Exhaust gas control valve, exhaust gas control assembly and assembly for controlling flow of exhaust gas

Abstract

The utility model discloses a waste gas control valve, which comprises a shell, a gas inlet pipe, a gas outlet pipe, a gas inlet pipe and a gas outlet pipe, a pinion gear coupled to the housing and configured to be rotatably driven; and a helical gear configured to receive torque from the pinion and including a plurality of helically arranged teeth. The exhaust gas control valve also includes a valve member disposed at least partially in the housing interior of the housing. The valve member includes: a valve shaft extending along an axis and having a first shaft end and a second shaft end; and a valve body coupled to the valve shaft adjacent the second shaft end and movable with the valve shaft along the axis between a first valve position and a second valve position. The exhaust gas control valve further includes a motion converter configured to convert rotational motion of the helical gear into linear motion of the valve member. The utility model further discloses a waste gas control assembly and an assembly used for controlling flowing of waste gas, and the waste gas comes from an engine.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to and all benefits of U.S. Provisional Patent Application No. 63 / 437,011 filed on January 4, 2023, the entire contents of which are hereby expressly incorporated herein by reference.

[0003] Utility Model Background Technical Field

[0004] The utility model generally relates to an exhaust gas control valve. Background Art

[0005] Conventional exhaust control valves are used to regulate the flow of exhaust gas produced by an internal combustion engine. Exhaust control valves are used in a variety of applications and may be used as exhaust gas recirculation (EGR) valves, bypass valves, exhaust trim valves, and the like.

[0006] A typical exhaust control valve includes a valve member having a valve shaft and a valve body, wherein the valve member can be moved along an axis between an open position and a closed position to regulate the flow of exhaust gases. The valve member is usually moved by the actuation of a gear mechanism. Gear mechanisms known in the art usually apply torque multiplication from an actuator to the valve member to help overcome the force applied by the exhaust gases on the valve member. However, in order to apply the torque multiplication necessary to overcome the force of the exhaust gases, especially on the valve body of the valve member, between the actuator and the valve member, the gear mechanisms known in the art occupy a large space, are formed of expensive materials, or both. As the force applied by the exhaust gases on the valve member, especially the valve body, continues to increase due to the need for a larger valve body to allow higher exhaust gas flow, a higher torque multiplication is required between the actuator and the valve member.

[0007] Thus, there remains a need to provide an improved exhaust control valve. Utility Model Content

[0008] An exhaust control valve for regulating the flow of exhaust gas is provided. The exhaust control valve includes: a housing having an inner wall defining an interior of the housing; a pinion gear coupled to the housing and configured to be rotatably driven; and a helical gear configured to receive torque from the pinion gear. The helical gear includes a plurality of teeth arranged in a helical shape. The exhaust control valve also includes a valve member at least partially disposed in the interior of the housing of the housing. The valve member includes a valve shaft extending along an axis and having a first axial end and a second axial end spaced apart from the first axial end along the axis. The valve member also includes a valve body coupled to the valve shaft adjacent to the second axial end. The valve body can move along the axis with the valve shaft between a first valve position of the valve member and a second valve position of the valve member to regulate the flow of exhaust gas. The exhaust control valve further includes a motion converter configured to convert the rotational motion of the helical gear into a linear motion of the valve member.

[0009] The helical gear improves the contact ratio between the helical gear and the adjacent gear to increase the amount of torque that can be transmitted. Thus, the helical gear permits higher relative torque multiplication to help overcome the forces exerted by the exhaust gases on the valve components, particularly the valve body, without requiring other space-consuming components (e.g., larger gears), expensive materials, or both.

[0010] The utility model provides an exhaust gas control component, which comprises an actuator and the aforementioned exhaust gas control valve. The actuator is connected to the housing of the exhaust gas control valve and is configured to rotatably drive the pinion gear.

[0011] The utility model provides a component for controlling the flow of exhaust gas, the exhaust gas comes from an engine, and the component for controlling the flow of exhaust gas comprises: an exhaust manifold, the exhaust manifold is adapted to be connected to the engine; and the aforementioned exhaust control valve. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Other advantages of the present invention will be readily appreciated as they become better understood by reference to the following detailed description when considered in conjunction with the accompanying drawings, wherein:

[0013] Figure 1 is a perspective view of an exhaust control valve including a housing, a helical gear and a pinion;

[0014] Figure 2 is a perspective view of a helical gear and a pinion in a meshing arrangement;

[0015] Figure 3 is a perspective view of an exhaust control valve, wherein the exhaust control valve further includes a valve member having a valve shaft and a valve body, and a motion converter;

[0016] Figure 4 yes Figure 3 A side perspective view of a motion converter;

[0017] Figure 5 is a side perspective view of the exhaust control valve in a first valve position;

[0018] Figure 6 is a side perspective view of the exhaust control valve in a second valve position;

[0019] Figure 7 is a side perspective view of an exhaust control valve in one of several progressive states of movement from a second valve position to a first valve position;

[0020] Figure 8 is a side perspective view of an exhaust control valve in one of several progressive states of movement from a second valve position to a first valve position;

[0021] Fig. 9 is a side perspective view of an exhaust control valve in one of several progressive states of movement from a second valve position to a first valve position;

[0022] Fig.10 is a cross-sectional view of an exhaust control valve, wherein the exhaust control valve includes an elastic shaft shield configured to elastically engage an inner wall of a housing to restrict the flow of exhaust gas; and

[0023] Fig.11 is a schematic diagram of an assembly including an exhaust manifold and an exhaust control valve. DETAILED DESCRIPTION

[0024] Referring to the drawings, wherein like reference numerals refer to like parts throughout the several views, Figures 1 to 10 2 shows an exhaust control valve 20 for regulating the flow of exhaust gas. The exhaust control valve 20 includes: a housing 22 having an inner wall 24 defining a housing interior 26; a pinion 28 coupled to the housing 22 and configured to be rotatably driven; and a helical gear 30 configured to receive torque from the pinion 28. The helical gear 30 includes a plurality of teeth 32 arranged in a helical shape. The exhaust control valve 20 also includes a valve member 34 at least partially disposed in the housing interior 26 of the housing 22. The valve member 34 of the exhaust control valve 20 may be a poppet valve, such as Figure 3 and Figures 5 to 10 shown.

[0025] The valve member 34 includes a valve shaft 36 extending along the axis A1 and having a first axial end 38 and a second axial end 40 spaced apart from the first axial end 38 along the axis A1. The valve member 34 also includes a valve body 42 coupled to the valve shaft 36 adjacent to the second axial end 40. The valve body 42 can be moved along the axis A1 with the valve shaft 36 in a first valve position (e.g., Figure 5 ) and the second valve position of the valve member 34 (as shown Figure 6 The exhaust control valve 20 further includes a motion converter 44 configured to convert the rotational motion of the helical gear 30 into a linear motion of the valve member 34. It should be understood that the linear motion of the valve member 34 is generally along the axis A1.

[0026] Compared to conventional gears, the helical gear 30 improves the contact ratio between the helical gear 30 and the adjacent gear to increase the amount of torque that can be transmitted. Therefore, compared to conventional gears, the helical gear 30 allows for greater relative torque multiplication to help overcome the force exerted by the exhaust gas on the valve member 34, particularly the valve body 42, without requiring other space-consuming components (e.g., larger gears), expensive materials, or both. In some embodiments, the helical gear 30 produces an increase of about 72% of the lifting force of the valve member 34 against the flow of exhaust gas in the first valve position compared to another similarly sized gear. Therefore, a larger valve body 42 can be set and a higher exhaust gas flow rate can be achieved. It should be understood that the force exerted by the exhaust gas on the valve member 34, particularly the valve body 42, can be generated by the pressure difference on either side of the valve body 42, particularly when the valve member 34 is in or near the first valve position (i.e., closed).

[0027] Although not required, the pinion 28 may also include a plurality of helically arranged teeth 46. For the purpose of description, the plurality of helically arranged teeth 46 of the pinion 28 are referred to as the second plurality of helically arranged teeth 46 throughout. The pinion 28 and the helical gear 30 may be meshingly engaged. In other words, the pinion 28 and the helical gear 30 may be in direct contact with each other. More specifically, the plurality of helically arranged teeth 32 of the helical gear 30 and the second plurality of helically arranged teeth 46 of the pinion 28 may be meshingly engaged with each other. Therefore, the pinion 28 and the helical gear 30 may form a single-stage gear train. However, it should be understood that torque may be transmitted from the pinion 28 to the helical gear 30 through any number of intermediate gears. In an embodiment with an intermediate gear, it should be understood that the helical gear 30 is still configured to receive torque from the pinion 28. The plurality of helically arranged teeth 32 of the helical gear 30 and the second plurality of helically arranged teeth 46 of the pinion gear 28 reduce stress and wear on the plurality of helically arranged teeth 32 and the second plurality of helically arranged teeth 46, thereby extending the life of the exhaust control valve 20. In addition, the reduced stress on the plurality of helically arranged teeth 32 permits a relatively small center distance of the helical gear 30 and a relatively small outer diameter of the helical gear 30, thereby further reducing the packaging space of the exhaust control valve 20.

[0028] One of the plurality of helically arranged teeth 32 of the helical gear 30 and the second plurality of helically arranged teeth 46 of the pinion gear 28 may have a right-handed helical configuration, and the other of the plurality of helically arranged teeth 32 of the helical gear 30 and the second plurality of helically arranged teeth 46 of the pinion gear 28 has a left-handed helical configuration. In other words, in one embodiment, the plurality of helically arranged teeth 32 of the helical gear 30 have a right-handed helical configuration, while the second plurality of helically arranged teeth 46 of the pinion gear 28 have a left-handed helical configuration, and in another embodiment, the plurality of helically arranged teeth 32 of the helical gear 30 have a left-handed helical configuration, while the second plurality of helically arranged teeth 46 of the pinion gear 28 have a right-handed helical configuration.

[0029] The plurality of helically arranged teeth 32 of the helical gear 30 may have a helix angle of about 1 degree to about 10 degrees. It should also be understood that the plurality of helically arranged teeth 32 of the helical gear 30 may have a helix angle of about 2 degrees to about 9 degrees, about 3 degrees to about 7 degrees, about 4 degrees to about 6 degrees, about 1 degree to about 9 degrees, about 1 degree to about 8 degrees, about 1 degree to about 7 degrees, about 1 degree to about 6 degrees, about 1 degree to about 5 degrees, about 1 degree to about 4 degrees, about 1 degree to about 3 degrees, about 1 degree to about 2 degrees, about 1 degree, about 2 degrees, about 3 degrees, about 4 degrees, about 5 degrees, about 6 degrees, about 7 degrees, about 8 degrees, about 9 degrees, and about 10 degrees. However, it should also be understood that the multiple helically arranged teeth 32 of the helical gear 30 can even have a helix angle greater than 10 degrees or a range greater than 10 degrees (such as about 1 degree to about 15 degrees, about 1 degree to about 14 degrees, about 1 degree to about 13 degrees, about 1 degree to about 12 degrees, and about 1 degree to about 11 degrees).

[0030] In helical gears known in the art, helix angles of about 1 degree to about 10 degrees are relatively small. The helix angle may be limited to about 1 degree to about 10 degrees to obtain the benefits associated with an improved contact ratio (e.g., higher torque produced by a higher gear ratio) without generating thrust loads that may damage other components of the exhaust control valve 20 (including the helical gear 30 itself and / or the pinion 28). High thrust loads may offset the benefits associated with the improved contact ratio. Limiting the helix angle to about 1 degree to about 10 degrees permits the use of a helical gear 30 in an exhaust control valve 20 where a helical gear having a large helix angle would otherwise be considered inappropriate and / or unfeasible.

[0031] Although not required, the gear ratio between the pinion gear 28 and the helical gear can be at least 6: 1. In addition, the gear ratio between the pinion gear 28 and the helical gear 30 can be at least 7: 1, can be at least 8: 1, can be at least 9: 1, or can be at least 10: 1. The gear ratio between the pinion gear 28 and the helical gear 30 can also be at least 4: 1, at least 5: 1, or can be between about 5: 1 and about 10: 1, can be between about 5: 1 and about 8: 1, can be between about 6: 1 and about 8: 1, and can be between about 6: 1 and about 7: 1.

[0032] The spiral gear 30 can be further defined as a spiral cam gear 48 having a spiral cam gear surface 50 that defines a central opening 52 therethrough. The spiral cam gear 48 can also have a cam feature 54 extending away from the spiral cam gear surface 50. The cam feature 54 can be disposed around the central opening 52. The spiral cam gear 48 can rotate in a first rotational direction RD1 or in a second rotational direction RD2 opposite to the first rotational direction RD1. The motion converter 44 can include a link 56 coupled to the first shaft end 38 of the valve shaft 36, and the motion converter 44 can include a bearing 58 rotatably supported by the link 56. The bearing 58 can engage with the cam feature 54 of the spiral cam gear 48 to move the valve member 34 toward the second valve position when the spiral cam gear 48 rotates in the first rotational direction RD1. It should be understood that rotation of the spiral cam gear 48 in the first rotational direction RD1 can move the valve member toward the first valve position (e.g., closed), and rotation of the spiral cam gear 48 in the second rotational direction RD2 can move the valve member toward the second valve position (e.g., open). In addition, the support 58 can define a hole 60, and the motion converter 44 can further include a support shaft 62 rotatably supported by the link 56. The support shaft 62 can be disposed in the hole 60 of the support 58.

[0033] The spiral cam gear 48 may also have a return feature 64 extending away from the spiral cam gear surface 50. The return feature 64 may extend around the central opening 52, and the return feature 64 may be spaced between the cam feature 54 and the plurality of helically arranged teeth 32. The support shaft 62 may include an extension 66 that may engage with the return feature 64 of the spiral cam gear 48 to move the valve member 34 toward the first valve position when the spiral cam gear 48 rotates in the second rotational direction RD2.

[0034] The cam feature 54 of the spiral cam gear 48 can be configured to provide a nonlinear cam ramp rate. The valve member 34 can be configured to move a distance D1 from the first valve position to the second valve position, and the cam feature 54 of the spiral cam gear 48 can be configured to provide a nonlinear cam ramp rate so that the mechanical advantage is maximized when the valve member 34 is within about 0% to about 10% of the distance D1 from the first valve position. The nonlinear cam ramp rate permits a smaller gear ratio to provide the same initial force when moving from the first valve position toward the second valve position against the flow of exhaust gas. It should be understood that the mechanical advantage increases with a lower cam ramp rate, thereby allowing the valve member 34 to have a target lift force increase. In addition, when the valve member 34 approaches the first valve position (e.g., within about 0% to about 10% of the distance D1 from the first valve position), the nonlinear cam ramp rate increases the force output of the valve member 34 when the force output is most needed to successfully move the valve member 34 to the second valve position.

[0035] The non-linear cam ramp rate may be characterized as the rate at which the relative distance between the cam feature 54 and the central opening 52 changes as the cam feature 54 rotates. Thus, the non-linear cam ramp rate may be characterized in terms of millimeters per degree of rotation of the cam feature 54, or in terms of the percentage change in the relative distance between the cam feature 54 and the central opening 52 per degree of rotation of the cam feature 54. It should be understood that under either characterization, the non-linear cam ramp rate is not constant over all possible degrees of rotation of the cam feature 54. It should also be understood that the non-linear cam ramp rate may alternatively be characterized as a non-linear lift rate.

[0036] like Fig.10 As shown, the exhaust control valve 20 may further include a shaft guard 68 disposed about the valve shaft 36. The shaft guard 68 may be further defined as an elastic shaft guard 70 that is configured to elastically engage the inner wall 24 of the housing 22 to restrict the flow of exhaust gas toward the first axial end 38 of the valve shaft 36. It should be understood that restricting the flow of exhaust gas toward the first axial end 38 of the valve shaft 36 also restricts soot, debris, and other contaminants that may be in or suspended by the exhaust gas from flowing toward the first axial end 38 of the valve shaft 36. It should be further understood that an elastomeric seal may be disposed near the valve shaft 38 to further prevent the flow of exhaust gas toward the first axial end 38 of the valve shaft 36. The elastic shaft guard 70 may include a first guard portion 72 proximate the second axial end 40 of the valve shaft 36, and the first guard portion 72 of the elastic shaft guard 70 extends toward the first axial end 38 of the valve shaft 36. The elastic shaft shield 70 may further include a second shield portion 74 extending from the first shield portion 72 away from the valve shaft 36, and the elastic shaft shield 70 may further include a third shield portion 76 extending from the second shield portion 74 toward the second axial end 40 of the valve shaft 36. Fig.10As shown, the first shield portion 72 , the second shield portion 74 , and the third shield portion 76 of the resilient shaft shield 70 may generally have a U-shaped configuration.

[0037] The elastomeric shaft shield 70 protects the valve shaft 36 from contact with soot, debris and other contaminants in or suspended by the exhaust gas, which may cause the valve member 34 to move more slowly between the first valve position and the second valve position or may cause the valve member 34 to completely stick. The elastomeric shaft shield 70 does not require rivets or other mechanical fastenings to remain in place relative to the housing 22. Instead, the elastomeric shaft shield 70 engages the inner wall 24 of the housing 22 by a spring lock similar to a sealing push-in cap or cup plug. In addition, the elastomeric shaft shield 70 provides a reliable seal completely circumferentially around the valve shaft 36, and therefore does not rely on discrete points of rivets or other mechanical fastenings that may leave gaps between the discrete points. The gaps between the discrete points of rivets or other mechanical fastenings allow exhaust, soot, debris or other contaminants to leak through the valve shaft 36 and contact the valve shaft, and this contact shortens the service life of the exhaust control valve 20 through corrosion. As such, the elastomeric shaft guard 70 extends the useful life of the exhaust control valve 20 by reducing corrosion of the various components protected by the elastomeric shaft guard 70. Furthermore, the elastomeric shaft guard 70 requires less time to assemble than shaft guards that rely on riveting or other mechanical fastening because no riveting step or fastening step is required to join the elastomeric shaft guard 70 to the inner wall 24 of the housing 22. Additionally, the engagement of the elastomeric shaft guard 70 and the inner wall 24 of the housing 22 can be easily monitored during manufacturing to ensure the quality of the seal formed therebetween.

[0038] An exhaust control assembly 78 is further provided. The exhaust control assembly 78 includes the exhaust control valve 20 and an actuator 80 coupled to the housing 22 of the exhaust control valve 20. The actuator 80 is configured to rotatably drive the pinion 28. An assembly 82 for controlling the flow of exhaust gas from the engine is also provided. The assembly 82 includes an exhaust manifold 84 adapted to be coupled to the engine and the exhaust control valve 20. It should also be understood that the assembly 82 may include the exhaust control assembly 78, which then includes the actuator 80.

[0039] The utility model has been described in an illustrative manner, and it should be understood that the terms used are intended to be essentially descriptive rather than limiting terms. In view of the above teachings, many modifications and variations of the utility model are possible, and the utility model can be implemented in ways other than the specifically described ways.

Claims

1. An exhaust gas control valve, the exhaust gas control valve is used to adjust the flow of exhaust gas, characterized in that: The exhaust gas control valve comprises: a housing having an inner wall defining an interior of the housing; a pinion gear coupled to the housing and configured to be rotatably driven; a helical gear configured to receive torque from the pinion gear, the helical gear comprising a plurality of teeth arranged in a helically shape; a valve member at least partially disposed in the housing interior of the housing, the valve member comprising: a valve shaft extending along an axis and having a first axial end and a second axial end spaced apart from the first axial end along the axis; and a valve body coupled to the valve shaft adjacent the second axial end and movable along the axis with the valve shaft between a first valve position of the valve member and a second valve position of the valve member to regulate the flow of the exhaust gas; and A motion converter is configured to convert the rotational motion of the helical gear into linear motion of the valve member.

2. The exhaust gas control valve according to claim 1, wherein: The pinion gear includes a plurality of second teeth arranged in a helically shape.

3. The exhaust gas control valve according to claim 1, wherein: The pinion gear and the helical gear are meshingly engaged.

4. The exhaust gas control valve according to claim 2, wherein: One of the plurality of helically arranged teeth of the helical gear and the plurality of helically arranged second teeth of the pinion gear has a right-handed spiral configuration, and the other of the plurality of helically arranged teeth of the helical gear and the plurality of helically arranged second teeth of the pinion gear has a left-handed spiral configuration.

5. The exhaust gas control valve according to claim 1, wherein: The plurality of helically arranged teeth of the helical gear have a helix angle of 1 to 10 degrees.

6. The exhaust gas control valve according to claim 1, wherein: The plurality of helically arranged teeth of the helical gear have a helix angle of 3 to 7 degrees.

7. The exhaust control valve according to claim 1, wherein: The plurality of helically arranged teeth of the helical gear have a helix angle of 4 to 6 degrees.

8. The exhaust control valve according to claim 1, wherein: The gear ratio between the pinion gear and the helical gear is at least 6:

1.

9. The exhaust control valve according to claim 1, wherein: The gear ratio between the pinion gear and the helical gear is at least 7:

1.

10. The exhaust control valve according to claim 1, wherein: The valve member is a poppet valve.

11. The exhaust control valve according to claim 1, wherein: The helical gear is further defined as a helical cam gear having a helical cam gear surface defining a central opening therethrough, and having a cam feature extending away from the helical cam gear surface and disposed about the central opening.

12. The exhaust control valve according to claim 11, wherein: The spiral cam gear is capable of rotating in a first rotational direction or in a second rotational direction opposite to the first rotational direction, wherein the motion converter includes a link connected to the first axial end of the valve shaft and a support rotatably supported by the link, and wherein the support is capable of engaging with the cam feature of the spiral cam gear to move the valve member toward the second valve position when the spiral cam gear rotates in the first rotational direction.

13. The exhaust control valve according to claim 12, wherein: The bearing defines a bore, and wherein the motion converter further includes a bearing shaft rotatably supported by the link and disposed in the bore of the bearing.

14. The exhaust control valve according to claim 13, wherein: The spiral cam gear has a return feature extending away from the spiral cam gear surface and extending around the central opening, wherein the return feature is spaced between the cam feature and the plurality of helically arranged teeth, and wherein the support shaft includes an extension portion that is engageable with the return feature of the spiral cam gear to move the valve member toward the first valve position when the spiral cam gear rotates in the second rotational direction.

15. The exhaust control valve according to claim 11, wherein: The cam feature of the spiral cam gear is configured to provide a non-linear cam ramp rate.

16. The exhaust control valve according to claim 15, wherein: The valve member is configured to move a distance from the first valve position to the second valve position, and wherein the cam feature of the spiral cam gear is configured to provide the non-linear cam ramp rate such that the mechanical advantage is maximized when the valve member is within 0% to 10% of the distance from the first valve position.

17. The exhaust control valve of claim 1, further comprising a shaft shield disposed around the valve shaft, wherein: The shaft guard is further defined as an elastic shaft guard configured to elastically engage the inner wall of the housing to restrict exhaust gas from flowing toward the first axial end of the valve shaft.

18. The exhaust control valve according to claim 17, wherein: The elastic shaft shield includes a first shield portion proximal to the second axial end of the valve shaft and extending toward the first axial end of the valve shaft, a second shield portion extending away from the valve shaft from the first shield portion, and a third shield portion extending from the second shield portion toward the second axial end of the valve shaft.

19. An exhaust control assembly, characterized in that: The exhaust control assembly comprises an actuator and an exhaust control valve according to any one of claims 1 to 18, the actuator being coupled to the housing of the exhaust control valve and being configured to rotatably drive the pinion gear.

20. An assembly for controlling the flow of exhaust gas from an engine, characterized in that The assembly for controlling the flow of exhaust gas comprises: an exhaust manifold adapted to be coupled to the engine; and The exhaust gas control valve as claimed in claim 1.

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