WO2019038932A1 - Dispositif de levage de moteur hors-bord - Google Patents

Dispositif de levage de moteur hors-bord Download PDF

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Publication number
WO2019038932A1
WO2019038932A1 PCT/JP2017/033690 JP2017033690W WO2019038932A1 WO 2019038932 A1 WO2019038932 A1 WO 2019038932A1 JP 2017033690 W JP2017033690 W JP 2017033690W WO 2019038932 A1 WO2019038932 A1 WO 2019038932A1
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WIPO (PCT)
Prior art keywords
outboard motor
signal
state
control unit
engine
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PCT/JP2017/033690
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English (en)
Japanese (ja)
Inventor
貴彦 齋藤
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株式会社ショーワ
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Publication of WO2019038932A1 publication Critical patent/WO2019038932A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/08—Means enabling movement of the position of the propulsion element, e.g. for trim, tilt or steering; Control of trim or tilt
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • F15B11/02—Systems essentially incorporating special features for controlling the speed or actuating force of an output member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • F15B11/08—Servomotor systems without provision for follow-up action; Circuits therefor with only one servomotor

Definitions

  • the present invention relates to an outboard motor lifting apparatus for lifting and lowering an outboard motor of a hull.
  • Japanese Patent Publication No. 58-028159 Japanese Patent Publication "Japanese Patent Application Laid-Open No. 2-99494"
  • 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.
  • the present invention relates to an outboard motor lifting apparatus for raising and lowering an outboard motor, comprising: one or more tilt cylinders, one or more trim cylinders, a hydraulic pressure source, and the hydraulic pressure source A first pump port and a second pump port, wherein each of the trim cylinders is connected to a piston that divides the trim cylinder into a first chamber and a second chamber; and connected to the piston; A rod penetrating through one chamber, each tilt cylinder being connected to a piston for dividing the tilt cylinder into a first chamber and a second chamber, and connected to the piston, the rod passing through the first chamber of the tilt cylinder
  • the outboard motor lifting device includes a first oil passage connected to a second chamber of the one or more trim cylinders, a switching valve provided on the first oil passage, and a hull condition Signal And a control unit for controlling the switching valve, and the first pump port is connected to the first chamber and the second chamber of the tilt cylinder, respectively.
  • the second pump port includes a shuttle chamber connected to the
  • 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. 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
  • 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. 5 is a view showing the configuration of an outboard motor and its surroundings according to Embodiment 1 to 4;
  • Embodiment 1 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.
  • 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.
  • 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
  • FIG. 3 is a side sectional view of the outboard motor elevator 1.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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, a first Main valve (first pump port) 48, second main valve (second pump port) 49, manual valve 52, thermal valve 54, tilt cylinder 14, trim cylinder 12, tank 18, filters F1 to F3, No.
  • a first channel C1 to a seventh channel C7, a ninth channel C9, a thirteenth channel C13, a fourteenth channel C14, and a control unit 100 are provided.
  • 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.
  • the first main valve 48 includes a spool 48a, a first check valve 48b, and a second check valve 48c.
  • the first main valve 48 is partitioned by a spool 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.
  • 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.
  • 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.
  • 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 to be located in. 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.
  • the trim cylinder 12 is divided 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 passage C3. That is, the first shuttle chamber 48d of the first pump port 48 is connected to the lower chamber 14g of the tilt cylinder 14 via the first check valve 48b, the filter F1, and the third flow passage C3.
  • 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. That is, the second shuttle chamber 48e of the first pump port 48 is connected to the upper chamber 14f of the tilt cylinder 14 via the second check valve 48c, the filter F2 and the fourth flow passage C4.
  • an upper chamber oil supply valve 56 is connected to the fourth flow path C4.
  • a manual valve 52 and a thermal valve 54 are connected to a fifth flow path C5 connecting the third flow path C3 and the fourth flow path C4.
  • the first passage C1 and the third passage C3 connecting the pump 42 and the lower chamber 14g of the tilt cylinder 14 via the main valve 48 and the filter F1 are collectively referred to as a second oil passage.
  • the sixth flow passage C6 (also referred to as a first oil passage) connects the third flow passage C3 and the lower chamber 12g of the trim cylinder 12.
  • the sixth channel C6 is connected to the check valve 49b in the second main valve 49.
  • the sixth flow passage C6 is connected to the first shuttle chamber 49d of the second main valve 49 via the check valve 49b.
  • the sixth channel C6 is also connected to the manual valve 52.
  • the switching valve 60 is arrange
  • the seventh flow passage C7 (also referred to as a third oil passage) connects the upper chambers 12f of the plurality of trim cylinders 12 to one another.
  • the presence of the seventh flow passage C7 equalizes the pressures in the upper chambers 12f of the plurality of trim cylinders 12 with each other.
  • the seventh flow path C7 connects one of the upper chambers 12f of the plurality of trim cylinders 12 to the tank 18 via the filter F3.
  • the ninth flow path C9 connects the tank 18 with the first check valve 44a and the second check valve 44.
  • the second main valve 49 includes a spool 49a and a check valve 49b.
  • the second main valve 49 is partitioned by the spool 49a into a first shuttle chamber 49d on the check valve 49b side and a second shuttle chamber 49e on the opposite side of the check valve 49b as viewed from the spool 49a.
  • the thirteenth channel C13 connects the pump 42 and the first shuttle chamber 49d.
  • a fourteenth flow path C14 connects the pump 42 and the second shuttle chamber 49e.
  • the first shuttle chamber 49 d of the second main valve 49 is also connected to the first shuttle chamber 48 d of the main valve 48 via the thirteenth channel C 13 and the first channel C 1.
  • the second shuttle chamber 49e of the main valve 49 is also connected to the second shuttle chamber 48e of the main valve 48 via the fourteenth channel C14 and the second channel C2.
  • 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.
  • 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 As shown in FIG. 4, the switching valve 60 provided on the sixth flow path C6 is provided with a plunger 64 which is driven by the solenoid 62 and the solenoid 62 and brings the sixth flow path C6 into the blocking state or the opening state. ing.
  • 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.
  • the switching valve 60 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.
  • the switching valve 60 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.
  • 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.
  • 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.
  • 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.
  • the generated control signal SIG_CONT is supplied to the switching valve 60.
  • 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.
  • 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.
  • 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.
  • the control unit 100 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.
  • the first switching element 121, the third switching element 123, and the fourth switching element 124 are, for example, transistors
  • 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.
  • 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.
  • an engine signal indicating the state of the engine 301 provided in the outboard motor 300 can be given.
  • 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.
  • 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
  • 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.
  • 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.
  • the hydraulic oil is supplied from the first main valve 48 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. Also, hydraulic oil is supplied from the second main valve 49 to the lower chamber 12 g of the trim cylinder 12.
  • 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.
  • 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.
  • the first threshold relating to the rotational speed has a positive value set appropriately.
  • 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.
  • the second threshold regarding the rotational speed has a value of 0 or more set appropriately.
  • 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.
  • 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.
  • the outboard motor 300 is operated by the piston rod 14b of the tilt cylinder 14. Can be held firmly.
  • the control unit 100 sets the switching valve 60 in the open state. .
  • 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.
  • control unit 100 may set the switching valve 60 in the closed state.
  • 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.
  • the outboard motor elevator 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.
  • FIG. 8 is a block diagram showing the configuration of the control unit 100b according to the present embodiment.
  • the outboard motor elevator 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.
  • the same members as those described above are denoted by the same reference numerals, and the description thereof is omitted.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 another specific example of the hull state signal SIG_IN described in the first and second embodiments will be described as the fourth 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.
  • 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. .
  • the ignition signal is a signal indicating on / off of the ignition of the outboard motor 300.
  • control unit 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.
  • 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.
  • the engine neutral signal is a signal indicating whether or not the engine of the outboard motor 300 is neutral.
  • control unit 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.
  • the trim angle signal is a signal indicating the trim angle of the outboard motor 300.
  • the control unit 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.
  • the engine water temperature signal is a signal indicating the water temperature of the engine of the outboard motor 300.
  • control unit 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.
  • control similar to the control of the state of “engine off or not in gear” in FIG. 6 may be performed.
  • the engine water temperature signal is a signal indicating the oil temperature of the engine of the outboard motor 300.
  • the control unit 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.
  • the engine oil pressure signal is a signal indicating the oil pressure of the engine of the outboard motor 300.
  • control unit 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.
  • 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.
  • the throttle opening signal is a signal indicating the throttle opening of the engine of the outboard motor 300.
  • control unit 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.
  • 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”.
  • 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.
  • the atmospheric pressure signal is a signal indicating atmospheric pressure.
  • the control unit switches the switching valve 60 according to the atmospheric pressure.
  • the outboard motor 300 includes a generator connected to the engine 301 provided in the outboard motor 300.
  • FIG. 9 is a block diagram showing a configuration around the engine 301 of the outboard motor 300.
  • 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.
  • the outboard motor 300 can also be equipped with a spare battery. As shown in FIG.
  • 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 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.
  • the first threshold value regarding voltage has, for example, a properly set positive value.
  • 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.
  • the second threshold regarding the voltage has, for example, an appropriately set value of 0 or more.
  • (A-1) to (A-11) and (A-13) can also be regarded as a state signal indicating the state of the outboard motor 300.
  • 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.
  • 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.
  • 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.
  • 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".
  • 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.
  • 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.
  • 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.
  • 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.
  • 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".
  • 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".
  • 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.
  • (B-1) to (B-9) can also be regarded as a state signal indicating the state of the hull (main body) 200.
  • 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) .
  • 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.
  • 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.
  • 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 C1 first flow path (second oil path) C2 second flow path C3 third flow path (second oil path) C4 fourth flow path C5 fifth flow path C6 sixth flow path (first oil path) C7 Seventh flow path (third oil path) C9 ninth flow path C13 thirteenth flow path C14 fourteenth flow path

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • Fluid-Pressure Circuits (AREA)

Abstract

Afin d'obtenir un dispositif de levage de moteur hors-bord qui peut modifier automatiquement la vitesse de levage en fonction de l'état du moteur hors-bord, le présent dispositif de levage de moteur hors-bord (1) est pourvu d'un premier trajet d'huile qui relie une pompe (42) et une chambre inférieure d'un vérin de basculement 14, un second trajet d'huile qui relie le premier trajet d'huile et une chambre inférieure d'un compensateur 12, une soupape de commutation (60) qui est disposée sur le second trajet d'huile, et une unité de commande (100) qui se réfère à un signal d'état de coque et commande la soupape de commutation (60).<u /> <u />
PCT/JP2017/033690 2017-08-22 2017-09-19 Dispositif de levage de moteur hors-bord WO2019038932A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2017159208A JP6243571B1 (ja) 2017-08-22 2017-08-22 船外機昇降装置
JP2017-159208 2017-08-22

Publications (1)

Publication Number Publication Date
WO2019038932A1 true WO2019038932A1 (fr) 2019-02-28

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Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60234096A (ja) * 1984-05-01 1985-11-20 Sanshin Ind Co Ltd 船舶推進機のチルト装置
JPS6283298A (ja) * 1985-10-07 1987-04-16 Yamaha Motor Co Ltd 船外推進機の油圧式チルト装置
JPS6428095A (en) * 1987-07-21 1989-01-30 Sanshin Kogyo Kk Tilting device for ship propeller
JPH02102892A (ja) * 1988-10-12 1990-04-16 Sanshin Ind Co Ltd 船舶用推進ユニットのトリム・チルト装置
JPH04163292A (ja) * 1990-10-24 1992-06-08 Soqi Inc 船舶推進機昇降装置
JPH04368295A (ja) * 1991-06-18 1992-12-21 Sanshin Ind Co Ltd 船舶用推進機の支持角度調整装置
JPH08270608A (ja) * 1995-03-30 1996-10-15 Tokai Rika Co Ltd 油圧回路の制御装置
JPH0911987A (ja) * 1995-06-28 1997-01-14 Showa:Kk 船舶用推進機のトリム・チルト装置
US8046122B1 (en) * 2008-08-04 2011-10-25 Brunswick Corporation Control system for a marine vessel hydraulic steering cylinder

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS60234096A (ja) * 1984-05-01 1985-11-20 Sanshin Ind Co Ltd 船舶推進機のチルト装置
JPS6283298A (ja) * 1985-10-07 1987-04-16 Yamaha Motor Co Ltd 船外推進機の油圧式チルト装置
JPS6428095A (en) * 1987-07-21 1989-01-30 Sanshin Kogyo Kk Tilting device for ship propeller
JPH02102892A (ja) * 1988-10-12 1990-04-16 Sanshin Ind Co Ltd 船舶用推進ユニットのトリム・チルト装置
JPH04163292A (ja) * 1990-10-24 1992-06-08 Soqi Inc 船舶推進機昇降装置
JPH04368295A (ja) * 1991-06-18 1992-12-21 Sanshin Ind Co Ltd 船舶用推進機の支持角度調整装置
JPH08270608A (ja) * 1995-03-30 1996-10-15 Tokai Rika Co Ltd 油圧回路の制御装置
JPH0911987A (ja) * 1995-06-28 1997-01-14 Showa:Kk 船舶用推進機のトリム・チルト装置
US8046122B1 (en) * 2008-08-04 2011-10-25 Brunswick Corporation Control system for a marine vessel hydraulic steering cylinder

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JP6243571B1 (ja) 2017-12-06

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