower chamber 12g of the trim cylinder 12. A switching valve 60 is disposed on the sixth flow path C6.

  The seventh flow path C7 connects the first check valve 44a, the second check valve 44b, and the upper chamber 12f of the trim cylinder 12 to each other, and is connected to the tank 18 via the filter F3. Yes.

  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. 17, the switching valve 60 provided on the sixth flow path C6 is driven by a solenoid 62 and a solenoid 62, and includes a plunger 64 that closes or opens the sixth flow path C6. ing. The solenoid 62 is supplied with a control signal SIG_CONT from the control unit 100 described later, and the solenoid 62 is switched ON / OFF based on the control signal SIG_CONT.

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

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

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

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

  Also by the outboard motor lifting / lowering apparatus 1i and the terminal device 500 as described above, the speed of raising / lowering the outboard motor can be automatically changed.

  Hereinafter, as the tenth embodiment, another specific example of the hull state signal SIG_IN described in the first to tenth 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 to tenth embodiments. can do.

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 (C) Signals that can be acquired by the terminal device 500 alone . However, depending on the type of signal, there are also signals that are classified in duplicate in any one of (A) to (C).

  Examples of the outboard motor performance signal that can be acquired from the outboard motor 300 and the control by the terminal control unit 504 (hereinafter also simply referred to as a control unit) referring to the outboard motor performance signal 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. 8. 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. 8, and when the engine is neutral, the control unit “not engine off or in gear” in FIG. 8. 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. 8 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 control similar to the control of the “engine on or in gear” state in FIG. 8, 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. 8, 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. 8 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. 8, 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. 8 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 control similar to the control of the “engine on or in gear” state in FIG. 8, 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. 8 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. 8, 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. 8 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 in the “engine on or in-gear” state in FIG. 8, 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 control similar to the control of the “engine on or in gear” state in FIG. 8, and when the battery voltage is lower than the predetermined value. A configuration similar to the control in the state of “not engine off or in-gear” in FIG. 8 may be 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 10 and the outboard motor 300 according to this embodiment include a generator connected to the engine 301 included in the outboard motor 300.

  FIG. 18 is a block diagram showing a configuration around the engine 301 of the outboard motor 300. As shown in FIG. 18, 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. 17, from the generator 310, in addition to the conducting wire 310a to the main battery 310a, the conducting wire 310b to the spare battery is drawn out. The conducting wire 310b is connected to the control units 100, 100a, and 100b, and the potential of the conducting wire 310b is referred to by the control unit as the output voltage of the generator.

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

  Further, the control unit refers to the output voltage of the generator as the hull state signal SIG_IN, and when the output voltage of the generator exceeds the second threshold value related to the voltage, determines that the navigation state is present, 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-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 terminal control unit 504 (hereinafter also simply referred to as a control unit) referring to the hull (main body) performance signal are as follows. .

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

  The control unit switches the switching valve 60 according to the impact signal. More specifically, the control unit switches the switching valve 60 according to the impact received by the hull 200 or the presence or absence of the impact signal itself. For example, when the impact is equal to or greater than a predetermined value, the control unit performs the same control as the control of the “engine on or in gear” state in FIG. 8, and when the impact is smaller than the predetermined value, or the signal is In the case where there is not, the configuration may be such that the same control as the control in the state of “not engine off or in-gear” in FIG. 8 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. 8. When there is no obstacle or when there is no signal, the control unit in FIG. What is necessary is just to set it as the structure which performs control similar to control of the state of "it is not an engine off or an in-gear".

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

  When the ship speed indicated by the GPS signal is equal to or higher than a predetermined value, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 8, and the ship speed indicated by the GPS signal is a predetermined value. In the case where it is smaller, a configuration similar to the control in the state of “not engine off or in-gear” in FIG. 8 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 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. 8, and when the vibration of the transom is smaller than the predetermined value, Alternatively, when there is no signal, the same control as that in the state of “not engine off or in-gear” in FIG. 8 may be performed.

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

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

  The control unit switches the switching valve 60 according to the vibration signal. More specifically, the control unit switches the switching valve 60 according to the vibration indicated by the vibration signal or the presence / absence of the vibration signal itself. For example, when the vibration indicated by the vibration signal is equal to or greater than a predetermined value, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 8, and the vibration indicated by the vibration signal is equal to the predetermined value. 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. 8 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. 8. 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. 8. When there is no obstacle or when there is no signal, the control unit in FIG. What is necessary is just to set it as the structure which performs control similar to control of the state of "it is not an engine off or an in-gear".

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

  The control unit switches the switching valve 60 according to the audio signal. For example, the control unit may be configured to perform control similar to the control in FIG. 8 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.

  Subsequently, a signal that can be acquired by the terminal device 500 alone, and a control example by the terminal control unit 504 (hereinafter also simply referred to as a control unit) referring to such a signal are as follows.

  In the configuration in which the hull state signal SIG_IN can be acquired by the terminal device 500 alone, the transmission / reception unit 400 included in the outboard motor lifting / lowering apparatus 1 does not need to transmit the hull state signal SIG_IN to the terminal device 500. Further, as described above, the ignition signal SIG_IG is not essential, and the lift signal SIG_UD can be acquired from the instruction receiving unit 506 of the terminal device 500. In such a configuration, the terminal device 500 can control the switching valve 60 using information that can be acquired by the terminal device 500 alone without acquiring any signal from the transmission / reception unit 400.

(C-1) Position information of terminal device by GPS Position information indicating the position of the terminal device 500 specified with reference to the GPS signal, with the terminal device 500 configured to acquire a GPS (Global Positioning System) signal May be used as the hull state signal SIG_IN.

  For example, when the position information indicates that the terminal device 500 is moving, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. In a case where the terminal device 500 indicates that it is not moving, a configuration similar to the control in the state of “not engine off or in gear” in FIG. 8 may be performed.

(C-2) Location information of terminal device specified by communication with access point The terminal device 500 is configured to be able to communicate with a plurality of access points, and the location information specified by communication with the plurality of access points is The hull state signal SIG_IN may be used. Here, the access point includes a base station for performing LTE communication and an access point for performing Ethernet (registered trademark) connection.

  For example, when the position information indicates that the terminal device 500 is moving, the control unit performs the same control as the control of the “engine on or in gear” state in FIG. When the terminal device 500 indicates that the terminal device 500 is not moving, a configuration similar to the control in the state of “not engine off or in-gear” in FIG. 8 may be performed.

  Note that signals that can be acquired by the terminal device 500 alone are not limited to the above (C-1) and (C-2). The terminal device 500 can be configured to be able to acquire at least one of the above-described (A-1) to (A-12) and (B-1) to (B-10). As an example, (A-12) an atmospheric pressure signal, (B-2) an azimuth signal, (B-8) an IP image signal (or simply an image signal), and (B-10) an audio signal are an atmospheric pressure sensor and an azimuth sensor. If it is terminal device 500 provided with a camera and a microphone, it can acquire easily.

[Example of software implementation]
The control unit 100 and the terminal control unit 504 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). Also good.

  In the latter case, the control unit 100 and the terminal control unit 504 are a CPU that executes instructions of a program that is software that realizes each function, and a ROM (the above-described program and various data are recorded so as to be readable by a computer (or CPU)). A Read Only Memory) or a storage device (these are referred to as “recording media”), a RAM (Random Access Memory) for expanding the program, and the like are provided. 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, 60-1, 60-2 switching valve 100 control unit 121 first switching element 122 second switching element 200 hull (main body)
300 Outboard motor 301 Engine 302 Power transmission mechanism 303 Propeller 310 Generator 400 Transmission / reception unit 500 Terminal device 502 Terminal transmission / reception unit 504 Terminal control unit (control unit)
506 Instruction accepting unit 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 (21)

A terminal device for remotely controlling an 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;
A first oil passage connecting the hydraulic pressure source, a second chamber of the one or more tilt cylinders, and a 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 terminal device
A control unit that controls the switching valve with reference to a hull state signal ;
The controller is
With reference to the hull state signal, the navigation state and the stop state are determined,
When the navigation state is determined, the switching valve is controlled to be in an open state,
The terminal device , wherein when it is determined that the ship is stopped, the switching valve is controlled to be in a closed state . The trim cylinder includes at least a first trim cylinder and a second trim cylinder,
The terminal 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 terminal 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 terminal device according to claim 1, comprising: The trim cylinder includes at least a first trim cylinder and a second trim cylinder,
The terminal 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 terminal device according to any one of claims 1 to 5.   The terminal device 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.   8. The terminal device according to claim 1, wherein one end of a protective valve is connected between the switching valve and the trim cylinder in the second oil passage. 9. The second oil passage is connected to the oil storage tank via the switching valve,
6. The terminal device according to claim 1, 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 terminal 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. apparatus. A terminal device for remotely controlling an 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 for partitioning the trim cylinder into a first chamber and a second chamber; and 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; and a rod that is connected to the piston and penetrates the first chamber of the tilt cylinder;
The outboard motor lifting device is:
A hydraulic source;
A first oil passage connecting the hydraulic source and the second chamber of the one or more tilt cylinders;
A second oil passage connecting the first oil passage and the second chamber of the one or more trim cylinders;
A switching valve provided on the second oil passage,
The terminal device
A control unit that controls the switching valve with reference to a hull state signal ;
The controller is
With reference to the hull state signal, the navigation state and the stop state are determined,
When the navigation state is determined, the switching valve is controlled to be in an open state,
The terminal device , wherein when it is determined that the ship is stopped, the switching valve is controlled to be in a closed state . The hull state signal is an output voltage of a generator connected to an engine included in the outboard motor,
The terminal device according to any one of claims 1 to 11, wherein the control unit determines the navigation state when an output voltage of the generator is equal to or higher than a first threshold value related to a voltage. The hull state signal is an output voltage of a generator connected to an engine included in the outboard motor,
The terminal device according to any one of claims 1 to 11, wherein the control unit determines the navigation state when an output voltage of the generator exceeds a second threshold value related to a voltage. The hull state signal is a signal related to the engine speed of the outboard motor,
The terminal device according to any one of claims 1 to 11, wherein the control unit determines that the navigation state is present when the engine speed is equal to or greater than a first threshold value related to the speed. . The hull state signal is a signal related to the engine speed of the outboard motor,
The terminal device according to any one of claims 1 to 11, wherein the control unit determines the navigation state when the engine rotational speed exceeds a second threshold value related to the rotational speed. The hull state signal is an analog signal,
The controller is
A first switching element having a base electrode to which the hull state signal is input; a gate electrode to which a signal corresponding to an emitter current of the first switching element is input; and a source electrode connected to the switching valve. terminal device according to any one of claims 1 to 15, characterized in that it comprises a second switching element having. An outboard motor lifting system including an outboard motor lifting device for raising and lowering the outboard motor, and a terminal device,
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;
A first oil passage connecting the hydraulic pressure source, a second chamber of the one or more tilt cylinders, and a 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 terminal device
A control unit that controls the switching valve with reference to a hull state signal ;
The controller is
With reference to the hull state signal, the navigation state and the stop state are determined,
When the navigation state is determined, the switching valve is controlled to be in an open state,
The outboard motor lifting system , wherein the switching valve is controlled to be in a closed state when it is determined that the boat is stopped . An outboard motor lifting system including an outboard motor lifting device for raising and lowering the outboard motor, and a terminal device,
The outboard motor lifting device is:
One or more tilt cylinders;
One or more trim cylinders;
With
Each trim cylinder is
A piston for partitioning the trim cylinder into a first chamber and a second chamber; and 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; and a rod that is connected to the piston and penetrates the first chamber of the tilt cylinder;
The outboard motor lifting device is:
A hydraulic source;
A first oil passage connecting the hydraulic source and the second chamber of the one or more tilt cylinders;
A second oil passage connecting the first oil passage and the second chamber of the one or more trim cylinders;
A switching valve provided on the second oil passage,
The terminal device
A control unit that controls the switching valve with reference to a hull state signal ;
The controller is
With reference to the hull state signal, the navigation state and the stop state are determined,
When the navigation state is determined, the switching valve is controlled to be in an open state,
The outboard motor lifting system , wherein the switching valve is controlled to be in a closed state when it is determined that the boat is stopped . The controller is
With reference to the hull state signal, a determination unit that determines whether the switching valve should be in an open state or a closed state,
The outboard motor lifting device is:
The outboard motor lifting system according to claim 17 or 18 , further comprising a control signal generation unit that generates a control signal corresponding to a determination result by the determination unit and supplied to the switching valve. A program for causing a computer to function as the terminal device according to any one of claims 1 to 11,
A program for causing a computer to function as the control unit. A computer-readable recording medium on which the program according to claim 20 is recorded.

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