Ship propulsion system

Abstract

When a vessel is equipped with a first ship propulsion system and a second ship propulsion system (an electric outboard motor), the system prevents the vessel from moving at high speed while the second ship propulsion system is in a tilted-down position. [Solution] The ship propulsion system 1 includes, for example, a main engine 2 which is an engine-driven outboard motor, an auxiliary engine 6 which is a motor-driven outboard motor, a tilt detection unit 21 which detects the tilt state of the auxiliary engine 6, and a notification buzzer 41 which generates a buzzer sound to inform the operator that the tilt state of the auxiliary engine 6 is tilted down when the tilt detection unit 21 detects that the tilt state of the auxiliary engine 6 is tilted down when the main engine power switch 5 is turned on.

Description

Technical Field

[0001] The present invention relates to a ship propulsion system for propelling a ship.

Background Art

[0002] For example, a ship may be provided with two ship propulsion engines, i.e., a first ship propulsion engine and a second ship propulsion engine. When the ship is moving at a high speed, mainly during sailing, the first ship propulsion engine is used. When the ship is moving at a low speed, mainly during landing, leaving the shore or trolling, the second ship propulsion engine is used. Thus, the ship may be navigated by selectively using the two ship propulsion engines. In addition, an outboard motor using a motor (electric motor) as a power source for rotating a propeller can rotate the propeller at a low rotational speed and high torque, and thus is suitable as a ship propulsion engine used when the ship is moving at a low speed. Therefore, an outboard motor is used as the second ship propulsion engine.

[0003] When the ship provided with the two ship propulsion engines sails, when the ship is moving at a high speed, the first ship propulsion engine is operated. At this time, for the second ship propulsion engine which is an outboard motor, the drive of the motor is stopped and it is tilted up. Two reasons can be given for tilting up the second ship propulsion engine during high-speed movement of the ship.

[0004] The first reason is to protect the inverter of the second ship's propulsion system. Specifically, the second ship's propulsion system is an electric outboard motor, and an electric outboard motor has an inverter that controls the motor's operation. When an electric outboard motor that is not being driven is tilted down and the ship is moving at high speed, the propeller of the electric outboard motor may rotate along with the motor, causing the motor to rotate at a high speed even though the motor is not being driven. When the rotational speed of an electric outboard motor that is not being driven increases, the power generated by the rotation of the motor increases. This power may adversely affect the inverter of the electric outboard motor. For example, an excessive high voltage may be applied to the capacitor in the inverter, potentially damaging it. Therefore, when the ship is moving at high speed, the second ship's propulsion system is tilted up to protect the inverter by suppressing the power generation caused by the rotation of the motor due to the propeller rotation of the second ship's propulsion system when the motor is not being driven.

[0005] The second reason is to facilitate the high-speed movement of the ship using the first ship's propulsion system. That is, if the output of the second ship's propulsion system is significantly less than that of the first ship's propulsion system, then even if the second ship's propulsion system is operated with the tilt-down position during high-speed ship movement, the extent to which the second ship's propulsion system contributes to generating the ship's thrust will be small. On the contrary, the fact that the lower part of the second ship's propulsion system is submerged below the waterline may increase the resistance to the ship's propulsion and hinder its movement. Therefore, during high-speed ship movement, the second ship's propulsion system is tilted up to facilitate the high-speed movement of the ship using the first ship's propulsion system.

[0006] Japanese Patent Publication No. 2021-138229 (Patent Document 1) describes a ship propulsion system aimed at protecting electrical circuits and electric motors from induced voltages generated by the rotation of electric motors. [Prior art documents] [Patent Documents]

[0007] [Patent Document 1] Japanese Patent Publication No. 2021-138229 [Overview of the project] [Problems that the invention aims to solve]

[0008] As described above, for example, when a ship is equipped with a first ship propulsion system used for moving the ship at high speed and a second ship propulsion system, which is an electric outboard motor used for moving the ship at low speed, the first ship propulsion system is operated and the second ship propulsion system is tilted up when the ship is moving at high speed.

[0009] However, when moving a vessel at high speed, it is conceivable that, for example, the operator might forget to tilt up the second propulsion engine, and the vessel might move at high speed by operating the first propulsion engine while the second propulsion engine remains tilted down. If the vessel moves at high speed with the second propulsion engine tilted down, as mentioned above, there is a risk that the inverter of the second propulsion engine may be adversely affected, and the high-speed movement of the vessel may be hindered by the second propulsion engine. Therefore, when operating the first propulsion engine to move the vessel at high speed, it is necessary to be able to prevent the vessel from moving at high speed with the second propulsion engine tilted down, even if the operator forgets to tilt up the second propulsion engine.

[0010] Furthermore, Japanese Patent Publication No. 2021-138229 does not describe or suggest any means to prevent a ship from moving at high speed while the second ship propulsion engine remains tilted down when the first ship propulsion engine is activated to move the ship at high speed.

[0011] Therefore, the object of the present invention is to provide a ship propulsion system that can prevent a ship from moving at high speed while the second ship propulsion engine, which is an electric outboard motor, is tilted down when a ship is equipped with a first ship propulsion engine and a second ship propulsion engine, which is an electric outboard motor, on a single ship. [Means for solving the problem]

[0012] To solve the above problems, the first ship propulsion system of the present invention is a ship propulsion system for propelling a ship, comprising: a first ship propulsion engine provided on the ship; a second ship propulsion engine, which is an electric outboard motor and is provided on the ship; a tilt detection unit for detecting the tilt state of the second ship propulsion engine; and a notification unit for notifying that the tilt state of the second ship propulsion engine is in a tilt-down state when the power switch of the first ship propulsion engine is turned on and the tilt detection unit detects that the tilt state of the second ship propulsion engine is in a tilt-down state.

[0013] To solve the above problems, the second ship propulsion system of the present invention is a ship propulsion system for propelling a ship, comprising: a first ship propulsion engine provided on the ship; a second ship propulsion engine, which is an electric outboard motor and is provided on the ship; a tilt actuator for tilting up the second ship propulsion engine; and a tilt control unit for controlling the tilt actuator, wherein the tilt control unit controls the tilt actuator when the power switch of the first ship propulsion engine is turned on, and sets the tilt state of the second ship propulsion engine to a tilt-up state. [Effects of the Invention]

[0014] According to the present invention, when a ship is equipped with a first ship propulsion engine and a second ship propulsion engine, which is an electric outboard motor, it is possible to prevent the ship from moving at high speed while the second ship propulsion engine remains in a tilted-down position. [Brief explanation of the drawing]

[0015] [Figure 1] This is a circuit diagram showing a ship propulsion system according to the first embodiment of the present invention. [Figure 2] This is a perspective view showing a ship equipped with the ship propulsion system of the first embodiment of the present invention. [Figure 3] (A) is an explanatory diagram showing an auxiliary engine (electric outboard motor) in a ship propulsion system according to the first embodiment of the present invention, and (B) is an explanatory diagram showing the auxiliary engine in a tilted-up state. [Figure 4] (A) is an exploded view of the tilt detection switch in the tilt detection unit of a ship propulsion system according to the first embodiment of the present invention, and (B) is an external view showing the switch operating member in the tilt detection unit. [Figure 5] (A) is an external view showing the swivel bracket and the like of an auxiliary machine equipped with a tilt detection unit in the first embodiment of the present invention, as seen from the front upper right, and (B) is an external view showing the swivel bracket and the like as seen from above. [Figure 6] This is an explanatory diagram showing the operation of the tilt detection unit in the ship propulsion system of the first embodiment of the present invention. [Figure 7] This is an explanatory diagram showing the operation of the tilt detection unit in a ship propulsion system according to a second embodiment of the present invention. [Figure 8] This is an explanatory diagram showing the operation of the tilt detection unit in a ship propulsion system according to a third embodiment of the present invention. [Figure 9] This is an explanatory diagram showing the operation of the tilt detection unit in the ship propulsion system of the fourth embodiment of the present invention. [Figure 10] This is a circuit diagram showing a ship propulsion system according to a fifth embodiment of the present invention. [Modes for carrying out the invention]

[0016] The ship propulsion system according to the first embodiment of the present invention is a ship propulsion system for propelling a ship, including a first ship propulsion machine provided on the ship, an outboard motor, a second ship propulsion machine provided on the ship, a tilt detection unit for detecting the tilt state of the second ship propulsion machine, and a notification unit for notifying that the tilt state of the second ship propulsion machine is in the tilt-down state when the tilt detection unit detects that the tilt state of the second ship propulsion machine is in the tilt-down state when the power switch of the first ship propulsion machine is turned on.

[0017] When the operator wants to move the ship at high speed, for example, after tilting up the second ship propulsion machine, the operator turns on the power switch of the first ship propulsion machine. Then, the operator operates the first ship propulsion machine to move the ship at high speed.

[0018] When moving the ship at high speed, if the operator forgets to tilt up the second ship propulsion machine, for example, and turns on the power switch of the first ship propulsion machine while the second ship propulsion machine is in the tilt-down state, the tilt detection unit detects that the tilt state of the second ship propulsion machine is in the tilt-down state, and the notification unit notifies that the tilt state of the second ship propulsion machine is in the tilt-down state. As a result, the operator notices that the second ship propulsion machine has not been tilted up. Then, after tilting up the second ship propulsion machine, the operator operates the first ship propulsion machine to move the ship at high speed.

[0019] Thus, according to the ship propulsion system of the first embodiment of the present invention, it is possible to prevent the ship from moving at high speed while the second ship propulsion machine is in the tilt-down state.

[0020] A second embodiment of the present invention is a ship propulsion system for propelling a ship, comprising: a first ship propulsion engine installed on the ship; a second ship propulsion engine, which is an electric outboard motor and is installed on the ship; a tilt actuator for tilting up the second ship propulsion engine; and a tilt control unit for controlling the tilt actuator. The tilt control unit controls the tilt actuator when the power switch of the first ship propulsion engine is turned on, thereby setting the tilt state of the second ship propulsion engine to a tilt-up state.

[0021] For example, when moving the vessel at high speed, the operator turns on the power switch of the first ship's propulsion engine. When the power switch of the first ship's propulsion engine is turned on, the tilt control unit and tilt actuator automatically tilt up the second ship's propulsion engine. The operator then operates the first ship's propulsion engine to move the vessel at high speed.

[0022] Thus, according to the ship propulsion system of the second embodiment of the present invention, it is possible to prevent the ship from moving at high speed while the second ship propulsion engine is in a tilted-down state.

[0023] Furthermore, in the ship propulsion system of the second embodiment of the present invention, the second ship propulsion unit is automatically tilted up when the power switch of the first ship propulsion unit is turned on. Therefore, when moving the ship at high speed, the operator does not need to tilt up the second ship propulsion unit before turning on the power switch of the first ship propulsion unit. Accordingly, the operator can easily and quickly start moving the ship at high speed. [Examples]

[0024] A first embodiment of the ship propulsion system of the present invention will be described with reference to Figures 1 to 6. In the following embodiments, when describing the directions up (Ud), down (Dd), forward (Fd), backward (Bd), left (Ld), and right (Rd), refer to the arrows in Figures 2, 3, 5 to 9.

[0025] (Configuration of a ship's propulsion system) Figure 1 shows the configuration of a ship propulsion system 1 according to the first embodiment of the present invention. Figure 2 shows a ship 51 equipped with the ship propulsion system 1.

[0026] The ship propulsion system 1 is a system that propels the ship 51 and is installed on the ship 51. As shown in Figure 1, the ship propulsion system 1 includes a main engine 2, a battery for the main engine 3, a power supply path 4 for the main engine, a power switch 5 for the main engine, an auxiliary engine 6, a branch path 20, a tilt detection unit 21, and an alarm buzzer 41.

[0027] As shown in Figure 2, the main engine 2 is an outboard motor and is mounted on the transom 52 of the vessel 51. The operator of the vessel 51 mainly uses the main engine 2 when moving the vessel at high speed, such as when sailing. The main engine 2 has, for example, an engine (internal combustion engine) as a power source for driving the propeller, and is a high-output and large outboard motor compared to the auxiliary engine 6. Although detailed illustrations are omitted, the main engine 2 includes the main engine body, a clamp bracket that fixes the main engine body to the vessel 51, a swivel bracket that supports the main engine body so that it can rotate left and right relative to the vessel 51, and a tilt shaft that connects the clamp bracket and the swivel bracket to each other. The main engine body also includes a propeller that generates thrust for the vessel 51, an engine that is the power source for driving the propeller, a drive shaft connected to the engine's crankshaft, a propeller shaft to which the propeller is attached, a gear mechanism that transmits the rotation of the drive shaft to the propeller shaft, and electrical components. Electrical components include, for example, the engine control unit, engine starter motor, ignition system, electronic throttle control system, and sensors. Main engine 2 is a specific example of the "first ship propulsion system."

[0028] As shown in Figure 1, the main engine battery 3 is a secondary battery for supplying power to the main engine 2 and is installed in the ship 51. The output voltage of the main engine battery 3 is, for example, 12 volts. The main engine power supply path 4 is the path for supplying power from the main engine battery 3 to the main engine 2. The main engine power switch 5 is a switch that switches whether or not to supply power from the main engine battery 3 to the main engine 2 and is connected between the main engine battery 3 and the main engine power supply path 4. When the main engine power switch 5 is turned on, power is supplied from the main engine battery 3 to the main engine 2 via the main engine power supply path 4. When the main engine power switch 5 is turned off, the power supply from the main engine battery 3 to the main engine 2 is cut off. The main engine power switch 5 is, for example, an ignition switch for the main engine 2. The main engine power switch 5 is, for example, installed in the cockpit 53 of the ship 51, as shown in Figure 2. Note that the main engine power switch 5 is a specific example of the "power switch for the first ship's propulsion engine," and the main engine power supply path 4 is a specific example of the "power supply path."

[0029] As shown in Figure 2, the auxiliary engine 6 is an outboard motor and is mounted on the transom 52 of the vessel 51. The vessel 51 is equipped with two engines: the main engine 2 and the auxiliary engine 6. The operator of the vessel 51 mainly uses the auxiliary engine 6 when moving the vessel at low speed, such as when docking, leaving the dock, or trolling. The auxiliary engine 6 has a motor as a power source for driving the propeller and is, for example, a low-power and small electric outboard motor compared to the main engine 2. The auxiliary engine 6 is a specific example of a "second ship propulsion system".

[0030] Figure 3(A) shows the auxiliary machine 6. As shown in Figure 3(A), the auxiliary machine 6 includes an auxiliary machine body 7, a clamp bracket 14 for fixing the auxiliary machine body 7 to the ship 51, a swivel bracket 15 for supporting the auxiliary machine body 7 so that it can rotate left and right relative to the ship 51, and a tilt shaft 16 connecting the clamp bracket 14 and the swivel bracket 15 to each other. The auxiliary machine body 7 also includes a propeller 8 that generates thrust for the ship 51, a motor 9 which is a power source for driving the propeller, an inverter 10 that controls the motor 9, a drive shaft 11 connected to the output shaft of the motor 9, a propeller shaft 12 to which the propeller 8 is attached, and a gear mechanism 13 that transmits the rotation of the drive shaft 11 to the propeller shaft 12. The auxiliary machine 6 also includes a tilt cylinder 17 which is an actuator for tilting the auxiliary machine body 7 up and down. Figure 3(A) shows the auxiliary equipment 6 in the tilt-down state, and Figure 3(B) shows the auxiliary equipment 6 in the tilt-up state.

[0031] Although not shown in the diagram, the ship 51 is also equipped with an auxiliary battery, which is a secondary battery that supplies power to the motor 9 (inverter 10) and other components of the auxiliary equipment 6. Furthermore, an auxiliary power supply path is provided between the auxiliary battery and the auxiliary equipment to supply power from the battery to the auxiliary equipment 6. As shown in Figure 2, the cockpit 53 of the ship 51 is equipped with an auxiliary power switch 18 that switches whether or not power is supplied from the auxiliary battery to the auxiliary equipment 6. The auxiliary power switch 18 is connected between the auxiliary battery and the auxiliary power supply path.

[0032] As shown in Figure 1, the branch path 20 is a path that supplies power from the main unit battery 3 to the notification buzzer 41, and is connected in parallel to the main unit power supply path 4. The tilt detection switch 22 of the tilt detection unit 21 and the notification buzzer 41 are connected in series to each other in the branch path 20.

[0033] The tilt detection unit 21 is a device that detects the tilt state of the auxiliary equipment 6. The tilt detection unit 21 is installed on the auxiliary equipment 6. The tilt detection unit 21 has a tilt detection switch 22. The tilt detection switch 22 is turned on when the tilt state of the auxiliary equipment 6 is in the tilt-down state as shown in Figure 3(A), and turned off when the tilt state of the auxiliary equipment 6 is in the tilt-up state as shown in Figure 3(B). The specific configuration and operation of the tilt detection unit 21 will be described later.

[0034] The notification buzzer 41 is a buzzer that notifies the user that the auxiliary engine 6 is in a tilt-down state when the main engine power switch 5 is turned on and the tilt detection unit 21 detects that the auxiliary engine 6 is in a tilt-down state. The notification buzzer 41 has a configuration that generates a buzzer sound when power is supplied to the notification buzzer 41 from the main engine battery 3 via the branch path 20, and stops the buzzer sound when the power supply to the notification buzzer 41 is cut off. The notification buzzer 41 is installed in the cockpit 53 of the ship 51, for example, as shown in Figure 2. Note that the notification buzzer 41 is a specific example of the "notification unit".

[0035] (Functions and operation of ship propulsion systems) The ship propulsion system 1 has a function that, when the main engine power switch 5 is turned on, detects the tilt state of the auxiliary engine 6 using the tilt detection unit 21, and if the tilt state of the auxiliary engine 6 is in the tilt-down state, emits a buzzer sound from the notification buzzer 41 to inform the operator that the tilt state of the auxiliary engine 6 is in the tilt-down state.

[0036] The operation of the relevant function of the ship propulsion system 1 will be explained with reference to Figure 1. When the operator turns on the main engine power switch 5, power is supplied from the main engine battery 3 to the main engine 2 via the main engine power supply path 4. Also, when the operator turns on the main engine power switch 5, if the tilt state of the auxiliary engine 6 is in the tilt-down state and therefore the tilt detection switch 22 is on, power is supplied from the main engine battery 3 to the notification buzzer 41 via the branch path 20. As a result, the notification buzzer 41 generates a buzzing sound.

[0037] As long as the main engine power switch 5 is ON and the tilt detection switch 22 is ON, the buzzer sound from the notification buzzer 41 will continue. Also, when the buzzer sound is being emitted from the notification buzzer 41, if the operator tilts up the auxiliary engine 6 and the auxiliary engine 6 is in the tilted state, the tilt detection switch 22 will turn OFF. As a result, power will no longer be supplied from the main engine battery 3 to the notification buzzer 41, and the buzzer sound from the notification buzzer 41 will stop. Furthermore, if the operator turns off the main engine power switch 5 when the buzzer sound is being emitted from the notification buzzer 41, the buzzer sound from the notification buzzer 41 will stop even without tilting up the auxiliary engine 6.

[0038] On the other hand, when the operator turns on the main engine power switch 5, if the auxiliary engine 6 is in the tilted-up position and therefore the tilt detection switch 22 is off, power is not supplied from the main engine battery 3 to the notification buzzer 41, and therefore no buzzer sound is emitted from the notification buzzer 41.

[0039] (Tilt detection unit) The configuration of the tilt detection unit 21 will be explained in detail. Figure 4(A) shows the tilt detection switch 22 in the tilt detection unit 21 in a disassembled state. Figure 4(B) shows the switch operating member 34 in the tilt detection unit 21. Figure 5(A) shows the swivel bracket 15 etc. of the auxiliary equipment 6 on which the tilt detection unit 21 is provided, viewed from the front upper right. Figure 5(B) shows the swivel bracket 15 etc. of the auxiliary equipment 6 on which the tilt detection unit 21 is provided, viewed from above.

[0040] As shown in Figures 4(A) and 4(B), the tilt detection unit 21 includes a tilt detection switch 22 and a switch operating member 34.

[0041] The tilt detection switch 22 is a switch that, when the tilt state of the auxiliary unit 6 is in the tilt-down state, supplies power from the main unit battery 3 to the notification buzzer 41 via the branch path 20, and when the tilt state of the auxiliary unit 6 is in the tilt-up state, does not supply power from the main unit battery 3 to the notification buzzer 41 via the branch path 20. In this embodiment, as described above, the tilt detection switch 22 is a switch that turns on when the tilt state of the auxiliary unit 6 is in the tilt-down state and turns off when the tilt state of the auxiliary unit 6 is in the tilt-up state.

[0042] As shown in Figure 4(A), the tilt detection switch 22 has a switch body 23, a leaf spring 29, and a mounting plate 33.

[0043] The switch body 23 is a normally open type push-button switch. The switch body 23 has a casing 24 that houses a movable contact and a fixed contact, and a push-button type operator 26 that is provided to extend and retract relative to the casing 24 in the directions of arrows A and B. The movable contact is configured to displace integrally with the operator 26. A biasing member is provided inside the casing 24 that biases the operator 26 in the direction of protruding from the casing 24 (direction of arrow B). When a force is applied to the operator 26 in the direction of arrow A, the operator 26 displaces in the direction of arrow A against the biasing force of the biasing member and retracts into the casing 24. As the operator 26 displaces in the direction of arrow A, the movable contact displaces, the movable contact contacts the fixed contact, and the switch body 23 turns on (closes). On the other hand, when the force applied to the operator 26 in the direction of arrow A is no longer applied, the operator 26 displaces in the direction of arrow B due to the biasing force of the biasing member and protrudes from the casing 24. As the operator 26 is displaced in the direction of arrow B, the movable contact is displaced, the movable contact separates from the fixed contact, and the switch body 23 turns off (open). Two cables 27 and 28 are attached to the casing 24. One end of cable 27 is connected to the fixed contact, and the other end of cable 28 is connected to the movable contact. For example, as shown in Figure 1, the other end of cable 27 is connected to the main power switch 5 via the branch path 20 and the main power supply path 4, and the other end of cable 28 is connected to the notification buzzer 41. Also, as shown in Figure 4(A), the casing 24 has a fixing part 25 for fixing the switch body 23 to the mounting plate 33.

[0044] The leaf spring 29 is a component that pushes the operator 26 of the switch body 23 in accordance with the movement of the switch operating member 34. The leaf spring 29 is formed by cutting and bending, for example, a metal plate. A fixing portion 30 is formed at the base end of the leaf spring 29 for fixing the leaf spring 29 to the mounting plate 33. A displacement portion 31 is formed at the tip of the leaf spring 29 that displaces in the directions of arrows A and B in Figure 4(A). Between the fixing portion 30 and the displacement portion 31 of the leaf spring 29, a spring portion 32 is formed that displaces the displacement portion 31 relative to the fixing portion 30 in the directions of arrows A and B by elastic deformation.

[0045] The mounting plate 33 is a component for attaching the switch body 23 and the leaf spring 29 to the swivel bracket 15 of the auxiliary device 6. The mounting plate 33 is formed in the shape of a plate, for example, from resin or metal. The mounting plate 33 also has the function of covering and protecting the switch body 23 and the leaf spring 29. The fixing portion 25 of the switch body 23 and the fixing portion 30 of the leaf spring 29 are attached to and fixed to the mounting plate 33, for example, using fixing members such as bolts.

[0046] The tilt detection switch 22 is provided on the swivel bracket 15 of the auxiliary device 6, as shown in Figures 5(A) and 5(B). Specifically, the auxiliary device 6 is provided with a pair of left and right clamp brackets 14, and the swivel bracket 15 is provided between these clamp brackets 14. In addition, a connecting portion 14A is provided at the upper front end of each clamp bracket 14, and a pair of left and right connecting portions 15A are provided at the upper front end of the swivel bracket 15. Holes are formed in each of the connecting portions 14A and 15A for inserting the tilt shaft 16, and the tilt shaft 16 is inserted through these holes. In this way, each clamp bracket 14 and the swivel bracket 15 are connected to each other via the tilt shaft 16. The tilt shaft 16 is fixed to the connecting portion 14A of each clamp bracket 14 in a way that prevents rotation. On the other hand, the swivel bracket 15 is rotatable relative to the tilt shaft 16. As the swivel bracket 15 rotates relative to the tilt shaft 16, the tilt state of the auxiliary equipment 6 changes from a tilt-down state to a tilt-up state, or from a tilt-up state to a tilt-down state. The tilt detection switch 22 is located at the front end of the upper part of the swivel bracket 15, in the portion between the pair of left and right connecting portions 15A. The mounting plate 33 of the tilt detection switch 22 is attached and fixed to the portion between the pair of left and right connecting portions 15A of the swivel bracket 15 using fixing members such as bolts. As a result, the switch body 23 and leaf spring 29 of the tilt detection switch 22 are fixed between the connecting portions 15A of the swivel bracket 15 via the mounting plate 33. The tilt detection switch 22 rotates integrally with the swivel bracket 15 relative to the tilt shaft 16.

[0047] The switch operating member 34 is a component that switches the tilt detection switch 22 on and off by moving the operator 26 of the tilt detection switch 22 in response to the rotation of the swivel bracket 15 relative to the tilt shaft 16. As shown in Figure 4(B), the switch operating member 34 has a cylindrical portion 35, a flange portion 36, and a projection portion 37. The switch operating member 34 is made of, for example, metal or resin. The cylindrical portion 35 is formed in a cylindrical shape with an inner diameter that is approximately equal to (strictly speaking, slightly larger than) the outer diameter of the tilt shaft 16. The flange portion 36 is located on one axial end of the cylindrical portion 35, and is formed in an annular shape, expanding radially outward from the cylindrical portion 35. The projection portion 37 is located on the surface of the flange portion 36 facing one axial side, and protrudes from that surface in the axial direction.

[0048] As shown in Figures 5(A) and 5(B), the switch operating member 34 is mounted on the tilt shaft 16 and positioned between a pair of connecting portions 15A of the swivel bracket 15. Specifically, the tilt shaft 16 is inserted into the cylindrical portion 35 of the switch operating member 34. The cylindrical portion 35 is fixed to the tilt shaft 16 using, for example, a fixing member such as a bolt. As a result, the switch operating member 34 is immobile relative to the tilt shaft 16.

[0049] The operation of the tilt detection unit 21 will be explained in detail. Figures 6(A) to 6(D) show the operation of the tilt detection unit 21. Specifically, Figure 6(A) shows the auxiliary unit 6 in the tilt-down state. Figure 6(B) shows the tilt detection unit 21 as seen from the direction of arrow E in Figure 6(A). Figure 6(C) shows the auxiliary unit 6 in the tilt-up state. Figure 6(D) shows the tilt detection unit 21 as seen from the direction of arrow F in Figure 6(C). Note that in Figures 6(B) and 6(D), only the outer diameter of the mounting plate 33 of the tilt detection switch 22 and the fixing member (bolt) that fixes the mounting plate 33 to the swivel bracket 15 is shown by a dashed line.

[0050] As shown in Figure 6(B) or 6(D), the tilt detection switch 22 in this embodiment is fixed to the swivel bracket 15 such that the switch body 23 and a portion (front part) of the leaf spring 29 are positioned above the tilt shaft 16. The tilt detection switch 22 is also fixed to the swivel bracket 15 such that the leaf spring 29 is positioned to the right of the switch body 23 (in the direction of arrow Rd). The switch operating member 34 is positioned to the right of the leaf spring 29. The switch operating member 34 is mounted on the tilt shaft 16 such that the protruding end of the projection 37 faces the tilt detection switch 22, that is, the projection direction of the projection 37 is to the left. The switch operating member 34 is also fixed to the tilt shaft 16 such that the projection 37 is positioned on the upper part of the tilt shaft 16.

[0051] As shown in Figure 6(A), when the swivel bracket 15 rotates relative to the tilt shaft 16 and the tilt state of the auxiliary device 6 changes from the tilt-up state to the tilt-down state, as shown in Figure 6(B), the projection 37 of the switch operating member 34 contacts the displacement portion 31 of the leaf spring 29. This pushes the displacement portion 31 to the left, causing the spring portion 32 of the leaf spring 29 to elastically deform and displace the displacement portion 31 to the left, which in turn pushes the operator 26 of the switch body 23 to the left. As a result, the operator 26 retracts into the casing 24 of the switch body 23, and the movable contact of the switch body 23 located inside the casing 24 contacts the fixed contact. This turns on the switch body 23, that is, turns on the tilt detection switch 22.

[0052] On the other hand, as shown in Figure 6(C), when the swivel bracket 15 rotates relative to the tilt shaft 16 and the tilt state of the auxiliary device 6 changes from the tilt-down state to the tilt-up state, as shown in Figure 6(D), the projection 37 of the switch operating member 34 separates from the displacement portion 31 of the leaf spring 29. As a result, the displacement portion 31 is displaced to the right by the elastic force of the spring portion 32 of the leaf spring 29. Consequently, the operator 26 of the switch body 23 is displaced to the right so as to protrude from the casing 24 of the switch body 23, and the movable contact of the switch body 23 separates from the fixed contact. As a result, the switch body 23 turns off, that is, the tilt detection switch 22 turns off.

[0053] As described above, the ship propulsion system 1 of the first embodiment of the present invention includes a tilt detection unit 21 for detecting the tilt state of the auxiliary engine 6, and a notification buzzer 41 that notifies the user that the tilt state of the auxiliary engine 6 is in a tilt-down state when the tilt detection unit 21 detects that the tilt state of the auxiliary engine 6 is in a tilt-down state when the main engine power switch 5 is turned on. This configuration makes it possible to prevent the ship 51 from moving at high speed while the auxiliary engine 6 is in a tilt-down state. That is, when the ship operator moves the ship 51 at high speed, they normally tilt up the auxiliary engine 6, then turn on the main engine power switch 5 and operate the main engine 2. However, when moving the ship 51 at high speed, it is conceivable that the ship operator may forget to tilt up the auxiliary engine 6 and turn on the main engine power switch 5 while the auxiliary engine 6 is in a tilt-down state. In this case, the tilt detection unit 21 detects that the auxiliary engine 6 is in a tilt-down state, and a buzzer sound is emitted from the notification buzzer 41 to inform the operator that the auxiliary engine 6 is in a tilt-down state. This allows the operator to realize that the auxiliary engine 6 has not been tilted up. The operator then tilts up the auxiliary engine 6 and operates the main engine 2 to move the ship 51 at high speed. Thus, according to the ship propulsion system of this embodiment, it is possible to prevent the ship 51 from moving at high speed while the auxiliary engine 6 is in a tilt-down state.

[0054] Furthermore, the ship propulsion system 1 of this embodiment is configured to provide a function that notifies the operator that the tilt state of the auxiliary engine 6 is in the tilt-down state when the main engine power switch 5 is turned on, and includes a main engine power supply path 4 that supplies power from the main engine battery 3 to the main engine 2, a branch path 20 connected to the main engine power supply path 4, a notification buzzer 41 connected to the branch path 20 that emits a buzzer sound when power is supplied from the main engine battery 3 via the branch path 20, and a tilt detection unit 21 that detects the tilt state of the auxiliary engine 6. The tilt detection unit 21 has a tilt detection switch 22 that, when the tilt state of the auxiliary engine 6 is in the tilt-down state, supplies power from the main engine battery 3 to the notification buzzer 41 via the branch path 20, and when the tilt state of the auxiliary engine 6 is in the tilt-up state, does not supply power from the main engine battery 3 to the notification buzzer 41 via the branch path 20. Therefore, the above notification function can be realized inexpensively according to the ship propulsion system 1 of this embodiment. That is, as another way to realize the above notification function, when the main engine power switch 5 is turned on, power is supplied from the auxiliary battery to the auxiliary engine 6 in conjunction with it, then the auxiliary engine 6 detects the tilt state of the auxiliary engine 6, and then, based on the detection result, if the tilt state of the auxiliary engine 6 is in the tilt-down state, a control signal is sent from the auxiliary engine 6 to the notification buzzer 41, thereby generating a buzzer sound from the notification buzzer 41. However, in this method, in order to realize the above notification function, it is necessary to add a configuration to the auxiliary engine 6 such that the start of power supply from the auxiliary battery to the auxiliary engine 6 is linked to the ON operation of the main engine power switch 5, and a configuration in which the auxiliary engine 6 controls the notification buzzer 41. In contrast, in the ship propulsion system 1 of this embodiment, in order to realize the above notification function, a branch path 20 is connected in parallel to the power supply path 4 for the main engine, a tilt detection switch 22 and a notification buzzer 41 are connected to the branch path 20, and the tilt detection switch 22 is externally attached to the auxiliary engine 6.In other words, in the ship propulsion system 1 of this embodiment, in order to realize the above notification function, there is no need for a configuration that links the start of power supply from the auxiliary battery to the auxiliary 6 to the ON operation of the main engine power switch 5, nor is there a configuration that controls the notification buzzer 41 by the auxiliary 6. Therefore, the above notification function can be realized at low cost according to the ship propulsion system 1 of this embodiment.

[0055] Furthermore, in the ship propulsion system 1 of this embodiment, the tilt detection unit 21 includes a tilt detection switch 22 provided on the swivel bracket 15 of the auxiliary engine 6 and a switch operating member 34 provided on the tilt shaft 16 of the auxiliary engine 6. The switch operating member 34 switches the tilt detection switch 22 by moving the operator 26 of the tilt detection switch 22 in accordance with the rotation of the swivel bracket 15 relative to the tilt shaft 16 of the auxiliary engine 6. With this configuration, by externally attaching the tilt detection switch 22 to the swivel bracket 15 of the auxiliary engine 6 and mounting the switch operating member 34 on the tilt shaft 16 of the auxiliary engine 6, a means for detecting the tilt state of the auxiliary engine 6 can be easily added to the auxiliary engine 6. [Examples]

[0056] A second embodiment of the ship propulsion system of the present invention will be described with reference to Figure 7. In the ship propulsion system of the second embodiment of the present invention, the relationship between the retraction and extension of the operator in the casing of the switch body of the tilt detection switch and the generation and stopping of the buzzer sound in the notification buzzer is reversed compared to the relationship in the ship propulsion system 1 of the first embodiment of the present invention.

[0057] Figure 7(A) shows the auxiliary unit 6 in the tilt-down state, and Figure 7(B) shows the tilt detection unit 61 viewed from the direction of arrow E in Figure 7(A). Figure 7(C) shows the auxiliary unit 6 in the tilt-up state, and Figure 7(D) shows the tilt detection unit 61 viewed from the direction of arrow F in Figure 7(C).

[0058] As shown in Figures 7(A) to 7(D), the tilt detection unit 61 in the second embodiment has a tilt detection switch 62 and a switch operating member 69, similar to the tilt detection unit 21 in the first embodiment. The tilt detection switch 62 is attached to the swivel bracket 15 of the auxiliary unit 6, and the switch operating member 69 is attached to the tilt shaft 16 of the auxiliary unit 6. Furthermore, the tilt detection switch 62 in the second embodiment has a switch body 63, a leaf spring 66, and a mounting plate 68, similar to the tilt detection switch 22 in the first embodiment. However, while the switch body 23 in the tilt detection unit 21 in the first embodiment is a normally open type push button switch, the switch body 63 in the tilt detection unit 61 in the second embodiment is a normally closed type push button switch. In other words, the switch body 63 turns on (closed) when the operator 65 protrudes from the casing 64, as the movable contact inside the casing 64 contacts the fixed contact, and turns off (open) when the operator 65 retracts into the casing 64, as the movable contact separates from the fixed contact. In the second embodiment, the shape of the displacement portion 67 of the leaf spring 66 is different from the shape of the displacement portion 31 of the leaf spring 29 in the first embodiment. Also, the shape of the projection 70 of the switch operating member 69 is different from the shape of the projection 37 of the switch operating member 34 in the first embodiment. Furthermore, as shown in Figure 7(B), the switch operating member 69 is fixed to the tilt shaft 16 such that the projection 70 is located slightly above the front of the tilt shaft 16.

[0059] As shown in Figures 7(A) and 7(B), when the auxiliary unit 6 is tilted down, the projection 70 of the switch operating member 69 separates from the displacement portion 67 of the leaf spring 66 of the tilt detection switch 62. As a result, the operator 65 of the switch body 63 of the tilt detection switch 62 protrudes from the casing 64 of the switch body 63, turning the switch body 63 on (closed), that is, turning on the tilt detection switch 62. When the main power switch 5 is turned on while the tilt detection switch 62 is on, power is supplied from the main battery 3 to the notification buzzer 41, and a buzzer sound is generated from the notification buzzer 41. Furthermore, as shown in Figures 7(C) and 7(D), when the auxiliary unit 6 is tilted up, the projection 70 of the switch operating member 69 pushes the displacement portion 67 of the leaf spring 66 of the tilt detection switch 62. As a result, the operator 65 of the switch body 63 of the tilt detection switch 62 retracts into the casing 64 of the switch body 63, turning the switch body 63 off (open), that is, turning off the tilt detection switch 62. When the switch body 63 is turned off, the power supply from the main unit battery 3 to the notification buzzer 41 is cut off, and the notification buzzer 41 no longer emits a buzzer sound.

[0060] The ship propulsion system of the second embodiment of the present invention, like the ship propulsion system 1 of the first embodiment of the present invention, can also generate a buzzer sound from the notification buzzer 41 when the main engine power switch 5 is turned on and the auxiliary engine 6 is in a tilt-down state, thereby informing the operator that the auxiliary engine 6 is in a tilt-down state.

[0061] In the second embodiment, a normally open push-button switch may be used as the switch body 63, and a switching circuit using a transistor may be added to the branch path 20 so that the switching circuit turns on when the switch body 63 is turned off, and turns off when the switch body 63 is turned on. Furthermore, when the main engine power switch 5 is turned on while the switching circuit is on, power may be supplied from the main engine battery 3 to the notification buzzer 41, and when the switching circuit is turned off, the power supply from the main engine battery 3 to the notification buzzer 41 may be cut off. With this configuration as well, when the main engine power switch 5 is turned on, if the tilt state of the auxiliary engine 6 is in the tilt-down state, a buzzer sound will be emitted from the notification buzzer 41 to inform the operator that the tilt state of the auxiliary engine 6 is in the tilt-down state. [Examples]

[0062] A third embodiment of the ship propulsion system of the present invention will be described with reference to Figure 8. In the ship propulsion system of the third embodiment of the present invention, a projection of the switch operating member is brought into contact with the operator of the switch body of the tilt detection switch, and the operator is moved directly by the switch operating member.

[0063] Figure 8(A) shows the auxiliary unit 6 in the tilt-down state, and Figure 8(B) shows the tilt detection unit 81 viewed from the direction of arrow E in Figure 8(A). Figure 8(C) shows the auxiliary unit 6 in the tilt-up state, and Figure 8(D) shows the tilt detection unit 81 viewed from the direction of arrow F in Figure 8(C).

[0064] As shown in Figures 8(A) to 8(D), the tilt detection unit 81 in the third embodiment, like the tilt detection unit 21 in the first embodiment, has a tilt detection switch 82 and a switch operating member 87. The tilt detection switch 82 is attached to the swivel bracket 15 of the auxiliary unit 6, and the switch operating member 87 is mounted on the tilt shaft 16 of the auxiliary unit 6. In the third embodiment, the tilt detection switch 82 has a switch body 83 and a mounting plate 86 for attaching the switch body 83 to the swivel bracket 15. The switch body 83 also has a casing 84 that houses a movable contact and a fixed contact inside, and a lever-type operating element 85. The switch operating member 87 has a first projection 88 and a second projection 89.

[0065] As shown in Figures 8(A) and 8(B), when the auxiliary unit 6 is tilted down, the first projection 88 of the switch operating member 87 contacts the operator 85 of the switch body 83 of the tilt detection switch 82, tilting the operator 85 forward. As the operator 85 tilts forward, the movable contact inside the casing 84 of the switch body 83 contacts the fixed contact, turning on the switch body 83, that is, turning on the tilt detection switch 82. When the main power switch 5 is turned on while the tilt detection switch 82 is on, power is supplied from the main battery 3 to the notification buzzer 41, and a buzzer sound is generated from the notification buzzer 41. Also, as shown in Figures 8(C) and 8(D), when the auxiliary unit 6 is tilted up, the second projection 89 of the switch operating member 87 contacts the operator 85 of the switch body 83 of the tilt detection switch 82, tilting the operator 85 backward. As the operator 85 tilts backward, the movable contacts within the casing 84 of the switch body 83 separate from the fixed contacts, turning the switch body 83 off, that is, turning off the tilt detection switch 82. When the tilt detection switch 82 is turned off, the power supply from the main unit battery 3 to the notification buzzer 41 is cut off, and the notification buzzer 41 stops producing a buzzer sound.

[0066] The third embodiment of the ship propulsion system of the present invention, like the ship propulsion system 1 of the first embodiment of the present invention, can also generate a buzzer sound from the notification buzzer 41 when the main engine power switch 5 is turned on and the auxiliary engine 6 is in a tilt-down state, thereby informing the operator that the auxiliary engine 6 is in a tilt-down state. [Examples]

[0067] A fourth embodiment of the ship propulsion system of the present invention will be described with reference to Figure 9. In the ship propulsion system of the fourth embodiment of the present invention, a projection of the switch operating member is brought into contact with the movable contact of the switch body of the tilt detection switch, and the movable contact is moved directly by the switch operating member.

[0068] Figure 9(A) shows the auxiliary unit 6 in the tilt-down state, and Figure 9(B) shows the tilt detection unit 91 viewed from the direction of arrow E in Figure 9(A). Figure 9(C) shows the auxiliary unit 6 in the tilt-up state, and Figure 9(D) shows the tilt detection unit 91 viewed from the direction of arrow F in Figure 9(C).

[0069] As shown in Figures 9(A) to 9(D), the tilt detection unit 91 in the fourth embodiment, like the tilt detection unit 21 in the first embodiment, has a tilt detection switch 92 and a switch operating member 96. The tilt detection switch 92 is attached to the swivel bracket 15 of the auxiliary unit 6, and the switch operating member 96 is mounted on the tilt shaft 16 of the auxiliary unit 6. In the fourth embodiment, the tilt detection switch 92 has a movable contact 93, a fixed contact 94, and a mounting plate 95. The movable contact 93 and the fixed contact 94 are each made of a conductive material such as metal. The mounting plate 95 is made of an insulating material such as resin. The base ends of the movable contact 93 and the fixed contact 94 are fixed to the mounting plate 95. The movable contact 93 can also be elastically deformed so that its tip is displaced in the left-right direction relative to its base end in Figure 9(B) or 9(D). The switch operating member 96 is made of an insulating material such as resin. The shape of the switch operating member 96 is the same as that of the switch operating member 34 in the first embodiment of the present invention.

[0070] As shown in Figures 9(A) and 9(B), when the auxiliary unit 6 is tilted down, the projection 97 of the switch operating member 96 contacts the tip of the movable contact 93 of the tilt detection switch 92. This pushes the tip of the movable contact 93 to the left, causing it to elastically deform and come into contact with the tip of the fixed contact 94, turning on the tilt detection switch 92. When the main power switch 5 is turned on while the tilt detection switch 92 is on, power is supplied from the main battery 3 to the notification buzzer 41, and a buzzer sound is emitted from the notification buzzer 41. Also, as shown in Figures 9(C) and 9(D), when the auxiliary unit 6 is tilted up, the projection 97 of the switch operating member 96 separates from the tip of the movable contact 93 of the tilt detection switch 92. As a result, the elastic force of the movable contact 93 causes its tip to move to the right, separating it from the fixed contact 94, and the tilt detection switch 92 turns off. When the tilt detection switch 92 is turned off, the power supply from the main unit battery 3 to the notification buzzer 41 is cut off, and the notification buzzer 41 stops producing a buzzer sound.

[0071] The fourth embodiment of the ship propulsion system of the present invention, like the first embodiment of the ship propulsion system 1 of the present invention, can also generate a buzzer sound from the notification buzzer 41 when the main engine power switch 5 is turned on and the auxiliary engine 6 is in a tilt-down state, thereby informing the operator that the auxiliary engine 6 is in a tilt-down state. [Examples]

[0072] A fifth embodiment of the ship propulsion system of the present invention will be described with reference to Figure 10. The ship propulsion system of the fifth embodiment of the present invention has a function to automatically tilt up the auxiliary engine when the main engine power switch is turned on.

[0073] Figure 10 shows the configuration of a fifth embodiment of the ship propulsion system 101 of the present invention. As shown in Figure 10, the fifth embodiment of the ship propulsion system 101 of the present invention, like the first embodiment of the ship propulsion system 1 of the present invention, includes a main engine 2, a battery for the main engine 3, a power supply path 4 for the main engine, a power switch 5 for the main engine, an auxiliary engine 6, and a branch path 20. However, unlike the first embodiment of the ship propulsion system 1 of the present invention, the fifth embodiment of the ship propulsion system 101 does not include a tilt detection unit and a notification buzzer, but it does include a remote tilt control unit 102.

[0074] Auxiliary machine 6 has a tilt cylinder 17 as an actuator for tilting auxiliary machine 6 up and tilting down, and a cylinder control device 103 for controlling the tilt cylinder 17. The remote tilt control unit 102 is a device that controls the tilt cylinder 17 via the cylinder control device 103 of auxiliary machine 6, and tilts auxiliary machine 6 up and tilts down. The remote tilt control unit 102 is installed on the ship 51, the main engine 2, or auxiliary machine 6. Note that the tilt cylinder 17 is a specific example of a "tilt actuator," and the remote tilt control unit 102 is a specific example of a "tilt control unit."

[0075] As shown in Figure 10, the remote tilt control unit 102 is connected to the branch path 20. When the main power switch 5 is turned on, power is supplied to the remote tilt control unit 102 from the main battery 3. When power is supplied to the remote tilt control unit 102, the remote tilt control unit 102 starts up automatically. Subsequently, the remote tilt control unit 102 controls the auxiliary power switch 18 to turn on the auxiliary power switch 18, making at least the tilt cylinder 17 and cylinder control device 103 of the auxiliary unit 6 operational. Subsequently, the remote tilt control unit 102 outputs a remote control signal to the cylinder control device 103 to tilt the auxiliary unit 6 up. Based on this remote control signal, the cylinder control device 103 controls the tilt cylinder 17 and tilts the auxiliary unit 6 up. The tilt cylinder 17 is equipped with a position sensor that detects the position of the rod of the tilt cylinder 17, and the cylinder control device 103 can recognize the tilt state of the auxiliary unit 6 based on the detection signal output from the position sensor. When the tilt state of the auxiliary equipment 6 is in the tilt-up state, the cylinder control device 103 outputs a remote control stop request signal to the remote tilt control unit 102. Based on this remote control stop request signal, the remote tilt control unit 102 stops outputting the remote control signal. Subsequently, the remote tilt control unit 102 controls the auxiliary equipment power switch 18 to turn it off.

[0076] Furthermore, when the main power switch 5 is turned on and the auxiliary equipment 6 is in the tilt-up state, the remote tilt control unit 102 is automatically activated, and subsequently the auxiliary power switch 18 is turned on by the remote tilt control unit 102, making at least the tilt cylinder 17 and cylinder control device 103 of the auxiliary equipment 6 operational, and then the remote tilt control unit 102 outputs a remote control signal to the cylinder control device 103 to tilt the auxiliary equipment 6 up, and immediately thereafter the cylinder control device 103 outputs a remote control stop request signal to the remote tilt control unit 102. Based on this remote control stop request signal, the remote tilt control unit 102 immediately stops outputting the remote control signal and then turns off the auxiliary power switch 18.

[0077] According to the fifth embodiment of the present invention, the ship propulsion system 1 can prevent the ship 51 from moving at high speed while the auxiliary engine 6 is tilted down. Furthermore, in the fifth embodiment of the present invention, the auxiliary engine 6 is automatically tilted up when the main engine power switch 5 is turned on, so the operator does not need to tilt up the auxiliary engine 6 before turning on the main engine power switch 5 when moving the ship 51 at high speed. Therefore, the operator can easily and quickly start moving the ship 51 at high speed.

[0078] In the first embodiment described above, the leaf spring 29 is positioned to the right of the switch body 23, and the switch operating member 34 is positioned to the right of the leaf spring 29. However, the configurations of the switch body 23, the leaf spring 29, and the switch operating member 34 may be reversed left to right, with the leaf spring 29 positioned to the left of the switch body 23, and the switch operating member 34 positioned to the left of the leaf spring 29. The same applies to the second embodiment described above. Similarly, in the third and fourth embodiments, the arrangement of the tilt detection switch 82(92) and the switch operating member 87(96) may be reversed left to right.

[0079] Furthermore, in each of the above embodiments, a notification buzzer 41 was given as an example of a notification unit that informs the operator that the tilt state of the auxiliary engine 6 is in the tilt-down state when the operator turns on the main engine power switch 5, but the present invention is not limited to this. As a notification unit, for example, a sound generating device other than a buzzer may be used, a lamp that emits light when the tilt state of the auxiliary engine 6 is in the tilt-down state when the main engine power switch 5 is turned on may be used, or a wireless communication device that wirelessly transmits a notification to, for example, a portable terminal carried by the operator when the tilt state of the auxiliary engine 6 is in the tilt-down state when the main engine power switch 5 is turned on may be used. Alternatively, as a notification unit, a gauge equipped with a display may be used, and when the tilt state of the auxiliary engine 6 is in the tilt-down state when the main engine power switch 5 is turned on, that fact may be displayed on the display of the gauge.

[0080] Furthermore, in the first to fourth embodiments, the auxiliary device 6 does not need to be equipped with a tilt cylinder 17.

[0081] Furthermore, in each of the above embodiments, the power source for the main engine 2 may be a motor instead of an engine. In that case, when the motor of the main engine is stopped and the main engine is tilted down, such as when docking, undocking, or trolling, and the auxiliary engine is operated to move the vessel at a low speed, it is conceivable that the propeller of the main engine will rotate along with it. However, when the speed of the vessel is low, even if the propeller of the main engine rotates along with it, the rotational speed of the main engine propeller will not increase, and therefore the power generated by the rotation of the main engine motor will not be large enough to adversely affect the inverter of the main engine.

[0082] Furthermore, in each of the above embodiments, the ship propulsion system 1 is equipped with one main engine 2 and one auxiliary engine 6, but the ship propulsion system may be equipped with two or more main engines, or two or more auxiliary engines. For example, two main engines may be mounted on the left and right sides of the ship's transom, respectively, and one auxiliary engine may be mounted in the center of the ship's transom. Alternatively, two auxiliary engines may be mounted on the left and right sides of the ship's transom, respectively, and one main engine may be mounted in the center of the ship's transom. In addition, in each of the above embodiments, the main engine 2 is a high-output, large outboard motor, and the auxiliary engine 6 is a low-output, small electric outboard motor, but an electric outboard motor having the same output and size as the main engine may be used as the auxiliary engine.

[0083] Furthermore, in each of the above embodiments, the main engine or auxiliary engine may be a hybrid outboard motor equipped with both a motor and an engine. Alternatively, the main engine may be another type of marine propulsion system other than an outboard motor, such as an inboard or outboard motor.

[0084] Furthermore, the present invention may be modified as appropriate, provided that it does not contradict the gist or idea of ​​the invention as can be read from the claims and the specification as a whole, and a ship propulsion system with such modifications is also included in the technical concept of the present invention. [Explanation of Symbols]

[0085] 1.101 Ship propulsion systems 2. Main engine (first ship propulsion engine) 4. Power supply path for the main unit (power supply path) 5. Main unit power switch (power switch) 6. Auxiliary engines (second ship propulsion engines) 14 Clamp Bracket 15 Swivel Bracket 16 Tilt shaft 17. Tilt Cylinder (Tilt Actuator) 20 branching routes 21, 61, 81, 91 Tilt detection unit 22, 62, 82, 92 Tilt detection switches 26, 65, 85 control unit 34, 69, 87, 96 Switch operating members 41. Hochi Buzzer (Hochi Department) 51 Ship 93 Movable contact 102 Remote Tilt Control Unit (Tilt Control Unit)

Claims

1. A ship propulsion system for propelling a ship, A first ship propulsion engine installed on the aforementioned ship, An electric outboard motor, and a second ship propulsion engine installed on the aforementioned vessel, The tilt detection unit for detecting the tilt state of the second ship propulsion system, A ship propulsion system characterized by comprising: a notification unit that, when the power switch of the first ship propulsion unit is turned on, the tilt detection unit detects that the tilt state of the second ship propulsion unit is in a tilt-down state, and notifies that the tilt state of the second ship propulsion unit is in a tilt-down state.

2. A power supply path that supplies power to the first ship propulsion unit when the power switch for the first ship propulsion unit is turned on, The power supply path includes a branch path connected to the aforementioned power supply path, The notification unit is connected to the branch path and emits sound, light, or a signal when power is supplied through the branch path. The ship propulsion system according to claim 1, characterized in that the tilt detection unit has a tilt detection switch that, when the tilt state of the second ship propulsion unit is in a tilt-down state, supplies the power to the notification unit via the branch path, and when the tilt state of the second ship propulsion unit is in a tilt-up state, does not supply the power to the notification unit via the branch path.

3. The second ship propulsion engine is, Clamp bracket and Swivel bracket and The clamp bracket has a tilt shaft that is fixed to the clamp bracket and connects the clamp bracket and the swivel bracket to each other so that the swivel bracket can rotate relative to the clamp bracket, The tilt detection unit is, A tilt detection switch provided on the swivel bracket, The ship propulsion system according to claim 1, further comprising a switch operating member provided on the tilt shaft, which switches the tilt detection switch by moving an operator or movable contact of the tilt detection switch in accordance with the rotation of the swivel bracket relative to the tilt shaft.

4. A ship propulsion system for propelling a ship, A first ship propulsion engine installed on the aforementioned ship, An electric outboard motor, and a second ship propulsion engine installed on the aforementioned vessel, A tilt actuator for tilting up the second ship propulsion system, The system includes a tilt control unit that controls the tilt actuator, The ship propulsion system is characterized in that the tilt control unit controls the tilt actuator when the power switch of the first ship propulsion unit is turned on, thereby changing the tilt state of the second ship propulsion unit to a tilt-up state.

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