CN112627987B - Main and boosting integrated ignition device circuit with discharging frequency feedback - Google Patents
Main and boosting integrated ignition device circuit with discharging frequency feedback Download PDFInfo
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- CN112627987B CN112627987B CN202011464177.9A CN202011464177A CN112627987B CN 112627987 B CN112627987 B CN 112627987B CN 202011464177 A CN202011464177 A CN 202011464177A CN 112627987 B CN112627987 B CN 112627987B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/26—Starting; Ignition
- F02C7/264—Ignition
- F02C7/266—Electric
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M11/00—Power conversion systems not covered by the preceding groups
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
The invention provides a main and boosting integrated ignition device circuit with discharge frequency feedback, which comprises a first relay, a second relay, a third relay, a main ignition circuit, a boosting ignition circuit, a main ignition circuit discharge frequency sampling circuit and a boosting ignition circuit discharge frequency sampling circuit, wherein the first relay is connected with the first relay; the first relay is used for controlling the power input of the ignition device, the second relay is used for realizing the switching of the primary coil of the main ignition transformer, and the third relay is used for realizing the switching of the main ignition circuit and the boosting ignition circuit; the discharging frequency sampling circuit of the main ignition circuit and the discharging frequency sampling circuit of the boosting ignition circuit respectively feed back direct current pulse signals synchronous with the discharging frequency to the electronic controller. The invention can realize normal ignition function, reduce signal interference to the electronic controller when the ignition system works and improve electromagnetic compatibility of the engine while reducing the number of engine accessories.
Description
Technical Field
The invention belongs to the field of aeroengine ignition, and relates to a main and boosting integrated ignition device circuit with discharge frequency feedback.
Background
The power supply principle block diagram of the existing aeroengine ignition system is shown in fig. 1, an alternating current power supply is generated after an alternating current generator works to supply power to an electronic controller, the electronic controller rectifies one path of alternating current power supply and supplies power to an internal circuit, and the other path of alternating current power supply rectifies and filters the other path of alternating current power supply and supplies power to a main ignition system and a boost ignition system. In the power supply principle, the voltage output by the alternating current generator is rectified by the electronic controller and then outputs (16-34) VDC voltage signals, rated for 28VDC, and the power supply principle has the advantages of small voltage signal change range, stable voltage signal and the like. However, as the stored energy of the ignition device increases, the intensity of electromagnetic interference generated inside the ignition device during operation increases, and the electromagnetic compatibility of the ignition system decreases. When the ignition system works, electromagnetic interference signals are fed back into the electronic controller through the power line, certain interference is caused to the electronic controller, and through semi-physical test verification of a certain type of ignition system and the electronic controller, the interference to the electronic controller when the ignition system works can cause certain influence to a logic circuit of the electronic controller, and the phenomenon of false triggering of multiple signals occurs.
Disclosure of Invention
In order to solve the problems in the prior art, the invention changes the power input of the ignition device from the power supply of the electronic controller to the direct power supply of the alternating current generator on the basis of the original rectifying, energy storage and discharging circuit, and the input voltage is changed from (16-34) VDC to 90V/380 Hz-900V/3300 Hz.
Therefore, in the ignition system of the aero-engine, the main and boosting integrated ignition circuit directly powered by the alternating-current generator reduces the number of accessories of the engine, reduces the signal interference to the electronic controller when the ignition system works, and improves the electromagnetic compatibility of the engine.
The technical scheme of the invention is as follows:
the main and boosting integrated ignition device circuit with the discharge frequency feedback comprises a first relay KM1, a second relay KM2, a third relay KM3, a main ignition circuit, a boosting ignition circuit, a main ignition circuit discharge frequency sampling circuit and a boosting ignition circuit discharge frequency sampling circuit;
the first relay KM1 is used for controlling the power input of the ignition device, when no switch control signal is input to the coil of the first relay KM1, the input end of the alternating current power supply is short-circuited to the ground, the ignition device does not have the power input, and the ignition system does not work; when the rotating speed of the alternating-current generator reaches the set rotating speed or above, an electronic controller in an aero-engine ignition system inputs a direct-current control signal to a coil of a first relay KM1, a normally closed contact of the first relay KM1 is disconnected, an output voltage of the alternating-current generator is input into an internal circuit of the ignition device, and a main ignition system is electrified to work;
the normally closed contact of the second relay KM2 is connected with the middle tap of the primary coil of the main ignition circuit transformer T1, the normally open contact is connected with the third relay KM3, and when the electronic controller inputs a direct current control signal to the coil of the second relay KM2, the normally closed contact of the second relay KM2 is opened and the normally open contact is closed, so that the primary coil of the main ignition circuit transformer T1 is switched;
the normally open contact of the third relay KM3 is connected with the primary coil of the main ignition circuit transformer T1, the normally closed contact is connected with the boost ignition transformer T3, and when the electronic controller inputs a direct-current control signal to the coil of the third relay KM3, the normally closed contact of the third relay KM3 is opened, and the normally open contact is closed, so that the primary coil of the main ignition transformer T1 is switched with the boost ignition circuit;
the main ignition power supply consists of a main ignition power supply transformer T1, a current limiting resistor R1, a rectifying silicon stack V14, an energy storage capacitor C3, a discharge tube V15, protection resistors R2 and R3, a step-up transformer T2 and an arc striking capacitor C4; the main ignition power transformer T1 carries out boost conversion on input alternating current, the alternating current is rectified by the rectifying silicon stack V14 and then charges the energy storage capacitor C3, and the resistor R1 is used for limiting charging current in a charging loop so as to achieve the purpose of controlling the charging speed; when the voltage at two ends of the energy storage capacitor C3 reaches the breakdown voltage of the discharge tube V15, the discharge tube V15 breaks down and is conducted, and after the electric energy in the energy storage capacitor C3 passes through the step-up transformer T2 and the arc striking capacitor C4, a high-voltage pulse signal is overlapped for output; the protection resistors R2 and R3 are used for providing a discharging path, and when the output is disconnected, the stored energy on the energy storage capacitor C3 is released through the protection resistors R2 and R3, so that insulation breakdown caused by continuous charging of the energy storage capacitor C3 is avoided;
the main ignition circuit discharging frequency sampling circuit consists of rectifier diodes V5-V8, an energy storage capacitor C1 and a voltage stabilizing diode V4, the energy storage capacitor C1 is charged after rectifying a discharging signal coupled in a high-voltage discharging loop of the main ignition circuit, then a direct current pulse signal synchronous with the discharging frequency is fed back to the electronic controller, and the voltage stabilizing diode V4 is used for controlling the highest voltage at two ends of the C1 at a set voltage;
the boosting ignition power line consists of a boosting ignition transformer T3, a current limiting resistor R4, a rectifying silicon stack V16, an energy storage capacitor C5, a discharge tube V17, protection resistors R5 and R6, a step-up transformer T4 and an arc striking capacitor C6; the boosting ignition transformer T3 performs boosting conversion on the input alternating current, the alternating current is rectified by the rectifying silicon stack V16 and then charges the energy storage capacitor C5, and the resistor R4 is used for limiting the charging current in the charging loop, so that the purpose of controlling the charging speed is achieved; when the voltage at two ends of the energy storage capacitor C5 reaches the breakdown voltage of the discharge tube V17, the discharge tube V17 breaks down and is conducted, and after the electric energy in the energy storage capacitor C5 passes through the step-up transformer T4 and the arc striking capacitor C6, a high-voltage pulse signal is overlapped for output; the resistors R5 and R6 are used for providing a discharging path, and when the output is disconnected, the stored energy on the storage capacitor C5 is released through the protection resistors R5 and R6, so as to avoid insulation breakdown caused by continuous charging of the storage capacitor C5.
The boost ignition circuit discharge frequency sampling circuit consists of rectifier diodes V10-V13, a filter capacitor C2 and a voltage stabilizing diode V9, the discharge signals coupled in a high-voltage discharge loop of the boost ignition circuit are rectified and then charge the energy storage capacitor C2, then the electronic controller feeds back direct current pulse signals synchronous with the discharge frequency, and the voltage stabilizing diode V9 is used for controlling the highest voltages at two ends of the C2 at set voltages.
Advantageous effects
The main and boosting integrated ignition device provided by the invention can realize a normal ignition function, reduce the number of engine accessories, reduce the signal interference to an electronic controller when an ignition system works, and improve the electromagnetic compatibility of an engine.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 is a schematic block diagram of an ignition system;
fig. 2 shows a main and boost integrated ignition device.
Detailed Description
The following detailed description of embodiments of the invention is exemplary and intended to be illustrative of the invention and not to be construed as limiting the invention.
Fig. 2 shows a schematic circuit diagram of a main and boost integrated ignition device according to the present invention. There are 6 control signal inputs, 4 signal outputs and 2 ac power inputs.
Main and boosting ignition power circuits are composed of relays (KM 1, KM2 and KM 3), transformers (T1-T4), current limiting resistors (R1 and R2), rectifying silicon stacks (V14 and V16), energy storage capacitors (C3 and C5), discharge tubes (V15 and V17), output protection resistors (R2, R3, R5 and R6), arc striking capacitors (C4 and C6), rectifying diodes (V5-V8 and V10-V13), energy storage capacitors (C1 and C2) and voltage stabilizing diodes (V4 and V9).
1) Relay KM1
The relay KM1 is used for controlling the power input of the ignition device, when no switch control signal is input to the coil of the relay KM1, the input end of the alternating current power supply is short-circuited to the ground, the ignition device has no power input, and the ignition system does not work; when the rotating speed of the alternating-current generator reaches the set rotating speed (12%) or more, an electronic controller in the ignition system of the aeroengine inputs a direct-current control signal to a coil of the relay KM1 through two control signal input ends, a normally-closed contact of the relay KM1 is disconnected, the output voltage of the alternating-current generator is input into an internal circuit of the ignition device through an input end of an alternating-current power supply, and the main ignition system is electrified to work.
2) Relay KM2
The normally closed contact of the relay KM2 is connected with the middle tap of the primary coil of the main ignition circuit transformer T1, the normally open contact is connected with the relay KM3, and when the electronic controller inputs direct current control signals to the coil of the relay KM2 through two control signal input ends, the normally closed contact of the relay KM2 is opened and the normally open contact is closed, so that the primary coil of the main ignition circuit transformer T1 is switched.
3) Relay KM3
The normally open contact of the relay KM3 is connected with the primary coil of the main ignition circuit transformer T1, the normally closed contact is connected with the boost ignition transformer T3, and when the electronic controller inputs direct current control signals to the coil of the relay KM3 through two control signal input ends, the normally closed contact of the relay KM3 is opened and the normally open contact is closed, so that the primary coil of the main ignition transformer T1 is switched with the boost ignition circuit.
4) Main ignition circuit
The main ignition power supply consists of a main ignition power supply transformer T1, a current limiting resistor R1, a rectifying silicon stack V14, an energy storage capacitor C3, a discharge tube V15, protection resistors R2 and R3, a step-up transformer T2 and an arc striking capacitor C4. The main ignition circuit transformer T1 carries out boost conversion on input alternating current, the alternating current is rectified by the rectifying silicon stack V14 and then charges the energy storage capacitor C3, and the resistor R1 is used for limiting charging current in a charging loop, so that the purpose of controlling the charging speed is achieved; when the voltage at two ends of the energy storage capacitor C3 reaches the breakdown voltage of the discharge tube V15, the discharge tube V15 breaks down and is conducted, and after the electric energy in the energy storage capacitor C3 passes through the secondary step-up transformer and the arc striking capacitor, a high-voltage pulse signal is superimposed to be output; the resistors R2 and R3 are used for providing a discharging path, and when the output is disconnected, the stored energy on the energy storage capacitor is released through the resistors R2 and R3, so that insulation breakdown caused by continuous charging of the energy storage capacitor is avoided.
5) Discharge frequency sampling circuit of main ignition circuit
The main ignition circuit discharge frequency sampling circuit consists of rectifier diodes V5-V8, an energy storage capacitor C1 and a voltage stabilizing diode V4, the energy storage capacitor C1 is charged after rectification of a discharge signal coupled in a high-voltage discharge loop of the main ignition circuit, then a direct current pulse signal synchronous with the discharge frequency is fed back to the electronic controller through two signal output ends, and the voltage stabilizing diode V4 is used for controlling the highest voltage at two ends of the C1 at 28VDC.
6) Boosting ignition circuit
The boost ignition power line consists of a boost ignition transformer T3, a current limiting resistor R4, a rectifying silicon stack V16, an energy storage capacitor C5, a discharge tube V17, protection resistors R5 and R6, a step-up transformer T4 and an arc striking capacitor C6. The boosting ignition transformer T3 performs boosting conversion on the input alternating current, the alternating current is rectified by the rectifying silicon stack V16 and then charges the energy storage capacitor C5, and the resistor R4 is used for limiting the charging current in the charging loop, so that the purpose of controlling the charging speed is achieved; when the voltage at two ends of the energy storage capacitor C5 reaches the breakdown voltage of the discharge tube V17, the discharge tube V17 breaks down and is conducted, and after the electric energy in the energy storage capacitor C5 passes through the secondary step-up transformer and the arc striking capacitor, a high-voltage pulse signal is superimposed to be output; the resistors R5 and R6 are used for providing a discharging path, and when the output is disconnected, the stored energy on the energy storage capacitor is released through the resistors R5 and R6, so that insulation breakdown caused by continuous charging of the energy storage capacitor is avoided.
7) Discharge frequency sampling circuit of boosting fire circuit
The boost ignition circuit discharge frequency sampling circuit consists of rectifier diodes V10-V13, a filter capacitor C2 and a voltage stabilizing diode V9, the discharge signals coupled in a high-voltage discharge loop of the boost ignition circuit are rectified and then charge the energy storage capacitor C2, then the direct current pulse signals synchronous with the discharge frequency are fed back to the electronic controller through two signal output ends, and the voltage stabilizing diode V9 is used for controlling the highest voltage at two ends of the C2 to be 28VDC.
In the embodiment, a main and boosting integrated ignition device and an alternating current generator are adopted for system joint test, and various indexes of the product are shown in table 1:
table 1 Main and boost integral ignition device acceptance results
The verification result shows that the main and boosting integrated ignition device provided in the embodiment can realize a normal ignition function, reduce the number of engine accessories, reduce the signal interference to the electronic controller when the ignition system works, and improve the electromagnetic compatibility of the engine.
Although embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives, and variations may be made in the above embodiments by those skilled in the art without departing from the spirit and principles of the invention.
Claims (5)
1. Main, afterburning integration ignition device circuit of frequency feedback discharges, its characterized in that: the device comprises a first relay KM1, a second relay KM2, a third relay KM3, a main ignition circuit, a boost ignition circuit, a main ignition circuit discharge frequency sampling circuit and a boost ignition circuit discharge frequency sampling circuit;
the first relay KM1 controls the power input of an ignition device according to a control signal of an electronic controller in an aircraft engine ignition system; the second relay KM2 controls the switching of the primary coil of the main ignition transformer T1 in the main ignition circuit according to a control signal of an electronic controller in the aircraft engine ignition system; the third relay KM3 switches a main ignition circuit and a boost ignition circuit according to a control signal of an electronic controller in an aircraft engine ignition system; the main ignition circuit discharge frequency sampling circuit feeds back a direct current pulse signal synchronous with the main ignition circuit discharge frequency to the electronic controller; the boost ignition circuit discharge frequency sampling circuit feeds back a direct current pulse signal synchronous with the boost ignition circuit discharge frequency to the electronic controller.
2. The main and boost integrated ignition device circuit with discharge frequency feedback of claim 1, wherein: the electronic controller in the aero-engine ignition system respectively sends control signals to the first relay KM1, the second relay KM2 and the third relay KM3 through the 6 control signal input ends; the discharging frequency sampling circuit of the main ignition circuit and the discharging frequency sampling circuit of the boosting ignition circuit feed back the direct current pulse signals synchronous with the discharging frequency to the electronic controller through 4 signal output ends.
3. The main and boost integrated ignition device circuit with discharge frequency feedback of claim 2, wherein:
when no switch control signal is input to the coil of the first relay KM1, the input end of the alternating current power supply is short-circuited to the ground, the ignition device does not have power supply input, and the ignition system does not work; when the rotating speed of the alternating-current generator reaches the set rotating speed or above, an electronic controller in an aero-engine ignition system inputs a direct-current control signal to a coil of a first relay KM1 through two control signal input ends, a normally closed contact of the first relay KM1 is disconnected, the output voltage of the alternating-current generator is input into an internal circuit of the ignition device, and a main ignition system is electrified to work;
the normally closed contact of the second relay KM2 is connected with the middle tap of the primary coil of the main ignition circuit transformer T1, the normally open contact is connected with the third relay KM3, and when the electronic controller inputs direct current control signals to the coil of the second relay KM2 through two control signal input ends, the normally closed contact of the second relay KM2 is opened and the normally open contact is closed, so that the primary coil of the main ignition circuit transformer T1 is switched;
the normally open contact of the third relay KM3 is connected with the primary coil of the main ignition circuit transformer T1, the normally closed contact is connected with the boost ignition transformer T3, and when the electronic controller inputs direct current control signals to the coil of the third relay KM3 through two control signal input ends, the normally closed contact of the third relay KM3 is opened and the normally open contact is closed, so that the switching between the main ignition circuit and the boost ignition circuit is realized.
4. The main and boost integrated ignition device circuit with discharge frequency feedback of claim 2, wherein:
the main ignition power supply consists of a main ignition power supply transformer T1, a current limiting resistor R1, a rectifying silicon stack V14, an energy storage capacitor C3, a discharge tube V15, protection resistors R2 and R3, a step-up transformer T2 and an arc striking capacitor C4; the main ignition power transformer T1 carries out boost conversion on input alternating current, the alternating current is rectified by the rectifying silicon stack V14 and then charges the energy storage capacitor C3, and the resistor R1 is used for limiting charging current in a charging loop so as to achieve the purpose of controlling the charging speed; when the voltage at two ends of the energy storage capacitor C3 reaches the breakdown voltage of the discharge tube V15, the discharge tube V15 breaks down and is conducted, and after the electric energy in the energy storage capacitor C3 passes through the step-up transformer T2 and the arc striking capacitor C4, a high-voltage pulse signal is overlapped for output; the protection resistors R2 and R3 are used for providing a discharging path, and when the output is disconnected, the stored energy on the energy storage capacitor C3 is released through the protection resistors R2 and R3, so that insulation breakdown caused by continuous charging of the energy storage capacitor C3 is avoided;
the boosting ignition power line consists of a boosting ignition transformer T3, a current limiting resistor R4, a rectifying silicon stack V16, an energy storage capacitor C5, a discharge tube V17, protection resistors R5 and R6, a step-up transformer T4 and an arc striking capacitor C6; the boosting ignition transformer T3 performs boosting conversion on the input alternating current, the alternating current is rectified by the rectifying silicon stack V16 and then charges the energy storage capacitor C5, and the resistor R4 is used for limiting the charging current in the charging loop, so that the purpose of controlling the charging speed is achieved; when the voltage at two ends of the energy storage capacitor C5 reaches the breakdown voltage of the discharge tube V17, the discharge tube V17 breaks down and is conducted, and after the electric energy in the energy storage capacitor C5 passes through the step-up transformer T4 and the arc striking capacitor C6, a high-voltage pulse signal is overlapped for output; the resistors R5 and R6 are used for providing a discharging path, and when the output is disconnected, the stored energy on the storage capacitor C5 is released through the protection resistors R5 and R6, so as to avoid insulation breakdown caused by continuous charging of the storage capacitor C5.
5. The main and boost integrated ignition device circuit with discharge frequency feedback of claim 2, wherein:
the main ignition power circuit discharge frequency sampling circuit consists of rectifier diodes V5-V8, an energy storage capacitor C1 and a voltage stabilizing diode V4, the energy storage capacitor C1 is charged after the discharge signal coupled in the high-voltage discharge loop of the main ignition power circuit is rectified, then a direct current pulse signal synchronous with the main ignition power circuit discharge frequency is fed back to the electronic controller through two signal output ends, and the voltage stabilizing diode V4 is used for controlling the highest voltage at two ends of the C1 at a set voltage;
the boost ignition circuit discharge frequency sampling circuit consists of rectifier diodes V10-V13, a filter capacitor C2 and a voltage stabilizing diode V9, the discharge signals coupled in a high-voltage discharge loop of the boost ignition circuit are rectified and then charge the energy storage capacitor C2, then the two signal output ends feed back direct current pulse signals synchronous with the boost ignition circuit discharge frequency to the electronic controller, and the voltage stabilizing diode V9 is used for controlling the highest voltage at two ends of the C2 at a set voltage.
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| CN202011464177.9A CN112627987B (en) | 2020-12-11 | 2020-12-11 | Main and boosting integrated ignition device circuit with discharging frequency feedback |
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| CN116567906B (en) * | 2023-06-26 | 2024-01-30 | 江苏神州半导体科技有限公司 | Ignition circuit structure of plasma system and ignition protection method |
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| WO2013166060A1 (en) * | 2012-04-30 | 2013-11-07 | Clearsign Combustion Corporation | High velocity combustor |
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| FR3011037A1 (en) * | 2013-09-26 | 2015-03-27 | Turbomeca | HIGH ENERGY GENERATOR WITH DOUBLE CHANNEL |
| CN106121829A (en) * | 2016-08-18 | 2016-11-16 | 四川泛华航空仪表电器有限公司 | The fault-preventing device of monitoring engine ignitor duty |
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