WO2019043957A1

WO2019043957A1 - Outboard motor raising/lowering device and control method for outboard motor raising/lowering device

Info

Publication number: WO2019043957A1
Application number: PCT/JP2017/033687
Authority: WO
Inventors: 貴彦齋藤
Original assignee: 株式会社ショーワ
Priority date: 2017-09-01
Filing date: 2017-09-19
Publication date: 2019-03-07
Also published as: JP2019043349A; JP6294550B1

Abstract

The present invention makes it possible to perform complicated tilt trim control while reducing user labor. The present invention comprises a control unit (100) that controls the raising/lowering of an outboard motor (300) and the opening/closing of a switching valve (60). Triggered by a command from a user, the control unit (100) executes sequential control that includes raising and/or lowering the outboard motor (300) and changing the open/closed state of the switching valve (60).

Description

Outboard motor lifting device and control method of 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, at the time of departure of the hull, at the time of mooring, and other scenes, a situation may occur in which the outboard motor is caused to execute a series of operations including raising and lowering. In such a situation, it is preferable to reduce the effort of the user.

An object of the present invention is to realize an outboard motor elevator device capable of executing a series of operations including raising and lowering of an outboard motor while suppressing the time and effort of the user.

To this end, the outboard motor elevator according to the present invention is an outboard motor elevator for raising and lowering an outboard motor, comprising: one or more tilt cylinders; one or more trim cylinders; Connecting a first oil passage connecting the oil storage tank, the hydraulic pressure source and the lower chamber of the one or more tilt cylinders, and connecting the first oil passage and the lower chamber of the one or more trim cylinders A second oil passage, a switching valve provided on the second oil passage, and a control unit configured to control lifting and lowering of the outboard motor and opening and closing of the switching valve, the control unit instructing by a user A series of control operations including at least one of raising and lowering of the outboard motor and change of the open / close state of the switching valve are executed using as a trigger.

Further, with such an object, in the control method of an outboard motor lifting device according to the present invention, in the control method of an outboard motor lifting device for lifting an outboard motor, the outboard motor lifting device comprises one or a plurality of A tilt cylinder, one or more trim cylinders, a hydraulic pressure source, an oil storage tank, a first oil passage connecting the hydraulic pressure source and the lower chamber of the one or more tilt cylinders, the first oil A second oil passage connecting the passage and the lower chamber of the one or more trim cylinders, and a switching valve provided on the second oil passage, the control method triggering an instruction by the user And at least one of raising and lowering of the outboard motor, and a series of steps including changing the open / close state of the switching valve.

According to the present invention, it is possible to execute a series of operations including raising and lowering of the outboard motor while suppressing the time and effort of the user.

FIG. 1 is a block diagram showing a schematic configuration of an outboard motor elevator according to a first embodiment. BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the outboard motor raising / lowering apparatus which concerns on Embodiment 1, (a) is a usage example of an outboard motor, (b) is a schematic internal structure of an outboard motor, (c) is an outboard motor lifting apparatus It is a figure showing a drive switch of. 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. It is a flowchart which shows the mooring control by the control part which concerns on Embodiment 1. FIG. (A)-(f) is a figure which shows operation | movement of the outboard motor raising / lowering apparatus by mooring control of the control part which concerns on Embodiment 1. FIG. It is a flowchart which shows another example of the mooring control by the control part which concerns on Embodiment 1. FIG. It is a flowchart which shows the departure control by the control part which concerns on Embodiment 1. FIG. (A)-(d) is a figure which shows operation | movement of the outboard motor raising / lowering apparatus by departure control of the control part which concerns on Embodiment 1. FIG. FIG. 7 is a block diagram showing the configuration of a control unit according to a second embodiment. FIG. 13 is a block diagram showing the configuration of a control unit according to a third embodiment. FIG. 13 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a fourth embodiment together with a control unit. FIG. 16 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a fifth embodiment together with a control unit. FIG. 16 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a sixth embodiment together with a control unit. FIG. 18 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a seventh embodiment together with a control unit. FIG. 18 is a diagram showing a hydraulic circuit of an outboard motor elevator according to an eighth embodiment together with a control unit. FIG. 16 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a ninth embodiment together with a control unit. FIG. 21 is a diagram showing a hydraulic circuit of an outboard motor elevator according to a tenth embodiment together with a control unit. FIG. 21 is a diagram showing a hydraulic circuit of an outboard motor elevator according to Embodiment 11 together with a control unit. FIG. 12 is a view showing the configuration of the outboard motor and its surroundings according to the first to eleventh embodiments.

Embodiment 1
An outboard motor elevator 1 according to a first embodiment of the present invention will be described below with reference to FIGS. 1 to 7.

The outboard motor lifting device 1 is a device for lifting and lowering the outboard motor 300. FIG. 1 is a block diagram showing a schematic configuration of a control system of the outboard motor elevator 1.

FIG. 2A is a view showing a usage 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. 2 indicates a state in which the outboard motor 300 is lowered, and the broken line in (a) of FIG. 2 indicates a state in which the outboard motor 300 is raised.

FIG. 2B is a schematic view schematically showing an internal configuration of the outboard motor 300. As shown in FIG. As shown in (b) of FIG. 2, 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.

(C) of FIG. 2 shows the control lever 400 for operating the outboard motor 300 and the outboard motor lifting device 1. As shown in (c) of FIG. 2, the control lever 400 includes a mooring switch 401, an exit port switch 402, and a hull manual switch 403.

When the user presses the mooring switch 401 once, the outboard motor lifting device 1 performs mooring control described later on the outboard motor 300. Further, when the user presses the departure port switch 402 once, the outboard motor lifting device 1 performs departure port control described later on the outboard motor 300. In addition, when the user keeps pushing either “UP” or “DOWN” in the manual hull switch 403, the outboard motor lifting device 1 performs lifting control and lowering control on the outboard motor 300.

In addition, the operation lever 400 provided with the mooring switch 401 and the departure port switch 402 is only one mode for receiving the raising instruction, the lowering instruction, the mooring instruction, and the departure instruction of the outboard motor 300, and these instructions are It may be input through another device. For example, the outboard motor lifting device 1 is configured to receive at least any one of an instruction for raising, lowering and mooring and leaving of the outboard motor 300 by an input to a touch panel or the like provided in a steering room. It is also good. Further, the outboard motor lifting device 1 receives at least any one of an elevation instruction, a descent instruction, a mooring instruction, and a departure instruction of the outboard motor 300 according to an input to a terminal device configured to wirelessly communicate with the control unit 100 described later It may be configured to receive the
As shown in FIG. 1, the outboard motor lifting apparatus 1 includes a control unit 100, a switching valve 60, and a motor 16. The control of the switching valve 60 and the motor 16, and the control of the switching valve 60 and the motor 16 by the control unit 100 will be described later, and the description thereof will be omitted here.

The control unit 100 is supplied with a hull state signal SIG_IN. The hull state signal SIG_IN is, for example, a signal indicating the on / off state of the engine 301, and is supplied from the engine 301. The hull state signal SIG_IN may be a gear signal indicating whether the outboard motor 300 is in a power transmittable state, that is, in an in-gear state.

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

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

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

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

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

FIG. 3 is a front view showing an example of the configuration of the outboard motor elevator 1, and FIG. 4 is a side sectional view of the outboard motor elevator 1. As shown in FIG. 3, the outboard motor lifting device 1 includes a cylinder unit 10, a pair of stern brackets 70 attached to the rear of the hull 200, and a swivel bracket 80 attached to 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 (oil storage tank) 18, an upper joint 22, and a base 24, as shown in FIG. The trim cylinder 12 and the tilt cylinder 14 are provided so as not to move relative to the base 24.

The number of trim cylinders 12 and tilt cylinders 14 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. 5) 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. 5) slidably provided in the cylinder 14a, and a piston rod 14b fixed to the piston 14c.

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

Further, as shown in FIG. 3, an upper joint 22 is provided at the tip of the piston rod 14b, 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 in upper ends of the stern bracket 70 and the swivel bracket 80, and as shown in FIG. 4, the stern bracket 70 and the swivel bracket 80 are supported 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 upward and downward movement of the piston rod 14b of the tilt cylinder 14 is composed of the trim area and the tilt area shown in FIG. 2 (a). 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. 5 is a diagram showing a hydraulic circuit of the outboard motor elevator 1 together with the control unit 100. As shown in FIG. In FIG. 5, the same members as those described above are denoted by the same reference numerals.

As shown in FIG. 5, 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 ninth flow path C9, and control unit 100 There is.

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

As shown in FIG. 5, the main valve 48 includes a spool 48a, a first check valve 48b, and a second check valve 48c. The main valve 48 is partitioned by 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 “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.

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. 5, an upper chamber oil supply valve 56 is connected to the fourth flow path C4.

A manual valve 52 and a thermal valve 54 are connected to a fifth flow path C5 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 (also referred to as the flow path or the first oil path) connects the third flow path C3 and the lower chamber 12g of the trim cylinder 12.

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

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

The first check valve 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)
As shown in FIG. 5, the switching valve 60 provided on the eighth flow path C8 is driven by the solenoid 62 and the plunger 62 for driving the eighth flow path C8 in the blocking state or the open state, and Is equipped. A control signal SIG_CONT is supplied to the solenoid 62 from the control unit 100 described later, and the ON / OFF of the solenoid 62 is switched based on the control signal SIG_CONT.

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

When the switching valve 60 is configured as a normally open valve, even if the switching valve 60 does not operate, a state in which the eighth flow passage C8 is opened, that is, the upper chamber of the trim cylinder 12 Since the 12f and the tank 18 are maintained in communication with each other, the angle adjustment of the outboard motor 300 can be performed using both the tilt cylinder 14 and the trim cylinder 12.

On the other hand, when the switching valve 60 is configured as a normally closed valve, even if the switching valve 60 does not operate, the eighth channel C8 is shut off, that is, the trim cylinder 12 The upper chamber 12f and the tank 18 are maintained in a disconnected state. Therefore, since the hydraulic oil does not flow out from the upper chamber 12f of the trim cylinder 12, the angle adjustment of the outboard motor 300 can be performed with only the tilt cylinder 14, and the outboard motor 300 can be kept held.

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

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

(Control unit 100)
As shown in FIG. 5, the outboard motor lifting apparatus 1 includes a control unit 100. The control unit 100 refers to the ignition signal SIG_IG indicating the ignition on / off of the hull 200, the hull state signal SIG_IN, and the elevation signals SIG_MOO, SIG_RET, SIG_UDB, and SIG_UDM indicating the elevation instruction of the outboard motor 300 by the driver. A control signal SIG_CONT for controlling the valve 60 is generated. The generated control signal SIG_CONT is supplied to the switching valve 60. 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 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. 6 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. 6, the control unit 100 according to the present embodiment is configured to include the first connector 101 to the fourth connector 104, the first switching element 121 to the 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. 7, the example of control of the switching valve 60 by the control part 100 is demonstrated.

FIG. 7 is a table illustrating the state of the outboard motor 300 indicated by the hull state signal SIG_IN, the 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. 7, 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. 7, 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 illustrated in FIG. 7, 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 on" or "in gear" and the elevation signal SIG_UD indicates "hold", the control unit 100 may set the switching valve 60 in the closed state.

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

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

In this case, when 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.

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

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

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

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

Therefore, as in the present embodiment, the configuration in which the switching valve 60 is provided on the eighth flow passage C8 connected to the upper chamber (first chamber) 12f of the trim cylinder 12 is the same as the lower chamber 12g of the trim cylinder 12 Compared to the configuration in which the switching valve 60 is provided on the connected sixth flow path C6, there is an advantage that downsizing and weight reduction of the outboard motor lifting device can be achieved. In addition, there is an advantage of suppressing the manufacturing cost and improving the reliability.
(A series of control of the outboard motor lifting device 1 by the control unit 100)
The control unit 100 executes a series of control operations including at least one of raising and lowering of the outboard motor 300 and changing of the open / close state of the switching valve 60 using an instruction from the user as a trigger. As a result, complex tilt trim control can be performed while suppressing the time and effort of the user at the time of departure from the hull, at the time of mooring, and in other scenes. In the following, the mooring control and the port control of the outboard motor elevator 1 by the control unit 100 at the time of mooring will be described with reference to FIGS. 8 to 12.
(The mooring control of the outboard motor elevator 1 by the control unit 100 at the time of mooring)
First, the mooring control of the outboard motor elevator 1 by the control unit 100 will be described. The outboard motor elevator 1 performs mooring control of the outboard motor elevator 1 by using a mooring instruction by the user via the mooring switch 401 or another device as a trigger.

(Mooring control according to motor current)
FIG. 8 is a flowchart showing the mooring control by the control unit 100, and shows mooring control in the case of controlling the elevation of the outboard motor 300 according to the motor current of the motor 16. The motor 16 drives the pump 42 of the hydraulic circuit as described above. When the outboard motor 300 continues the rising control while it is fully lifted, or when the falling control is continued while it is completely lowered, the load on the motor 16 is increased, and the operating current is greater than the operating current. A large blow current may be supplied to the motor 16 as a drive current. The control unit 100 detects whether the outboard motor 300 has completely risen or falls based on whether the current value of the drive current flowing to the motor 16 is an operation current or a blow current. It is configured to be able to.
(Step S101)
First, in step S101, the control unit 100 determines whether the engine 301 is on according to the hull state signal SIG_IN supplied from the engine 301. When control unit 100 determines that engine 301 is on (YES in step S101), the process proceeds to step S102. In addition, when the control unit 100 determines that the engine 301 is off (NO in step S101), the process proceeds to step S105. In this step, instead of determining whether the engine 301 is on, it may be determined whether the power transmission mechanism 302 of the outboard motor 300 is in gear.

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

As described above, the control unit 100 first determines whether or not the mooring control is to be performed on the condition that the engine 301 of the outboard motor 300 is off (or not in the in-gear state). Therefore, even if the engine 301 is in the on state (or in the in-gear state), a series of mooring control is performed when the user unintentionally operates the operation lever 400. It can prevent.
(Step S105)
When the controller 100 determines that the engine 301 is off in step S101, the controller 100 determines whether the mooring switch 401 is on in step S105. If it is determined that the mooring switch 401 is off (NO in step S105), the control unit 100 proceeds to step S106. When it is determined that the mooring switch 401 is on (YES in step S105), the control unit 100 proceeds to step S107. In this step, instead of determining whether or not the mooring switch 401 is on, it may be configured to determine whether or not the mooring instruction from the user has been received via another device.

(Step S106)
When it is determined as NO in step S105, the control unit 100 ends the mooring control without operating the outboard motor lifting device 1. That is, the control unit 100 ends the mooring control without performing the lifting and lowering control of the outboard motor 300 and the switching valve 60.

(Step S107)
When it is determined YES in step S105, the control unit 100 sets the switching valve 60 in an open state in step S107.

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

(Step S109)
The control unit 100 monitors the motor current value of the motor 16 and determines whether the motor current value of the motor 16 is a blow current. While the motor current value of the motor 16 is not the blow current (in other words, it is the operation current) (NO in step S109), the control unit 100 returns to step S108 and the descent of the outboard motor 300 To continue. When control unit 100 detects that the motor current value of motor 16 has become the blow current (in other words, the state where outboard motor 300 has been completely lowered) (YES in step S109), the process proceeds to step S110. move on.

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

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

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

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

9 (a) to 9 (f) are diagrams showing an operation example of the outboard motor elevator 1 through the mooring control. In FIG. 9, the eighth channel C8 is blocked by being closed when the solenoid 62 is off, and the eighth channel C8 is opened by being opened when the solenoid 62 is on. An example of the case where the switching valve 60 of the normally closed valve is used is shown.

In the example shown in FIGS. 9 (a) and 9 (b), when the hull 200 is returned to the port and the engine 301 is turned off, the outboard motor 300 is in the angle region of the trim area where the propeller 303 is disposed below the water surface. It is held. As shown in FIGS. 9C and 9D, after the engine is turned off, the control unit 100 first turns on the solenoid 62, triggered by an instruction from the user via the mooring switch 401 or another device. The switching valve 60 is opened (corresponding to step S107 in FIG. 8). Then, the control unit 100 lowers the outboard motor 300 after setting the switching valve 60 in the open state (corresponding to step S108 in FIG. 8). The control unit 100 causes the outboard motor 300 to move to the position where the outboard motor 300 has been lowered all the time, and causes the piston rod 12b of the trim cylinder 12 to be in a contracted state.

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

As described above, the control unit 100 causes the switching valve 60 to be in the open state, triggered by the user's mooring instruction, and then lowers the outboard motor 300, and then the outboard motor 300 is completely lowered. After the switching valve 60 is closed, a series of control to raise the outboard motor 300 is performed. As a result, since the piston rod 12b of the trim cylinder 12 is not anchored in an extended state, the occurrence of rust on the piston rod 12b can be suppressed.
As described above, the control unit 100 monitors the current value of the motor 16 and controls the elevation of the outboard motor 300 according to the current value of the motor 16. Then, by detecting that the motor current has become the blow current, the control unit 100 determines that the piston rod 12b of the trim cylinder 12 is contracted and the piston rod 14b of the tilt cylinder 14 is extended or not. Conduct mooring control. As described above, the control unit 100 preferably refers to the drive current for driving the hydraulic pressure source to determine whether the outboard motor 300 is in the up state or the down state. Can be detected.
(The mooring control according to the signal from the angle sensor)
As another example of mooring control, the outboard motor lifting device 1 includes an angle sensor 405 that detects a tilt trim angle of the outboard motor 300, and the control unit 100 is supplied from the angle sensor 405 as described below. It is good also as composition which performs mooring control according to a detection signal of angle sensor 405 which carries out.

FIG. 10 is a flowchart showing the mooring control by the control unit 100, and shows mooring control in the case of controlling the elevation of the outboard motor 300 according to the detection signal of the angle sensor 405. Steps S201 to S208 are the same as steps S101 to S108 described with reference to FIG. 8, and thus the description thereof is omitted here.

(Step S209)
The control unit 100 refers to the detection signal indicating the tilt trim angle of the outboard motor 300 supplied from the angle sensor 405, and determines whether or not the outboard motor 300 is completely lowered. More specifically, the control unit 100 controls the outboard motor 300 based on whether or not the tilt trim angle of the outboard motor 300 is smaller than a preset first threshold Th1 (whether the angle is smaller than Th1). It is determined whether it has been lowered. While the trim angle of the outboard motor 300 is equal to or greater than the first threshold Th1 (NO in step S209), the control unit 100 returns to step S208 and continues the descent of the outboard motor 300. When detecting that the trim angle of the outboard motor 300 has become smaller than the first threshold Th1 (YES in step S209), the control unit 100 determines that the outboard motor 300 has been completely lowered, and proceeds to step S210. . The specific value of the threshold Th1 may be appropriately set according to the configurations of the outboard motor lifting device 1 and the outboard motor 300.

(Step S210)
In the case of YES at step S209, the control unit 100 sets the switching valve 60 in the closed state at step S210.

(Step S211)
Subsequently, in step S211, the control unit 100 controls the motor 16 of the outboard motor lifting device 1 so as to raise the outboard motor 300.

(Step S212)
The control unit 100 monitors the detection signal of the angle sensor 405 and refers to the detection signal indicating the tilt trim angle of the outboard motor 300 to determine whether the outboard motor 300 has been lifted. The control unit 100 determines whether the outboard motor 300 is lifted based on whether or not the tilt trim angle of the outboard motor 300 is larger than the second threshold Th2 set in advance (whether or not angle> Th2). Determine Here, the second threshold Th2 is larger than the first threshold Th1. While the trim angle of the outboard motor 300 is less than or equal to the second threshold value Th2 (NO in step S212), the control unit 100 returns to step S211 and continues the ascent of the outboard motor 300. When control unit 100 detects that the trim angle of outboard motor 300 is larger than second threshold value Th2 (YES in step S212), the process proceeds to step S213. The specific value of the threshold value Th2 may be appropriately set according to the configurations of the outboard motor lifting device 1 and the outboard motor 300.

(Step S213)
In the case of YES at step S212, the control unit 100 stops the operation of the motor 16 of the outboard motor lifting device 1, and ends the mooring control for the outboard motor 300.

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

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

(Step S301)
First, in step S301, the control unit 100 determines whether the engine 301 is on according to the hull state signal SIG_IN supplied from the engine 301. When control unit 100 determines that engine 301 is on (YES in step S301), the process proceeds to step S302. Further, when the control unit 100 determines that the engine 301 is off (NO in step S301), the control unit 100 proceeds to step S303. In this step, instead of determining whether the engine 301 is on, it may be determined whether the power transmission mechanism 302 of the outboard motor 300 is in gear.

(Step S302)
When it is determined that the engine 301 is on, the control unit 100 ends the port departure control without operating the lifting and lowering of the outboard motor 300 by the outboard motor lifting and lowering device 1. As described above, the control unit 100 first determines whether or not the mooring control is to be performed on the condition that the engine 301 of the outboard motor 300 is off (or not in the in-gear state). Therefore, if the user unintentionally operates the operation lever 400 despite the engine 301 being in the on state (or in the in-gear state), a series of port departure control is performed. It can prevent.
(Step S303)
When control unit 100 determines in step S301 that engine 301 is off (NO in step S301), control unit 100 determines whether or not departure switch 402 is on in step S303. When it is determined that the departure port switch 402 is off (NO in step S303), the control unit 100 proceeds to step S304. If the control unit 100 determines that the departure port switch 402 is on (YES in step S303), the process proceeds to step S305. In this step, instead of determining whether or not the departure switch 402 is on, it may be determined whether or not the user has received a departure instruction via another device.

(Step S304)
In the case of NO in step S303, the control unit 100 ends the departure control without operating the lifting and lowering of the outboard motor 300 by the outboard motor lifting and lowering device 1.

(Step S305)
In the case of YES at step S303, the control unit 100 sets the switching valve 60 in the closed state at step S305.

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

(Step S307)
The controller 100 monitors the motor current value of the motor 16 and determines whether the motor current value of the motor 16 is a blow current. While the motor current value of the motor 16 is not the blow current (in other words, it is the operation current) (NO in step S307), the control unit 100 returns to step S306 to lower the outboard motor 300 To continue. When control unit 100 detects that the motor current value of motor 16 has become the blow current (in other words, the state where outboard motor 300 has been completely lowered) (YES in step S307), the process proceeds to step S308. move on.

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

(Step S309)
Subsequently, the control unit 100 causes the switching valve 60 to be in the open state, and ends the departure control for the outboard motor 300.

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

12 (a) to 12 (d) are diagrams showing an operation example of the outboard motor elevator 1 through the departure control. In FIG. 12, the eighth channel C8 is shut off by being in the closed state when the solenoid 62 is off, and the eighth channel C8 is opened by being in the open state when the solenoid 62 is on. The case where the switching valve 60 of the normally closed valve is used is shown as an example.

In the example shown in FIGS. 12 (a) and 12 (b), when the user is aboard the hull 200 and the engine 301 is in the off state, the outboard motor 300 is held in the lifted state. In response to a departure instruction by the user via the departure switch 402 or another device as a trigger, the control unit 100 causes the switching valve 60 to be closed by turning off the solenoid 62 as shown in FIG. 11), while keeping the piston rod 14b of the tilt cylinder 14 in the contracted and cut-off state, the outboard motor 300 is temporarily moved to the position of the lowered and cut-off state (corresponding to step S306 in FIG. 11) .

Next, as shown in FIG. 12D, the control unit 100 turns on the solenoid 62 to open the switching valve 60 (corresponding to step S311 in FIG. 11), and the tilt cylinder 14 and trim cylinder The outboard motor control is finished by setting the outboard motor 300 to be able to move up and down in the trim area by the step S12.

In this manner, the control unit 100 causes the switching valve 60 to be in the closed state by using the departure instruction from the user as a trigger, and then lowers the outboard motor 300, and then the outboard motor 300 is completely lowered. A series of control is performed to open the switching valve 60. Therefore, it is possible to avoid supporting the outboard motor 300 with only the tilt cylinder 14 at the time of departure. In addition, it is possible to execute a series of porting operations including raising and lowering of the outboard motor while suppressing the time and effort of the user.

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 is provided with a control unit 100a shown in FIG. 13 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 100a includes a hull state signal AD conversion circuit 131, elevation signal

AD conversion circuits

132, 135, and 136, an operation unit 133, and a control signal generation circuit 134. Also in the present embodiment, the hull state signal SIG_IN, the elevation signal SIG_UD, the mooring switch signal SIG_MOO, and the departure port switch signal SIG_RET are input to the control unit 100a as analog signals. 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 elevation signal AD conversion circuit 135 is a conversion circuit that converts the mooring switch signal SIG_MOO into a digital signal. The mooring switch signal SIG_MOO as a converted digital signal is supplied to the calculation unit 143.

The elevation signal AD conversion circuit 136 is a conversion circuit that converts the outgoing port switch signal SIG_RET into a digital signal. The port switching signal SIG_RET as the 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.

In addition, the operation unit 133 refers to the ship state signal SIG_IN as a digital signal, the mooring switch signal SIG_MOO, and the departure port switch signal SIG_RET to determine whether the above-mentioned mooring control and departure control should be performed. 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 and the motor 16.

The relationship between the ship 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. 7 of the first embodiment. It can be configured to be determined. Further, as the control with reference to the hull state signal SIG_IN, the mooring switch signal SIG_MOO and the departure port switch signal SIG_RET, a series of controls described with reference to FIGS. 8 to 12 can be mentioned.

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. In addition, complicated tilt trim control can be performed while suppressing the time and effort of the user.

Third Embodiment
The control unit 100b according to the third embodiment will be described below 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. 14 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. 14, the control unit 100b includes a digital signal transmission / reception circuit 141, elevation signal

AD conversion circuits

132, 135, 136, 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.

Further, the calculation unit 143 refers to the digital signal D_SIG, the mooring switch signal SIG_MOO, and the departure port switch signal SIG_RET to determine whether the above-mentioned mooring control and departure control should be performed. A signal indicating the determination result is supplied to the control signal generation circuit 134.

The relationship between the input information INFO_IN and the 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. Further, as control performed with reference to the digital signal D_SIG, the mooring switch signal SIG_MOO, and the departure port switch signal SIG_RET, a series of controls described with reference to FIGS. 8 to 12 can be mentioned.

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. In addition, complicated tilt trim control can be performed while suppressing the time and effort of the user.

Embodiment 4
Hereinafter, the configuration of the outboard motor elevator 1a according to the fourth embodiment will be described with reference to FIG. FIG. 15 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. 15, 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. 15, the outboard motor elevator 1a according to the present embodiment is provided with two trim cylinders 12-1 and 12-2, and switching valves 60-1 are provided in the upper chambers of these trim cylinders. And 60-2 are connected. In other words, the outboard motor elevator 1a according to the present embodiment includes the first switching valve 60-1 connected to the upper chamber (first chamber) 12f of the first trim cylinder 12-1, and the second trim cylinder. And a second switching valve 60-2 connected to the upper chamber (first chamber) 12f of 12-2.

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

Further, as shown in FIG. 15, the outboard motor elevator 1a according to the present embodiment is provided with a tenth flow passage C10 connected to the upper chamber 12f of the second trim cylinder 12-2. The first switching valve 60-1 is provided on an eighth flow path C8 connected to the upper chamber 12f of the first trim cylinder 12-1, and the second switching valve 60-2 is a tenth flow. It is provided on the road C10.

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

The control unit 100 controls each of the motor 16, the first switching valve 60-1 and the second switching valve 60-2 in the mooring control and the departure control of the outboard motor elevator 1 as shown in FIGS. Control is performed as shown in the flowchart of FIG.

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

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

In the above description, although the case where the outboard motor lifting apparatus 1a includes the two trim cylinders 12 is taken as an example, the present embodiment is not limited to this. For example, a configuration having three or more trim cylinders 12 and having a switching valve 60 connected to the upper chamber 12 f of these three or more trim cylinders 12 is also included in this embodiment.
Fifth Embodiment
Hereinafter, the configuration of the outboard motor elevator 1b according to the fifth embodiment will be described with reference to FIG. FIG. 16 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. 16, 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. 16, the outboard motor elevator 1b according to the present embodiment includes a first trim cylinder 12-1 and a second trim cylinder 12-2, and the first trim cylinder 12-1 and the second trim cylinder A switching valve 60 is directly connected to each upper chamber (first chamber) 12f of 12-2. More specifically, the outboard motor elevator 1b according to the present embodiment includes an eleventh flow passage C11 connected to the seventh flow passage C7, and is disposed above the first trim cylinder 12-1. The chamber 12f, the upper chamber 12f of the second trim cylinder 12-2, and the switching valve 60 are directly connected via the seventh channel C7 and the eleventh channel C11.

Here, the first trim cylinder 12-1 and the second trim cylinder 12-2 have the same configuration as the trim cylinder 12 described in the first embodiment, and the switching valve 60 has the switching valve 60 described in the first embodiment. Is the same as

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

With the above-described configuration, the same advantages as those of the outboard motor lifting device described in the first to third embodiments can be obtained.
Sixth Embodiment
Hereinafter, the configuration of the outboard motor elevator 1c according to the sixth embodiment will be described with reference to FIG. FIG. 17 is a diagram showing the hydraulic circuit of the outboard motor elevator 1c according to the present embodiment, together with the control unit 100. As shown in FIG. In FIG. 17, the same members as those described above are denoted by the same reference numerals.

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

As shown in FIG. 17, the outboard motor elevator 1c according to the present embodiment includes a first trim cylinder 12-1 and a second trim cylinder 12-2, and the first trim cylinder 12-1 and the second trim cylinder. A switching valve 60 is connected to the upper chamber 12f of the first trim cylinder 12-1, which is one of the ends 12-2. More specifically, an eighth channel C8 whose one end is connected to the tank 18 is connected to the upper chamber 12f of the first trim cylinder 12-1, and a switching valve is connected to the eighth channel C8. 60 are provided. On the other hand, the outboard motor elevator 1c according to the present embodiment includes the tenth flow passage C10 whose one end is connected to the tank 18, and the upper chamber 12f of the second trim cylinder 12-2 Although the other end of the channel C10 of 10 is connected, the switching valve 60 is not provided on the tenth channel C10.

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

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

According to the above configuration, the hydraulic oil does not flow out of the upper chamber 12f of the first trim cylinder 12-1 or the hydraulic oil does not flow into the upper chamber 12f by bringing the switching valve 60 into the closed state. Therefore, the outboard motor 300 can be moved up and down using only the tilt cylinder 14 and the second trim cylinder 12-2.

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

In the above description, the switching valve 60 is connected only to the upper chamber 12f of the first trim cylinder 12-1, which is one of the first trim cylinder 12-1 and the second trim cylinder 12-2. However, the present embodiment is not limited to this. For example, a configuration in which N (N is 3 or more) trim cylinders 12 are provided and the switching valve 60 is connected to at least one of the upper chambers 12f among the N trim cylinders is also included in the present embodiment. .
Seventh Embodiment
The configuration of the outboard motor elevator 1d according to the seventh embodiment will be described below with reference to FIG. FIG. 18 is a diagram showing a hydraulic circuit of the outboard motor elevator 1d according to the present embodiment together with the control unit 100. As shown in FIG. In FIG. 18, the same members as those described above are denoted by the same reference numerals.

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

As shown in FIG. 18, in the outboard motor elevator 1d according to the present embodiment, the eighth flow passage C8 is connected to the first shuttle chamber 48d and the second shuttle chamber 48e in the main valve 48 via the switching valve 60. , The second shuttle chamber 48e. Here, the second shuttle chamber 48e is connected to the upper chamber (first chamber) of the tilt cylinder 14 by the fourth flow passage C4 via the second check valve 48c and the filter F2. Therefore, in the present embodiment, the eighth flow passage C8 is connected to the first chamber of the tilt cylinder 14 among the first shuttle chamber 48d and the second shuttle chamber 48e in the main valve 48 via the switching valve 60. It is connected to the second shuttle room 48e.

According to such a configuration, the same effect as that of the outboard motor lifting device described in the first to third embodiments can be obtained. Further, since it is not necessary to draw the eighth flow path C8 to the tank 18, the oil path configuration can be simplified depending on the arrangement of each component in the outboard motor lifting apparatus 1d. Further, compared to the case where the eighth flow path C8 is connected to the fourth flow path C4 as in the eighth embodiment described later, the influence of the change in the hydraulic pressure of the upper chamber 14f of the tilt cylinder 14 is less likely to occur. it can.
[Embodiment 8]
Hereinafter, the configuration of the outboard motor elevator 1e according to the eighth embodiment will be described with reference to FIG. FIG. 19 is a diagram showing a hydraulic circuit of the outboard motor elevator 1e according to the present embodiment together with the control unit 100. As shown in FIG. In FIG. 19, the same members as those described above are denoted by the same reference numerals.

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

As shown in FIG. 19, in the outboard motor elevator 1e according to the present embodiment, the eighth flow passage C8 is connected to the fourth flow passage C4 via the switching valve 60. Here, the fourth flow passage C4 is connected to the upper chamber (first chamber) of the tilt cylinder 14. Therefore, in the present embodiment, the eighth flow passage C8 is connected to the upper chamber (first chamber) of the tilt cylinder 14 via the switching valve 60.

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

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

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

In the outboard motor lifting device 1f according to the present embodiment, even when the hydraulic pressure in the upper chamber 12f of the trim cylinder 12 is excessively increased, the excessive hydraulic pressure is released through the protective valve 71, so the switching valve The same effects as in Embodiments 1 to 3 can be achieved while suppressing application of excessive hydraulic pressure to 60.

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

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

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

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

The protection valve 72 provided in the outboard motor lifting device according to the present embodiment is not limited to the oil path configuration shown in FIG. For example, also in each outboard motor lifting apparatus shown in FIGS. 15 to 17, 20, and FIG. 22 described later, protection is provided between the switching valve 60 and the tank 18 in the eighth channel C8. A valve (holding valve) 72 can be provided.
[Embodiment 11]
The configuration of the outboard motor elevator 1h according to the eleventh embodiment will be described below with reference to FIG. FIG. 22 is a diagram showing the hydraulic circuit of the outboard motor elevator 1h according to the present embodiment, together with the control unit 100. As shown in FIG. In FIG. 22, the same members as those described above are denoted by the same reference numerals.

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

As shown in FIG. 22, the outboard motor elevator 1h according to the present embodiment is connected to the pump 42 in addition to the main valve (first pump port) 48 connected to the pump (hydraulic pressure source) 42. The main valve (second pump port) 49 of 2 is provided. Further, the outboard motor elevator 1h according to the present embodiment includes a thirteenth channel C13 and a fourteenth channel C14 that connect the pump 42 and the second main valve 49.

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

The first shuttle chamber 49 d of the second main valve 49 is also connected to the first shuttle chamber 48 d of the main valve 48 via the thirteenth channel C 13 and the first channel C 1. The second shuttle chamber 49e in the main valve 49 is also connected to the second shuttle chamber 48e in the main valve 48 via the fourteenth channel C14 and the second channel.

Further, as shown in FIG. 22, in the outboard motor elevator 1h according to the present embodiment, the sixth flow passage C6 connected to the lower chamber 12g of the trim cylinder 12 is a check valve in the second main valve 49 Connected to 49b. In other words, the sixth flow passage C6 is connected to the first shuttle chamber 49d of the second main valve 49 via the check valve 49.

Further, as shown in FIG. 22, in the outboard motor elevator 1h according to the present embodiment, the sixth flow passage C6 is also connected to the manual valve 52. Further, as shown in FIG. 22, a protection valve 82 is connected to the sixth flow path C6, and the sixth flow path C6 is connected to the tank 18 via the protection valve 82.

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

(Rise movement)
When the pump 42 rotates forward, hydraulic oil is pressure-fed from the pump 42 to the first shuttle chamber 48 d of the main valve 48 and the first shuttle chamber 49 d of the second main valve 49. As a result, the first check valve 48b of the main valve 48 is opened, the spool 48a is moved to the first check valve 48b side, and the second check valve 48c is opened. Further, the check valve 49 b of the second main valve 49 is opened. As a result, the hydraulic oil is supplied from the main valve 48 to the lower chamber 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.

Here, if the switching valve 60 is in the open state, the hydraulic oil is also supplied to the lower chamber 12g of the trim cylinder 12 as in the above embodiment, so the piston rod 14b of the tilt cylinder 14 and the pistons of the trim cylinder 12 The rod 12b ascends together.

On the other hand, if the switching valve 60 is in the closed state, the hydraulic oil is not supplied to the lower chamber 12g of the trim cylinder 12 as in the above embodiment, so the piston rod 14b of the tilt cylinder 14 is raised. Piston rod 12b does not rise.

When the switching valve 60 is in the closed state, the hydraulic oil is not supplied to the lower chamber 12 g of the trim cylinder 12. The amount of hydraulic oil supplied by the pump 42 per unit time does not change significantly whether the switching valve 60 is open or closed. Therefore, as in the above embodiment, 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 pump 42 reverses, hydraulic fluid is pumped from the pump 42 to the second shuttle chamber 48 e of the main valve 48 and the second shuttle chamber 49 e of the second main valve 49. As a result, the second check valve 48 c is opened, the spool 48 a is moved to the second check valve 48 c side, and the first check valve 48 b is opened. Further, the spool 49a of the second main valve 49 moves to the check valve 49b side, and the check valve 49b is opened. As a result, the hydraulic oil is supplied to the 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. Further, the hydraulic oil is recovered from the lower chamber 12g of the trim cylinder 12.

Here, if the switching valve 60 is in the open state, the hydraulic oil is also recovered from the lower chamber 12g of the trim cylinder 12 as in the above embodiment, so the piston rod 14b of the tilt cylinder 14 and the pistons of the trim cylinder 12 The rod 12b is lowered together.

On the other hand, if the switching valve 60 is in the closed state, the hydraulic oil is not recovered from the lower chamber 12g of the trim cylinder 12 as in the above embodiment, so the piston rod 14b of the tilt cylinder 14 is lowered. Piston rod 12b does not descend.

When the switching valve 60 is in the closed state, the hydraulic oil is not collected from the lower chamber 12g of the trim cylinder 12. Therefore, the piston rod 14b of the tilt cylinder 14 has the switching valve 60 in the open state as in the above embodiment. It descends faster than.

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

[Embodiment 12]
Hereinafter, another specific example of the hull state signal SIG_IN described in the first and second embodiments will be described as the twelfth embodiment. The hull state signal SIG_IN includes one or more of other specific examples described later, instead of the specific examples described in the first and second embodiments or in addition to the specific examples described in the first and second embodiments. can do.

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

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

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

control units

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

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

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

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

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

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

For example, when the engine is not neutral, the control unit performs the same control as the control of the "engine on or in gear" state in FIG. 7, and when the engine is neutral, the "engine off or in gear not 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. 7 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. 7 may be performed.

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

For example, when the hydraulic pressure of the engine is equal to or higher than a predetermined value, the control unit performs the same control as the control of the "engine on or in gear" state in FIG. In such a case, the same control as the control of the “engine off or not in gear” state in FIG. 7 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. 7, and the water level indicated by the water level signal is a predetermined value. If smaller, the same control as the control of the state of "engine off or not in gear" in FIG. 7 may be performed.

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

The control unit performs, for example, the same control as the control of the "engine on or in gear" state in FIG. 7 when the throttle opening is equal to or greater than a predetermined value, and the throttle opening is smaller than the predetermined value. In such a case, the same control as the control of the “engine off or not in gear” state in FIG. 7 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. 7 when the boat speed is equal to or higher than a predetermined value, and in FIG. 7 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. 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. 23 is a block diagram showing a configuration around the engine 301 of the outboard motor 300. As shown in FIG. As shown in FIG. 23, 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. 23, from the generator 310, in addition to the conductor 310a to the main battery 310a, the conductor 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 navigation 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. 7 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. The control unit performs, for example, the same control as the control of the "engine on or in gear" state in FIG. 7 when there is an obstacle, and when there is no obstacle or there is no signal, in 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 included in the hull 200. The GPS device may be on or near the hull.

When the ship speed indicated by the GPS signal is equal to or higher than a predetermined value, the control unit performs 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. 7 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. 7 when the transom vibration is equal to or greater than a predetermined value, 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. 7 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 state of "engine off or not in gear" in FIG. 7 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. The control unit performs, for example, the same control as the control of the "engine on or in gear" state in FIG. 7 when there is an obstacle, and when there is no obstacle or there is no signal, in 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. The control unit performs, for example, the same control as the control of the "engine on or in gear" state in FIG. 7 when there is an obstacle, and when there is no obstacle or there is no signal, in 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 in FIG. 7 with reference to, for example, an audio instruction included in the audio signal.

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

[Example of software implementation]
The

control units

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

In the latter case, the

control units

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

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

1, 1a, 1b, 1c, 1d, 1e, 1f, 1g, 1h Outboard motor lifting device 12, 12-1, 12-2 Trim cylinder 14 Tilt cylinder 42 Pump (hydraulic source)
60

switching valve

100, 100a, 100b control 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)
C7 Seventh flow path (third oil path)
C8 eighth flow path (second oil path)
C9 ninth flow channel C10 tenth flow channel C11 eleventh flow channel C12 twelfth flow channel C13 thirteenth flow channel C14 fourteenth flow channel

Claims

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,
Oil storage tank,
A first oil passage connecting the hydraulic pressure source, the second chamber of the one or more tilt cylinders, and the second chamber of the one or more trim cylinders;
A second oil passage connected to the first chamber of at least one of the one or more trim cylinders;
A switching valve provided on the second oil path,
A control unit configured to control raising and lowering of the outboard motor and opening and closing of the switching valve;
The control unit executes a series of control including at least one of raising and lowering of the outboard motor and change of an open / close state of the switching valve, triggered by an instruction from a user. Machine lifting device.
The trim cylinder comprises at least a first trim cylinder and a second trim cylinder,
The outboard motor elevator according to claim 1, wherein the switching valve is connected to at least one of the first trim cylinder and the second trim cylinder.
The outboard motor elevator according to claim 2, wherein the switching valve is connected only to any one of the first trim cylinder and the second trim cylinder.
The trim cylinder comprises at least a first trim cylinder and a second trim cylinder,
As the switching valve,
A first switching valve connected to a first chamber of the first trim cylinder;
A second switching valve connected to the first chamber of the second trim cylinder;
An outboard motor elevator apparatus according to claim 1, comprising:
The trim cylinder comprises at least a first trim cylinder and a second trim cylinder,
The outboard motor elevator according to claim 1, wherein the switching valve is directly connected to the first trim cylinder and the second trim cylinder.
Further comprising a pump port connected to the hydraulic pressure source;
The second oil passage is connected to a shuttle chamber connected to a first chamber of the tilt cylinder, of the two shuttle chambers in the pump port, via the switching valve. The outboard motor elevator according to any one of claims 1 to 5.
The outboard motor elevator according to any one of claims 1 to 5, wherein the second oil passage is connected to the first chamber of the tilt cylinder via the switching valve. apparatus.
The outboard motor according to any one of claims 1 to 7, wherein one end of a protection valve is connected between the switching valve and the trim cylinder in the second oil passage. lift device.
The second oil passage is connected to an oil storage tank via the switching valve,
The outboard motor elevator according to any one of claims 1 to 5, wherein a protection valve is provided between the switching valve and the oil storage tank in the second oil passage.
The system further comprises a first pump port and a second pump port connected to the hydraulic pressure source,
The first pump port includes second and first shuttle chambers connected to the first chamber and the second chamber of the tilt cylinder via check valves, respectively.
The second pump port has a shuttle chamber connected to the first shuttle chamber of the first pump port,
The ship according to any one of claims 1 to 9, wherein the first oil passage is connected to the shuttle chamber of the second pump port via a check valve. External machine lifting device.
The control unit is triggered by a user's mooring instruction as a series of control steps.
After the switching valve is opened, the outboard motor is lowered, and
The outboard motor according to any one of claims 1 to 10, wherein the outboard motor is raised after the switching valve is in a closed state in a state where the outboard motor is completely lowered. Machine lifting device.
The control unit is triggered by a user's departure instruction from the user as the series of controls.
After the switching valve is closed, the outboard motor is lowered, and
The outboard motor elevator according to any one of claims 1 to 11, wherein the switching valve is opened when the outboard motor is fully lowered.
The controller according to any one of claims 1 to 12, wherein the controller detects a state in which the outboard motor has been completely lowered by referring to a drive current for driving the hydraulic pressure source. Outboard motor lifting device as described.
The controller according to any one of claims 1 to 12, wherein the control unit detects a state in which the outboard motor is completely lowered by referring to a detection result by an angle sensor that detects a rising angle of the outboard motor. An outboard motor lifting device according to any one of the preceding claims.
The outboard motor elevator according to any one of claims 1 to 12, wherein the control unit executes the series of processes on condition that the engine of the outboard motor is off.
The trim cylinder is plural,
The outboard motor elevator according to any one of claims 1 to 15, further comprising a fourth oil passage connecting the first chambers of the plurality of trim cylinders to each other.
In a control method of an outboard motor lifting device for raising and lowering an outboard motor,
The outboard motor lifting device
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,
Oil storage tank,
A first oil passage connecting the hydraulic pressure source, the second chamber of the one or more tilt cylinders, and the second chamber of the one or more trim cylinders;
A second oil passage connected to the first chamber of at least one of the one or more trim cylinders;
A switching valve provided on the second oil path,
Equipped with
The control method includes a series of steps including at least one of raising and lowering of the outboard motor, triggered by an instruction by a user, and a change in the open / close state of the switching valve. Control method.