WO2010063979A1

WO2010063979A1 - Device for propelling a navigational seacraft, and navigational seacraft provided with such a device

Info

Publication number: WO2010063979A1
Application number: PCT/FR2009/052414
Authority: WO
Inventors: Jean-François NICOLINO; Philippe Rodrigues
Original assignee: Mecachrome France
Priority date: 2008-12-05
Filing date: 2009-12-04
Publication date: 2010-06-10
Also published as: FR2939403A1; FR2939403B1

Abstract

The invention relates to a device for propelling a navigational seacraft, including: a propulsion means (34); an engine (10) driving a transmission shaft (30) for providing an engine torque (10) to the propulsion means (34), said transmission shaft (30) totally extending perpendicular to a propulsion axis (P) of the device; and an engine torque transmission means (11) comprising an engine shaft (17) capable of driving the transmission shaft (30), the engine shaft (17) being driven by the engine (10) and extending perpendicular to the transmission shaft (30).

Description

Propulsion device for a marine navigational craft and marine navigational craft provided with such a device

The invention relates to a device for propulsion of a marine navigational craft and in particular an outboard - type propulsion device. It also relates to a navigation device with such a device.

Currently, many marine navigational devices are equipped with an outboard propulsion device, that is to say a propulsion device mounted at the stern of the vehicle and the upper part of the device. , which includes a motor, is located on the outside of the navigation craft. These outboard propulsion devices have the particularity of using a vertical transmission shaft to transmit a torque from the engine to a means of propulsion of the navigation apparatus. By vertical shaft is meant a shaft which extends generally perpendicular to a propulsion axis of the machine, ie perpendicular to the direction of movement of the navigational marine machine.

In addition, these marine navigational devices use outboard gasoline engines to drive the vertical propeller shaft. However, these engines are polluting and consume a large amount of gasoline for their operation. To overcome these drawbacks, it has been proposed to integrate a diesel type engine with these outboard propulsion devices. For example, patent application FR 2 547 864 describes a water-cooled diesel engine for an outboard propulsion device. But the design of such an engine is more complex, more expensive and these engines are heavier compared to conventional outboard motors type gasoline. We can also mention the US patent application

2007/0218782 discloses a marine outboard propulsion system comprising a diesel type engine that provides power to a hydraulic pump for driving a propeller by injecting fluid into hydraulic lines. But this type engine diesel is not suitable for driving a vertical drive shaft.

Furthermore, mention may be made of international patent application WO 2005/1 15832 which discloses a marine jet propulsion outboard system comprising a jet propulsion unit which is horizontal with respect to the direction of movement of the boat and an engine horizontal type diesel. In this document, the diesel type engine is located parallel to the propulsion unit. It is also not suitable for driving a vertical transmission shaft. There is therefore a need to equip a marine navigation device with a vertical drive shaft with a motor that is inexpensive, more reliable, is less polluting and has a lower fuel consumption than current marine engines.

It is therefore proposed a device for propulsion of a marine navigation apparatus comprising a propulsion means, a motor driving a transmission shaft for providing a torque of the engine by means of propulsion, said transmission shaft extending generally perpendicular to a propulsion axis of the device.

This propulsion device comprises a torque transmission means of the motor comprising a motor shaft adapted to drive the transmission shaft, the motor shaft being driven by the motor and extending perpendicularly to the transmission shaft.

Thanks to this means of transmission of the engine torque, a conventional transmission shaft of an outboard motor can be coupled with a motor having a horizontal crankshaft relative to the direction of movement of the navigation apparatus. A motor shaft extending perpendicular to the drive shaft is particularly adapted to be driven by such a horizontal crankshaft. By offering the possibility of equipping an outboard motor with a motor having a horizontal crankshaft, it is easy to integrate a conventional motor from the automotive industry. In addition, the fact of being able to integrate such an engine makes it possible to equip the outboard motors with an engine which is more reliable, less expensive, which consumes less fuel and which is less polluting. Advantageously, the integration of such an engine from the automotive industry allows to benefit from the proven technologies applied to these engines and provides a propulsion device of better quality compared to conventional engines equipping the current marine navigation equipment.

Furthermore, the engine driving the drive shaft may be of the internal combustion engine type such as a gasoline engine or diesel type, or any other means to provide a torque such as an electric motor, a fuel cell or other .

According to another characteristic, the engine torque transmission means comprises at least one drive shaft which is driven by the drive shaft, the drive shaft being parallel to the drive shaft and adapted to drive the transmission shaft. With the help of two shafts parallel to the direction of movement of the navigation machine, a motor shaft and a driving shaft, the motor can be shifted with respect to the drive shaft to obtain a better balance of the propulsion device. and offer a better silhouette with a much more compact appearance. According to one embodiment, the torque transmission means of the motor comprises at least one intermediate shaft parallel to the motor shaft, the drive shaft being able to drive a first intermediate shaft, each intermediate shaft being able to drive the shaft. intermediate intermediate, and the last intermediate shaft being adapted to drive the driving shaft.

Thanks to the use of several intermediate shafts, it is possible to modify the distance separating the motor shaft and the driving shaft and, in particular, to reduce the size of the drive means between the motor shaft and the driving shaft to make the size of the more compact transmission medium.

Advantageously, the torque transmission means of the motor comprises an intermediate shaft parallel to the drive shaft and which is provided with an intermediate gear, the drive shaft being provided with a drive pinion meshing with the intermediate gear and said pinion. intermediate meshing a transmission pinion mounted on the driving shaft.

By means of gears having different characteristics in diameter, number of teeth and teeth, the torque transmission ratio between the motor and the drive shaft can be modified.

It is therefore possible either to reduce, increase or retain said transmission ratio of the engine torque.

With such a transmission means, it is possible to adapt the power of the engine with respect to a torque demand of the propulsion means by simply modifying the characteristics of the drive, intermediate and transmission gears. That is to say that one can change the propulsion means while maintaining the same engine, changing only the characteristics of the gears to change the transmission ratio of the torque between the engine and the propulsion means.

In another embodiment, the drive shaft drives the drive shaft through a drive belt.

According to yet another embodiment, the motor shaft drives the drive shaft via a transmission chain.

The propulsion device may also comprise a coupling means mounted on the motor shaft.

Thus, the noise generated by the jolts of the engine is reduced and the effects of the instantaneous torque variation of the engine speed are attenuated.

The propulsion device may further comprise a disengagement means and the motor shaft comprise two parts, respectively an output shaft of the motor, driven by the motor, and a transmission input shaft for transmitting the motor torque. , the output shaft of the motor being adapted to drive the transmission input shaft via the uncoupling means mounted between the parts of the motor shaft.

Thanks to a disengagement means mounted at the output of the motor, it is possible to separate the rotation of the motor with the means of transmission of the engine torque, in particular during use at rest of the propulsion device to reduce the consumption of fuel or electrical energy depending on the type of engine.

In fact, when the rotation of the motor is separated from the transmission means, the friction generated by the transmission means, the transmission shaft and the propulsion means is prevented on the engine. It can thus reduce the load of the engine and thus reduce the energy consumption thereof.

The propulsion device may also comprise an envelope adapted to house the elements of the device, and wherein the engine comprises suspension means for suspending said motor inside the casing, and the transmission shaft comprises at least one first upper portion coupled to a coupling means adapted to catch misalignments between the suspended motor and the propulsion means, and a second lower portion rotatably mounted on a lower part of the propulsion device using at least one bearing.

Such a device makes it possible to attenuate the vibrations of the casing of the propulsion device while allowing a transmission of the torque of the engine towards the propulsion means without any additional mechanical forces that are untimely.

The propulsion device may also comprise an upper part comprising the engine, and a lower part comprising the propulsion means, the lower part further comprising an oil pump and at least one oil reservoir able to recover a part of the propulsion system. the lubricating oil of the propulsion device.

An oil reservoir located in the lower part of the propulsion device, in the submerged part of the device during its normal use, enables the lubricating oil to be cooled by means of the water temperature.

According to yet another characteristic of the invention, the engine is a diesel-type internal combustion engine. Advantageously, the engine may also be a gasoline type internal combustion engine, an electric motor or any other means for providing torque to the vertical transmission shaft.

Another object of the invention is, according to another aspect, a marine navigation apparatus equipped with a propulsion device as described above.

Other advantages and features of the invention will appear on examining the detailed description of embodiments, in no way limiting, and the accompanying drawings, in which: FIG. 1 schematically illustrates a device for propelling a machine navigational marine according to the invention;

- Figures 2 to 1 1 schematically illustrate embodiments of a motor torque transmission means; and

- Figure 12 schematically illustrates an embodiment of a disengagement means of the propulsion device.

In all the figures, the same numbers refer to the same elements. The elements shown in the figures are not necessarily to scale.

FIG. 1 diagrammatically shows a cross-section of a propulsion device 1 of a marine navigation apparatus in a position of vertical use along a vertical axis V of the propulsion device 1.

This propulsion device 1 comprises an envelope 2 which delimits an internal housing for containing the various elements of the propulsion device 1. This envelope 2 comprises, from top to bottom relative to the vertical axis V of the propulsion device 1, a hood 3, a bowl 4, a sleeve 5 and a base 6. The cover 3 is mounted on the bowl 4, the bowl 4 is mounted on the sleeve 5 and the sleeve 5 is mounted on the base 6. The propulsion device 1 comprises an upper part 7 which comprises the cover 3 and the bowl 4, a part intermediate 8 having the sleeve 5 and a lower part 9 comprising the base 6.

FIG. 1 also shows a first axis A and a second axis B in dashed form. The first axis A represents the separation limit between the bowl 4 and the sleeve 5, the second axis B represents the separation limit between the sleeve 5 and the base 6. These two axes A and B are parallel to a propulsion axis of the device P.

The upper part 7 of the device comprises a motor 10 and a transmission means 1 1 of the engine torque.

The motor 10 is disposed in the housing formed by the cover 3 and the bowl 4. The various elements of the motor 10 are included in a housing 12. The motor housing 12 comprises an oil sump 13 located in the lower part of the engine 10 and a cylinder casing 14 in its upper part. The engine 10 comprises a plurality of cylinders

15 included in the cylinder housing 14 and each delimiting a combustion chamber. In each cylinder moves a movable piston via a connecting rod connecting the movable piston to a crankshaft 16 (the pistons and connecting rods are not shown in the figure).

The crankshaft 16 is generally parallel to the propulsion axis of the device P and is included in the crankcase 14. This crankshaft 16 drives a drive shaft 17 which is located in the axis of the crankshaft 16. There are several embodiments in particular, these embodiments share a general embodiment.

In general, the transmission means 11 comprises various elements that are included in a mechanism casing 20. The mechanism housing 20 may comprise a main casing, or it may comprise two separate casings, a casing 19 and a casing. transmission 20b which will be described later. This mechanism casing 20, when it comprises a main casing, is fixed on the casing of the motor 12. In addition, the mechanism casing 20 comprises a mechanism cover 20a which can be attached to said mechanism housing 20 to close the latter.

The transmission means 1 1 comprises the drive shaft 17 which is rotatably mounted on said mechanism casing 20 via at least one bearing 22. In this general embodiment, the transmission means 1 1 of the torque motor 10 is provided with a single motor shaft 17 having a pinion 27, for example conical, fixedly mounted to directly mesh a transmission shaft 30 by means of a first conical gear 31 mounted fixed on one end of the transmission shaft 30 and which is located in the upper part of the intermediate portion 8. In this embodiment, the motor 10 is offset with respect to the transmission shaft 30. The driving pinion 27 and the first bevel pinion 31 are also included in the mechanism housing 20. In addition, a portion of the drive shaft 30 is also included in the mechanism housing.

20.

Furthermore, the intermediate portion 8 of the propulsion device 1 comprises the transmission shaft 30 extending generally perpendicularly to the propulsion axis of the device P. The intermediate portion 8 of the propulsion device 1 comprises the major part of the transmission shaft 30, but the latter has a lower part also included in the lower part 9 of the propulsion device 1.

In a first embodiment, which is not limiting for the realization of the transmission means 1 1, the transmission means 1 1 comprises a driving shaft 21 which is rotated by the drive shaft 17, the driving shaft 21 is parallel to the drive shaft 17. The drive shaft 21 is rotatably mounted on the mechanism housing 20 via at least one bearing 23. Alternatively, the drive shaft 21 may comprise at least one second bearing 24 located on the end of the drive shaft 21 opposite that bearing the bearing 23 described above. In this first embodiment, the first conical gear 31 of the transmission shaft 30 is engaged by a second complementary conical pinion 32 which is fixedly mounted on the end of the driving shaft 21 which carries the second bearing 24. In addition, the driving shaft 21, the bearings 23 and 24 and the second complementary conical pinion 32 are included in the mechanism housing 20. Furthermore, FIG. 1 shows a second embodiment of the torque transmission means of the motor 1 1. This second embodiment is also illustrated in FIG. 1. In this second embodiment, the means of transmission 1 1 of the motor torque 10 comprises an intermediate shaft 25 housed in the gear housing 20. The motor shaft 17 is adapted to be rotated by the motor 10 and the drive shaft 21 and intermediate 25 are capable of being driven by said drive shaft 17. The intermediate shaft 25 is rotatably mounted on the mechanism casing 20 by at least one bearing 26 included in said mechanism casing 20. An intermediate gear 28 is fixedly mounted on the housing. intermediate gear 25 and this intermediate gear 28 is engaged by the drive gear 27. In this second embodiment, the drive pinion 27 is non-conical. A transmission gear 29 is fixedly mounted on the driving shaft 21 and this transmission pinion 29 is engaged by the intermediate gear 28.

The other embodiments of the drive means 1 1 transmission means will be described in Figures 2 to 1 1.

By means of drive means means for transmitting a torque of one shaft to a next adjacent tree. This driving means may be two gears which meshing with each other, a transmission belt, a transmission chain, or any other means of torque transmission.

It is also possible to combine other embodiments of the transmission means 11 with the various drive means of the latter.

In another embodiment, illustrated in FIG. 1, the motor shaft 17 may be provided with coupling means 18 to improve the torque transmission at the output of the motor 10. By for example, the coupling means 18 may comprise a flywheel, called flywheel, and / or a damping flywheel.

The flywheel makes it possible, in particular, to filter the instantaneous torque variations of the engine 10 in order to obtain a more stable engine speed. This flywheel may include one or more flanges of inertia.

The damping flywheel makes it possible to attenuate the jerks of the engine 10, in order to reduce the noise nuisance due to these jolts, and may be provided, in particular, with springs for damping and filtering the jolts of the engine 10. It allows in addition, to damp the vibrations generated by the masses of the elements of the engine which are rotated. This damping flywheel may also include one or more damping flanges.

The coupling means 18 may also be of fluid, electromagnetic or other type.

According to one embodiment, the coupling means 18 is included in the mechanism housing 20.

According to another embodiment illustrated in Figure 1, the mechanism housing 20 comprises two separate housings (19 and 20a), a flywheel housing 19 and a transmission housing 20b. In this other embodiment illustrated in FIG. 1, the flying casing 19 comprises the coupling means 18, a first portion of the drive shaft 17, a first portion of the driving shaft 21, the first and second conical gears. 31 and 32 and for example, the second bearing 24 of the drive shaft 21. Said flywheel housing 19 is then fixed on said motor housing 12. The transmission housing 20b comprises, the second portion of the drive shaft 17, the second part of the driving shaft 21, the intermediate shaft or shafts 25, the bearings 22, 23 and 26 rotating in rotation the drive shafts 17, driving 21 and intermediate shafts 25. This transmission casing 20b also comprises the drive means of said For example, in the second embodiment, the motor 17, intermediate 25, and drive shaft drive means 21 are, respectively, drive gears 27, intermediate 28, and drive gears 17, intermediate 25 and drive 21. transmission 29. In addition, the transmission case 20b includes said mechanism cover 20a for closing said transmission case 20b. The transmission casing 20b is fixed to the casing 19. In another embodiment, it is also possible to use a disengagement means 18a placed between the motor 10 and the transmission means 1 1 of the torque of the motor 10, or between the coupling means 18 and said transmission means 11. This uncoupling means 18a can be a member controlling a friction element, such as for example a clutch of which only diaphragm 18a has been shown in FIG. 1. This clutch can be of the wet or dry friction clutch type, switching clutch or magnetic clutch, or other. This uncoupling means 18a is included in the mechanism housing or in the crankcase 19, it may or may not be equipped with a damping system.

One embodiment of the uncoupling means 18a will be described in FIG.

In FIG. 1, the transmission shaft 30 also comprises a third conical pinion 33 located at its other end, in the lower part of the lower part 9 of the propulsion device 1. The transmission shaft 30 is intended to provide a torque of the engine 10 to a propulsion means 34.

The lower part 9 of the propulsion device 1 comprises the propulsion means 34.

This propulsion means 34 comprises a propeller shaft 35 provided with a propeller 36 at one of its ends. The axis of rotation H of the propeller shaft 35 is generally parallel to the propulsion axis of the device P. This propeller shaft 35 is rotatably mounted on the base 6 by at least one bearing 38. It is also possible to use a plurality of type bearings, for example, needle bearings, along the propeller shaft 35 to mount it in rotation on the base 6.

In addition, the propulsion means 34 comprises fourth and fifth bevel gears 39 and 40 which are mounted free in rotation on the propeller shaft 35 and these are simultaneously engaged by the third bevel gear 33 of the transmission shaft 30.

In one embodiment, the fourth bevel gear 39 is located in front of the propeller shaft 35, i.e. on the end of the shaft 35 opposite the propeller 36, and allows propelling the marine gear forward, it is also called forward propulsion gear. In this embodiment, the fifth bevel gear 40, located behind the fourth bevel gear 39, can propel the marine gear backwards, it is called rear propulsion gear. Alternatively, the fourth bevel gear 39 may be a rear drive gear and the fifth bevel gear 40 may be a forward drive gear. One or the other variant will be chosen according to the type of propeller 36, that is to say the orientation of the blades and the direction of rotation of the propeller 36. The alternative selection of forward propulsion, rear and neutral position is via a sliding device 41 slidably mounted on the propeller shaft 35 and which is adapted to move to either be interconnected fourth conical gear 39, or to tune the fifth bevel pinion 40 or take a neutral position so that you do not have one or the other. In addition, said sliding device 41 is able to drive in rotation the propeller shaft 35 when it is clutched, either with the fourth conical gear 39 or with the fifth conical gear 40.

The lower part 9 of the propulsion device may also comprise an oil reservoir 42. This oil reservoir 42 may comprise one or more cavities 43 to 47 which are formed within the lower part 9 of the propulsion device 1. first cavity 43 may be located under the propulsion means 34. A second cavity 44 may be located in front of the propeller shaft 35, a third cavity 45 may be located in front of and above the propeller shaft. propeller 35. A fourth

46 and a fifth 47 cavities may be located above the propeller shaft 35 and on either side of the transmission shaft 30. This oil reservoir 42 allows, in particular, to recover the oil lubrication of certain elements of the propulsion device, such as for example, the oil of the mechanism housing 20, the transmission shaft 30 and its various elements, such as for example the first and third gears 31 and 33. Furthermore, this oil reservoir 42 can cool the oil lubrication, because it is located in the lower part 9 of the propulsion device 1, that is to say below the average waterline of the marine navigation device. Indeed, this average water line is generally between the first A and the second parallel axis B noted in dashed lines in Figure 1. In normal use of the propulsion device, the oil reservoir 42 being located below the waterline average of the navigation apparatus, it is cooled by the temperature of the water which is generally lower than that of the lubricating oil.

The lower part 9 of the propulsion device 1 also comprises an oil pump 48 driven by the engine 10 and via, in particular, the fourth conical gear 39.

The oil pump 48 is located in the axis of rotation H of the propeller shaft 35 and on the opposite end of that which carries the propeller 36. This oil pump 48 makes it possible to recover part of the oil that is in the oil reservoir 42, for reinjecting it into, in particular, the mechanism housing 20, the transmission shaft

30 and its different elements. The oil pump 48 reinjects the oil via an oil supply line 49.

In addition, the propulsion device 1 may comprise an oil recovery conduit 50 for recovering part of the oil by gravitation.

This oil recovery line 50 makes it possible to supply oil to said oil reservoir 42 and to lubricate the mechanical elements of the lower part 9 of the propulsion device 1, in particular the mechanical elements of the propulsion means 34. Moreover, a GMP assembly, referred to as the powertrain, comprises the engine 10, the transmission means 11, and their associated casings, that is to say the engine casing 12 and the mechanism casing 20. This GMP powertrain can be mounted on the inner part of the casing 2 of the propulsion device 1 in order to maintain it in the housing of the upper part 7 of the propulsion device 1. The GMP powertrain comprises mounting means which have a first end mounted on the inner part of the casing 2, and a second end which can be mounted, for example, on the motor housing 12, on the flywheel housing 19, on the transmission housing 20b or on a combination of the three housings 12, 19 and 20b.

Furthermore, the GMP powertrain can be mounted fixed or flexible on the upper part 7 of the propulsion device 1 by these mounting means which can be respectively rigid fixing means or suspension means.

In one embodiment, the powertrain GMP is mounted flexible, that is to say suspended, by suspension means which are able to maintain the GMP powertrain in its housing while absorbing a part of the vibrations of the latter. . By absorbing a part of the vibrations of the GMP powertrain, the vibration of the casing 2 of the propulsion device 1 is prevented.

When using suspension means to keep the GMP powertrain in its housing, the gear housing 20, or the flywheel casings 19 and 20b transmission, are integral with the housing of the motor 12 and can vibrate and / or move with the motor 10, with a small displacement but sufficient to weakly move the transmission shaft 30 about the vertical axis V of the propulsion device P. This displacement of the transmission shaft may be accompanied by an inclination according to a low angle relative to the vertical axis V. An inadvertent displacement of the transmission shaft 30 can degrade the torque transmission of the motor 10 and damage the constituent elements of the transmission shaft, such as the first and third bevel gears 31 and 33, the parts of the transmission shaft, as well as its connecting elements with the casing 2.

To compensate for the undesirable displacements of the transmission shaft 30, a transmission shaft 30 is used with two parts, an upper part and a lower part, coupled between they use a means of training. The lower part of the transmission shaft 30 comprises at least a first bearing 80 for rotating the lower part of the transmission shaft 30 on the base 6. This first bearing 80 is located in the lower part 9 of the device for propulsion 1 so that the lower part of the transmission shaft 30, and in particular the third conical pinion 33, is integral with the propulsion means 34.

In addition, at least one coupling means 82 located on the upper or lower part of the transmission shaft 30 is used to compensate for misalignments between the upper part of the transmission shaft 30, which can move under the belt. effect of the vibrations or displacements of the motor 10, and the lower part thereof which remains integral with the propulsion means 34. This coupling means 82 may be a seal, or any other means for absorbing displacements and transmitting the torque and the power of the motor 10. Thus one can absorb the displacements of the upper part of the transmission shaft 30 to prevent the degradation of the mechanical elements of the propulsion device 1.

In another embodiment, the drive shaft 30 includes a third intermediate portion located between the upper portion and the lower portion of the drive shaft 30. In this embodiment, the drive shaft 30 includes a second bearing 81 for rotating the upper portion of the transmission shaft 30 on the mechanism housing 20, or the flywheel housing 19. This second bearing 81 is located in the mechanism housing

20, or in the flywheel housing 19, so that the upper part of the transmission shaft 30, and in particular the first conical gear 31, are integral with the displacements of the motor 10.

In another embodiment, the powertrain GMP is fixedly mounted on the inner part of the casing 2, by rigid fixing means which are able to hold the motor 10 in its housing and which allow the motor 10 to remain solidary. of the device casing 1. In this case, the vibrations of the motor 10 are transmitted directly to the casing 2 of the device 1, and may equip the navigation device with a means for absorbing vibrations placed between the propulsion device 1 and said navigation device.

When rigid fastening means are used to keep the motor 10 in its housing, the housing or casings integral with the housing of the motor 12 vibrate and do not move or very little relative to the casing 2 of the device 1. In this case, at least a first bearing 80 or a second bearing 81 is used to rotate the transmission shaft respectively, either on the base 6 or on the mechanism housing 20 or the flywheel housing 19. In this embodiment, realization, the transmission shaft 30 can be manufactured in one piece, or in several pieces.

The transmission shaft 30 can also drive a water pump 83 which is located above the first bearing 80 of the upper part of the lower part 9 of the propulsion device 1.

There are several embodiments of the torque transmission means of the motor 1 1 to the transmission shaft 30. Other embodiments of the torque transmission means of the engine 1 1 are described in the following figures 2 to 1 1 According to first embodiments illustrated in FIGS. 2 to 9, in general, the transmission means 1 1 of the torque of the motor 10 comprises a driving shaft 21 and at least one intermediate shaft 25 parallel to the driving shaft 17. In FIG. furthermore, the transmission means may comprise a plurality of intermediate shafts. Each intermediate shaft of the transmission means 1 1 may be either a fixed shaft mounted on the mechanism housing 20, or a shaft rotatably mounted on the mechanism housing 20 via at least one bearing, or a combination both. Each shaft is also provided with a drive means for driving the next shaft, that is, the shaft adjacent thereto.

The motor shaft 17 is intended and designed to drive the first intermediate shaft 25, each intermediate shaft being able to drive the next intermediate shaft. The last intermediate shaft meanwhile, is designed and intended to drive the driving shaft 21. these first embodiments, the intermediate shafts are included in the mechanism housing 20. In addition, each shaft drives the next shaft via a drive means which can be either a drive belt or a transmission chain, either sprockets or any other type of torque transmission. In addition, the three drive means may be combined with one another to transmit the torque of the motor to the driving shaft 21.

FIG. 2 shows another schematic view of the second embodiment described in FIG. 1. FIG. 2 shows a front view of the mechanism casing 20 which comprises the transmission casing 20b and the flying casing. 19.

The transmission casing 20b comprises fixing means 60 for fixing the mechanism cover 20a, not shown in FIG. 2. Said transmission casing 20b further comprises fixing means 61 for fixing the casing to the flying casing 19.

Other configurations of the transmission means 11 are possible. A third embodiment of the torque transmission means of the engine 1 1 is illustrated in FIG. 3. In this third embodiment, the transmission means 1 1 comprises at least one intermediate shaft 25 fixedly mounted on the mechanism casing 20. and each stationary shaft 25 fixedly mounted comprises an intermediate gear 28 which is mounted loosely on said intermediate shaft 25 fixedly mounted. It is also possible to combine intermediate shafts mounted on the one hand, and intermediate shafts rotatably mounted on the mechanism casing 20 on the other hand.

FIG. 4 schematically illustrates a fourth embodiment of the transmission means 1. In this fourth embodiment, the transmission means 11 comprises, for example, two intermediate shafts. The first intermediate shaft 25 provided with the fixed intermediate gear 28 and a second intermediate shaft 70, also called the last intermediate shaft, comprising a fixed mounted pinion 71 suitable to be driven by the pinion 28 of the previous adjacent shaft 25. Said pinion 71 of the second intermediate shaft is also adapted to mesh the transmission pinion 29 of the next adjacent shaft, which is the driving shaft 21. In a fifth mode shown in Figure 5, the same shaft may include several drive gears. In the example illustrated in FIG. 5, the intermediate shaft 25 comprises a first intermediate gear 28 meshing with the drive gear 27 of the drive shaft 17. The intermediate shaft 25 also comprises a second intermediate gear 72 adapted to meshing the transmission pinion 29 of the driving shaft 21 adjacent thereto.

According to a sixth embodiment of the transmission means 1 1, illustrated in Figure 6, it is also possible to combine the various drive means such as pinions, belts or transmission chains. In an exemplary embodiment, there is shown the motor shaft 17 which is connected directly to a transmission loop 62. This transmission loop 62 is also connected directly to the intermediate shaft 25.

In Figure 7, there is shown a seventh embodiment of a transmission means. According to this other embodiment, the axes of rotation of the shafts 17, 21 and 25 can all be included in the same plane transverse to the motor 10. In this case the transmission means 1 1 extends mainly in the vertical axis V of the propulsion device 1, and allows to leave two free zones Z 1 and Z 2 on either side of the transmission means 11.

FIGS. 8 and 9 show two examples of an eighth embodiment of the transmission means 11.

In these examples, the axes of rotation of the shafts of the transmission means can be shifted relative to each other and with respect to the vertical axis V of the propulsion device 1. In this case, the occupation of the transmission means is reduced. along the vertical axis V of the propulsion device 1, with respect to the previous configuration.

FIGS. 10 and 11 show schematically three other embodiments of the torque transmission means. motor 1 1, according to three different means of shaft drive: a transmission belt, a transmission chain and sprockets. In general, in these three embodiments, the transmission means 1 1 of the torque of the engine 10 comprises only the drive shaft 17 and the driving shaft 21 described above in FIG. 1. That is to say that in these embodiments, the drive shaft 17 directly drives the driving shaft 21, without intermediate shafts.

In FIG. 10, there is shown a ninth and a tenth embodiment in which the drive shaft 17 drives the driving shaft 21 via a transmission loop 62. This transmission loop 62 may be a belt transmission or a transmission chain. In a general manner, the transmission loop 62 can be connected to the shafts of the transmission means 11 by connecting means which can be pulleys, pinions, directly on the shafts provided with receiving means capable of driving the loop, or a combination of these three connecting means.

In this ninth embodiment, the transmission loop 62 is a transmission belt that can be flexible or rigid. This transmission belt can be notched, connected to the drive shaft 17 and to the drive shaft 21 by the drive pinion 27 and the transmission pinion 29 respectively. In a variant, the transmission belt can be smooth, connected directly to the drive shaft 17 and to the driving shaft 21. That is, the drive shaft 17 does not include drive gear 27 and the drive shaft 21 does not include a drive gear 29. In this variant, the drive shaft 17 directly drives the drive pinion 27. shaft driving through a drive belt. In another variant, the smooth transmission belt can be mounted on two pulleys, said pulleys being respectively mounted on the drive shaft 17 and the drive shaft 21. This smooth or notched transmission belt is placed in a dry environment, without of oil lubrication. In a dry environment, the mechanism housing 20 does not include lubricating oil and may not be sealed.

In yet another variant, the transmission belt may be metal or plastic, placed in a humid environment. A moist environment includes a lubricating oil of the mechanical elements that are subject to temperature changes. In this humid environment, the mechanism housing 20 is sealed and includes the lubricating oil.

In this tenth embodiment, the transmission loop 62 is a transmission chain. This transmission chain includes links, it can be placed in a dry or wet environment. The transmission chain can be connected directly to the drive shaft 17 and the drive shaft 21, or alternatively be connected to the drive shaft 17 and to the drive shaft 21 by the drive pinion 27 and the pinion. transmission 29 respectively.

A schematic view of the second embodiment of the transmission means January 1 is shown in Figure 1 1. In this second embodiment, the transmission means 1 1 of the torque of the engine 10 comprises only two shafts, a drive shaft 17 and a drive shaft 21. The drive shaft comprises a fixed gear wheel 27 which meshes with a pinion transmission 29 fixedly mounted on the driving shaft 21.

In Figure 12, there is shown an embodiment of the uncoupling means 18a. The motor 10 and the transmission means 1 1 for the torque of the motor 10 are shown. The motor shaft 17 comprises two parts (17a and 17b), an output shaft of the motor 17a driven by the motor 10 and a shaft of transmission input 17b driving the shafts of the transmission means 1 1 or directly the transmission shaft 30. In this embodiment, a disengagement means 18a is located between the two parts (17a and 17b) of the drive shaft 17 This uncoupling means 18a comprises at least one friction element controlled or not, and which is able to drive the transmission input shaft 17b when this friction element is brought into contact with the output shaft of the engine 17a. . The element of friction is controlled to either be in contact or to be put out of contact with the output shaft of the motor 17a according to a control command. When the friction element is brought into contact with the output shaft of the motor 17a, the uncoupling means transmits the torque of the motor 10 towards the shafts of the transmission means 11 or directly of the transmission shaft 30. friction element is brought into contact with the output shaft of the motor 17a, the uncoupling means does not transmit the torque of the motor 10. In a variant, the propulsion device 1 comprises a coupling means 18 and a means of coupling. uncoupling 18a. In this variant, the coupling means 18 is located on the output shaft 17a of the motor shaft 10.

With the aid of such a propulsion device, it is possible to integrate, in a marine navigation apparatus, a conventional engine derived, for example, from the automobile industry which can be of the diesel or gasoline type. These conventional motors from the automotive industry have a crankshaft horizontal to the direction of movement of the motor vehicle and are therefore adapted to be integrated in a propulsion device described above. An electric motor or other means may also be incorporated to provide torque to the vertical drive shaft.

Claims

1. Device for propelling a marine navigational craft comprising a propulsion means (34), a motor (10) driving a transmission shaft (30) for providing a torque of the engine (10) to the propulsion means (34). ), said transmission shaft (30) extending generally perpendicularly to a propulsion axis of the device (P), characterized in that it comprises means (11) for transmitting the torque of the motor comprising a drive shaft (17) adapted to drive the transmission shaft (30), the drive shaft (17) being driven by the motor (10) and extending perpendicularly to the transmission shaft (30).

A propulsion device according to claim 1, wherein the engine torque transmission means (11) comprises at least one driving shaft (21) which is driven by the driving shaft (17), the driving shaft (21). ) being parallel to the motor shaft (17) and capable of driving the transmission shaft (30).

3. A propulsion device according to claim 2, wherein the means (11) for transmitting the engine torque comprises at least one intermediate shaft (25) parallel to the driving shaft (17), the driving shaft being able to drive a first intermediate shaft, each intermediate shaft (25) being able to drive the next intermediate shaft, and the last intermediate shaft being able to drive the driving shaft (21).

4. Propulsion device according to one of claims 2 and 3, wherein the means (11) for transmitting the engine torque comprises an intermediate shaft (25) parallel to the drive shaft (17) and which is provided with an intermediate gear (28), the drive shaft (17) being provided with a driving gear (27) meshing with the intermediate gear (28) and said intermediate gear (28) meshing with a transmission pinion (29) mounted on the driving shaft (21).

5. A propulsion device according to claim 2, wherein the drive shaft (17) drives the drive shaft (21) via a transmission belt.

6. A propulsion device according to claim 2, wherein the drive shaft (17) drives the drive shaft (21) through a transmission chain.

7. Propulsion device according to any one of claims 1 to 6, comprising a coupling means (18) mounted on the motor shaft (17).

8. Propulsion device according to any one of claims 1 to 7, comprising a decoupling means (18a) and wherein the drive shaft (17) comprises two parts (17a, 17b), respectively an output shaft of the engine (17a), driven by the motor (10), and a transmission input shaft (17b) for transmitting the torque of the motor (10), the output shaft of the motor (17a) being adapted to drive the shaft transmission input (17b) via the uncoupling means (18a) mounted between the parts (17a, 17b) of the drive shaft (17).

9. propulsion device according to any one of claims 1 to 8, comprising a casing (2) adapted to house the elements of the propulsion device (1), and wherein the motor (10) comprises suspension means for suspending said motor (10) within the casing (2), and the transmission shaft (30) comprises at least a first upper portion coupled to a coupling means (82) adapted to catch misalignments between the motor (10) suspended and the propulsion means (34), and a second lower portion rotatably mounted on a lower part (9) of the propulsion device (1) using at least one bearing (80).

10. A propulsion device according to any one of claims 1 to 9, comprising an upper part (7) comprising the engine (10), and a lower part (9) comprising the propulsion means (34), the lower part ( 9) further comprising an oil pump (48) and at least one oil reservoir (42) adapted to recover a portion of the lubricating oil from the propulsion device (1).

Propulsion device according to any one of claims 1 to 10, wherein the engine (10) is a diesel-type internal combustion engine.

12. A marine navigation apparatus equipped with a propulsion device according to any one of the preceding claims.