WO2019064610A1

WO2019064610A1 - Terminal device, outboard motor hoist system, program, and recording medium

Info

Publication number: WO2019064610A1
Application number: PCT/JP2017/036620
Authority: WO
Inventors: 好光古室
Original assignee: 株式会社ショーワ
Priority date: 2017-09-27
Filing date: 2017-10-10
Publication date: 2019-04-04
Also published as: JP2019059407A; JP6313891B1

Abstract

The present invention achieves a technology capable of automatically changing the speed at which an outboard motor is raised and lowered. An outboard motor hoist device (1) comprises: a pump (42); a first oil passage that connects the second chamber of one or more tilt cylinders (14) and the second chamber of one or more trim cylinders (12); a second oil passage connected to the first chamber of any of the one or more trim cylinders; and a switching valve (60) provided on the second oil passage. A terminal device (500) is equipped with a terminal control unit (504) for referring to a hull state signal and controlling the switching valve.

Description

Terminal device, outboard motor lifting system, program, and recording medium.

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

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 (e.g., Patent Documents 1 and 2).

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

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

An object of the present invention is to realize a technology capable of automatically changing the speed of raising and lowering the outboard motor.

With such an object, a terminal device according to an aspect of the present invention is a terminal device for remotely controlling an outboard motor lifting device that lifts an outboard motor, wherein the outboard motor lifting device is either A plurality of tilt cylinders and one or more trim cylinders, wherein each trim cylinder is connected to a piston that divides the trim cylinder into a first chamber and a second chamber, and connected to the piston, the trim cylinder A rod penetrating the first chamber, each tilt cylinder being connected to a piston that divides the tilt cylinder into the first chamber and the second chamber, and connected to the piston, and penetrating the first chamber of the tilt cylinder The outboard motor lifting device connects a hydraulic pressure source, 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. First An oil passage, a second oil passage connected to the first chamber of at least one of the one or more trim cylinders, and a switching valve provided on the second oil passage, the terminal device The controller includes a control unit that controls the switching valve with reference to a hull state signal.

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

Further, with this object, an outboard motor lifting system according to an aspect of the present invention is an outboard motor lifting system including an outboard motor lifting device for lifting an outboard motor, and a terminal device, The outboard motor lifting device includes one or more tilt cylinders and one or more trim cylinders, wherein each trim cylinder divides the trim cylinder into a first chamber and a second chamber; A rod connected to the piston and penetrating the first chamber of the trim cylinder, wherein each tilt cylinder is connected to the piston that divides the tilt cylinder into the first chamber and the second chamber, and to the piston; A rod penetrating through the first chamber of the tilt cylinder, wherein the outboard motor lifting device includes a hydraulic pressure source, the hydraulic pressure source, a second chamber of the one or more tilt cylinders, and the one or more trim cylinders A second oil passage connected to the second chamber, a second oil passage connected to the first chamber of at least one of the one or more trim cylinders, and the second oil passage The terminal device includes a control unit that controls the switching valve with reference to a hull state signal.

Further, with this object, an outboard motor lifting system according to an aspect of the present invention is an outboard motor lifting system including an outboard motor lifting device for lifting an outboard motor, and a terminal device, The outboard motor lifting device includes one or more tilt cylinders and one or more trim cylinders, wherein each trim cylinder divides the trim cylinder into a first chamber and a second chamber; A rod connected to the piston and penetrating the first chamber of the trim cylinder, wherein each tilt cylinder is connected to the piston that divides the tilt cylinder into the first chamber and the second chamber, and to the piston; A rod penetrating the first chamber of the tilt cylinder, the outboard motor lifting device comprising: a first oil passage connecting an oil pressure source; the oil pressure source; and the second chamber of the one or more tilt cylinders; And the first The terminal device includes a second oil passage connecting the oil passage and the second chamber of the one or more trim cylinders, and a switching valve provided on the second oil passage. The control part which controls the said switching valve with reference is provided.

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

FIG. 2 is a view showing a usage example of the outboard motor elevator according to Embodiment 1 and a schematic internal configuration of the outboard motor. FIG. 1 is a front view showing an example of the configuration of an outboard motor elevator according to a first embodiment. FIG. 1 is a side sectional view of an outboard motor elevator according to a first embodiment. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 1 with the structure of a terminal device. It is a block diagram which shows the specific structure of the terminal device which concerns on Embodiment 1, and the control part of an outboard motor raising / lowering apparatus. It is a figure which shows the example of the operation button which the instruction | indication reception part of the terminal device which concerns on Embodiment 1 displays. FIG. 5 is a circuit diagram showing an example of a circuit configuration of a terminal control unit of the terminal device according to the first embodiment. It is a figure which shows an example of control of the switching valve by the terminal control part of the terminal device which concerns on Embodiment 1. FIG. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 2 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus based on Embodiment 3 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 4 with the structure of a terminal device. It is a figure which shows the structure of a hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 5 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus based on Embodiment 6 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 7 with the structure of a terminal device. It is a figure which shows the structure of a hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 8 with the structure of a terminal device. It is a figure which shows the structure of a hydraulic circuit periphery of the outboard motor raising / lowering apparatus which concerns on Embodiment 9 with the structure of a terminal device. It is a figure which shows the structure of the hydraulic circuit periphery of the outboard motor raising / lowering apparatus based on Embodiment 10 with the structure of a terminal device. FIG. 14 is a view showing the configuration of the outboard motor and its surroundings according to the first to tenth embodiments.

Embodiment 1
Hereinafter, an outboard motor elevator system according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 8. The outboard motor elevator system according to the present embodiment includes an outboard motor elevator device 1 and a terminal device 500 for remotely controlling the outboard motor elevator device 1.

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

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

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

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

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

Further, as shown in FIG. 2, through holes are respectively formed in the base 24 and the stern bracket 70, and the base 24 and the stern bracket 70 are relative to each other through the undershaft 26 penetrating the through holes. It is rotatably connected.

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

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

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

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

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

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

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

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 user. The hydraulic oil is stored in the tank 18.

As an example, the operation lever of the hull 200 is configured to be provided with an up button for instructing raising of the outboard motor lifting device 1 and a down button for instructing lowering of the outboard motor lifting device 1. The signal indicating the user's instruction input via the button may be used as the elevation signal SIG_UD.

As shown in FIG. 4, the main valve 48 includes a spool 48a, a first check valve 48b, and a second check valve 48c. The main valve 48 is partitioned by 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.

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

The first check valve 48b is connected to the lower chamber 14g of the tilt cylinder 14 via the filter F1 and the third flow passage C3. On the other hand, the second check valve 48c is connected to the upper chamber 14f of the tilt cylinder 14 via the filter F2 and the fourth flow passage C4. Further, as shown in FIG. 4, an upper chamber oil supply valve 56 is connected to the fourth flow path C4.

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

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

The sixth flow path C6 (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. 4, 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 shutoff state or the open state. Is equipped. A control signal SIG_CONT is supplied to the solenoid 62 from the control unit 100 described later, and the ON / OFF of the solenoid 62 is switched based on the control signal SIG_CONT.

The switching valve 60 closes the 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.

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

As an example, the transmitting and receiving unit 400 receives an ignition signal SIG_IG, a hull state signal SIG_IN, and an elevation signal SIG_UD, and the transmitting and receiving unit 400 transmits information indicating the values of these signals to the terminal transmitting and receiving unit 502 of the terminal device 500. Send.

The various signals input to the transmitting and receiving unit 400 are transmitted via a wired or wireless network configured on the hull 200. These signals may be analog signals or digital signals. In the configuration in which an analog signal is input, the transmission / reception unit 400 may include an AD conversion unit, convert the analog signal into a digital signal, and transmit the digital signal to the terminal transmission / reception unit 502.

A specific standard for transmitting digital signals is not limited to this embodiment, but one example is NMEA 2000 (registered trademark) established by National Marine Electronics Association (NMEA).

The terminal transmission / reception unit 502 receives information indicating each signal value of the ignition signal SIG_IG, the hull state signal SIG_IN, and the elevation signal SIG_UD, which is transmitted by the transmission / reception unit 400. The terminal transmission / reception unit 502 supplies the terminal control unit 504 with the information indicating the received signal values.

The terminal control unit 504 refers to the ignition signal SIG_IG received by the terminal transmission / reception unit 502, the ship state signal SIG_IN, and the elevation signal SIG_UD to determine whether the switching valve 60 should be open or closed. , And generates a determination signal SIG_DEC indicating the determination result. The determination signal SIG_DEC is transmitted to the transmission / reception unit 400 via the terminal transmission / reception unit 502, and the transmission / reception unit 400 supplies the received determination signal to the control unit 100.

More specifically, as shown in FIG. 5, the terminal control unit 504 includes a signal acquisition unit 602 and an arithmetic unit 600. The signal acquisition unit 602 acquires information indicating each signal value of the ignition signal SIG_IG, the ship state signal SIG_IN, and the elevation signal SIG_UD from the terminal transmission / reception unit 502, and supplies the acquired information to the calculation unit 600. The arithmetic unit 600 performs the above-described determination process. Note that specific determination processing by the terminal control unit 504 will be described later in place of the drawing, and the description will be omitted here.

Communication between the transmission / reception unit 400 and the terminal transmission / reception unit 502 is realized by wireless connection as an example, but this is not a limitation of the present embodiment, and may be realized by wired connection.

In addition, when realized as a wireless connection, as an example, wireless connection conforming to wireless communication standards such as LTE (Long Term Evolution), global Internet connection, wireless LAN (Local Area Network), Bluetooth (registered trademark), etc. The connection may be realized by at least one of or a combination of local network connections. However, the aspect of these connections does not limit this embodiment.

When the mooring operation or maintenance is performed, the user may leave the hull 200. By realizing communication between the transmission / reception unit 400 and the terminal transmission / reception unit 502 by wire or wireless connection, the convenience of the user can be improved.

In the above description, the transmission / reception unit 400 acquires the ignition signal SIG_IN and transmits it to the terminal device 500 as an example, but this does not limit the present embodiment. In the configuration where it is not necessary to refer to the ignition signal SIG_IN in the determination processing in the terminal control unit 504, the ignition signal SIG_IN may not be transmitted to the terminal device 500.

The control unit 100 includes a control signal generation circuit 700 as shown in FIG. 5 as an example. The control signal generation circuit 700 generates a control signal SIG_CONT corresponding to the determination signal SIG_DEC with reference to the determination signal SIG_DEC acquired by the transmission / reception unit 400. More specifically, when the determination signal SIG_DEC acquired by the transmission / reception unit 400 indicates that the switching valve 60 should be in the open state, the control signal generation circuit 700 places the switching valve 60 in the open state. The control signal SIG_CONT is generated and supplied to the switching valve 60. On the other hand, when the determination signal SIG_DEC acquired by the transmission / reception unit 400 indicates that the switching valve 60 should be in the closed state, the control signal generation circuit 700 sets the switching valve 60 in the closing state. Are generated and supplied to the switching valve 60.

(Instructions receiving unit)
In the example illustrated in FIGS. 4 and 5, the terminal device 500 includes an instruction receiving unit 506. The instruction receiving unit 506 is configured to receive an instruction from the user regarding the outboard motor lifting device 1, and as an example, an up button for instructing lifting of the outboard motor lifting device 1, and an outboard motor lifting device It can be configured to have a down button for instructing the lowering of 1. Further, as shown in FIG. 6, the instruction receiving unit 506 includes a display unit, and the display unit includes an UP button (“UP” in FIG. 6) and a DOWN button (“DOWN” in FIG. 6) as a graphical user interface (GUI). "" May be displayed, and an instruction from the user may be received as the user's input to these GUIs.

When the instruction receiving unit 506 receives an instruction from the user regarding lifting and lowering of the outboard motor lifting device 1, the terminal control unit 504 replaces the lifting and lowering signal SIG_UD supplied from the terminal transmitting and receiving unit 502, and the command receiving unit 506 It may be configured to determine whether the switching valve 60 should be in the open state or in the closed state with reference to the received instruction of the user.

Furthermore, in the case where the terminal device 500 includes the instruction receiving unit 506, the transmitting and receiving unit 400 may not transmit the elevation signal SIG_UD to the terminal device 500.

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

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

FIG. 7 is a circuit diagram showing a configuration example in the case of realizing operation unit 600 as a logic circuit. As shown in FIG. 7, the terminal control unit 504 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. Ru. 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.

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

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

Further, the elevation signal SIG_UD acquired by the signal acquisition unit 602 from the terminal transmission / reception unit 502 or the instruction reception unit 506 is input to the base electrode of the fourth switching element 124 via the third connector 103 and the diode 113. On the other hand, the elevation signal SIG_UD is input to the base electrode of the fifth switching element 125 via the third connector 103 and the diode 114.

A signal corresponding to the emitter current of the first switching element 121 is 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.

From the source electrode of the second switching element 122, a determination signal (switching valve control signal) SIG_DEC is output. The determination signal (switching valve control signal) SIG_DEC is supplied to the terminal transmission / reception unit 502 via the fourth connector 104 and is transmitted to the transmission / reception unit 400.

(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.

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

8 shows the state of the outboard motor 300 indicated by the hull state signal SIG_IN, the elevation instruction of the outboard motor by the user indicated by the elevation signal SIG_UD, and the state of the switching valve 60 controlled by the control unit 100 and the terminal control unit 504. Is a table exemplifying

In the example shown in FIG. 6, when the ship state signal SIG_IN indicates "engine on" or "in gear", regardless of which of "rising", "falling", and "holding" the raising and lowering signal SIG_UD indicates. The terminal control unit 504 generates a determination signal SIG_DEC indicating that the switching valve 60 should be in the open state. The control part 100 which acquired this determination signal SIG_DEC makes the switching valve 60 an open state by supplying the control signal SIG_CONT.

As an example, the hull state signal SIG_IN is a signal related to the engine rotation unit of the engine 301 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. 8, the terminal control unit 504 switches the switching valve when the hull state signal SIG_IN indicates “engine off” or “not in gear” and the elevation signal SIG_UD indicates “rising” or “holding”. A determination signal SIG_DEC indicating that 60 should be in the closed state is generated. The control unit 100 which has acquired the determination signal SIG_DEC brings the switching valve 60 into the closed state by supplying the control signal SIG_CONT.

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

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

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

Further, in the example shown in FIG. 8, when the hull state signal SIG_IN indicates “engine off” or “not in gear” and the elevation signal SIG_UD indicates “down”, the terminal control unit 504 sets the switching valve 60 in the open state. A determination signal SIG_DEC to be generated is generated. The control part 100 which acquired this determination signal SIG_DEC makes the switching valve 60 an open state by supplying the control signal SIG_CONT.

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 terminal control unit 504 may determine that the switching valve 60 should be 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 ship state signal SIG_IN indicates “engine off” or “not in gear” and the elevation signal SIG_UD indicates “down”, the terminal control unit 504 determines that the switching valve 60 should be in the closed state. May be

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 to be open or closed is the terminal. The configuration may be performed by the control unit 504 or the control unit 100. In such a configuration, the terminal control unit 504 or the 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 refer to other signals. Then, either the open state or the closed state 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.

<Additional items of Embodiment 1>
Although partially described above, the invention described herein also includes the following configurations. That is, the elevation signal SIG_UD is generated according to the user's instruction received by the instruction accepting unit 506, and the elevation signal SIG_UD is supplied to the control unit 100 via the terminal transmission / reception unit 502 and the transmission / reception unit 400. Then, the control unit 100 drives the motor 16 in accordance with the elevation signal SIG_UD. Moreover, in such a configuration, the outboard motor lifting device 1 may not have the switching valve 60. Even with such a configuration, since the user can control the lifting and lowering of the outboard motor lifting and lowering device 1 using the terminal device 500, the convenience of the user is improved.

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

As shown in FIG. 9, 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. 9, the outboard motor elevator 1a according to the present embodiment includes 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. .

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.

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

As shown in FIG. 10, 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.

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

Embodiment 4
Hereinafter, the configuration of the outboard motor elevator 1c provided in the outboard motor elevator system according to the fourth embodiment will be described with reference to FIG. FIG. 11 is a diagram showing a 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. 11, the same members as those described above are denoted by the same reference numerals.

As shown in FIG. 11, 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.

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. .

Fifth Embodiment
Hereinafter, the configuration of the outboard motor elevator 1d provided in the outboard motor elevator system according to the fifth embodiment will be described with reference to FIG. FIG. 12 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. 12, the same members as those described above are denoted by the same reference numerals.

As shown in FIG. 12, 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 embodiment 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.

Sixth Embodiment
Hereinafter, the configuration of the outboard motor elevator 1e provided in the outboard motor elevator system according to the sixth embodiment will be described with reference to FIG. FIG. 13 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. 13, the same members as those described above are denoted by the same reference numerals.

As shown in FIG. 13, 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 embodiment 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.

Seventh Embodiment
Hereinafter, the configuration of the outboard motor elevator 1f provided in the outboard motor elevator system according to the seventh embodiment will be described with reference to FIG. FIG. 14 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. 14, the same members as those described above are denoted by the same reference numerals.

As shown in FIG. 14, 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 effect as that of the first embodiment can be obtained while suppressing the application of an 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. 9 to 13 and FIGS. 15 to 17 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 8]
Hereinafter, the configuration of the outboard motor elevator 1g provided in the outboard motor elevator system according to the eighth embodiment will be described with reference to FIG. FIG. 15 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. 15, the same members as those described above are denoted by the same reference numerals.

As shown in FIG. 15, in the outboard motor elevator 1g according to the present embodiment, the eighth channel C8 is connected to the tank 18 via the switching valve 60, and in the eighth channel 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 elevator according to the present embodiment is not limited to the oil path configuration shown in FIG. For example, also in the outboard motor lifting apparatus shown in FIGS. 9 to 11, 14 and FIGS. 16 to 17 described later, between the switching valve 60 and the tank 18 in the eighth channel C8. , And a protection valve (holding valve) 72 can be provided.

[Embodiment 9]
Hereinafter, the configuration of the outboard motor elevator 1h provided in the outboard motor elevator system according to the ninth embodiment will be described with reference to FIG. FIG. 16 is a diagram showing a 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. 16, 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. 16, the outboard motor lifting apparatus 1 h 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, as shown in FIG. 16, includes a spool 49a and a check valve 49b. The second main valve 49 is partitioned by the spool 49a into a first shuttle chamber 49d on the check valve 49b side and a second shuttle chamber 49e on the opposite side of the check valve 49b as viewed from the spool 49a.

The 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. 16, 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. 16, 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. 16, a protection valve 82 is connected to the sixth flow path C 6, and the sixth flow path C 6 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 10]
Hereinafter, an outboard motor elevator system provided in an outboard motor elevator system according to a tenth embodiment of the present invention will be described with reference to FIG. The outboard motor lifting system according to the present embodiment includes an outboard motor lifting device 1i and a terminal device 500 that remotely controls the outboard motor lifting device 1.

The outboard motor elevator 1i according to the present embodiment differs from the outboard motor elevator 1 according to the first embodiment in the configuration of the oil path. The other configuration of the outboard motor elevator 1i is the same as that of the outboard motor elevator 1, and thus the description thereof is omitted. Moreover, since the terminal device 500 which concerns on this embodiment is the same as that of the terminal device 500 which concerns on Embodiment 1, description is abbreviate | omitted.

FIG. 17 is a diagram showing the periphery of the hydraulic circuit of the outboard motor elevator 1i according to the present embodiment, together with the configuration of the terminal device 500. As shown in FIG.

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

As shown in FIG. 17, the main valve 48 includes a spool 48a, a first check valve 48b, and a second check valve 48c. The main valve 48 is partitioned by 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.
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 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. 17, an upper chamber oil supply valve 56 is connected to the fourth flow path C4.

The sixth flow passage C6 (also referred to as a second oil passage) connects the third flow passage C3 and the lower chamber 12g of the trim cylinder 12. Moreover, the switching valve 60 is arrange | positioned on the 6th flow path C6.

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

(Switching valve 60)
As shown in FIG. 17, the switching valve 60 provided on the sixth flow path C6 includes a plunger 64 which is driven by the solenoid 62 and the solenoid 62 and brings the sixth flow path C6 into the blocking state or the opening state. ing. A control signal SIG_CONT is supplied to the solenoid 62 from the control unit 100 described later, and the ON / OFF of the solenoid 62 is switched based on the control signal SIG_CONT.

The switching valve 60 closes the sixth flow passage C6 by being closed when the solenoid 62 is OFF, and opens the sixth flow passage C6 by being opened when the solenoid 62 is ON. It may be configured as a normally closed valve, or the sixth flow path C6 is opened by being open when the solenoid is off, and the sixth flow by being closed when the solenoid is on. It may be configured as a normally open valve that shuts off the passage C6.

When the switching valve 60 is configured as a normally open valve, the sixth channel C6 is opened even if the switching valve 60 does not operate, that is, the lower chamber of the trim cylinder 12 Since 12 g is maintained in communication with the lower chamber 14 g of the tilt cylinder 14, angle adjustment of the outboard motor 300 can be performed using both the tilt cylinder 14 and the trim cylinder 12.

On the other hand, when the switching valve 60 is configured as a normally closed valve, even if the switching valve 60 does not operate, the sixth channel C6 is shut off, that is, the trim cylinder 12 The lower chamber 12g and the lower chamber 14g of the tilt cylinder 14 are kept out of communication with each other. Therefore, since the hydraulic oil does not flow out from the lower chamber 14g of the tilt cylinder 14, the angle adjustment of the outboard motor 300 can be performed only by the tilt cylinder 14, and the outboard motor 300 can be held continuously.

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

The speed of raising and lowering the outboard motor can be automatically changed also by the outboard motor elevator 1i and the terminal device 500 as described above.

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

The signals that may be included in the hull status signal SIG_IN are
(A) Outboard motor performance signal obtainable from the outboard motor 300 (B) Ship body (body) performance signal obtainable from the hull (body) 200 (C) Signal classified into an obtainable signal even with the terminal device 500 alone . However, there are also signals that are redundantly classified into any one of (A) to (C) depending on the type of signal.

An example of an outboard motor performance signal obtainable from the outboard motor 300 and a control example by the terminal control unit 504 (hereinafter, also simply referred to as a control unit) referring to the outboard motor performance signal are as follows.

(A-1) Ignition Signal The ignition signal is a signal indicating on / off of the ignition 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. 8 when the ignition is on, and "not the engine off or in gear" in FIG. The control similar to the control of the state of may be performed.

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

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

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

For example, when the engine is not in neutral, the control unit performs the same control as the control of the "engine on or in gear" state in FIG. 8, and in the case where 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. 8 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. 8 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. 8 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. 8 and the oil temperature of the engine is higher than the predetermined value. If smaller, the same control as the control of the state of "engine off or not in gear" in FIG. 8 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. 8 and the oil temperature of the engine is smaller than the predetermined value. In this case, control similar to the control of the state of “engine off or not in gear” in FIG. 8 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 control similar to the control of the “engine on or in gear” state in FIG. 8 and the water level indicated by the water level signal is a predetermined value If smaller, the same control as the control of the “engine off or not in gear” state in FIG. 8 may be performed.

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

The control unit performs, for example, the same control as the control of the "engine on or in gear" state in FIG. 8 when the throttle opening is equal to or greater than a predetermined value, and the throttle opening is smaller than the predetermined value. In this case, control similar to the control of the state of “engine off or not in gear” in FIG. 8 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. 8 when the boat speed is equal to or higher than a predetermined value, and in FIG. 8 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. 8 and the voltage of the battery is smaller than the predetermined value. Control similar to the control of the state of "engine off or not in gear" in FIG. 8 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 tenth embodiments and the present embodiment includes a generator connected to the engine 301 provided in the outboard motor 300.

FIG. 18 is a block diagram showing a configuration around the engine 301 of the outboard motor 300. As shown in FIG. As shown in FIG. 18, 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. 17, 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-13) can also be regarded as a state signal indicating the state of the outboard motor 300.

Subsequently, a control example by the terminal control unit 504 (hereinafter, also simply referred to as a control unit) which refers to the 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. 8 when the impact is equal to or greater than a predetermined value, and when the impact is smaller than the predetermined value, or If not, it may be configured to perform the same control as the control of the state of "engine off or not in gear" in FIG.

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

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

The control unit switches the switching valve 60 according to the sonar signal. More specifically, the control unit switches the switching valve 60 according to the presence or absence of an obstacle indicated by the sonar signal or the presence or absence of the sonar signal itself. For example, when there is an obstacle, the control unit performs the same control as the control of the "engine on or in gear" state in FIG. 8, and when there is no obstacle or there is no signal, It may be configured to perform the same control as the control of the state of "engine off or not in gear".

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

The control unit performs the same control as the control of the "engine on or in gear" state in FIG. 8 when the boat speed indicated by the GPS signal is equal to or higher than a predetermined value, and the boat speed indicated by the GPS signal has a predetermined value. If smaller, the same control as the control of the “engine off or not in gear” state in FIG. 8 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. 8 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, control similar to the control of the "engine off or not in gear" state in FIG. 8 may be performed.

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

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

The control unit switches the switching valve 60 according to the vibration signal. More specifically, the control unit switches the switching valve 60 according to the vibration indicated by the vibration signal or the presence 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. 8 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, the same control as the control of the “engine off or not in gear” state in FIG. 8 may be performed.

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

The control unit switches the switching valve 60 according to the IP image signal. More specifically, the control unit switches the switching valve 60 according to the presence or absence of an obstacle indicated by the IP image signal or the presence or absence of the IP image signal itself. For example, when there is an obstacle, the control unit performs the same control as the control of the "engine on or in gear" state in FIG. 8, and when there is no obstacle or there is no signal, It may be configured to perform the same control as the control of the state of "engine off or not in gear".

(B-9) Radar Signal The radar signal is a signal supplied from a radar provided to the hull 200.

The control unit switches the switching valve 60 according to the radar signal. More specifically, the control unit switches the switching valve 60 according to the presence or absence of the obstacle indicated by the radar signal or the presence or absence of the radar signal itself. For example, when there is an obstacle, the control unit performs the same control as the control of the "engine on or in gear" state in FIG. 8, and when there is no obstacle or there is no signal, 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. 8 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.

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

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

(C-1) Position Information of Terminal Device by GPS The terminal device 500 has a configuration capable of acquiring a GPS (Global Positioning System) signal, and position information indicating the position of the terminal device 500 specified with reference to the GPS signal. May be used as the ship state signal SIG_IN.

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

(C-2) Position Information of Terminal Device Specified by Communication with Access Point The terminal device 500 is configured to be able to communicate with a plurality of access points, and position information specified by communication with the plurality of access points is , And may be used as the ship state signal SIG_IN. Here, the access point includes a base station for performing LTE communication and an access point for performing Ethernet (registered trademark) connection.

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

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

[Example of software implementation]
The control unit 100 and the terminal control unit 504 may be realized by a logic circuit (hardware) formed in an integrated circuit (IC chip) or the like, or realized by software using a CPU (central processing unit). It is also good.

In the latter case, the control unit 100 and the terminal control unit 504 are a CPU that executes instructions of a program that is software that implements each function, a ROM in which the program and various data are readably recorded by a computer (or CPU). It includes a Read Only Memory) or a storage device (these are referred to as a "recording medium"), a RAM (Random Access Memory) for expanding 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, 60-1, 60-2 switching valve 100 control unit 121 first switching element 122 second switching element 200 hull (main body)
300 Outboard motor 301 engine 302 power transmission mechanism 303 propeller 310 generator 400 transmission / reception unit 500 terminal device 502 terminal transmission / reception unit 504 terminal control unit (control unit)
506 instruction reception unit 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

A terminal device for remotely controlling an outboard motor lifting device for raising and lowering an outboard motor, comprising:
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,
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 terminal device is
A terminal device comprising a control unit that controls the switching valve with reference to a hull state signal.
The trim cylinder comprises at least a first trim cylinder and a second trim cylinder,
The terminal device according to claim 1, wherein the switching valve is connected to at least one of the first trim cylinder and the second trim cylinder.
The terminal device according to claim 2, wherein the switching valve is connected 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;
The terminal device according to claim 1, comprising:
The trim cylinder comprises at least a first trim cylinder and a second trim cylinder,
The terminal device according to claim 1, wherein the switching valve is directly connected to the first trim cylinder and the second trim cylinder.
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 terminal device according to any one of claims 1 to 5.
The terminal device according to any one of claims 1 to 5, wherein the second oil passage is connected to the first chamber of the tilt cylinder via the switching valve.
The terminal device 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.
The second oil passage is connected to an oil storage tank via the switching valve,
The terminal device according to any one of claims 1 to 5, wherein a protection valve is provided between the switching valve and an 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 terminal according to any one of claims 1 to 9, wherein the first oil passage is connected to the shuttle chamber of the second pump port via a check valve. apparatus.
A terminal device for remotely controlling an outboard motor lifting device for raising and lowering an outboard motor, comprising:
The outboard motor lifting device
One or more tilt cylinders,
One or more trim cylinders,
Equipped with
Each trim cylinder is
A piston for dividing the trim cylinder into a first chamber and a second chamber; and a rod connected to the piston and penetrating through the first chamber of the trim cylinder;
Each of the tilt cylinders is
A piston which divides the tilt cylinder into a first chamber and a second chamber; and a rod which is connected to the piston and which penetrates the first chamber of the tilt cylinder.
The outboard motor lifting device
A hydraulic source,
A first oil passage connecting the hydraulic pressure source and the second chamber of the one or more tilt cylinders;
A second oil passage connecting the first oil passage and the second chamber of the one or more trim cylinders;
And a switching valve provided on the second oil path,
The terminal device is
A terminal device comprising a control unit that controls the switching valve with reference to a hull state signal.
The control unit
Determine the navigation state and the stop state by referring to the ship state signal;
When the navigation state is determined, the switching valve is controlled to be in an open state,
The terminal device according to any one of claims 1 to 11, wherein the switching valve is controlled to be in a closed state when it is determined that the boat is in the stopped state.
The hull state signal is an output voltage of a generator connected to an engine included in the outboard motor,
The terminal device according to claim 12, wherein the control unit determines that the navigation state is set when the output voltage of the generator is equal to or higher than a first threshold value related to a voltage.
The hull state signal is an output voltage of a generator connected to an engine included in the outboard motor,
The terminal device according to claim 12, wherein the control unit determines that the navigation state is set, when the output voltage of the generator exceeds a second threshold related to a voltage.
The hull state signal is a signal related to the engine speed of the outboard motor,
The terminal device according to claim 12, wherein the control unit determines that the navigation state is established when the engine rotation speed is equal to or more than a first threshold value regarding the rotation speed.
The hull state signal is a signal related to the engine speed of the outboard motor,
The terminal device according to claim 12, wherein the control unit determines that the navigation state is established when the engine speed exceeds a second threshold value related to the speed.
The hull condition signal is an analog signal,
The control unit
A first switching element having a base electrode to which the hull state signal is input, a gate electrode to which a signal corresponding to the emitter current of the first switching element is input, and a source electrode connected to the switching valve; The terminal device according to any one of claims 1 to 16, further comprising a second switching element.
An outboard motor elevator system including an outboard motor elevator device for raising and lowering an outboard motor, and a terminal device,
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,
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 terminal device is
An outboard motor elevator system comprising: a control unit that controls the switching valve with reference to a hull state signal.
An outboard motor elevator system including an outboard motor elevator device for raising and lowering an outboard motor, and a terminal device,
The outboard motor lifting device
One or more tilt cylinders,
One or more trim cylinders,
Equipped with
Each trim cylinder is
A piston for dividing the trim cylinder into a first chamber and a second chamber; and a rod connected to the piston and penetrating through the first chamber of the trim cylinder;
Each of the tilt cylinders is
A piston which divides the tilt cylinder into a first chamber and a second chamber; and a rod which is connected to the piston and which penetrates the first chamber of the tilt cylinder.
The outboard motor lifting device
A hydraulic source,
A first oil passage connecting the hydraulic pressure source and the second chamber of the one or more tilt cylinders;
A second oil passage connecting the first oil passage and the second chamber of the one or more trim cylinders;
And a switching valve provided on the second oil path,
The terminal device is
An outboard motor elevator system comprising: a control unit that controls the switching valve with reference to a hull state signal.
The control unit
And a determination unit that determines whether the switching valve should be in an open state or a closed state with reference to the hull state signal.
The outboard motor lifting device
20. The outboard motor elevating system according to claim 18, further comprising a control signal generation unit that generates a control signal supplied to the switching valve, the control signal corresponding to the determination result by the determination unit.
It is a program for functioning a computer as a terminal unit according to any one of claims 1 to 11,
A program for causing a computer to function as the control unit.
A computer readable recording medium recorded with the program according to claim 21.