WO2019038931A1

WO2019038931A1 - Outboard motor lifting device

Info

Publication number: WO2019038931A1
Application number: PCT/JP2017/031566
Authority: WO
Inventors: 貴彦齋藤
Original assignee: 株式会社ショーワ
Priority date: 2017-08-25
Filing date: 2017-09-01
Publication date: 2019-02-28
Also published as: JP6364115B1; JP2019038418A

Abstract

In order to achieve an outboard motor lifting device which can automatically change the speed of lifting depending on the state of the outboard motor, this outboard motor lifting device (1) is provided with a second oil path which is connected to an upper chamber (12f) of a trim cylinder 12, a switching valve (60) which is provided between a lower chamber (14g) of a tilt cylinder (14) and a lower chamber (12g) of the trim cylinder (12), a retaining valve 71 and a protective valve 72 which are provided on the second oil path, and a control unit (100) which controls the switching valve (60).

Description

Outboard motor lifting device

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

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

Japanese Patent Publication No. 58-028159 Japanese Patent Publication "Japanese Patent Application Laid-Open No. 2-99494"

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

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

To this end, the present invention relates to an outboard motor elevator apparatus for raising and lowering an outboard motor, comprising: one or more tilt cylinders; and one or more trim cylinders; A piston for dividing a 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 comprising the tilt cylinder as the first chamber The outboard motor lifting device includes: a piston divided into a second chamber; and a rod connected to the piston and penetrating the first chamber of the tilt cylinder, the outboard motor lifting device comprising: a hydraulic source; the hydraulic source; Connected to the first oil passage connecting the second chambers of the plurality of tilt cylinders and the second chamber of the one or more trim cylinders, and the first chamber of at least one of the one or more trim cylinders A second oil passage, and a switching valve provided between the second chamber of the one or more tilt cylinders in the first oil passage and the second chamber of the one or more trim cylinders; An outboard motor elevator apparatus comprising: a holding valve and a protection valve provided on the second oil path; and a control unit that controls the switching valve with reference to a hull state signal. .

Further, according to the present invention, in an outboard motor lifting apparatus for raising and lowering an outboard motor, the outboard motor lifting apparatus includes: one or more tilt cylinders; and one or more trim cylinders; A piston divided into a chamber and a second chamber, and a rod connected to the piston and penetrating the first chamber of the trim cylinder, wherein each tilt cylinder includes the tilt cylinder, the first chamber and the second chamber And the rod connected to the piston and penetrating through the first chamber of the tilt cylinder, the outboard motor lifting device includes a hydraulic pressure source, the hydraulic pressure source, and the one or more tilt cylinders A first oil passage connecting the second chamber and the switching valve provided on the first oil passage, and connecting the hydraulic pressure source and the second chamber of the tilt cylinder; Hydraulic source and above A second connection state for connecting the second cylinder of the rim cylinder and a second connection for connecting the hydraulic pressure source and the second chamber of the tilt cylinder while not connecting the hydraulic pressure source and the second chamber of the trim cylinder An outboard motor elevator apparatus comprising: a switching valve for switching between the connection states and a control unit for controlling the switching valve with reference to a hull state signal.

With this configuration, the speed of raising and lowering the outboard motor can be automatically changed.

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

FIG. 2 is a view showing a usage example of the outboard motor elevator according to Embodiment 1 and a schematic internal configuration of the outboard motor. FIG. 1 is a front view showing an example of the configuration of an outboard motor elevator according to a first embodiment. FIG. 1 is a side sectional view of an outboard motor elevator according to a first embodiment. FIG. 2 is a diagram showing a hydraulic circuit of the outboard motor elevator according to Embodiment 1 together with a control unit. FIG. 5 is a circuit diagram showing an exemplary configuration of a control unit according to the first embodiment. FIG. 6 is a view showing an example of control of a switching valve by a control unit according to the first embodiment. FIG. 7 is a block diagram showing the configuration of a control unit according to a second embodiment. FIG. 13 is a block diagram showing the configuration of a control unit according to a third embodiment. FIG. 13 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a fourth embodiment together with a control unit. FIG. 16 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a fifth embodiment together with a control unit. FIG. 7 is a view showing a configuration of an outboard motor and its surroundings according to Embodiment 1 to 5.

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

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

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

The cylinder unit 10 includes, as an example, 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 provided in the cylinder unit 10 does not limit the present embodiment, and the cylinder unit 10 including one or more trim cylinders 12 and one or more tilt cylinders 14 is also implemented in this embodiment. Included in the form. Also, the following description is true for the cylinder unit 10 having such an arbitrary number of trim cylinders 12 and tilt cylinders 14.

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

Further, as shown in FIG. 2, an upper joint 22 is provided at the tip of the piston rod 14 b, and a support member 28 is fixed to the swivel bracket 80. A through hole is formed in each of the upper joint 22 and the support member 28, and the upper joint 22 and the swivel bracket 80 are connected so as to be relatively rotatable via the upper shaft 23 passing through the through holes of these. There is.

Further, through holes are respectively formed at upper ends of the stern bracket 70 and the swivel bracket 80, and as shown in FIG. 3, the stern bracket 70 and the swivel bracket 80 are formed by the support shaft 32 penetrating the through holes. Are connected rotatably relative to each other.

(Trim area and tilt area)
As the piston rod 14b of the tilt cylinder 14 ascends and descends, the swivel bracket 80 ascends and descends, so the outboard motor 300 ascends and descends.

The angular area of the outboard motor 300 adjusted by the raising and lowering of the piston rod 14b of the tilt cylinder 14 is composed of the trim area and the tilt area shown in (a) of FIG. The tilt area is an angle area where the tip of the piston rod 12 b of the trim cylinder 12 can not abut the swivel bracket 80, and the angle adjustment of the outboard motor 300 in the tilt area is performed by the piston rod 14 b of the tilt cylinder 14.

On the other hand, the trim area is an angle area where the tip of the piston rod 12b of the trim cylinder 12 can contact the swivel bracket 80, and the angle adjustment of the outboard motor 300 in the tilt area is performed by the piston rod 12b of the trim cylinder 12 and the tilt It can be done by both of the piston rods 14 b of the cylinder 14. However, as 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 region.

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

As shown in FIG. 4, the outboard motor lifting device 1 includes a motor 16, a pump 42, a first check valve 44a, a second check valve 44b, an up blow valve 46a, a down blow valve 46b, and a main valve ( Pump port 48, manual valve 52, thermal valve 54, tilt cylinder 14, trim cylinder 12, tank 18, filters F1 to F2, first flow path C1 to seventh flow path C7, and control unit 100 There is.

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

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

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

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

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

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

In the present specification, “upper” and “lower” in the “upper chamber” and “lower chamber” of the tilt cylinder 14 and the trim cylinder 12 are simply names for distinguishing between the upper chamber and the lower chamber, respectively. Is not necessarily meant to be located vertically above the lower chamber. Therefore, the "upper chamber" may be expressed as a first chamber, which is a chamber through which the rod connected to the piston passes, of the first chamber and the second chamber partitioned by the piston in the cylinder. The "lower chamber" may be expressed as a second chamber which is a chamber into which the rod connected to the piston does not penetrate, of the first chamber and the second chamber partitioned by the piston in the cylinder.

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

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

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

The first channel C1 and the third channel C3 connecting the pump 42 and the lower chamber 14g of the tilt cylinder 14 via the main valve 48 and the filter F1 are collectively referred to as a first oil channel.

The sixth flow path C6 (the flow path is also referred to as a first oil path, and may also be referred to as a third oil path) is a third flow path connected to the lower chamber 14g of the tilt cylinder 14. C3 and the lower chamber 12g of the trim cylinder 12 are connected. Moreover, the switching valve 60 is arrange | positioned on the 6th flow path C6.

The seventh flow passage C7 (also referred to as a second oil passage) is connected to the upper chamber 12f of the trim cylinder 12. As shown in FIG. 4, the seventh channel C7 is provided with a first branch channel C7-1 and a second branch channel C7-2 connected in parallel with each other. There is. A holding valve 71 is provided on the first branch flow passage C7-1. A protective valve 72 is provided on the second branch flow channel C7-2.

The seventh flow path C7 is a second shuttle chamber connected to the upper chamber 14f of the tilt cylinder 14 out of the two

shuttle chambers

48d and 48e of the main valve 48 via the holding valve 71 and the protection valve 72. Connected to 48e.

If the pressure of the hydraulic oil in the upper chamber 12f of the trim cylinder 12 is not less than a predetermined pressure, the holding valve 71 does not open. Since the hydraulic oil is not supplied to the upper chamber 12f of the trim cylinder 12 unless the holding valve 71 is opened, the piston rod 12b of the trim cylinder 12 is not lowered. Thus, the holding valve 71 has a role of holding the position of the piston rod 12 b of the trim cylinder 12.

On the other hand, the protective valve 72 opens when the hydraulic pressure of the upper chamber 12 f of the trim cylinder 12 becomes equal to or higher than a predetermined pressure. As a result, the hydraulic oil is recovered from the upper chamber 12 f of the trim cylinder 12 to the second shuttle chamber 48 e of the main valve 48. Thus, the protection valve 72 has a role of suppressing an excessive pressure increase in the upper chamber 12 f of the trim cylinder 12.

Thus, the outboard motor lifting device 1 is provided with the holding valve 71 and the protection valve 72 to maintain the position of the piston rod 12 b of the trim cylinder 12 while the excessive pressure in the upper chamber 12 f of the trim cylinder 12. You can control the rise of

The ninth flow path C9 connects the tank 18 with the first check valve 44a and the second check valve 44.

The first check valve 44a supplies the hydraulic fluid from the tank 18 to the pump 42 when the pump 42 tries to recover the hydraulic fluid even when the trim cylinder 12 and the tilt cylinder 14 contract and complete. Do.

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

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

The down blow valve 46b returns the hydraulic fluid of the approach volume of the piston rod 14b to the tank 18 when the tilt cylinder 14 contracts, and when the trim cylinder 12 contracts, the down blow valve 46b takes the approach volume of the piston rod 12b. The hydraulic oil of the above is returned to the tank 18.

The manual valve 52 can be manually opened and closed, and the hydraulic oil is returned from the lower chamber 14 g of the tilt cylinder 14 to the tank 18 by opening the manual valve 52 at the time of maintenance of the outboard motor lifting apparatus 1 or the like. Be Thereby, the tilt cylinder 14 can be contracted manually.

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

(Switching valve 60)
The switching valve 60 is provided between the lower chamber 14g of the tilt cylinder 14 and the lower chamber 12g of the trim cylinder 12 in the sixth flow passage C6. As shown in FIG. 4, the switching valve 60 provided on the sixth flow path C6 is driven by the solenoid 62 and the plunger 62 for driving the sixth flow path C6 in the blocking state or the opening state. Is equipped. A control signal SIG_CONT is supplied to the solenoid 62 from the control unit 100 described later, and the ON / OFF of the solenoid 62 is switched based on the control signal SIG_CONT.
The switching valve 60 closes the sixth flow passage C6 by being closed when the solenoid 62 is OFF, and opens the sixth flow passage C6 by being opened when the solenoid 62 is ON. It may be configured as a normally closed valve, or the sixth flow path C6 is opened by being open when the solenoid is off, and the sixth flow by being closed when the solenoid is on. It may be configured as a normally open valve that shuts off the passage C6.

When the switching valve 60 is configured as a normally open valve, the sixth channel C6 is opened even if the switching valve 60 does not operate, that is, the lower chamber of the trim cylinder 12 Since 12 g is maintained in communication with the lower chamber 14 g of the tilt cylinder 14, 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 does not operate, the sixth channel C6 is shut off, that is, the trim cylinder 12 The lower chamber 12g and the lower chamber 14g of the tilt cylinder 14 are kept out of communication with each other. Therefore, since the hydraulic oil 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, and the outboard motor 300 can be held continuously.

In the present embodiment, the plunger 64 is provided with a trim lower chamber protection valve 66 for preventing an excessive rise of the hydraulic pressure in the lower chamber 12g of the trim cylinder 12 in the closed state of the sixth flow passage C6. There is.

In the above description, the solenoid 62 is the on / off solenoid, and the plunger 64 takes the sixth channel C6 in either the closed state or the open state as an example. It does not limit the form. A proportional solenoid may be employed as the solenoid 62 so that the plunger 64 can be controlled to any position from the blocking position to the opening position. With such a configuration, the flow rate of the hydraulic oil passing through the sixth flow passage C6 can be finely controlled, so that the ascent and descent of the outboard motor 300 can be more finely controlled.

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

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

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

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

As shown in FIG. 5, the control unit 100 according to the present embodiment is configured to include a first connector 101 to a fourth connector 104, a first switching element 121 to a fifth switching element 125, and the like. . Here, the first switching element 121, the third switching element 123, and the fourth switching element 124 are, for example, transistors, and the second switching elements are, for example, FETs (field effect transistors). It is done.

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

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

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

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

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

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

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

By using the hull state signal SIG_IN as a gear signal, the outboard motor lifting apparatus 1 moves the lifting speed of the outboard motor in accordance with the state of the power transmission mechanism 302 provided in the outboard motor 300 as will be seen below. It can be changed automatically.

The above-mentioned engine signal and in-gear signal are examples of the state signal indicating the state of the outboard motor 300.

(Operation Example of Outboard Motor Lifting Device 1)
(Rise movement)
When the elevation signal SIG_UD indicates “rising”, the pump 42 rotates forward, and hydraulic fluid is pumped from the pump 42 to the first shuttle chamber 48 d of the main valve 48. As a result, the first check valve 48b is opened, the spool 48a is moved to the first check valve 48b side, and the second check valve 48c is opened. As a result, the hydraulic oil is supplied to the lower chamber 14 g of the tilt cylinder 14, and the hydraulic oil is recovered from the upper chamber 14 f of the tilt cylinder 14.

Here, if the switching valve 60 is in the open state, the hydraulic oil is also supplied to the lower chamber 12g of the trim cylinder 12, so 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, when the switching valve 60 is in the closed state, the hydraulic oil is not supplied to the lower chamber 12g of the trim cylinder 12, so the 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 12 g of the trim cylinder 12. The amount of hydraulic oil supplied by the pump 42 per unit time does not change significantly whether the switching valve 60 is open or closed. Therefore, the piston rod 14b of the tilt cylinder 14 ascends faster than when the switching valve 60 is in the open state.

(Descent operation)
When the elevation signal SIG_UD indicates “down”, the pump 42 is reversely rotated, and hydraulic fluid is pumped from the pump 42 to the second shuttle chamber 48 e of the main valve 48. As a result, the second check valve 48 c is opened, the spool 48 a is moved to the second check valve 48 c side, and the first check valve 48 b is opened. As a result, the hydraulic oil is supplied to the upper chamber 14 f of the tilt cylinder 14, and the hydraulic oil is recovered from the lower chamber 14 g of the tilt cylinder 14.

Here, if the switching valve 60 is in the open state, the hydraulic oil is also recovered from the lower chamber 12g of the trim cylinder 12, so 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, when the switching valve 60 is in the closed state, the hydraulic oil is not recovered from the lower chamber 12g of the trim cylinder 12, so the piston rod 14b of the tilt cylinder 14 descends, but the piston rod 12b of the trim cylinder 12 does not descend .

When the switching valve 60 is in the closed state, the hydraulic oil is not collected from the lower chamber 12g of the trim cylinder 12, so the 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 elevation signal SIG_UD indicates neither “rising” nor “falling”, the pump 42 is stopped. When the pump 42 stops, the outboard motor 300 is held in a state in which the movement of the working oil in the hydraulic circuit of the outboard motor lifting device 1 has converged. In the present specification, the case where the raising and lowering signal SIG_UD does not indicate either “rising” or “falling” may be expressed as the case where the raising / lowering signal SIG_UD indicates “holding” for convenience.

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

FIG. 6 is a table exemplifying the state of the outboard motor 300 indicated by the hull state signal SIG_IN, the elevation instruction of the outboard motor by the driver indicated by the elevation signal SIG_UD, and the state of the switching valve 60 controlled by the control unit 100. It is.

In the example shown in FIG. 6, when the ship state signal SIG_IN indicates "engine on" or "in gear", regardless of which of "rising", "falling", and "holding" the raising and lowering signal SIG_UD indicates. The control unit 100 brings the switching valve 60 into the open state.

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

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

Therefore, when engine 301 is on or 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 move up and down together in the trim area. The angle adjustment of the machine 300 is performed. Further, even when the internal pressure of the lower chamber 12g of the trim cylinder 12 is increased by an external force in the holding state of the outboard motor 300, the internal pressure is dispersed in the lower chamber 14g of the tilt cylinder.

On the other hand, in the example shown in FIG. 6, when the hull state signal SIG_IN indicates "engine off" or "not in gear" and the elevation signal SIG_UD indicates "rising" or "holding", the control unit 100 switches the switching valve 60. Is closed.

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

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

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

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

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

The control of the switching valve 60 is not limited to the above-described example, and can be appropriately set in consideration of the user's convenience, the adaptability of the outboard motor lifting apparatus 1 to external force, and the like.

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

In this case, when the outboard motor 300 is lowered with the engine 301 off or the power transmission mechanism 302 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 earlier than when the engine 301 is on or the power transmission mechanism 302 is in gear.

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

Second Embodiment
The control unit 100a according to the second embodiment will be described below with reference to FIG. FIG. 7 is a block diagram showing the configuration of the control unit 100a according to the present embodiment.

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

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

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

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

The operation unit 133 refers to the hull state signal SIG_IN and the elevation signal SIG_UD as digital signals, and determines which of the open state and the closed state the switching valve 60 should be in. A signal indicating the determination result is supplied to the control signal generation circuit 134.

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

The relationship between the hull state signal SIG_IN and the elevation signal SIG_UD determined by the calculation unit 133 and the state of the switching valve 60 is not limited to this embodiment, but as an example, it is the same as FIG. 6 of the first embodiment. It can be configured to be determined.

Since the outboard motor elevator according to the present embodiment includes the control unit 100a, the speed of raising and lowering the outboard motor can be automatically changed as in the first embodiment. Further, if the hull state signal SIG_IN is a state signal indicating the state of the outboard motor 300, the speed of raising and lowering the outboard motor can be automatically changed according to the state of the outboard motor.

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

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

As shown in FIG. 8, the control unit 100b includes a digital signal transmission / reception circuit 141, an elevation signal AD conversion circuit 132, an operation unit 143, and a control signal generation circuit 134.

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

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

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

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

The relationship between the input information INFO_IN and the elevation signal SIG_UD determined by the calculation unit 143 and the state of the switching valve 60 is not limited to the present embodiment, but is determined similarly to FIG. 6 of the first embodiment as an example. Can be configured.

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

Since the outboard motor elevator according to the present embodiment includes the control unit 100b, the speed of raising and lowering the outboard motor can be automatically changed as in the first embodiment. Further, in the configuration in which the digital signal D_SIG includes information equivalent to the state signal indicating the state of the outboard motor 300, the speed of raising and lowering the outboard motor may be automatically changed according to the state of the outboard motor. it can.

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

The outboard motor lifting apparatus 1a according to the present embodiment may be configured to include the control unit 100a according to the second embodiment instead of the control unit 100 described in the first embodiment, and the control according to the third embodiment. It may be configured to include the portion 100b.
As shown in FIG. 9, in the outboard motor elevator 1a according to the present embodiment, the seventh flow passage C7 is connected to the tank 18 via the holding valve 71 and the protection valve 72. That is, the seventh flow passage C7 connects the upper chamber 12f of the trim cylinder 12 to the tank 18.

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

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

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

As shown in FIG. 10, the outboard motor elevator 1b according to the present embodiment includes a switching valve 90 provided on the sixth flow passage C6. The switching valve 90 includes a solenoid 92 and a plunger 94.

The seventh flow passage C7 connects one of the upper chambers 12f of the plurality of trim cylinders 12 and the tank 18 via the filter F3.
In the plunger 94, a first flow path formed to connect the third flow path C3 to the lower chamber 14g of the tilt cylinder 40 and to connect the third flow path and the sixth flow path C6 A second flow formed so as not to connect the third flow path and the sixth flow path C6 while connecting the group 94-1 and the third flow path C3 to the lower chamber 14g of the tilt cylinder 40 A road group 94-2 is provided.

The switching valve 90 having the plunger 94 configured as described above switches the following first connection state and second connection state according to the control signal SIG_CONT supplied from the control unit 100.

(First connection state)
In the first connection state, the third flow passage C3 connected to the pump 42 is connected to the lower chamber 14g of the tilt cylinder 40 and the third flow passage connected to the pump 42 and the trim cylinder 12 The sixth flow path C6 connected to the lower chamber 12g is brought into a connected state. The state in which the pump 42 and the lower chamber 14g of the tilt cylinder 40 are connected and the pump 42 and the lower chamber 12g of the trim cylinder 12 are connected in this way is referred to as a first connection state.

(Second connection state)
In the second connection state, the third flow passage C3 connected to the pump 42 is connected to the lower chamber 14g of the tilt cylinder 40 while the third flow passage connected to the pump 42 and the trim cylinder 12 The sixth flow path C6 connected to the lower chamber 12g is not connected. A state in which the pump 42 and the lower chamber 14g of the tilt cylinder 40 are connected while the pump 42 and the lower chamber 12g of the trim cylinder 12 are not connected in this way is called a second connection state.

A control signal SIG_CONT is supplied from the control unit 100 to the solenoid 82, and the ON / OFF of the solenoid 92 is switched based on the control signal SIG_CONT. The switching valve 90 is set to a second connection state in which the sixth flow path C6 is not connected when the solenoid 92 is off, and a first connection that connects the sixth flow path C6 when the solenoid 92 is on You may comprise as a normally closed valve made into a state. Further, the switching valve 90 is in a first connection state for connecting the sixth flow path C6 when the solenoid 92 is OFF, and is not connected to the sixth flow path C6 when the solenoid is ON. You may comprise as a normally open valve made into a connection state.

When the switching valve 90 is configured as a normally open valve, the sixth flow passage C6 is connected even if the switching valve 90 does not operate, that is, the pump 42 and the tilt cylinder 40 The lower chamber 14g is connected, and the connection between the pump 42 and the lower chamber 12g of the trim cylinder 12 is maintained. Thereby, 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 90 is configured as a normally closed valve, the sixth flow path C6 is not connected even if the switching valve 90 does not operate, that is, the pump 42 And the lower chamber 14g of the tilt cylinder 40, while maintaining the second connection state in which the pump 42 and the lower chamber 12g of the trim cylinder 12 are not connected. Therefore, it is possible to adjust the angle of the outboard motor 300 only by the tilt cylinder 14 or keep holding the outboard motor 300.

In addition, the specific control of the switching valve 90 may perform control similar to the control demonstrated, for example with reference to FIG. 6 in embodiment mentioned above, for example. However, "the switching valve 60 is in the open state" in the above-mentioned embodiment refers to "the switching valve 90 is in the first connection state" in the present embodiment, and "the switching valve 60 is in the closed state". In the present embodiment, "indicates that the switching valve 90 is in the second connection state". The same applies to the embodiments described later.

In the outboard motor lifting apparatus 1b configured as described above, the switching valve 90 can realize the same function as the switching valve 60 provided in the outboard motor lifting apparatus 1 described in the first embodiment. Therefore, the outboard motor elevator 1b configured as described above exhibits the same effects as the outboard motor elevator 1 described above.

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

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

The signals that may be included in the hull status signal SIG_IN are
(A) Outboard motor performance signal obtainable from outboard motor 300 (B) It is classified into a hull (body) performance signal obtainable from the hull (body) 200.

An example of an outboard motor performance signal obtainable from the outboard motor 300 and an example of control by the

control units

100, 100a and 100b (hereinafter also referred to simply as the control unit) with reference to the outboard motor performance signal are as follows. .

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

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

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

The control unit switches the switching valve 60 in accordance with the tilt / trim control signal.

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

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

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

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

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

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

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

For example, when the oil temperature of the engine is equal to or higher than a predetermined value, the control unit performs the same control as the control of the "engine on or in gear" state in FIG. If smaller, the same control as the control of the state of "engine off or not in gear" in FIG. 6 may be performed.

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

For example, when the hydraulic pressure of the engine is equal to or higher than a predetermined value, the control unit performs control similar to the control of the "engine on or in gear" state in FIG. 6, and the oil temperature of the engine is smaller than the predetermined value. In this case, control similar to the control of the state of "engine off or not in gear" in FIG. 6 may be performed.

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

The control unit switches the switching valve 60 according to the water level signal. For example, when the water level indicated by the water level signal is equal to or higher than a predetermined value, the control unit performs the same control as the control of the "engine on or in gear" state in FIG. If smaller, the same control as the control of the state of "engine off or not in gear" in FIG. 6 may be performed.

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

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

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

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

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

(A-13) Generator Output Voltage The outboard motor 300 according to the above-described first to eleventh embodiments and the present embodiment includes a generator connected to the engine 301 provided in the outboard motor 300.

FIG. 11 is a block diagram showing a configuration around the engine 301 of the outboard motor 300. As shown in FIG. As shown in FIG. 11, the outboard motor 300 includes an engine 301, a power transmission mechanism 302 for transmitting power from the engine 301 to the propeller 303, a generator (generator) 310 driven by the engine 301, and a main battery 311. ing. In addition to the main battery 311, for example, the outboard motor 300 can also be equipped with a spare battery.

As shown in FIG. 11, from the generator 310, in addition to the lead 310a to the main battery 310a, the lead 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 an output voltage of the generator.

The control unit according to the present embodiment refers to the output voltage of the generator as the hull state signal SIG_IN, and determines that the navigation state is in the case where the output voltage of the generator is equal to or higher than the first threshold related to the voltage. Control similar to the control of the state of "engine on or in gear" is performed. Here, the first threshold value regarding voltage has, for example, a properly set positive value.

Further, the control unit refers to the output voltage of the generator as the hull state signal SIG_IN, and determines that the vehicle is in the sailing state when the output voltage of the generator exceeds the second threshold related to the voltage. Control similar to the control of the in-gear state may be performed. Here, the second threshold regarding the voltage has, for example, an appropriately set value of 0 or more.

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

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

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

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

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

(B-3) Sonar Signal The sonar signal is a signal supplied from a sonar provided to the hull 200.

The control unit switches the switching valve 60 according to the sonar signal. More specifically, the control unit switches the switching valve 60 according to the presence or absence of an obstacle indicated by the sonar signal or the presence or absence of the sonar signal itself. For example, when there is an obstacle, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6, and when there is no obstacle or there is no signal, FIG. It may be configured to perform the same control as the control of the state of "engine off or not in gear".

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

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

(B-5) Transom Vibration Signal The transom vibration signal is a signal that indicates the vibration of a transom included in the hull 200.

The control unit switches the switching valve 60 according to the transom vibration signal. More specifically, the control unit switches the switching valve 60 in accordance with the vibration indicated by the transom vibration signal or the presence or absence of the transom vibration signal itself. The control unit performs, for example, the same control as the control of the “engine on or in gear” state in FIG. 6 when the transom vibration is a predetermined value or more, and when the transom vibration is smaller than the predetermined value Alternatively, when there is no signal, it may be configured to perform the same control as the control of the "engine off or not in gear" state in FIG.

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

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

The control unit switches the switching valve 60 according to the vibration signal. More specifically, the control unit switches the switching valve 60 according to the vibration indicated by the vibration signal or the presence or absence of the vibration signal itself. For example, when the vibration indicated by the vibration signal is equal to or greater than a predetermined value, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6 and the vibration indicated by the vibration signal has a predetermined value In the case of a smaller value or in the absence of a signal, control similar to the control of the "engine off or not in gear" state in FIG. 6 may be performed.

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

The control unit switches the switching valve 60 according to the IP image signal. More specifically, the control unit switches the switching valve 60 according to the presence or absence of an obstacle indicated by the IP image signal or the presence or absence of the IP image signal itself. For example, when there is an obstacle, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6, and when there is no obstacle or there is no signal, FIG. It may be configured to perform the same control as the control of the state of "engine off or not in gear".

(B-9) Radar Signal The radar signal is a signal supplied from a radar provided to 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 the obstacle indicated by the radar signal or the presence or absence of the radar signal itself. For example, when there is an obstacle, the control unit performs control similar to the control of the “engine on or in gear” state in FIG. 6, and when there is no obstacle or there is no signal, FIG. It may be configured to perform the same control as the control of the state of "engine off or not 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 in accordance with the audio signal. The control unit may be configured to perform the same control as the control of FIG. 6 with reference to, for example, an audio instruction included in the audio signal.

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

[Example of software implementation]
The

control units

100, 100a, 100b may be realized by a logic circuit (hardware) formed in an integrated circuit (IC chip) or the like, or may be realized by software using a CPU (central processing unit) .

In the latter case, the

control units

100, 100a, and 100b are a CPU that executes instructions of a program that is software that implements each function, and a ROM (Read) in which the program and various data are readable by a computer (or CPU). It includes an Only Memory) or a storage device (these are referred to as a "recording medium"), a RAM (Random Access Memory) for developing the program, and the like. The object of the present invention is achieved by the computer (or CPU) reading the program from the recording medium and executing the program. As the recording medium, a “non-transitory tangible medium”, for example, a tape, a disk, a card, a semiconductor memory, a programmable logic circuit or the like can be used. The program may be supplied to the computer via any transmission medium (communication network, broadcast wave, etc.) capable of transmitting the program. The present invention can also be realized in the form of a data signal embedded in a carrier wave, in which the program is embodied by electronic transmission.

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

1, 1a, 1b Outboard motor lifting device 12 trim cylinder 14 tilt cylinder 42 pump (hydraulic source)
60

switching valve

100, 100a, 100b control unit 121 first switching element 122

second switching element

133, 143 computing unit (determination unit)
200 Hull (body)
300 Outboard motor 301 engine 302 power transmission mechanism 303 propeller 310 generator C1 first flow path (first oil path)
C2 second flow path C3 third flow path (first oil path)
C4 fourth flow path C5 fifth flow path C6 sixth flow path (first oil path, third oil path)
C7 Seventh flow path (second oil path)
C9 ninth flow path

Claims

In the outboard motor lifting device for raising and lowering the outboard motor,
One or more tilt cylinders,
One or more trim cylinders,
Equipped with
Each trim cylinder is
A piston that divides the trim cylinder into a first chamber and a second chamber;
A rod connected to the piston and passing through a first chamber of the trim cylinder;
Each of the tilt cylinders is
A piston that divides the tilt cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating a first chamber of the tilt cylinder;
The outboard motor lifting device
A hydraulic source,
A first oil passage connecting the hydraulic pressure source, the second chamber of the one or more tilt cylinders, and the second chamber of the one or more trim cylinders;
A second oil passage connected to the first chamber of at least one of the one or more trim cylinders;
A switching valve provided between a second chamber of the one or more tilt cylinders in the first oil passage and a second chamber of the one or more trim cylinders;
A holding valve and a protection valve provided on the second oil path;
A control unit that controls the switching valve with reference to a hull state signal;
An outboard motor lifting apparatus characterized by comprising:
The outboard motor elevator according to claim 1, wherein the second oil passage is connected to an oil storage tank via the holding valve and the protection valve.
Further comprising a pump port connected to the hydraulic pressure source;
The second oil passage is connected to the shuttle chamber connected to the first chamber of the tilt cylinder, of the two shuttle chambers at the pump port, via the holding valve and the protection valve. An outboard motor lifting apparatus according to claim 1, wherein:
The outboard motor elevator according to any one of claims 1 to 3, wherein the switching valve is a normally open switching valve.
The control unit
Determine the navigation state and the stop state by referring to the ship state signal;
When the navigation state is determined, the switching valve is controlled to be in an open state,
The outboard motor elevator according to any one of claims 1 to 4, wherein the switching valve is controlled to be in a closed state when it is determined that the boat is in the stopped state.
In the outboard motor lifting device for raising and lowering the outboard motor,
One or more tilt cylinders,
One or more trim cylinders,
Equipped with
Each trim cylinder is
A piston that divides the trim cylinder into a first chamber and a second chamber;
A rod connected to the piston and passing through a first chamber of the trim cylinder;
Each of the tilt cylinders is
A piston that divides the tilt cylinder into a first chamber and a second chamber;
A rod connected to the piston and penetrating a first chamber of the tilt cylinder;
The outboard motor lifting device
A hydraulic source,
A first oil passage connecting the hydraulic pressure source and a second chamber of the one or more tilt cylinders;
A switching valve provided on the first oil path, wherein
A first connection state connecting the hydraulic pressure source and the second chamber of the tilt cylinder and connecting the hydraulic pressure source and the second chamber of the trim cylinder, the hydraulic pressure source and the second chamber of the tilt cylinder And a second connection state in which the hydraulic pressure source and the second chamber of the trim cylinder are not connected,
And a control unit configured to control the switching valve with reference to a hull state signal.
The control unit
Determine the navigation state and the stop state by referring to the ship state signal;
When it is determined that the navigation state, the switching valve is controlled to be in the first connection state,
The outboard motor elevator according to claim 6, wherein the switching valve is controlled to be in the second connection state when it is determined that the boat is in the stopped state.
The hull state signal is an output voltage of a generator connected to an engine included in the outboard motor,
The outboard motor elevator according to claim 5 or 7, wherein the control unit determines that the navigation state is established when the output voltage of the generator is equal to or higher than a first threshold value related to a voltage.
The hull state signal is an output voltage of a generator connected to an engine included in the outboard motor,
The outboard motor elevating device according to claim 5 or 7, wherein the control unit determines that the navigation state is established when the output voltage of the generator exceeds a second threshold related to the voltage.
The hull state signal is a signal related to the engine speed of the outboard motor,
The outboard motor elevator device according to claim 5 or 7, wherein the control unit determines that the navigation state is established when the engine speed is equal to or more than a first threshold value regarding the engine speed.
The hull state signal is a signal related to the engine speed of the outboard motor,
The outboard motor elevator device according to claim 5 or 7, wherein the control unit determines that the navigation state is established when the engine speed exceeds a second threshold value related to the engine speed.
The hull condition signal is an analog signal,
The control unit
A first switching element having a base electrode to which the hull state signal is input, a gate electrode to which a signal corresponding to the emitter current of the first switching element is input, and a source electrode connected to the switching valve; The outboard motor elevator according to any one of claims 1 to 11, further comprising: a second switching element.