Split motor vehicle exhaust spark arrestor

Abstract

This invention discloses a split-type motor vehicle exhaust spark arrester, comprising front and rear separate housings, a quick-release locking mechanism, a vortex-turbine composite valve core, and an operating handle. The front housing has a three-jaw chuck assembly, and the rear housing has a grooved chuck assembly. The two are quickly engaged via a 120° rotation and locked in place with anti-disassembly bolts, offering convenient installation and excellent anti-theft performance. The valve core adopts a double-layer stainless steel stamping structure, with an upper vortex-type guide plate and a lower turbine-type turbulence plate. Combined with a 1-2mm gap and an overall thickness of 39mm, it significantly reduces exhaust back pressure while efficiently cooling and filtering sparks. The operating handle integrates a switch positioning disc with an arc-shaped groove and a ball joint with a built-in RFID tag, achieving precise limit positioning and intelligent identification. The tailpipe connection is compatible with various pipe diameters, and the serialized design of the chuck pitch circles ensures high versatility. This invention is suitable for special-operation vehicles in flammable and explosive environments, offering advantages such as long service life and high safety.

Description

Technical Field

[0001] This invention relates to the field of fire-fighting equipment technology, and in particular to a split-type motor vehicle exhaust spark extinguisher that is installed at the exhaust tailpipe of a motor vehicle and is applicable to flammable and explosive hazardous locations. Background Technology

[0002] In flammable and explosive hazardous working environments such as petroleum, chemical, mining, and military industries, motor vehicle exhaust emissions are often accompanied by the ejection of high-temperature sparks or flames, which can easily ignite flammable gases or dust in the surrounding environment, leading to serious safety accidents. Therefore, relevant special-operation vehicles must be equipped with exhaust spark arresters (commonly known as fireproof caps).

[0003] However, existing exhaust spark arresters generally have the following drawbacks: Firstly, most of them are one-piece cast or welded structures. When the internal valve core is clogged with carbon deposits or damaged by high temperature, it cannot be quickly disassembled and cleaned on site. It often needs to be scrapped and replaced as a whole, resulting in high maintenance costs and serious waste of resources.

[0004] Secondly, the installation of existing products mostly uses multiple bolts for flange connection or clamp locking, which makes the installation and disassembly process cumbersome and time-consuming, making it difficult to meet the operational needs of special operation vehicles to quickly enter and exit dangerous areas.

[0005] Third, the valve core has a simple structure, usually relying on a simple mesh or baffle to block sparks, resulting in high airflow resistance and easily causing an increase in engine exhaust back pressure, which affects the vehicle's power performance; at the same time, the spark extinguishing efficiency is unstable, posing a safety hazard.

[0006] Fourth, the lack of effective anti-tampering and identification mechanisms makes it difficult to trace equipment status and operator information in strictly managed hazardous chemical sites, which is detrimental to safety management.

[0007] In conclusion, developing a split-type spark extinguisher that is quick to install, easy to maintain, has excellent performance, and possesses intelligent management functions is a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0008] The purpose of this invention is to provide a split-type motor vehicle exhaust spark arrester to solve the problems of difficult maintenance, cumbersome installation, high exhaust resistance and lack of intelligent management in the prior art.

[0009] To achieve the above objectives, the present invention adopts the following technical solution: A split-type motor vehicle exhaust spark arrester includes a front housing, a rear housing, a quick-release locking mechanism, a valve core assembly, an operating handle assembly, and a tailpipe connection.

[0010] The front housing is fixedly connected to a claw assembly, which includes three claws evenly distributed circumferentially. The central angle between adjacent claws is 120°, and the arc length of each claw is 50mm-80mm. This three-claw circumferentially distributed structure design ensures uniform force distribution. Combined with a 120° rotation stroke, it enables rapid coarse positioning, greatly shortening the installation alignment time.

[0011] A chuck assembly is fixedly connected to the rear shell. The connecting end face of the chuck assembly has a groove that matches the jaws. The groove is 1.3mm wide. A vent hole with a diameter of 9mm is provided on the rear shell. The narrow groove width ensures a tight fit after the jaws are inserted, preventing radial movement. The vent hole of a specific diameter ensures smooth venting while effectively filtering out larger sparks.

[0012] The quick-release locking mechanism includes a locating pin and a bolt assembly. Initial positioning and engagement are achieved by rotating the jaws 120° after they are inserted into the groove. The locating pin ensures the uniqueness of the rotation angle, preventing over-rotation or misalignment. After engagement, the bolt assembly locks the mechanism in place. The structure is simple and reliable, and the operation is completed in one step.

[0013] The valve core assembly is housed within the cavity enclosed by the front and rear housings, and includes an upper valve core plate, a lower valve core plate, and a valve core support seat. The upper valve core plate features a vortex structure to guide airflow rotation and generate centrifugal force, causing spark particles to impact the inner wall and lose kinetic energy. The lower valve core plate features a turbine structure to further disrupt the airflow and cool any remaining sparks. The two are fixed together by laser welding, with the valve core support seat maintaining the distance between them. This vortex-turbine composite structure design creates a dual flame arrestor mechanism, significantly improving spark extinguishing efficiency while optimizing the airflow path and reducing exhaust back pressure.

[0014] The tailpipe connector is located at the end of the front housing furthest from the claw assembly. It is used to connect the exhaust tailpipe of a motor vehicle and can be constructed using clamps or flanges, offering strong adaptability. The front housing is compatible with exhaust tailpipes with outer diameters ranging from Ø35 to Ø180 mm, with a specification provided in 5 mm increments, covering the exhaust diameter requirements of the vast majority of special vehicles.

[0015] Furthermore, the valve core assembly is made of stainless steel with a thickness of 0.6mm or 0.8mm, formed by stamping, with an overall thickness of 39mm, and the gap between the valve core assembly and the inner wall of the housing is 1-2mm. The thin-walled stainless steel material has good high temperature resistance and oxidation resistance, and the stamping process reduces manufacturing costs; the specific gap setting avoids frictional interference between the valve core and the housing, and also prevents airflow short circuit, ensuring flame-retardant performance.

[0016] Furthermore, it also includes an operating handle assembly, comprising a switch positioning plate, an adjusting nut, and a handwheel. The switch positioning plate is fixedly connected to the valve core support, and the adjusting nut is used to lock the two together. The handwheel has a built-in RFID electronic tag. The built-in RFID tag provides product identification functionality, facilitating warehouse management and on-site inspection; the handwheel is located away from the high-temperature back cover, reducing the operating temperature and improving the human-machine interaction experience.

[0017] Furthermore, the bolt assembly of the quick-release locking mechanism is a bolt with anti-disassembly function, specifically one of the following: a shear nut, a spot-riveted bolt, or a bolt coated with high-strength anti-disassembly adhesive. The anti-disassembly design effectively prevents the product from being arbitrarily disassembled in hazardous locations, ensuring operational safety and meeting the management requirements of specific security situations.

[0018] Furthermore, the front and rear shells are made of carbon steel or stainless steel. The chuck assembly is welded to the front shell, and the chuck assembly is welded to the rear shell. This integrated welded structure ensures strong connection and can withstand severe vibrations during vehicle operation without loosening.

[0019] Furthermore, the chuck components are serialized based on their pitch circle diameter D, including type 100 (D = 100mm), type 120 (D = 120mm), type 160 (D = 160mm), and type 200 (D = 200mm), corresponding to valve core assemblies with diameters of 100mm, 120mm, 160mm, and 180mm. This serialized design enables modular production, allowing users to flexibly select components according to vehicle size, resulting in a high degree of versatility.

[0020] Furthermore, the mating surfaces of the chuck and the groove are inclined or curved, which generates axial preload during rotational engagement. The wedge effect of the inclined or curved surface allows the chuck to automatically tighten the front and rear housings during rotational locking, eliminating assembly gaps and enhancing sealing and vibration resistance.

[0021] Furthermore, a fulcrum is provided between the switch positioning disc and the valve core support seat. This fulcrum limits the rotation angle of the switch positioning disc and forms an "open-close" limit. The fulcrum provides a clear center of rotation, which, together with the arc groove on the switch positioning disc, gives the valve opening and closing operation a clear sense of the position, preventing mechanical damage caused by excessive rotation.

[0022] Furthermore, the tailpipe connection is a clamp connection structure, specifically including a ring clamp, which is tightened and fixed between the front shell and the vehicle's exhaust tailpipe by bolts. The ring clamp provides a uniform clamping force of 360°, ensuring a firm connection without damaging the outer wall of the exhaust pipe. Disassembly and assembly require no special tools, facilitating routine maintenance.

[0023] The beneficial effects of this invention are as follows: 1. Adopting a three-jaw chuck quick-release structure, combined with a 120° rotational engagement design, it achieves rapid separation and docking of the front and rear shells, solving the problem of difficult maintenance of traditional integrated products and significantly reducing usage costs.

[0024] 2. The innovative vortex-turbine composite valve core structure effectively reduces exhaust back pressure while ensuring extremely high spark extinguishing efficiency, thus guaranteeing the engine's power output.

[0025] 3. It integrates RFID electronic tags and anti-disassembly bolts, combining intelligent asset management with physical security protection, making it particularly suitable for high-security explosion-proof environments.

[0026] 4. The full range of designs and wide pipe diameter compatibility, combined with the clamp / flange dual interface mode, greatly enhances the product's versatility and market adaptability.

[0027] 5. Key components are made of stainless steel and laser welding technology, which is corrosion-resistant, high temperature-resistant, and has a long service life, in line with the green design concept of energy conservation and emission reduction. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0029] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present invention.

[0030] Figure 2 This is an exploded view of the structure of an embodiment of the present invention.

[0031] Figure 3 This is a schematic diagram of the structure of the upper plate of the valve core in an embodiment of the present invention.

[0032] Figure 4 This is a schematic diagram of the lower plate of the valve core in an embodiment of the present invention.

[0033] Figure 5 This is a schematic diagram of the structure of the operating handle assembly in an embodiment of the present invention.

[0034] Explanation of markings in the diagram: 100-Front housing; 110-Claw assembly; 120-Tailpipe connection; 200-Rear housing; 210-Chuck assembly; 300-Quick-release locking mechanism; 400-Valve core assembly; 410-Upper valve core plate; 420-Lower valve core plate; 430-Valve core support seat; 500-Operating handle assembly; 510-Switch positioning plate; 511-Arc groove; 520-Adjusting nut; 530-Handball; 600-Positioning plate fulcrum; 700-Clamp. Detailed Implementation

[0035] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0036] like Figures 1 to 5 As shown, this embodiment of the invention provides a split-type motor vehicle exhaust spark arrester, which aims to solve the problems of inconvenient maintenance, complex installation, and poor fire-stopping effect of existing fire caps.

[0037] In this embodiment, specifically: Figure 1 and Figure 2 As shown, the extinguisher mainly consists of a front housing 100, a rear housing 200, a valve core assembly 400, and an operating handle assembly 500. The front housing 100 serves as a base for connecting the exhaust tailpipe; one end is welded to a claw assembly 110, and the other end is connected to the vehicle body via a tailpipe connector 120. The rear housing 200 serves as the exhaust end, housing the valve core assembly 400, one end of which is welded to a chuck assembly 210. The front housing 100 and rear housing 200 achieve rapid closing and locking via a quick-release locking mechanism 300.

[0038] In this embodiment, specifically: Figure 2 As shown, the jaw assembly 110 includes three jaws evenly distributed circumferentially. These three jaws are arranged at a 120° angle to each other in the circumferential direction, and each jaw is a smooth arc with an arc length controlled within the range of 50mm-80mm. This design makes the jaw assembly 110 resemble a three-jaw chuck structure in appearance. Three grooves are correspondingly formed on the end face of the chuck assembly 210. The width of the grooves is precisely controlled to 1.3mm, slightly larger than the thickness of the jaws, to facilitate smooth sliding of the jaws. During installation, simply align the jaws with the grooves and then rotate them 120° relative to each other to complete the initial positioning and engagement; the operation is extremely simple. An array of exhaust holes is formed on the side wall of the rear housing 200. The diameter of the exhaust holes is uniformly 9mm, which ensures smooth exhaust of exhaust gas while effectively preventing the leakage of combustion particles with a diameter greater than 9mm.

[0039] In this embodiment, specifically: Figure 2 and Figure 3 , Figure 4As shown, the valve core assembly 400 is the core component of the flame arrester, located within the cavity formed by the front housing 100 and the rear housing 200. The valve core assembly 400 consists of an upper valve core plate 410, a lower valve core plate 420, and a valve core support seat 430 located between them. The upper valve core plate 410 is formed by stamping a 0.6mm or 0.8mm thick stainless steel sheet. Its surface has a unique vortex structure, specifically spiral ribs or guide grooves extending from the center to the outer edge. Its function is to induce a strong rotational motion in the gas as it passes through, using centrifugal force to throw larger sparks towards the housing wall, achieving a primary extinguishing effect. The lower valve core plate 420 is also formed by stamping a stainless steel sheet. Its surface has a turbine structure, manifested as radially or obliquely arranged guide vanes. These vanes are used for secondary rectification and cutting of the rotating airflow exiting the upper valve core plate 410, further reducing the airflow temperature and eliminating residual sparks, achieving a secondary extinguishing effect. The upper valve core plate 410 and the lower valve core plate 420 are fixed together by laser welding, with a continuous and dense weld seam, ensuring structural integrity under the scouring of high-temperature airflow. The valve core support 430 is located between them, serving as support and spacing to ensure a constant distance between the two valve core plates and maintain a stable airflow channel. The entire valve core assembly 400 is 39mm thick, and a 1-2mm gap is left between the outer edge of the valve core and the inner wall of the housing. This gap serves as a supplementary airflow channel and also prevents jamming caused by thermal expansion.

[0040] In this embodiment, specifically: Figure 5 As shown, the operating handle assembly 500 is mounted on the axis of the valve core assembly 400 and is used to control the on / off state of the valve core, which may require closing the exhaust passage under certain operating conditions. The operating handle assembly 500 includes a switch positioning plate 510, an adjusting nut 520, and a handwheel 530. The switch positioning plate 510 is fixedly connected to the valve core support 430 by fasteners, so that the operation of the handle can directly drive the valve core to rotate. An arc-shaped groove 511 is formed on the surface of the switch positioning plate 510, and the arc angle of the arc groove 511 corresponds to the open and closed positions of the valve core. The adjusting nut 520 is tightened on the threaded shaft of the valve core support 430 to press and fix the switch positioning plate 510, preventing it from rotating under the impact of airflow. The handwheel 530 is mounted on the tail end of the switch positioning plate 510, and its shape is ergonomic for easy gripping and operation. In particular, the Handball 530 is internally encapsulated with an RFID electronic tag that stores information such as the product's unique identification code, production date, and maintenance records. When used with an on-site RFID reader, it enables contactless asset inventory and status monitoring.

[0041] In this embodiment, specifically: Figure 2As shown, the quick-release locking mechanism 300, in addition to relying on the engagement of the jaws and grooves, also includes a set of anti-disassembly bolt assemblies. After the jaws are engaged by inserting into the grooves and rotating 120°, the flange on the chuck assembly 210 overlaps with the flange on the front housing 100. At this point, an anti-disassembly bolt is used to lock the mechanism through the bolt holes of both. This anti-disassembly bolt can be a shear nut, where the nut ring automatically breaks after tightening, leaving a smooth bolt end face that cannot be disassembled; it can also be a spot-riveted bolt, where the bolt head is spot-welded to the workpiece after tightening; or it can be a bolt coated with high-strength anti-disassembly adhesive, which requires heating to remove after curing. These designs effectively prevent unauthorized personnel from disassembling the equipment, ensuring the safety of hazardous chemical sites.

[0042] In this embodiment, specifically: Figure 2 As shown, the positioning plate fulcrum 600 is positioned between the switch positioning plate 510 and the valve core support seat 430. This fulcrum 600 is typically a cylindrical pin or boss, embedded in the arc-shaped groove 511 of the switch positioning plate 510. When the operating handle is rotated, the positioning plate fulcrum 600 slides within the arc-shaped groove 511, providing support for the center of rotation. Simultaneously, the two ends of the arc-shaped groove 511 are blocked by the fulcrum 600, thus forming a clear "open" and "closed" mechanical limit, preventing excessive rotation of the valve core and damage to its internal structure.

[0043] In this embodiment, specifically: Figure 2 As shown, the tailpipe connection 120 adopts a ring clamp 700 structure. The clamp 700 is a ring-shaped component made of elastic steel strip, and its inner ring shape matches the connecting neck at the rear of the front shell 100 and the outer diameter of the vehicle's exhaust tailpipe. One end of the clamp 700 is equipped with a bolt fastening structure. By tightening the bolt, the clamp 700 contracts and generates a huge clamping force, firmly pressing the front shell 100 onto the exhaust tailpipe. This connection method does not require drilling or welding on the exhaust pipe, requires minimal modification to the original vehicle, and has good sealing performance. The front shell 100 is designed in various specifications, suitable for vehicle exhaust tailpipes with an outer diameter range of Ø35-Ø180mm. There is a corresponding specification model every 5mm, such as Ø35, Ø40, Ø45...Ø180, which greatly facilitates the selection and installation of different vehicle models.

[0044] Furthermore, the front housing 100 and the rear housing 200 are made of carbon steel or stainless steel. For ordinary working conditions, carbon steel can be used with anti-rust coating to reduce costs; for highly corrosive or high-humidity environments, stainless steel is used to improve corrosion resistance. The chuck assembly 110 and the front housing 100, and the chuck assembly 210 and the rear housing 200 are all connected by full welding. The welds are inspected to ensure that they do not crack under long-term vibration.

[0045] Furthermore, the claw assembly 110 is divided into four standard series based on its pitch circle diameter D: type 100 (D = 100mm), type 120 (D = 120mm), type 160 (D = 160mm), and type 200 (D = 200mm). These four models basically cover the exhaust requirements from light patrol vehicles to heavy transport vehicles. Correspondingly, the diameter of the valve core assembly 400 is also matched to 100mm, 120mm, 160mm, and 180mm, ensuring that optimal airflow velocity and flame arresting effect can be maintained under different flow requirements.

[0046] Furthermore, the contact surfaces of the chuck and the groove are machined into bevels or curved surfaces, such as arc surfaces. When the chuck rotates within the groove, this bevel or curved surface engagement generates an axial force, forcing the front housing 100 and the rear housing 200 closer together and pressed tightly. This structure is similar to the cam principle, which can automatically eliminate axial clearance during the locking process, ensuring a tight fit between the mating surfaces of the front and rear housings. This not only improves the sealing performance but also enhances the rigidity of the overall structure, making it less prone to loosening when the vehicle is bumpy.

[0047] In operation, this invention works as follows: First, a front housing 100 of appropriate size is selected according to the diameter of the vehicle's exhaust tailpipe, and the front housing 100 is permanently fixed to the end of the exhaust pipe using clamps 700. When the vehicle enters a flammable and explosive area, the operator holds a handwheel 530 and aligns the chuck assembly 210 of the rear housing 200 with the claw assembly 110 of the front housing 100, so that the claws are inserted into the groove. Then, it is rotated 120° clockwise. After hearing the sound of the positioning pin being in place, it is tightened using anti-disassembly bolts. At this time, the high-temperature exhaust gas from the engine, carrying sparks, enters the front housing 100. It first impacts the vortex structure of the upper valve core plate 410, and the airflow rotation causes the sparks to hit the wall and cool them. Then, the airflow passes through the turbine structure of the lower valve core plate 420, where it is further cut and cooled, and finally, it is safely discharged through the 9mm exhaust hole. When it is necessary to leave the hazardous area or for maintenance, the bolts are loosened, and the rear housing 200 can be removed for cleaning or replacement by rotating it 120° counterclockwise. The entire process requires no special tools and can be operated by a single person, greatly improving work efficiency.

[0048] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A split-type motor vehicle exhaust spark arrester, characterized in that, include: The front shell (100) is fixedly connected to a claw assembly (110), which includes three claws evenly distributed circumferentially, with a central angle of 120° between adjacent claws and an arc length of 50mm-80mm for each claw. The rear shell (200) is fixedly connected to a chuck assembly (210). The connecting end face of the chuck assembly (210) is provided with a groove that matches the chuck claw. The groove is 1.3 mm wide. The rear shell (200) is provided with an exhaust hole with a diameter of 9 mm. The quick-release locking mechanism (300) has a claw assembly (110) whose claws are inserted into the groove of the chuck assembly (210) and rotate 120° to achieve initial positioning and engagement. The chuck assembly (210) is provided with a positioning pin for rotational alignment. After engagement, it is locked by a bolt assembly. A valve core assembly (400) is disposed within the cavity formed by the front housing (100) and the rear housing (200). The valve core assembly (400) includes an upper valve core plate (410), a lower valve core plate (420), and a valve core support seat (430). The upper valve core plate (410) has a vortex structure, and the lower valve core plate (420) has a turbine structure. The two are fixed by laser welding. The valve core support seat (430) is disposed between the upper valve core plate (410) and the lower valve core plate (420) to maintain the distance between them. The tailpipe connection part (120) is located at the end of the front shell (100) away from the claw assembly (110) and is used to connect the exhaust tailpipe of the motor vehicle. The tailpipe connection part (120) is a clamp connection structure or a flange connection structure. The outer diameter range of the exhaust tailpipe of the motor vehicle adapted to the front shell (100) is Ø35-Ø180mm, and a specification is set every 5mm.

2. The split-type motor vehicle exhaust spark arrester according to claim 1, characterized in that, The valve core assembly (400) is made of stainless steel with a thickness of 0.6mm or 0.8mm by stamping, with an overall thickness of 39mm, and the gap between the valve core assembly (400) and the inner wall of the housing is 1-2mm.

3. The split-type motor vehicle exhaust spark arrester according to claim 1, characterized in that, It also includes an operating handle assembly (500), which includes a switch positioning plate (510), an adjusting nut (520), and a hand ball (530). The switch positioning plate (510) is fixedly connected to the valve core support seat (430). The adjusting nut (520) is used to lock the switch positioning plate (510) and the valve core support seat (430). The hand ball (530) is located at the end of the switch positioning plate (510) and has a built-in RFID electronic tag.

4. The split-type motor vehicle exhaust spark arrester according to claim 1, characterized in that, The bolt assembly of the quick-release locking mechanism (300) is a bolt with anti-disassembly function, and the anti-disassembly bolt is one of the following: shear nut, spot riveting bolt or bolt coated with high-strength anti-disassembly adhesive.

5. The split-type motor vehicle exhaust spark arrester according to claim 1, characterized in that, The front shell (100) and the rear shell (200) are made of carbon steel or stainless steel; the claw assembly (110) is welded and fixed to the front shell (100), and the chuck assembly (210) is welded and fixed to the rear shell (200).

6. The split-type motor vehicle exhaust spark arrester according to claim 1, characterized in that, The claw assembly (110) is serialized according to its pitch circle diameter D, including type 100 with D of 100mm, type 120 with D of 120mm, type 160 with D of 160mm and type 200 with D of 200mm, which are adapted to the valve core assembly (400) with diameters of 100mm, 120mm, 160mm and 180mm respectively.

7. The split-type motor vehicle exhaust spark arrester according to claim 1, characterized in that, The mating surface between the claw assembly (110) and the groove is an inclined surface or a curved surface, which generates an axial preload during the rotational engagement process.

8. The split-type motor vehicle exhaust spark arrester according to claim 3, characterized in that, A positioning plate fulcrum (600) is provided between the switch positioning plate (510) and the valve core support seat (430). The positioning plate fulcrum (600) is used to limit the rotation angle of the switch positioning plate (510) and form an "on-off" limit.

9. The split-type motor vehicle exhaust spark arrester according to claim 1, characterized in that, The tailpipe connection part (120) is a clamp connection structure, specifically including an annular clamp (700), which is tightened and fixed between the front shell (100) and the exhaust tailpipe of the motor vehicle by bolts.

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