EP3247668A1

EP3247668A1 - Electric winch crank

Info

Publication number: EP3247668A1
Application number: EP16703579.9A
Authority: EP
Inventors: Bruno RABU
Original assignee: Chrysadev
Current assignee: Chrysadev
Priority date: 2015-01-20
Filing date: 2016-01-15
Publication date: 2017-11-29
Anticipated expiration: 2036-01-15
Also published as: US20190292027A1; US10358324B2; FR3031737B1; US20180016123A1; EP3718949A1; EP3247668B1; EP3247668B8; US10858226B2; FR3031737A1; WO2016116685A1

Abstract

The invention relates to an electric winch crank (1) comprising a main body (3) which includes an electric motor (32); a gripping handle (2) arranged at one end of the main body (3) and able to pivot on same with respect to said main body (3); coupling means (4) to a winch (100), arranged at the opposite end of said main body (3); a transmission mechanism driven by the output shaft of the motor (32) and enabling rotation of the coupling means (4); a mechanical reducer (34) interposed between the output shaft of the motor (32) and the coupling means (4), said crank further comprising a braking system (35) mounted on the output shaft of the motor (32); a control member (23) located on said gripping handle (2) for actuating said braking system (35) via said electronic circuit (31) and a rotating collector (29) comprising a first portion (291) rigidly attached to the gripping handle, connected to said control member, and a second portion (292) rigidly attached to the main body electrically connected to an electronic circuit.

Description

WINCH ELECTRICAL CRANK

TECHNICAL FIELD The present invention relates to the technical field of nautical equipment and more particularly accessories used on sailboats. It more specifically relates to an electric crank for a winch.

PRIOR TECHNIQUES

In general, a sailing boat comprises one or more devices called "winch" which are winches around which a rope winds / unfolds for the purpose including tapping or hoist a sail. There are currently different types of cranks for maneuvering these winches including motorized cranks offering the operator the opportunity to perform a maneuver either manually or motorized. The passionate operator of sailing, can also by means of these cranks, finish the maneuver manually and thus to feel the associated sensations. As described in document FR 2848201, it is known to make electric winch cranks comprising a gripping handle, an electric motor powered by a battery and a transmission mechanism driven by the output shaft of the engine and allowing the rotation of the coupling means of the winch. Also known is the presence of locking means for the passage of the electric crank from a motorized mode to a manual mode and vice versa. In this case, the locking means are activated / deactivated by means of a control member, in this case an electric button, which is located at the opposite end of the gripping handle of the crank. However, this type of motorized cranks may have certain disadvantages. Indeed, during frequent maneuvers of listening curtain, halyard halyard, or maneuver windlass, during a manual maneuver, the operator causes the rotation of the crank by pulling and pushing with both hands on the handle in order to have maximum strength. It is often found, arriving at the end of effort, in an uncomfortable position for which the solicitation of the muscles of the body is maximum. Thus, the configuration of this type of electric cranks forces the operator to remove one of his hands from the handle to press the control members and thus ensure the essential efforts with one hand. Taking into account the fact that the average French age of sailing yacht owners is around 60 years, the elimination of such efforts would be advantageous for a safer practice.

Another disadvantage of this type of crank resides in the absence of control member for the adjustment / progressive control of the speed of rotation depending on the type of maneuver.

In addition, in the document FR 2833252, there is known a motorized crank comprising an electric motor accompanied by a mechanical gear, and a handle. It is in particular described the presence of a push button mounted on the fixed shaft of the handle. This button, located on the handle, allows to operate the engine. However, the control of the direction of rotation of the crank is located at a distance from the handle, in this case on the housing. The operator must therefore release a hand of the handle to operate this command, thus losing time, precision, and imposing greater effort on the operator.

This crank also includes a detachable ratchet lock system, located at the opposite end of the handle, and which serves to facilitate its manual use.

The boater who wishes to complete the maneuver manually must firstly choose the direction of rotation of the non-return detent ratchet system which is not located on the handle, but at the end of the opposite crank handle. Thus, as previously mentioned, the boater can not perform a complete maneuver while keeping both hands on the handle of the crank handle. On the contrary, he releases one of his two hands from the handle to come to actuate the direction of rotation of the detachable ratchet. The maneuver can not therefore be performed continuously which is a significant drawback in practice. Thus, there are currently no electric cranks on the market allowing the operator to perform a continuous maneuver while keeping both hands on the handle and all the electrical controls are directly accessible from the operator's fingers. in order to avoid uncomfortable postures. SUMMARY OF THE INVENTION

One of the objectives of the invention is to facilitate the angular repositioning of the crank during frequent movements of the sail by introducing a control member accessible directly on the handle and allowing the actuation of the brake system while keeping both hands on the handle grip.

The object of the invention is to overcome the aforementioned drawbacks by proposing a winch crank comprising:

A main body including an electric motor controlled by an electronic circuit;

A grip handle disposed at one end of the main body and pivotable about itself relative to said main body;

• means of coupling to a winch, arranged at the opposite end of said main body;

A transmission mechanism driven by the output shaft of the motor and allowing rotation of the coupling means, said transmission mechanism comprising a mechanical gearbox. According to the invention, the winch crank is characterized by a brake system being mounted on the output shaft of the engine. Thus, the brake system can act directly on the engine when switching from a manual mode to a motorized mode and vice versa.

In addition, the handle comprises a control member adapted to generate control commands to the electronic circuit for actuating the brake system. This electronic circuit advantageously comprises a microprocessor on an electronic card, and is located in the main body of the crank being powered by a battery. Such a crank also comprises a transmission device comprising a first portion secured to the gripping handle which is connected to the control member, and a second portion, in turn, secured to the main body, electrically connected to the electronic circuit, allowing the transmission commands generated by the control member, including during the rotation of the handle relative to the main body. Thus, the transmission device makes it possible to ensure the transmission of the instruction, generated by the pressure exerted on the control member, to the electronic circuit integrated in the main body of the crank, even if the handle turns on herself in relation to this crank.

The transmission device can be made in different ways, and can be either a rotating commutator with friction contacts, a device of magnetically coupled coils without contact, or a radiocommunication system. When the transmission device is a rotating commutator, the position and the state of the various control elements, whether they are dry contacts or potentiometers, are transmitted through the commutator directly to the electronic card which manages the transmission. actuating the brake system and the engine. When the transmission device operates without contact, for example when using a pair of magnetically coupled coils, the physical quantities corresponding to the state of the control members are transmitted by electromagnetic induction. The transmission of these signals requires energy to enable the shaping of these signals, and the magnetic coupling of these coils also makes it possible to transmit electrical energy from the main body which encloses the battery which constitutes the source of electrical energy. from the crank. In this case, a second microprocessor is present on a secondary electronic card which is located within the handle. This microprocessor is connected to the control members to detect their positions, and it ensures the coding and the emission of the setpoint generated by the actuation of a control member towards the main electronic card present in the main body, through the rotary transmission device operating by induction. This transmission can be done by injecting a modulated current into the coil integral with the rotating handle. As this coil is magnetically coupled with the coil integral with the main body, this modulated current is detected and decoded by the main board. Complementarily, the main board, via the generation of an alternating voltage, and its modulation, preferably in a remote frequency band, makes it possible to transmit energy from the main body to the secondary electronic card implanted in the handle grasping. In another embodiment, it is possible that the communication between the secondary card and the main card is completely wireless. In this case, each of the main and secondary cards is connected or integrates a circuit that encodes information to be transmitted and decodes the information that is to be received. Those skilled in the art will be able to adapt the type of modulation according to the intended application and the physical quantity to be transmitted. An autonomous power source can then be present at the secondary card, inside the handle. This energy source can be renewable because connected to a solar energy harvesting device, for example, or mechanical to take advantage of the movement of the handle with respect to the main body.

Advantageously, the handle may include an additional control member adapted to control the power supply of the electric motor. In other words, this crank also makes it possible to adjust the rotational speed of the electric motor, directly from the handle, in order to facilitate and improve the realization of frequent maneuvers. In this case also, the transmission device ensures the proper transmission of the instruction to the electronic circuit. According to a particular embodiment, the control means are positioned on the handle, with respect to the locations of the fingers of the user when the latter tightens the handle.

Thus, when using the electric crank, the boater has direct and ergonomic access to the controls to reduce the time of the maneuver. Indeed, the boater does not need to release the handle with one hand to actuate a button at the opposite end of said crank during a maneuver that is done so continuously. In practice, the brake system can be arranged in different ways with respect to the electric motor.

Thus, in a first variant, the brake system can be arranged on an output shaft located on a first side of the electric motor, the mechanical gearbox being connected to an output shaft of the engine emerging on the other side thereof. .

Conversely, in another variant, the brake system can be arranged between the motor and the mechanical gearbox Similarly, the output shaft of the electric motor can be arranged in various positions. In a first variant, the output shaft of the motor is mounted horizontally that is to say along the longitudinal axis of the main body of the electric crank. The transmission mechanism then incorporates an angle gear mechanism for transmitting the torque along a vertical axis.

In this case, the mechanical gear can be directly mounted at the output of the electric motor. In this case, the input shaft of the mechanical gearbox rotates at the rotational speed of the output shaft of the electric motor. The angle gear is then interposed between the mechanical gear and the coupling means of the winch, which are oriented vertically.

In another embodiment, the mechanical gear can also be mounted directly above the mating means of the winch with the shafts of the mechanical gearbox thus oriented vertically. The angle gear is interposed between the motor and the gearbox, in this case connecting the output shaft of the horizontally oriented electric motor to the input shaft of the mechanical gearbox. This angle transmission also makes it possible to reduce the speed of rotation of the input shaft of the mechanical gearbox. In a second variant, the output shaft of the motor is arranged vertically relative to the main body of the crank. In this case, the motor, the brake system and the gearbox are all mounted vertically above the coupling means of the winch. This particular arrangement allows the reduction of the mass of the crank and concentrates the masses above the coupling means of the winch.

Advantageously, the crank may comprise a battery mounted on the main body vertically above the coupling means. The operator can also, if the battery is discharged, terminate the maneuver manually, then recharge the battery, or immediately replace the empty battery with a full battery, the latter being removable. Recharging the battery is done either on the boat from the internal or alternative internal electrical network when it exists, or later on shore by connection to the public grid. According to a preferred embodiment, the battery is rechargeable wirelessly and in particular by induction. In this case, the charging of the battery can be done both on the boat, especially when the handle is not used and is stored on a base provided for this purpose. This base then includes an induction coil connected to a device for generating the AC voltage applied to this coil, from the electrical power source of the boat. This recharging can also be performed at the dock using an inductive charging device. In other words, the battery can be removable or not, that is to say separable or secured to the main body. It can be recharged by a wire connection to a source of energy, or by the proximity of a source of energy using the phenomena of induction. The crank can also be used without battery thanks to the presence of waterproof connections. In other words, in the case where the battery is absent, for example because it is being recharged, the crank can operate in a traditional manner, that is to say without mechanical assistance. According to a particular embodiment, the battery is mounted at the opposite end of the gripping handle and extends prominently in the extension of the main body thereby forming a second gripping area. In this way, the operator carries the crank by these two gripping areas and thus improves the accuracy when mating / uncoupling the winch capstan.

Advantageously, the brake system is initially blocked at rest. The rest is defined as the state in which the control member relating to the speed of rotation is not actuated. In other words, without actuation to the contrary, the brake system prevents the electric motor from rotating by mechanical friction, so that the crank can be used manually.

Advantageously, the brake system may comprise continuous and smooth friction surfaces for locking, regardless of the position of the various elements of the transmission mechanism.

Moreover, the crank comprises a control member for locking / unlocking said crank in the drum of the winch. When the control member is activated, the user can then engage the coupling means of the crank with those of the winch. Once the crank is engaged in the winch, the user can then release the body and the crank is locked.

SUMMARY DESCRIPTION OF THE FIGURES

The invention will be well understood and other features and advantages of the invention will emerge clearly from the description which is given below, by way of indication and in no way limiting, with reference to the appended figures, in which: FIG. 1 is a brief perspective view of an electric crank shown according to one embodiment of the invention, ready to be engaged in a winch capstan;

Figure 2 is a longitudinal sectional view of the crank of Figure 1;

FIG. 3 is an exploded perspective view of the electric motor assembly, the transmission mechanism and the brake system of the crank of FIG. 2;

FIG. 4 is an exploded perspective view of the electric motor assembly, the transmission mechanism and the brake system of an alternative embodiment of the invention.

Figures 5a and 5b are bottom views of the end of the crank of Figure 2, respectively before and after branching in the winch capstan;

Figure 6 is a view similar to Figure 2, for an alternative embodiment of the rotary transmission device operating by induction.

For simplicity, parts or elements of an embodiment that are identical or similar in another embodiment will be identified by the same reference numerals and will not be described again. DETAILED DESCRIPTION

As is apparent from the foregoing, the invention relates to a winch electric crank 1 of simple design and comfortable for its user. As shown in FIG. 1, the winch electric crank 1 has a gripping handle 2 implanted on one end of a main body 3 and coupling means 4 located at another end of the main body 3 allowing the branching of the crank 1 with the capstan of a winch 100. As shown in Figure 2, the handle 2 comprises three control members 21, 22, 23 located opposite the location of the fingers of the operator when the latter squeezes the handle. Such an arrangement makes it possible to guarantee the operator simple and fast access during frequent maneuvers. In this case, the control members 21, 22, 23 are push buttons or knobs that incorporate potentiometers and / or switches. The control member 21 allows the adjustment of the motor rotation speed 32 relative to the winch. The control member 22 acts on the direction of rotation of the motor 32, the control member 23 makes it possible to unlock the brake system 35. In a configuration not shown in the figures, the handle may comprise two control members. A first control member, which is a mid-point potentiometer, allows adjustment of the speed and direction of rotation of the motor. Another control member makes it possible to unlock the brake system, in particular for an angular readjustment of the crank during frequent maneuvers.

In the embodiment illustrated in the figures, the control members have been shown in a configuration intended to facilitate the understanding of the invention, but in practice they may be positioned at other points of the handle of the crank to meet to ergonomic goals.

As shown in FIG. 2, these control members 21, 22, 23 are connected to electrical connection wires 24 which pass through a hollow shaft 27 to be connected to a rotating commutator 29.

The handle 2 is connected to the main body 3 of the crank through a hollow shaft 27 which emerges from the lower part 30 of the handle 2 and allows the coupling of the hulls of the handle 2. A spi seal 25 is mounted around of the hollow shaft 27 at the junction between the handle 2 and the main body 3 of the crank 1. Bearings 26, 28 are mounted on the hollow shaft 27, below the seal 25, to allow rotation of the handle 2 relative to the main body 3 of the crank 1. A rotating manifold 29 is also mounted at the lower end of the hollow shaft 27.

This rotating manifold 29 is composed of two parts. The first piece 291 is integral with the hollow shaft 27 and the second piece 292 is secured to the main body 3 of the crank 1. The son 26 of electrical connection, emerging from the second portion 292 are directly connected to the electronic circuit 31 housed in the main body 3 of the crank 1. The role of the rotary manifold 29 is to ensure good electrical transmission when at least one of the control members is requested by the operator. During a frequent maneuver, since the handle 2 rotates on itself relative to the main body 3, the rotating manifold 29 transfers the state of the control members, which are movable relative to the body of the crank, and thus prevent the son come in turn turn on themselves and thus degrade and / or disconnect the control members and / or the electronic circuit. In the variant illustrated in FIG. 6, the handle 2 is equipped with an electronic card 124, which is connected on the one hand to the control members 121 122 123, and on the other hand to the coil 130 of the rotary transmission device 121, which itself comprises a second coil 131 magnetically coupled with the coil 130. This coil 131 is fixed, and itself electrically connected to the electronic card 31 for managing the operation of the engine. Conversely, the coil 130 is integral with the rotating handle 2, and the relative movements of the two coils 130 131 allow the passage of signals and electrical energy from one coil to another. Thus, the states of the various control elements 121 122 123 are coded by the microprocessor 125 present on the card 124, whose power supply is provided by a circuit 126. This circuit 126, which may be a capacitor bank, or an accumulator rechargeable, is supplied with power by the main battery 33, through alternating signals that are sent by the main board 31 to the coil 131. The coupling of this coil 131 with the rotary coil 130 allows the routing of electrical energy. to the accumulator circuit 126. In parallel, the microprocessor 125 generates signals, by injection of a modulated current which flows in the coil 130, is thus transmitted by inductive coupling to the coil 131 and therefore to the microprocessor of the main electronic card 131 which is thus informed of the state of the different control members 121 122 123. As shown in Figure 2, the main body 3 extends longitudinally from the gripping handle 2 to the coupling means 4 of the winch. Thus, it includes the main mechanical and electrical elements that are the electronic circuit 31, the electric motor 32, the interchangeable battery 33, the mechanical gearbox 34, the brake system 35 and the gearbox mechanism 36.

The electric motor 32 is a low current electric motor, specifically a "brushless" motor with a power of between 450-700 W, more preferably with a power of about 500 W. Depending on the needs, the electric motor could of course be a DC motor. The control member 21 controls the speed of rotation of the electric motor 32 of the crank 1.

In practice, the battery 33 is easily detachable from the electric crank 1 by a sliding type branch system conventional in portable electrical equipment. Thus, the replacement of a discharged battery is simple and fast. Furthermore, the battery 33 is housed in a recess 37 of the main body 3 at the end of the handle 2 with a protruding part in the extension of said main body 3 so as to form a second gripping zone 38. This second gripping zone 38 is particularly useful when the operator carries the crank 1 in order to engage it in the capstan 100 of the winch.

In addition, the presence of the push button 43 under the battery 33 has an ergonomic advantage for the user who enjoys easy access to the locking / unlocking system.

As represented in FIGS. 2 and 3, a ventilation system 39 is mounted on the output shaft of the motor 32. According to a first embodiment, this ventilation system 39 comprises blades 391 and an opening 392 in particular. which is fitted with the output shaft of the motor 32. When the motor 32 rotates, the ventilation system 39 and more particularly the rotation of these blades 391, causes the evacuation of heat by circulation of air inside the main body volume 3. The heat is discharged to the outside through the main body 3 of the crank 1. This ventilation system 39 also allows the evacuation of the heat generated at the electronic circuit 31. Because of the the presence of a lubricant system 139 on the hollow shaft carrying the angle gear 36, and the mechanical gear 34, the circulation of the ventilation must be avoided, if possible, in this area of the crank 1.

According to a second embodiment, the ventilation system is an electric fan which has the advantage of operating independently of the motor, because preferably controlled by the electronic circuit 31. Thus, this type of fan allows on the one hand to guarantee the circulation of air within the main body regardless of the speed of rotation of the engine. It also allows a heat evacuation even after stopping the engine so as to continuously achieve the lowering of temperature in the main body.

The crank may also comprise a thermal diffusion device implanted in the circulation circuit, in order to improve the heat dissipation within the main body. This thermal diffusion device may be, depending on the application, a set of fins or a plate made of a metallic material, typically aluminum overmolded on the body of the crank, so as to evacuate to the outside the heat captured by the diffusion device in the ventilation flow. Sealing means not shown in the figures, such as seals, flat, toric, or other, are provided at each of the mechanical and electrical connections. The crank may also include an on / off switch, not shown in the figures, for the purpose of stopping or limiting power consumption when the crank is not used or does not operate in a power assistance mode. According to a preferred embodiment, this switch is mechanically coupled with the crank locking / unlocking control member within the winch. In this way, when the user initiates a maneuver coupling or uncoupling of the crank on the winch, the control electronics is activated and then deactivated after a period of non-use.

A signaling device, visual type diode or others, can also be integrated in order to warn the operator of a possible rise in temperature too high in the main body of the crank, thus leading to its degradation.

As shown in Figure 2, the mechanical gear 34 is located directly above the coupling means 4 of the crank 1. In this case, an angle gear 36 is then interposed between the electric motor 32 and the gearbox 34. The angle gear 36 makes it possible to deliver a higher torque value to the mechanical gearbox 34.

As shown in FIG. 3, an angle-translation mechanism 36, in this case a conical or spiro-conical gear 36, makes it possible to ensure cooperation between the output shaft of the motor 32 and the drive shaft. 341 input of the mechanical gear 34 located directly above the coupling means of the winch 100. The bevel gear 36 comprises two pinions 361 and 3612. The pinion 361 has a number of teeth, less than the pinion 3612 cooperating with the pinion. the output shaft of the motor 32, so as to increase the torque at the output of the angle gear 36. The input gear 341 is mechanically coupled to the gear 361 of the mechanical gearbox 36.

A first bearing 362 is mounted between the pinion 361 and the main body 3. This first bearing 362 allows the rotational movement of the angle gear 36. A first self-lubricating ring 41 is mounted on the pinion 361 so as to promote the movement of the rotary shaft 40 within the bevel gear 36. A second bearing 365 is present on the other side of the pinion 361, facing the mechanical gearbox 34. This second bearing 365 allows the rotational guidance of the shaft 341 relative to the mechanical gearbox 34. The mechanical gearbox 34 is formed by an assembly of elements 341-351 forming an epicyclic gear train. The mechanical gearbox 34 comprises in particular an input sun gear 341 guided by the bearing 365 and integral with the angle gear 36. This input sun gear 341 passes through a mounting plate 342 fixed with respect to the input shaft of the mechanical reducer 34 and comprises a passage opening 3421. The input plate 342 is integral with an outer sun gear 343 which comprises a system of internal teeth cooperating with the first reduction level of the mechanical gear 34.

The mechanical gearbox 34 comprises a set of three reduction levels 344, 345, 346. The first reduction level 344 includes a satellite carrier 3441 supporting three satellites 3442 on the face opposite the mounting plate 342. These three satellites 3442 mesh with the input sun gear 341. The other face of the satellite gate 344 comprises a sun gear 3443 oriented opposite the second reduction level and intended to drive the satellites of the satellite gate 345. Similarly or derived, the second level of reduction is realized so that the desired torque is provided at the output of the third reduction level 346 and more particularly to the coupling means 4 of the crank 1.

The output shaft 3461 of the reduction level 346 constitutes the output shaft of the mechanical gear 34 and therefore rotates at the reduced speed imposed by the three reduction levels 344, 345 and 346 and the angle gear 36. The output shaft 3461 passes through the output plate 347 which closes the mechanical gear 34. A bearing 348, mounted in the output plate 347, allows the rotation of the output shaft 3461.

The mechanical connection between the output shaft 3461 and the coupling means 4 of the crank 1 is ensured by the mechanical elements 349, 350 and 351. A brake nut 349 is screwed onto the output shaft 3461 of the mechanical gearbox 34 and locks the inner ring of the bearing 348 on the satellite carrier of the third reduction level 346. A seal 351 provides sealing at the connection between the output shaft and the rotary shaft 40. A seal 350 seals between the shaft 3461 and the main body 3. The output shaft 3461 has a serrated end 3462 complementary to an internal serration of the coupling means 4 of the crank 1. Thus the rotational movement of the output shaft 3461 is transmitted to the coupling means 4 of the crank 1.

As shown in FIG. 2, a rotary shaft 40 extends all along the vertical portion of the crank 1 and passes respectively through the angle gearbox 36, the hollow shaft mechanical gearbox 34 and the coupling means. 4 of the crank 1.

The first portion 401 of the rotary shaft 40 is a toothed wheel rotated by a push button 43 when the crank 1 is intended to be locked within the winch 100. The locking mechanism of the crank 1 within the winch 100 is described later.

A first self-lubricating ring 41 is provided between the rotary shaft 40 and the upper part of the angle-translation mechanism 36 to facilitate the movement of the shaft 40 with respect to the angle gear 36. A second self-lubricating ring 42 also facilitates the movement of the rotary shaft 40 at the output of the third reduction level 346 which passes through the output plate 347 of the mechanical gearbox 34.

The rotary shaft 40 has a first portion 401 at its upper end which allows the shaft 40 to be held within the mechanical gearbox 34.

A second portion 402 located at the opposite end of the rotary shaft 40 allows in particular to come to lock / lock the crank 1 in the winch capstan 100. The rotary shaft 40, in the initial position, does not allow to engage the coupling means 4 of the crank in the winch 100. Indeed, the portion 402, intended to come to lock the crank 1 in the winch 100, is oriented and held in position by a return spring 403, so that it prevents the insertion of the coupling means 4 of the crank 1 to the winch 100, as shown in Figure 5b.

A push button 43 is present next to the portion 401. When the operator presses the push button 43, the spring 431 is then compressed and the rack 432 integral with the push button 43 causes the rotation of the portion 401, so the rotary shaft 40. In a variant not shown, the push button can be replaced by an electrical switch controlling an electromagnet which will actuate the rack. This movement causes a predetermined angle rotation, more preferably an angle of 22.5 °. This rotational movement is allowed thanks to the hollow shaft of the mechanical gearbox 34. The portion 402 undergoes the same rotational movement at a fixed angle which allows to adopt a position allowing the insertion of the coupling means 4 to the winch 100 .

This portion 402 is found, as shown in Figure 5a, in the so-called "open" position, that is to say aligned with the teeth of the coupling means 4 of the crank 1.

When the operator releases the push button 43, the spring 431 is then decompressed, the pinion 401 returns to its initial position and the whole parts 401,40,402 resumes its initial angular position called locking as shown in Figure 5b. The combined effect of the action of the return spring 403 and a mechanical stop system of the part 44 allows the return to the initial position of the elements 401,40, 402. The crank 1 is thus locked on the winch 100.

According to an embodiment not shown in the figures, a safety system preventing the action on the push button as soon as the engine is controlled can be implemented for example by a locking electromagnet. This security can also be achieved by an exhaust mechanism of the rack in the event of blockage of the part 401.

A second variant of the invention is shown in Figure 3, the mechanical gear 70 is formed by an assembly of elements 51-57 forming an epicyclic gear. The mechanical reduction gear 70 comprises in particular an input sun gear 51 directly connected to the end of the output shaft of the motor 32. This input sun gear 51 passes through a mounting plate 52, fixed with respect to the motor 32, and endowed with of a passage opening 521 of the output shaft of the motor 32. The mechanical gearbox 70 comprises a system of three reduction levels 53, 54, 55. The reduction level 53 includes a satellite carrier 532 supporting three satellites 531 on the face in view of the mounting plate 52. These three satellites 531 mesh with the sun gear 51. The other face of the satellite door 532 comprises a sun gear 533 facing the second reduction level and intended to drive the satellites 541 of the satellite gate 542. Similarly or derived, the other two levels of reductions are made in such a way that the desired torque is supplied at the output of the mechanical gearbox 70 and more particularly at the gearbox mechanism 60. The external sun gear 56 comprises an internal gear system complementary to the gearbox satellites. third level of reduction 55. The outer sun gear 56 is connected by a sleeve 57. The sleeve 57 is a stationary output plate of the mechanical gear 70 which on the one hand, allows the mechanical connection with the third reduction level 55 and on the other hand, blocks the rotation of the external sun gear 56 by virtue of the lateral lugs 571. The sleeve 57 is coupled to the input gear 59 of the gearbox mechanism 60. The sleeve 57 and the gearwheel 59 are secured by pins 58 inserted in the openings 572. The pinion output 601 of the gearbox 60 is located above the coupling means 4 of the winch 100. The ratio of the number of teeth of the input gear 591 and output 601 thus provides the necessary torque and a reduced rotational speed at the winch 100.

According to another embodiment not shown in the figures, the mechanical gear, the electric motor and the brake system are all mounted directly above the coupling means of the winch. Such a configuration eliminates the presence of a bevel gear and in doing so, an overall reduction of the mass of the crank. In addition the entire mass is found in line with the coupling means of the winch.

As shown in FIG. 4, the brake system comprises several interacting members 351-354. An electromagnet mechanism 355, in particular comprising a spring 3551, is coupled with a first mobile flap 354. The brake system 35 also includes a brake lining 353 which has a central recess 3531 into which a drive nut 351 of complementary shape is inserted. The drive nut 351 is directly integral with the output shaft of the motor and allows the rotation of the brake lining 353. A second flange 352, fixed, is disposed on the other side of the brake lining 353 by relative to the first flange 354. At rest, when Γ electromagnet is deactivated, the spring 3551 is then relaxed and the first flange 354 is brought into contact with the brake lining 353. The first flange 354 thus pushes the brake lining 353 on the second flap 354 thanks to the latitude of movement imparted by the shape of the nut 351 relative to the central recess of the brake lining 353. Thus the fixed 352 and movable flasks 354 cooperate and block the nut system 351- brake lining 353. The brake system thus prevents the output shaft of the motor 32 from rotating.

When the crank operates in motorized mode, the brake system 35 is "unlocked". In this case, the electromagnet 355 is energized and the spring 3551 is then compressed. The first movable flange 354 is no longer in contact with the nut 351-brake lining system 353. The brake lining 353 can thus rotate according to the rotational speed of the output shaft of the electric motor 32. Of course, other system architectures can be envisaged. The crank according to the invention can operate in different modes.

First, the operator engages the crank 1 on the winch capstan 100. The possible presence of a locking system allows the crank to remain attached to the winch during frequent maneuvers.

When the operator decides to use the crank 1 in a motorized mode, he presses the control member 22 fixing the direction of rotation of the electric motor 32 and then it imposes the speed of rotation by pressing the control 21. At the moment where the operator exerts pressure on the rotational speed control member 21, the brake system 35 is then automatically released by the electric circuit 31. The operator maintains the pressure on the control 21 and completes the maneuver completely. motorized way. For an operator wishing to complete the maneuver manually, it is sufficient to release the member 21 and the brake system 35 is then blocked again thus preventing the electric motor 32 from rotating. The operator can thus perform his maneuver manually, by printing a rotation movement to the crank.

In some cases, the operator may find himself in an uncomfortable and uncomfortable position that does not allow him to move the handle easily. Thus, the configuration of the invention allows it to reposition the crank so as to complete the maneuver in better conditions. To do this, he goes through the following steps:

• Support on the control member 23 controlling the brake system 35 to unlock it;

• Replace the crank in a more adequate angular position by maintaining the pressure exerted on the control 23; and

• Release the control member 23 to re-lock the output shaft of the electric motor 32;

• End of the maneuver manually.

In all cases, the arrangement of the electric crank allows the operator to perform the aforementioned manipulations simply and quickly. It follows from the foregoing that an electric crank according to the invention has many advantages and in particular:

• It mainly allows by its arrangement a direct access to the control devices controlling speed and direction of rotation and the release of the brake system;

• It allows manual adjustment of the angular position relative to the winch during frequent sailing maneuvers;

• It allows a significant reduction in the mass of the constituent elements;

• It allows the angular repositioning of the crank with respect to the winch in a single step, without having to remove it from the winch.

Claims

Electric winch crank (1) comprising:

A main body (3) including an electric motor (32) controlled by an electronic circuit (31);

A gripping handle (2) disposed at one end of the main body (3), and pivotable about itself with respect to said main body (3);

• coupling means (4) to a winch (100), disposed at the opposite end of said main body (3);

A transmission mechanism driven by the output shaft of said motor (32) and allowing rotation of the coupling means (4);

A mechanical gearbox (34) interposed between the output shaft of the motor (32) and the coupling means (4),

characterized in that it comprises:

A brake system (35) mounted on the output shaft of the motor (32), actuated via said electronic circuit (31),

• a control member (23) present on the handle (2), capable of generating control commands to the electronic circuit (31) for the actuation of said brake system (35);

• a transmission device (29) comprising a first portion (291) integral with the handle, connected to said control member (23) and a second portion (292) integral with the main body (2) electrically connected to an electronic circuit (31), allowing the transmission of orders generated by the control member during the rotation of the handle relative to the main body.

Crank (1) according to claim 1, characterized in that said handle (2) comprises an additional control member (21) adapted to control the supply of said motor (32).

Crank (1) according to one of the preceding claims, characterized in that said control members (21, 23) are positioned on said handle (2), with respect to the locations of the fingers of the user when the latter greenhouse the handle.

Crank (1) according to any one of the preceding claims characterized in that said brake system (35) is interposed between said motor (32) and said mechanical gear (34). Crank (1) according to any one of claims 1 to 3 characterized in that said brake system (35) is disposed on an output shaft located on a first side of said motor (32), said mechanical gear (34) being connected to an output shaft of said engine emerging on the other side thereof.

Crank (1) according to any one of claims 4 and 5 characterized in that said mechanical gear (34) is mounted directly above said coupling means (4) of the winch (100).

Crank (1) according to any one of claims 4 and 5 characterized in that said mechanical gear (34) is mounted directly on the output shaft of said electric motor (32).

Crank (1) according to any one of the preceding claims characterized in that it comprises a battery (33) mounted on said main body above the coupling means.

Crank (1) according to claim 8 characterized in that said battery (33) is removable.

10. Hand crank (1) according to one of claims 8 and 9 characterized in that said battery (33) is housed at the opposite end of said handle (2) and comprises a protruding portion (38) in the extension said main body (3) thereby forming a second gripping area.

11. Hand crank according to any one of the preceding claims characterized in that the brake system (35) is initially blocked at rest.

Crank according to one of the preceding claims, characterized in that the transmission device (29) is a rotating collector.

Crank according to one of Claims 1 to 11, characterized in that the transmission device (29) is a device for coils (130, 131) which are magnetically coupled, one of the coils (130) being integral with the handle, another coil (131) being integral with the main body.

Crank according to one of claims 1 to 11, characterized in that the transmission device (29) includes radiocommunication circuits.

15. Hand crank according to one of claims 1 to 14, characterized in that it comprises a control member 43 for locking / unlocking said crank in the winch.