Patent Publication Number: US-8113229-B2

Title: Gear operated shut valve for a ventilation system

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to motor vehicles and in particular to a gear operated shut valve for a ventilation system. 
     2. Description of Related Art 
     Methods of stopping airflow in a ventilation system for a motor vehicle have been previously proposed. Bauer (U.S. Pat. No. 4,656,926) is directed to a ventilation control unit for motor vehicles. Bauer teaches a control unit with multiple knobs. The knobs may be used to control heating, air conditioning or ventilation systems. 
     Bauer teaches a plurality of rotatable control knobs that are mounted to a front panel. The control knobs are directly connected to bevel gears. The bevel gears are further connected to driven bevel gears. The gears are oriented at a ninety degree angle from one another. As the driven bevel gears rotate, adjusting levers are moved, which further move the Bowden cables. Bauer teaches that it is possible to operate a fan flap with these Bowden cables. 
     Demerath (U.S. Pat. No. 6,533,655) is directed to an air vent for ventilation systems. Demerath teaches an operating element that can be used to manually adjust air guiding vanes, as well as an airflow flap. The position of the airflow flap can be adjusted, and includes a position to completely block the airflow to the air vent. 
     Demerath teaches an operating knob disposed outside of the vent that may be rotated, which causes a rotation in a cardan shaft. As the cardan shaft is rotated, a first conical wheel gear of a bevel gear also rotates. The bevel gear is meshed with a conical gear wheel that is attached to an airflow flap. Therefore, as the bevel gear rotates, the setting angle of the airflow flap is changed. As the setting angle of the airflow flap is changed, the airflow through the vent is varied, and in some cases the airflow flap can be positioned to block the flow of air completely. 
     The Bauer and Demerath designs require the airflow flap or the fan flap to be disposed behind the vent. Furthermore, the Bauer design requires the use of Bowden cables in addition to gears. Demerath also requires the use of a cardan shaft. There is a need in the art for a system and method that addresses the shortcomings of the prior art listed above. 
     SUMMARY OF THE INVENTION 
     A gear operated shut valve for a ventilation system in a motor vehicle is disclosed. The invention can be used in connection with a motor vehicle. The term “motor vehicle” as used throughout the specification and claims refers to any moving vehicle that is capable of carrying one or more human occupants and is powered by any form of energy. The term motor vehicle includes, but is not limited to cars, trucks, vans, minivans, SUV&#39;s, motorcycles, scooters, boats, personal watercraft, and aircraft. 
     In one aspect, the invention provides a motor vehicle, comprising: a ventilation system including a duct and an outlet that is connected to an end of the duct; a shut valve that is disposed within the duct, the shut valve being substantially angled with respect to the outlet; a driving gear that is axially connected to an outlet knob of the outlet; a driven gear that is axially connected to the shut valve; and where the shut valve may be opened and closed by operating the outlet knob. 
     In another aspect, at least one idler gear is associated with the driving gear. 
     In another aspect, the outlet knob is a thumb wheel. 
     In another aspect, at least one idler gear is disposed between the driving gear and the driven gear. 
     In another aspect, the driving gear is a beveled gear. 
     In another aspect, the driven gear is a beveled gear. 
     In another aspect, at least one idler gear is a beveled gear. 
     In another aspect, the invention provides a motor vehicle, comprising: a ventilation system including a duct and an outlet that is connected to an end of the duct; a curved portion of the duct disposed adjacent to the outlet and a straight portion of the duct disposed adjacent to the curved portion; the outlet including an outlet knob; a shut valve associated with the straight portion; a gear train configured to connect the outlet knob to the shut valve including a driving gear associated with the outlet knob, a driven gear associated with the shut valve and an idler gear disposed between the driving gear and the driven gear; and where the driving gear and the driven gear are both disposed at angles to the idler gear. 
     In another aspect, the shut valve is substantially angled with respect to the outlet. 
     In another aspect, the gear train is disposed on an outer surface of the curved portion. 
     In another aspect, the driving gear is axially connected to the outlet knob. 
     In another aspect, the driven gear is axially connected to the shut valve. 
     In another aspect, the driven gear and the idler gear are disposed at an angle of approximately 120 degrees. 
     In another aspect, the driving gear and the idler gear are disposed at an angle of approximately 120 degrees. 
     In another aspect, the invention provides a motor vehicle, comprising: a ventilation system including a duct and an outlet that is connected to an end of the duct; a curved portion of the duct disposed adjacent to the outlet and a straight portion of the duct disposed adjacent to the curved portion; the outlet including an outlet knob; a shut valve associated with the straight portion; a gear train including a plurality of gears that is configured to connect an outlet knob of the outlet with the shut valve; the gear train being disposed on an outer surface of the curved portion; and where each gear of the plurality of gears is substantially parallel with an adjacent portion of the curved portion. 
     In another aspect, the plurality of gears includes a driving gear. 
     In another aspect, the plurality of gears includes a driven gear. 
     In another aspect, the plurality of gears includes an idler gear. 
     In another aspect, the driven gear and the idler gear are angled with respect to one another. 
     In another aspect, the driving gear and the idler gear are angled with respect to one another. 
     Other systems, methods, features and advantages of the invention will be, or will become, apparent to one of ordinary skill in the art upon examination of the following figures and detailed description. It is intended that all such additional systems, methods, features and advantages be included within this description and this summary, be within the scope of the invention, and be protected by the following claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The invention can be better understood with reference to the following drawings and description. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the invention. Moreover, in the figures, like reference numerals designate corresponding parts throughout the different views. 
         FIG. 1  is a top down schematic view of an embodiment of a motor vehicle including a vent; 
         FIG. 2  is a schematic isometric view of an embodiment of a vent; 
         FIG. 3  is a top down schematic view of an embodiment of a gear train; 
         FIG. 4  is a schematic isometric view of an embodiment of a vent in an open position; 
         FIG. 5  is a schematic isometric view of an embodiment of a vent in a closed position; and 
         FIG. 6  is a schematic isometric view of an embodiment of a vent in an intermediate position. 
     
    
    
     DETAILED DESCRIPTION 
       FIG. 1  is a schematic top view of an embodiment of motor vehicle  101 , including front interior portion  100 . Generally, motor vehicle  101  could be any type of motor vehicle. Examples include, but are not limited to, sedans, coupes, compact cars, hatchbacks, trucks, or any other type of motor vehicle. In this embodiment, motor vehicle  101  is a coupe. 
     In some embodiments, front interior portion  100  may include dashboard  102 . In some cases, dashboard  102  may be associated with one or more instruments. Examples of instruments include, but are not limited to, radios, CD players, MP3 players, DVD players, navigational systems as well as any other type of instrument. In other cases, dashboard  102  could also house other non-electrical components, such as a glove box. 
     A front interior portion of a motor vehicle may include provisions for ventilation. In some embodiments, a front interior portion may include one or more vents. In some cases, the vents could be disposed on the dashboard. In other cases, the vents could be disposed at other portions of the front interior portion. For example, in some embodiments vents may be disposed on doors, under seats or in a central console of the front interior portion. Additionally, vents could be associated with a rear interior portion of the motor vehicle. 
     In this embodiment, dashboard  102  may include vent  104 . In this case, vent  104  is disposed in front of passenger seat  106 . In another embodiment, vent  104  could be disposed in front of driver seat  108 . Generally, vent  104  could be disposed at any portion of dashboard  102 . 
     Vent  104  may comprise outlet  110 . In some cases, outlet  110  may be recessed with respect to front surface  112  of dashboard  102 . In other cases, outlet  110  may be slightly extended beyond front surface  112 . In an embodiment, outlet  110  may be flush with front surface  112 . 
     Vent  104  may further comprise duct  120  that is configured to deliver air to outlet  110 . In some embodiments, duct  120  may be connected to outlet  110  at a first end. In this embodiment, only a portion of duct  120  is shown. However, it should be understood that a second end of duct  120  may be attached to a system configured to provide hot, cold, or a mixture of hot and cold air. Examples of such systems include air conditioning systems and heating systems. In an embodiment, duct  120  may be connected to a heating, air conditioning and ventilation (HVAC) system disposed within the motor vehicle. 
     In some embodiments, the packaging of various components behind dashboard  102  may prevent duct  120  from continuing in a straight manner behind outlet  110 . For example, in the current embodiment, motor vehicle component  130  is disposed just behind outlet  110 . Generally, motor vehicle component  130  could be any component that is placed behind a dashboard or under the hood of a motor vehicle. As seen in  FIG. 1 , the position of motor vehicle component  130  prevents the use of a straight duct. 
     In an embodiment, duct  120  may include curved portion  140 . In some cases, curved portion  140  may be configured to turn away from motor vehicle component  130 . Using this arrangement, duct  120  may be disposed between outlet  110  and motor vehicle component  130 . This configuration allows for vents to be placed in regions of a motor vehicle where there is not enough clearance to use straight ducts. 
     In the current embodiment, curved portion  140  is configured to turn towards the left. However, it should be understood that in other embodiments, curved portion  140  could also turn towards the right. Additionally, the current embodiment only includes a single turn in curved portion  140 , however, in other embodiments, curved portion  140  may include additional turns as well, including both left and right turns as well as turns in any other direction such as up or down. 
       FIG. 2  is an isometric view of an embodiment of vent  104 . As previously discussed, vent  104  may include outlet  110  and duct  120 . In this embodiment, duct  120  further includes curved portion  140  that is disposed adjacent to outlet  110 . Duct  120  may also include straight portion  144  that is disposed adjacent to curved portion  140 . 
     In some embodiments, outlet  110  may be configured to attach to a front panel of dashboard  102 , as previously discussed and shown in  FIG. 1 . In some cases, outlet  110  may include first mounting portion  202  and second mounting portion  204 . Mounting portions  202  and  204  may be configured to receive screws that may be inserted into the front panel of dashboard  102 . 
     In some embodiments, outlet  110  may include provisions for directing the flow of air into front interior portion  100  of motor vehicle  101 . In this embodiment, outlet  110  may include horizontal fins  210  that are configured to pivot about a horizontal axis associated with each of the fins of horizontal fins  210 . As horizontal fins  210  are pivoted up and down, air leaving outlet  110  may be directed upwards or downwards, depending on the orientation of horizontal fins  210 . Additionally, in the current embodiment, outlet  110  may include vertical fins  212  that are configured to pivot about a vertical axis associated with each of the fins of vertical fins  212 . As vertical fins  212  are pivoted up and down, air leaving outlet  110  may be directed to the left or to the right, depending on the orientation of vertical fins  212 . By independently changing the orientations of fins  210  and  212 , air leaving outlet  110  can be directed in any direction pointing outwards from outlet  110 . 
     A vent may include provisions that prevent the flow of air out of an outlet. In some embodiments, a shut valve may be used to block the flow of air through a duct associated with the outlet. In some cases, the shut valve may be disposed directly behind the outlet. In other cases, where the duct includes a curved portion directly behind the outlet, it may be necessary to place the shut valve beyond the curved portion. This arrangement may be necessary because the curved portion may not provide enough clearance for the shut valve to rotate freely. 
     Vent  104  may include shut valve  220 . In some embodiments, shut valve  220  may be disposed within duct  120 . In some cases, shut valve  220  may be disposed within curved portion  140  of duct  120 . In an embodiment, shut valve  220  may be disposed within straight portion  144  of duct  120 . In this case, shut valve  220  is not disposed directly behind, or parallel with, outlet  110 . Instead, shut valve  220  is substantially angled with respect to outlet  110 , since shut valve  220  is disposed on the other side of curved portion  140  from outlet  110 . 
     Shut valve  220  may be configured to open and close. In some embodiments, shut valve  220  may be configured to rotate. As shut valve  220  rotates through various angles, the flow of air through duct  120  may be modified. Details of the operation of shut valve  220  will be discussed later. 
     In some embodiments, outlet  110  may include outlet knob  250 . In some cases, outlet knob  250  is a semi-circular knob. In other cases, outlet knob  250  could be a circular knob. In an embodiment, outlet knob  250  is a semi-circular thumb wheel type knob. 
     Outlet knob  250  may include first portion  252 . First portion  252  of outlet knob  250  may extend through slot  254  of outlet  110 . In some embodiments, outlet knob  250  may further include ridges  256  that are configured to increase traction between first portion  252  and a finger. This arrangement allows a driver or passenger to turn outlet knob  250  by rotating first portion  252 . 
     Typically, a shut valve may be operated using an outlet knob disposed on an outlet of a vent. In situations where the shut valve is disposed behind the outlet, the outlet knob may be connected to the shut valve using a link connector. However, in situations where the shut valve is not disposed behind the outlet, as occurs in the current embodiment, another method of connecting the outlet knob to the shut valve must be used. A vent may include provisions for operating the shut valve in situations where the shut valve is disposed at an angle to the outlet. 
     In some embodiments, the outlet knob and the shut valve may be connected by a gear train. In some cases, the gear train may include a driving gear that is associated with the outlet knob. In other cases, the gear train may include a driven gear that is associated with the shut valve. In still other cases, the gear train may include one or more idler gears that are disposed between the driving gear and the driven gear. In an embodiment, the gear train may include a driving gear, a driven gear and at least one idler gear. Using gears may allow for increased mechanical advantage over other types of drive mechanisms, especially in cases where gears of different sizes are used. This allows varying rotational speeds as well as varying torques throughout the gear train and for components associated with the gears. 
     Referring to  FIGS. 2 and 3 , outlet knob  250  and shut valve  220  may be associated with gear train  260 . In some embodiments, gear train  260  may be disposed on outer surface  270  of duct  120 . In other embodiments, gear train  260  could be disposed on an inner surface of duct  120 . 
     In some embodiments, gear train  260  may include driving gear  261 . Driving gear  261  may be associated with outlet knob  250 . In some cases, driving gear  261  may be directly attached to outlet knob  250 . In an embodiment, driving gear  261  may be axially connected to outlet knob  250  along driving gear axis  271 . With this arrangement, driving gear  261  may be configured to rotate with outlet knob  250 . 
     In some embodiments, gear train  260  may include driven gear  263 . Driven gear  263  may be associated with shut valve  220 . In some cases, driven gear  263  may be directly attached to shut valve  220 . In an embodiment, driven gear  263  may be axially connected to shut valve  220  along driven gear axis  273 . With this arrangement, driven gear  263  may be configured to rotate with shut valve  220 . In other words, shut valve  220  may be rotated by turning driven gear  263 . 
     In some embodiments, gear train  260  may also include idler gear  262 . Idler gear  262  may be disposed between driving gear  261  and driven gear  263 . Generally, idler gear  262  is configured to rotate about idler gear axis  272 . Using this arrangement, idler gear  262  may be configured to transfer rotational motion between driving gear  261  and driven gear  263 . 
     As seen in  FIG. 3 , gear train  260  is configured to turn with curved portion  140  of duct  120 . In this embodiment, driving gear  261  may be substantially parallel to first portion  602  of curved portion  140 . Additionally, idler gear  262  may be substantially parallel to second portion  604  of curved portion  140 . In a similar manner, driven gear  263  may be substantially parallel to third portion  606  of curved portion  140 . 
     Generally, gears  261 - 263  may be any type of gears. Examples of types of gears include, but are not limited to, spur gears, helical gears, double helical gears, bevel gears and crown gears as well as other types of gears. In some embodiments, each of the gears  261 - 263  may be a different type of gear as long as the teeth associated with each gear are configured to mesh together. Additionally, in the embodiments discussed in this detailed description, the entire circumference of a gear may include teeth, or only a portion of the circumference of the gear may include teeth. 
     In some embodiments, gears  261 - 263  may be of equal size. In other embodiments, the size of each of the gears  261 - 263  may be different. As previously mentioned, using different sized gears allows for a mechanical advantage over other types of drive mechanisms. 
     In this embodiment, gears  261 - 263  are all beveled gears. This beveled arrangement allows the teeth of adjacent gears to mesh together when gears  261 - 263  are disposed at angles to one another, as occurs in the current embodiment. In this embodiment, first surface  621  of driving gear  261  makes an angle Al with second surface  622  of idler gear  262 . Likewise, second surface  622  of idler gear  262  makes an angle A 2  with third surface  623  of driven gear  263 . Angles A 1  and A 2  may be any angles between 0 and 180 degrees. In an embodiment, angles A 1  and A 2  are approximately equal, with values of about 120 degrees. 
       FIGS. 4-6  are intended to illustrate how shut valve  220  may be opened and closed using outlet knob  250 . For purposes of clarity, outlet  110  and duct  120  are shown in phantom. Furthermore, the following detailed description discusses the rotation of various gears in a clockwise and counter clockwise manner. It should be understood that the motions of the gears are described with respect to the associated axis of the gear. In particular, the rotation of driving gear  261  and of outlet knob  250  are described with respect to driving gear axis  271 . Likewise, the rotation of gears  262  and  263  are described with respect to gear axes  272  and  273 , respectively. 
     Generally, the motion of shut valve  220  is directly controlled by the motion of outlet knob  250  that is translated to shut valve  220  through gear train  260 . As outlet knob  250  is rotated in a counterclockwise manner, driving gear  261  is also rotated in a counterclockwise manner. The motion of driving gear  261  in the counterclockwise direction forces idler gear  262  to rotate in a clockwise manner. As idler gear  262  rotates in a clockwise manner, driven gear  263  is forced to rotate in a counterclockwise manner. 
     This motion may be reversed when outlet knob  250  is rotated in a clockwise manner. In particular, as outlet knob  250  is rotated in a clockwise manner, driving gear  261  is also rotated in a clockwise manner. The motion of driving gear  261  in the clockwise direction forces idler gear  262  to rotate in a counterclockwise manner. As idler gear  262  rotates in a counterclockwise manner, driven gear  263  is forced to rotate in a clockwise manner. 
     In the current embodiment, it is clear that driven gear  263  rotates in a manner similar to outlet knob  250 . In other embodiments that include a different number of idler gears, this relationship could be reversed. In other words, in some embodiments, driven gear  263  could be configured to rotate in a manner opposite of outlet knob  250 . These alternative configurations for a gear train could still be used to operate a shut valve using an outlet knob, as the same basic principles, discussed with respect to the current embodiment, still apply in embodiments using a different number of gears. 
     Outlet  110  may include provisions to prevent outlet knob  250  from rotating through a full 360 degrees. These provisions could include mechanical stops that prevent outlet knob  250  from completing a full rotation. In some embodiments, outlet knob  250  may be configured to rotate 180 degrees. In an embodiment, outlet knob  250  may be configured to rotate less than 180 degrees. 
     Referring to  FIG. 4 , shut valve  220  may be opened by rotating outlet knob  250  in a clockwise direction until first end  302  of outlet knob  250  is fully exposed through slot  254 . As previously mentioned, outlet knob  250  may be prevented from rotating further in the clockwise direction by using mechanical stops. In an embodiment, when outlet knob  250  is maximally rotated in the clockwise direction, shut valve  220  is configured in an open position. This orientation of shut valve  220  generally allows for maximum airflow through duct  120  to outlet  110 . 
     Referring to  FIG. 5 , shut valve  220  may be substantially closed by rotating outlet knob  250  in a counterclockwise direction until second end  402  of outlet knob  250  is fully exposed through slot  254 . As previously mentioned, outlet knob  250  may be prevented from rotating further in the counterclockwise direction by using mechanical stops. In an embodiment, when outlet knob  250  is maximally rotated in the counterclockwise direction, shut valve  220  is configured in a closed position. This orientation of shut valve  220  generally prevents air from flowing through duct  120  to outlet  110 . 
     Referring to  FIG. 6 , shut valve  220  can be rotated to any intermediate position between the open and closed positions as well. In this embodiment, shut valve  220  is oriented in an intermediate position. In this case, outlet knob  250  may be oriented so that middle portion  504  is exposed through slot  254  of outlet  110 . The term “intermediate position”, as used through this detailed description and in the claims, refers to any position of a shut valve between the fully open and the fully closed positions. By adjusting outlet knob  250  between a maximal clockwise rotation and a maximal counterclockwise rotation, shut valve  220  can be oriented in various intermediate positions. This arrangement allows a driver or passenger to control the volume of air that passes from outlet  110 , in addition to the direction. 
     While various embodiments of the invention have been described, the description is intended to be exemplary, rather than limiting and it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible that are within the scope of the invention. Accordingly, the invention is not to be restricted except in light of the attached claims and their equivalents. Also, various modifications and changes may be made within the scope of the attached claims.