OA19604A - Device for propelling a marine navigation vehicle and a marine navigation vehicle provided with such a device. - Google Patents

Abstract

The present invention relates to an outboard-type propulsion device for a marine navigation craft comprising a propulsion means (4), at least one motor (1) supplying torque to a drive shaft (20) extending outside the motor and driving a transmission shaft (3) for supplying torque to the propulsion means, the drive shaft and the propulsion shaft being in a fixed relative orientation, and a transmission means (2) connected at the input to the drive shaft (20) for receiving the engine torque and transmitting it at least in part to the transmission shaft. The transmission means (2) modifies the direction of the engine torque and transmits it, in the form of a modified torque, to the transmission shaft (3) to which it is connected at the output and in that the transmission shaft (3) is a double cardan shaft (30, 31) which extends inclined between the transmission means (2) and the propulsion means (4), the transmission shaft transmitting at least partly the modified torque to the propulsion means.

Description

PROPULSION DEVICE FOR A MARINE NAVIGATION MACHINE AND MARINE NAVIGATION MACHINE PROVIDED WITH SUCH A DEVICE

The invention relates to a propulsion device for a marine navigation vehicle and in particular to an outboard type propulsion device. It also relates to a navigation device provided with such a device.

Currently, many marine navigation devices are equipped with a propulsion device mounted at the stern of the craft by means of a system allowing the device to rotate around an axis perpendicular to the longitudinal axis of the boat. to be able to lift it out of the water.

The invention relates more particularly to propulsion devices of the outboard type, ie the upper part of which, comprising an engine, is located outside the navigation vehicle.

A device of this type therefore makes it possible to free up the space of the boat in which the engine is normally housed. In addition, it avoids the presence of means of rotation between the motor shaft and a torque transmission shaft from the motor to a means of propelling the navigation vehicle, which simplifies the transfer of torque from the motor. engine to the means of propulsion. Finally, access to the engine is also easier, which simplifies maintenance operations.

There are vertical shaft motors. However, in the context of the invention, it is desired to be able to use engines from the automotive industry and not developed specifically for marine applications. This makes it possible to benefit from proven technologies for automotive engines and at reduced costs, given their mass production.

These engines, whether of the diesel or gasoline type, comprise a drive shaft oriented horizontally so that means are provided for transmitting a torque between the horizontal drive shaft and the axis of the propulsion means, also horizontal.

Some of these outboard propulsion devices have the particularity of using a vertical transmission shaft. The term “vertical shaft” is understood to mean a shaft which extends generally perpendicularly to a propulsion axis of the vehicle, that is to say perpendicular to the direction of movement of the marine navigation vehicle.

Thus, document FR 2 939 403 describes a device of this type in which the transmission of torque between the motor shaft and the transmission shaft, which extend perpendicularly to one another, is carried out by means of 'shafts parallel to the motor shaft and a plurality of pinions. These shafts allow the transmission shaft to be moved under the engine. This brings the propeller closer to the boat, decreases the drag force and also makes the device more compact.

However, this device has the drawback of being a relatively complex construction due to the presence of several additional shafts and numerous pinions.

Mention may also be made of document US Pat. No. 8,460,041 which describes a propulsion device of the same type with an engine outside the navigation vehicle, the axis of which is parallel to that of the propulsion means. The transmission of torque between the motor shaft and the vertical transmission shaft is achieved by means of two drive means, the first between the motor shaft and an intermediate shaft located substantially under the motor and parallel to the motor shaft and the second, between this intermediate shaft and the vertical transmission shaft.

The term “drive means” is understood to mean a means for transmitting a torque from one shaft to a next adjacent shaft, such as for example a transmission belt or two pinions meshing with one another.

The construction of this device remains relatively complex due to the presence of an intermediate shaft, a transmission belt associated with pulleys and pinions.

We can also cite the document US 2014/0179179 which still relates to a propulsion device with a motor outside the navigation vehicle and whose axis is parallel to that of the propulsion means.

Unlike other devices, this one does not have a vertical drive shaft. Furthermore, the torque transmission between the motor shaft and the shaft of the propulsion means is achieved by means of two horizontal intermediate shafts and belts.

This device has the advantage of being compact but requires the presence of intermediate shafts and belts, which makes its construction complex. Furthermore, the belts have a limited lifespan, which complicates the maintenance of the device.

The object of the invention is to alleviate the drawbacks of the known devices by proposing a device for propelling a navigation device of the outboard type, that is to say comprising a motor located outside the navigation device. to drive a propulsion means, the construction of which is simplified by reducing the number of moving parts of the shaft, pinion, belt or chain type and whose weight and cost are consequently reduced, the device being compact, robust and of simplified maintenance.

Thus, the invention relates to an outboard type propulsion device for a marine navigation vehicle comprising a propulsion means, at least one motor supplying torque to a motor shaft extending outside the motor and driving a motor. transmission shaft for supplying torque to the propulsion means, the driving shaft and the propelling shaft being in a fixed relative orientation, and a transmission means connected at the input to the driving shaft and at the output to the shaft transmission, characterized in that said transmission means modifies the orientation of the engine torque and transmits it, in the form of a modified torque, to the transmission shaft and in that the transmission shaft is a shaft with double seal which extends in an inclined manner between the transmission means and the propulsion means, said transmission shaft transmitting at least in part said modified torque to the propulsion means.

In advantageous embodiments, use is also made of one and / or the other of the following arrangements:

- the propulsion means is located at least partly under the engine;

- the angle between the propulsion shaft and the transmission shaft is between 45 ° and 90 °;

the motor shaft extends downstream of the motor while the transmission shaft extends from the downstream of the motor towards the upstream of the motor;

- the output of the transmission means is located below the level of the engine;

- the motor shaft and the propulsion shaft form an angle between 0 ° and 45 ° between them;

- the change of orientation between the engine torque and the modified torque is approximately 90 °;

- A means of alternative selection of forward, rear and neutral propulsion, and / or a speed reduction means are provided in the transmission means;

- the propulsion means comprises two counter-rotating propellers;

- the joints of the double joint shaft are constant velocity joints;

- the joints of the double-jointed shaft are universal joints;

- the device comprises an internal combustion engine and an electric motor.

The invention also relates to a navigation vehicle equipped with a propulsion device according to the invention.

The invention will be better understood and other objects, advantages and characteristics thereof will emerge more clearly on reading the description which follows and which is given with regard to the appended drawings in which:

Figure 1 is a schematic illustration of an example of a propulsion device according to the invention.

FIG. 2 is a schematic view of an alternative embodiment of the propulsion device according to the invention.

FIG. 3 is a schematic view illustrating another variant embodiment of the propulsion device according to the invention.

FIG. 4 is a partial sectional view illustrating an embodiment of the propulsion device according to the invention.

Figures 5 and 6 are schematic views illustrating examples of counter-rotating thruster.

Elements common to the various figures will be designated by the same references.

Throughout the application, it is understood by being “downstream” or “behind”, being located on the side opposite to the stern of the navigation vehicle when the propulsion device is attached to the vehicle, and by being “in position”. upstream ”or“ forward ”, be on the stern side of the navigational vehicle.

With reference first of all to FIG. 1, the propulsion device according to the invention comprises an upper part 5, comprising an engine 1 and a means of transmission 2 of the torque of the engine, an intermediate part 6 comprising a transmission shaft 3 and a lower part 7 comprising the propulsion means 4.

These three parts are arranged in an envelope (not shown) which defines an internal housing for the various means constituting the propulsion device.

It will be understood that the propulsion device is shown in a vertical position of use, along a vertical axis V of this device.

This device is intended to be fixed to the stern of a marine navigation machine by means of articulation means which are not shown in FIG. 1. These articulation means conventionally make it possible to raise the propulsion device to the above the water level.

We will now focus on the various constituent elements of the propulsion device according to the invention.

The engine 1 is here an internal combustion engine and then conventionally comprises a plurality of cylinders included in a cylinder block and each delimiting a combustion chamber. In each cylinder, a movable piston moves by means of a connecting rod connecting the movable piston to a crankshaft (these different elements are conventional and are not shown in figure D.

The crankshaft drives a motor shaft 20 (see FIG. 4), which is located in the axis of the crankshaft. In the example illustrated in FIG. 1, the crankshaft like the driving shaft are substantially parallel to the propulsion axis P of the device.

The invention is however not limited to this embodiment and the device could also include an electric motor in addition to an internal combustion engine to obtain a hybrid propulsion device. This electric motor could be located above the transmission means 2, which would then include an input for receiving the torque from this electric motor, the axis of the electric motor then being substantially perpendicular to the motor shaft 20.

The motor shaft therefore extends outside the motor and it is connected at one end to the outlet of the crankshaft and at the other end to the inlet of the transmission means 2.

In the example illustrated in FIG. 1, the motor shaft 20 extends downstream of the motor, that is to say on the side opposite to the stern of the navigation vehicle, when the device is attached to that here, or even on the opposite side of the articulation means of the device on the stern of the navigation vehicle.

The transmission means 2 which is located in the downstream extension of the motor shaft is therefore also positioned downstream of the motor (and not under the motor).

The function of transmission means 2 is to transmit the engine torque supplied by the engine shaft to the transmission shaft 3.

This transmission shaft comprises at each of its ends a seal 30, 31, a first seal 30 being connected to the outlet 21 of the transmission means 2, while the second seal 31 is connected to the inlet 42 of the propulsion means 4 The inlet 42 like the outlet 21 consist of trees. It can also be considered that the shaft 21 is part of the seal 30 and that the input shaft 42 is part of the seal 31.

The term “joint” is understood here to mean a ball-and-socket joint.

Generally speaking, these joints are designed to couple two non-aligned rotating shafts.

The two joints are preferably constant velocity joints and / or cardan joints.

As shown in Figure 1, this shaft 3 extends inclined between the transmission means 2 and the propulsion means 4. This inclination between the transmission means 2 and the propulsion means 4 is upstream. , or even towards the stern of the navigation vehicle when the propulsion device is in use.

This makes it possible to place the propulsion means at least in part under the engine 1 along the axis V, and therefore to promote the compactness of the propulsion device.

In the example illustrated in FIG. 1, the angle Y between the propulsion axis P or the propulsion shaft 40 and the transmission shaft 3 is approximately 45 °.

The invention is not limited to this example and this angle Y can be between 45 ° and 90 ° and in particular between 70 ° and 90 ° or else be around 80 °.

It should be noted that this angle Y is preferably greater than 45 ° when the joints used are cardan joints.

The transmission means 2 is designed to modify the orientation of the engine torque (here around a substantially horizontal axis) to transmit it to the first universal joint 30.

In the example illustrated in FIG. 1, this modification of the orientation between the engine torque and the modified torque transmitted at the level of the first universal joint (materialized by the angle β) is approximately 90 ⁰ .

The invention is not, however, limited to such a change in orientation. In practice, the angle β should be at least 70 ° to allow transmission of the engine torque to the universal joint 30.

In the propulsion means 4, a drive means is provided so that the modified torque which drives the transmission shaft 3 is transmitted at least in part to the propulsion shaft 40.

This drive means will be described in more detail with reference to Figures 5 and 6.

FIG. 1 shows that the propulsion shaft 40 extends, in this embodiment, towards the rear of the propulsion device, that is to say on the side opposite to the stern of the navigation vehicle, when the propulsion device is in use.

Conventionally, this propulsion shaft is provided with a propeller (not shown in the figure) also disposed at the rear of the propulsion means 4.

In the example illustrated in FIG. 1, the axis of the crankshaft or of the motor shaft and the propulsion axis are substantially parallel, both being substantially horizontal or else parallel to the propulsion axis P.

In general, in a propulsion device of the outboard type, the angle between the motor shaft and the propulsion shaft is fixed but not necessarily zero.

Reference is now made to FIG. 2, to show that the inclination of the transmission shaft 3 can vary according to the embodiments of the propulsion device.

FIG. 2 shows another example of a propulsion device according to the invention which has the same general characteristics as that illustrated in FIG. 1.

In particular, the axis of the crankshaft, of the motor shaft and of the propulsion shaft are always substantially parallel to the propulsion axis P and the transmission means 2 is provided downstream of the engine 1.

On the other hand, the relative arrangement of the engine 1 and of the propulsion means 4, along the vertical axis V of the device, is modified.

Indeed, in Figure 1, the propulsion means 4 is located completely under the engine, the engine and the propulsion means being substantially aligned with respect to the vertical axis V.

In the embodiment of FIG. 2, the propulsion means 4 is only partially under the engine, since it is offset rearwardly with respect to this vertical axis.

This arrangement makes it possible to increase the angle Y between the propulsion axis and the transmission shaft 3, which relieves the stresses on the two cardan joints 30 and 31.

Another variant embodiment of the propulsion device according to the invention is illustrated in FIG. 3.

The propulsion device always comprises the same constituent means, this variant consisting in inclining the crankshaft of the engine 1 and therefore the engine shaft with respect to the propulsion axis (or the propulsion shaft 40) which, for its part , remains horizontal.

This orientation is characterized by the angle a, taken between the propulsion axis P and the direction of the motor shaft.

This angle a is greater than 0 ° and can go up to 45 °. However, it is preferably between 0 and 20 ⁰ .

Compared to the embodiment illustrated in FIG. 1, this inclination of the motor makes it possible to reduce the operating angle 90 ° -α-γ of the first universal joint 30 and, to a lesser extent, the operating angle 90 °. -γ of the second universal joint 31. This allows the joints to work in better conditions, which increases their service life.

This inclination also makes it possible to improve the balance of the engine by directing the center of gravity towards the boat and the means of propulsion.

In all the embodiments illustrated in FIGS. 1 to 3, it can be seen that the use of an inclined shaft with a double seal makes it possible to free up a space between the engine 1 and the propulsion means 4, a space which can be used for example. to house antipollution systems or marinization devices (water pumps, heat exchangers).

Furthermore, this shaft is of a simplified construction compared to the drive means conventionally used in known devices and which include additional shafts, transmission belts or even pinions.

It is in fact a component conventionally used in the automotive industry and the cost of which is relatively low.

Finally, this inclined transmission shaft makes it possible to bring the propulsion means and therefore the propeller closer to the stern of the navigation vehicle, which makes it possible to make the device compact while reducing the drag force.

It can also be emphasized that the use of a shaft with a double seal makes it possible to ensure the operation of the device despite a possible misalignment in the three dimensions of the motor shaft and the propulsion shaft occurring during construction or use of the device, which increases the reliability of the device by simplifying its design and manufacturing tolerances.

It should be emphasized that, in all embodiments, the crankshaft (or the drive shaft) and the propulsion shaft are in a fixed relative position, with no movement occurring between them.

Reference is now made to FIG. 4 which shows in more detail the embodiment of the transmission means 2.

This figure shows the main components of the upper part 5 of the device. It schematically shows the casing 8 in which the different parts of the device are housed, this casing being partially cut away at the upper part 5 and the intermediate part 6.

Thus, this figure shows the crankshaft 10 of the engine 1 which drives the engine shaft 20.

In the embodiment illustrated in FIG. 4, a damping flywheel 12 and a clutch 13 are provided between the crankshaft 10 and the transmission means 2.

The latter here comprises a first bevel gear 22 connected directly to the input shaft 20 or in direct engagement with this shaft 20 as well as a second bevel gear 23 and a third bevel gear 24 located at 90 ° from the first gear.

The second and third bevel gears 23 and 24 rotate in the opposite direction and are activated by means of the dog clutch 25 which allows them to be selectively connected to the output shaft 21 of the transmission means.

The dog clutch can also take a neutral position in which no torque is transmitted to the shaft 21.

Thus, in this embodiment, the transmission means includes a means of alternative selection of forward, rearward propulsion and neutral position.

The pinions can also be designed to provide speed reduction. In this case, the speed reduction means is also provided in the transmission means.

In practice, the transmission means 2 only comprises pinions and no intermediate shaft. It is therefore of a simple and compact design.

In general, the device has no intermediate shaft parallel to the crankshaft or to the motor shaft.

As illustrated in Figure 1 for example, the output shaft 21 of the transmission means 2 is connected to the first joint 30, itself connected to the transmission shaft 3 which extends inclined and forward. from the engine to the second seal 31. The latter is connected at the output, by the shaft 42, to the propulsion means 4 which drives the propulsion shaft 40.

Furthermore, in the examples illustrated in Figures 1 to 3, the output shaft 21 of the transmission means is located at a lower level than that of the engine 1, while in the example illustrated in Figure 4, it is located at a level lower than that of the crankshaft 10. In both cases, it is considered that it is located below the level of the engine.

In general, in the state of the art, the speed reduction and reverse gear mechanisms are provided in the propulsion means.

In the embodiment of the propulsion device illustrated in FIG. 4, these mechanisms are included in the transmission means.

This makes it possible to reduce the size of the propulsion means in order to reduce its diameter and therefore the drag force. This also makes it possible to integrate into the propulsion means a mechanism for driving contra-rotating propellers.

Thus, Figures 5 and 6 describe two embodiments of the propulsion means 4 which essentially includes a drive means of two counter-rotating shafts, the propulsion means comprising two counter-rotating propellers.

The invention is of course not limited to such a drive means and the latter could only comprise a single propeller.

In the example illustrated in FIG. 5, the second seal 31 connects the transmission shaft 3 to the input shaft 42 of the propulsion means 4.

This drives a first bevel gear 50, which drives two bevel gears 51 and 52 in opposite directions.

The first bevel gear 51 drives the propulsion shaft 40 in a first direction, while the second bevel gear 52 drives a second propulsion shaft 41, in the opposite direction.

Each of the propulsion shafts 40 and 41 drives a propeller in rotation, that of the shaft 40 being rotary and that of the shaft 41 being counter-rotating or vice versa.

In this exemplary embodiment, the two propulsion shafts 40 and 41 both extend on the downstream side of the propulsion device, that is to say, in the examples illustrated in FIGS. 1 and 3, on the same side as the means of transmission 2.

The exemplary embodiment illustrated in FIG. 6 differs from the previous one in that the propulsion shaft 40 always extends towards the rear, as in the embodiments illustrated in FIGS. 1 to 3. However, the drive shaft counter-rotating propulsion 41 extends upstream of the propulsion device, that is to say towards the stern of the navigation vehicle.

The invention is not limited to these embodiments and in particular, the two rotary and counter-rotating shafts 40 and 41 could also extend upstream of the propulsion device, that is to say towards the stern. navigation device when the device is in use.

In the embodiments illustrated in Figures 1 to 4, the transmission means is located towards the rear or downstream of the engine 1 and the transmission shaft is inclined from the transmission means towards the propulsion means towards the forward of the device or in the direction of the stern of the navigation vehicle when the propulsion device is in operation.

The invention is however not limited to this embodiment and the transmission means 2 could be positioned upstream of the engine 1. In this case, the transmission shaft is always inclined from the transmission means to the transmission means. propulsion but this time away from the stern of the navigation device. This arrangement still makes it possible to obtain a compact device with a simplified construction.

Moreover, in all the examples described, the input shaft 42 of the propulsion means 4 is substantially perpendicular to the propulsion shaft 40 or to the propulsion axis P.

Note that the output shaft 21 and the input shaft 42 are not necessarily parallel (see Figure 3).

Some parts of the propulsion system require lubricating oil. This is why the device comprises an oil reservoir and an oil pump for recovering and storing the lubricating oil and for injecting it into these elements, such as for example the bevel gears of the transmission means.

Preferably, this oil tank is housed in the lower part 7 of the propulsion device which is, in use, below the mean waterline of the navigation vehicle. Indeed, this average waterline is generally located in the intermediate part 6 of the propulsion device. As a result, the oil tank is cooled by the temperature of the water which is generally lower than that of the lubricating oil.

Preferably, this oil reservoir is common to the transmission means and to the propulsion means.

As goes without saying and as it also results from the foregoing, the present invention is not limited to the embodiments more particularly described. On the contrary, it embraces all the variants thereof and in particular those where different mechanisms are integrated into the transmission means and where the propulsion means is not located at least in part under the engine but shifted upstream or downstream. of the motor.

Claims (5)

1. An outboard-type propulsion device for a marine navigation vehicle comprising a propulsion means (4), at least one motor (1) providing torque to a motor shaft (20) extending outside the motor. motor and driving a transmission shaft (3) intended to provide torque to the propulsion means, the motor shaft and the propulsion shaft being in a fixed relative orientation, and a transmission means (2) connected in input to the 'motor shaft (20) and output to the transmission shaft, characterized in that said transmission means (2) changes the orientation of the motor torque and transmits it, in the form of a modified torque, to the transmission shaft (3) and in that the transmission shaft (3) is a double joint shaft (30, 31) which extends inclined between the transmission means (2) and the propulsion means ( 4), said transmission shaft transmitting at least in part said modified torque to the propulsion means. 2. Device according to claim 1, characterized in that the propulsion means (4) is located at least partly under the engine (1). 3. Device according to claim 1 or 2, characterized in that the angle Y between the propulsion shaft (40) and the transmission shaft (3) is between 45 ° and 90 °. 4. Device according to any one of claims, characterized in that the motor shaft (20) extends downstream of the motor while the transmission shaft (3) extends from downstream of the motor in the direction upstream of the engine. 5. Device according to any one of claims 1 to 4, characterized in that the output of the transmission means is located below the level of the engine. 6. A propulsion device according to any one of claims 1 to 5, characterized in that the motor shaft (20) and the propulsion shaft (40) form between them an angle of between 0 ° and 45 °. 7. Device according to any one of claims 1 to 6, characterized in that the change in orientation between the engine torque and the modified torque is approximately 90 °. 8. Device according to any one of claims 1 to 7, characterized in that an alternative selection means of forward, rear and neutral propulsion, and / or a speed reduction means (23) are integrated in the means of transmission. 9. Device according to any one of claims 1 to 8, characterized in that the propulsion means (4) comprises two contra-rotating propellers. 10. Device according to one of claims 1 to 9, characterized in that the joints (30, 31) of the double joint shaft are constant velocity joints and / or cardan joints. 11. Device according to any one of claims 1 to 10, characterized in that said engine (1) is an internal combustion engine, the device also comprising an electric motor connected to the transmission means (2) by a substantially perpendicular shaft. to the motor shaft (20). 12. Marine navigation vehicle equipped with a propulsion device according to one of the preceding claims.