One-driving-one ignition device suitable for double-rotor engine of low-altitude aircraft and protection method

Abstract

The invention discloses a one-driving-one ignition device suitable for a low-altitude aircraft double-rotor engine and a protection method, and belongs to the technical field of low-altitude aircraft power systems. The spark plugs are correspondingly installed in combustion chambers of the first rotor and the second rotor respectively, and the main ignition coils and the standby ignition coils are electrically connected with the corresponding spark plugs in a one-to-one mode respectively and electrically connected with an electronic control unit of the integrated fault diagnosis and standby starting module in a two-way mode. During working, the main coil drives ignition to guarantee operation, the electronic control unit collects parameters such as current and voltage of the primary coil in real time to diagnose faults, and after the faults occur, the corresponding standby coil is started for seamless switching until the aircraft lands. Through redundancy design and intelligent control, the defect that an existing ignition system has no standby guarantee is overcome, flight safety and power stability are improved, adaptability is high, and landing is easy.

Description

Technical Field

[0001] This invention belongs to the technical field of low-altitude aircraft power systems, specifically a one-to-one ignition device and protection method for a dual-rotor engine of a low-altitude aircraft. Background Technology

[0002] Twin-rotor engines, with their advantages of high power density, compact structure, and smooth operation, are suitable as the core power unit for low-altitude aircraft. Current twin-rotor engine ignition systems generally employ a four-coil, one-to-one overhead ignition coil arrangement, where each ignition coil drives a spark plug, providing high-voltage sparks to the engine's four combustion chambers. However, this design has a critical flaw: a lack of redundancy protection. If any one of the four main ignition coils fails, the corresponding combustion chamber will fail to ignite, causing a sudden drop in engine power or even engine shutdown. Sudden engine failure during low-altitude flight can easily lead to serious safety accidents such as crashes and loss of control, directly threatening the lives of crew members and the safety of equipment and property.

[0003] If the dual-rotor engine of a low-altitude aircraft is designed using the existing ignition system, flight safety hazards will arise. Current technology lacks an effective and targeted redundancy protection scheme to address this issue. Therefore, there is an urgent need to design an ignition device with redundancy protection capabilities, along with corresponding rapid response protection methods. In the event of a failure of one or more main ignition coils, the backup ignition mechanism should be quickly activated to ensure the continuous and stable operation of the dual-rotor engine, providing reliable power for the low-altitude aircraft. Summary of the Invention

[0004] To address the problems existing in the background art, the present invention provides a single-launch ignition device suitable for a dual-rotor engine of a low-altitude aircraft, comprising a main ignition coil 1, a main ignition coil 2, a main ignition coil 3, a main ignition coil 4, a backup ignition coil 1, a backup ignition coil 2, a backup ignition coil 3, a backup ignition coil 4, a main spark plug 1, a main spark plug 2, a main spark plug 3, a main spark plug 4, a backup spark plug 1, a backup spark plug 2, a backup spark plug 3, a backup spark plug 4, and an electronic control unit;

[0005] The main spark plug 1, main spark plug 2, main spark plug 3, main spark plug 4, and spare spark plug 1, spare spark plug 2, spare spark plug 3, and spare spark plug 4 are respectively installed in the combustion chamber of the twin-rotor engine. The main ignition coil 1 is electrically connected to the main spark plug 1, the main ignition coil 2 is electrically connected to the main spark plug 2, the main ignition coil 3 is electrically connected to the main spark plug 3, the main ignition coil 4 is electrically connected to the main spark plug 4, the spare ignition coil 1 is electrically connected to the spare spark plug 1, the spare ignition coil 2 is electrically connected to the spare spark plug 2, the spare ignition coil 3 is electrically connected to the spare spark plug 3, and the spare ignition coil 4 is electrically connected to the spare spark plug 4. The main ignition coil 1, main ignition coil 2, main ignition coil 3, main ignition coil 4, and spare ignition coil 1, spare ignition coil 2, spare ignition coil 3, and spare ignition coil 4 are all bidirectionally electrically connected to the electronic control unit.

[0006] The main ignition coil 1, main ignition coil 2, main ignition coil 3, main ignition coil 4, and spare ignition coil 1, spare ignition coil 2, spare ignition coil 3 and spare ignition coil 4 are all bolted to the cylinder block of the twin-rotor engine.

[0007] The dual-rotor engine is provided with rotor one and rotor two. Both rotor one and rotor two are provided with a T-zone combustion chamber and an L-zone combustion chamber. The T-zone combustion chamber of rotor one is provided with a main spark plug one and a spare spark plug one. The L-zone combustion chamber of rotor one is provided with a main spark plug two and a spare spark plug two. The T-zone combustion chamber of rotor two is provided with a main spark plug three and a spare spark plug three. The L-zone combustion chamber of rotor two is provided with a main spark plug four and a spare spark plug four.

[0008] Main spark plug 1, main spark plug 2, main spark plug 3, main spark plug 4, spare spark plug 1, spare spark plug 2, spare spark plug 3, and spare spark plug 4 are all installed in the mounting holes on the top of the corresponding combustion chamber.

[0009] The main ignition coil 1 drives the main spark plug 1, and the backup ignition coil 1 drives the backup spark plug 1. The backup ignition coil 1 has the same electrical parameters as the main ignition coil 1, and the two form a one-to-one redundant backup for the ignition components in the same combustion chamber. The main ignition coil 2 drives the main spark plug 2, and the backup ignition coil 2 drives the backup spark plug 2. The backup ignition coil 2 has the same electrical parameters as the main ignition coil 2, and the two form a one-to-one redundant backup for the ignition components in the same combustion chamber. The main ignition coil 3 drives the main spark plug 3, and the backup ignition coil 3 drives the backup spark plug 3. The backup ignition coil 3 has the same electrical parameters as the main ignition coil 3, and the two form a one-to-one redundant backup for the ignition components in the same combustion chamber. The main ignition coil 4 drives the main spark plug 4, and the backup ignition coil 4 drives the backup spark plug 4. The backup ignition coil 4 has the same electrical parameters as the main ignition coil 4, and the two form a one-to-one redundant backup for the ignition components in the same combustion chamber.

[0010] The electronic control unit integrates a fault diagnosis module and a backup start control module. The fault diagnosis module is used to diagnose faults in all main and backup ignition coils, and the backup start control module is used to control the switching between the main and backup ignition coil channels.

[0011] The method includes the following steps:

[0012] S1: Normal working phase: The electronic control unit controls the main ignition coil 1, main ignition coil 2, main ignition coil 3 and main ignition coil 4 to start synchronously, respectively driving the corresponding main spark plug 1, main spark plug 2, main spark plug 3 and main spark plug 4 to ignite, providing high voltage electric sparks to the corresponding combustion chambers of rotor 1 and rotor 2 to ensure normal engine operation.

[0013] S2: Fault diagnosis stage: The electronic control unit collects the working parameters of each main ignition coil in real time through the fault diagnosis module. The working parameters include the primary coil current and voltage. When the working parameters of a main ignition coil deviate from the preset threshold range, it is determined that the main ignition coil has failed. At the same time, the number of the failed main ignition coil and the corresponding combustion chamber information are recorded.

[0014] S3: Backup intervention stage: The electronic control unit immediately sends a start signal to the backup ignition coil corresponding to the faulty main ignition coil through the backup start control module. After receiving the signal, the backup ignition coil immediately connects to the power supply and drives the corresponding backup spark plug to ignite, realizing seamless switching of ignition function.

[0015] S4: Main ignition coil recovery phase: After the aircraft lands, the ignition coil is replaced and reset, and the engine will use the main ignition coil again for the next start.

[0016] In S2, the fault diagnosis response time of the electronic control unit is ≤100ms, and the preset threshold range is calibrated through engine bench testing to adapt to the operating conditions of the dual-rotor engine of the low-altitude aircraft.

[0017] In S3, when multiple main ignition coils fail simultaneously, the electronic control unit synchronously activates the corresponding backup ignition coil to ensure that the core power output of the engine is not interrupted.

[0018] Compared with the prior art, the beneficial effects of the present invention are:

[0019] 1. Effectively improve flight safety: Through the one-to-one redundant backup design of the primary and backup ignition coils, when any primary ignition coil fails, the backup ignition coil can quickly take over, avoiding engine shutdown due to a single point of failure, providing continuous power for low-altitude aircraft and reducing flight risks.

[0020] 2. Smooth switching with no obvious power fluctuations: Relying on the electronic control unit's fault diagnosis response time of ≤100ms and the immediate intervention and start-up of the backup ignition coil, combined with real-time ignition timing calibration, seamless switching of ignition function is achieved, engine power fluctuations are controllable, and the aircraft's handling performance is not affected.

[0021] 3. Strong structural adaptability: Both the main and backup ignition coils are top-mounted and fixed to the engine block with bolts. There is no need to make major changes to the original structure of the dual-rotor engine. It can be adapted to the installation space and operating conditions of existing low-altitude aircraft dual-rotor engines.

[0022] 4. High operational reliability: The main and backup spark plugs adopt a threaded installation design, the ignition coil adopts an encapsulated structure, and is equipped with high-temperature and pressure resistant components such as high-voltage damping wire, which can adapt to complex flight environments such as high and low temperatures and vibration, and extend the service life of the device.

[0023] 5. Facilitates maintenance and troubleshooting: The electronic control unit can automatically record the number of the faulty main ignition coil, the fault type, and the time of occurrence, providing ground staff with clear fault diagnosis information and reducing maintenance costs and difficulty.

[0024] In summary, this invention effectively solves the downtime risk caused by the lack of backup in existing dual-rotor engine ignition systems through reasonable redundant structural design and intelligent control logic. It has practical value in improving flight safety, ensuring power stability, adapting to existing aircraft models, enhancing environmental adaptability, and simplifying maintenance. The overall solution is reliable and easy to implement, and can be widely applied to dual-rotor engines of various low-altitude aircraft. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0026] Figure 2 This is a schematic diagram of the usage state of the present invention; Detailed Implementation

[0027] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the invention, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0028] This embodiment describes a single-launch ignition device suitable for a dual-rotor engine of a low-altitude aircraft, including a main ignition coil 1, a main ignition coil 2, a main ignition coil 3, a main ignition coil 4, a spare ignition coil 1 5, a spare ignition coil 2 6, a spare ignition coil 3 7, a spare ignition coil 4 8, a main spark plug 1 9, a main spark plug 2 10, a main spark plug 3 11, a main spark plug 4 12, a spare spark plug 1 13, a spare spark plug 2 14, a spare spark plug 3 15, a spare spark plug 4 16, and an electronic control unit 17.

[0029] The main spark plug 9, main spark plug 10, main spark plug 31, main spark plug 42, and spare spark plug 13, spare spark plug 24, spare spark plug 35, and spare spark plug 46 are respectively installed in the combustion chamber of the twin-rotor engine. The main ignition coil 11 is electrically connected to the main spark plug 9, the main ignition coil 22 is electrically connected to the main spark plug 210, the main ignition coil 33 is electrically connected to the main spark plug 31, and the main ignition coil 44 is electrically connected to the main spark plug 42. The spare spark plug 13, spare spark plug 24, spare spark plug 35, and spare spark plug 46 are respectively installed in the combustion chamber of the twin-rotor engine. The main ignition coil 11 is electrically connected to the main spark plug 9, the main ignition coil 22 is electrically connected to the main spark plug 210, the main ignition coil 33 is electrically connected to the main spark plug 31, and the main ignition coil 44 is electrically connected to the main spark plug 42. Ignition coil 15 is electrically connected to spare spark plug 13, spare ignition coil 26 is electrically connected to spare spark plug 24, spare ignition coil 37 is electrically connected to spare spark plug 35, and spare ignition coil 48 is electrically connected to spare spark plug 46. Main ignition coil 1, main ignition coil 2, main ignition coil 3, main ignition coil 4, spare ignition coil 15, spare ignition coil 26, spare ignition coil 37, and spare ignition coil 48 are all bidirectionally electrically connected to electronic control unit 17.

[0030] The main ignition coil 1, main ignition coil 2, main ignition coil 3, main ignition coil 4, spare ignition coil 1, spare ignition coil 2, spare ignition coil 3, and spare ignition coil 4 are all bolted to the cylinder block of the twin-rotor engine.

[0031] The dual-rotor engine is provided with rotor 18 and rotor 2 19. Both rotor 18 and rotor 2 19 are provided with a T-zone combustion chamber and an L-zone combustion chamber. The T-zone combustion chamber of rotor 18 is provided with a main spark plug 19 and a spare spark plug 13. The L-zone combustion chamber of rotor 18 is provided with a main spark plug 2 10 and a spare spark plug 2 14. The T-zone combustion chamber of rotor 2 19 is provided with a main spark plug 3 11 and a spare spark plug 3 15. The L-zone combustion chamber of rotor 2 19 is provided with a main spark plug 4 12 and a spare spark plug 4 16.

[0032] Main spark plug 19, main spark plug 21, main spark plug 31, main spark plug 41, spare spark plug 13, spare spark plug 21, spare spark plug 31, and spare spark plug 41 are all installed in the mounting holes on the top of the corresponding combustion chamber.

[0033] The main ignition coil 1 drives the main spark plug 9, and the backup ignition coil 5 drives the backup spark plug 13. The backup ignition coil 5 has the same electrical parameters as the main ignition coil 1, forming a one-to-one redundant backup for the ignition components in the same combustion chamber. The main ignition coil 2 drives the main spark plug 10, and the backup ignition coil 6 drives the backup spark plug 14. The backup ignition coil 6 has the same electrical parameters as the main ignition coil 2, forming a one-to-one redundant backup for the ignition components in the same combustion chamber. The main ignition coil 3 drives the main spark plug 311, and the backup ignition coil 37 drives the backup spark plug 315. The backup ignition coil 37 has the same electrical parameters as the main ignition coil 33, and the two form a one-to-one redundant backup for the ignition components in the same combustion chamber. The main ignition coil 4 drives the main spark plug 412, and the backup ignition coil 48 drives the backup spark plug 416. The backup ignition coil 48 has the same electrical parameters as the main ignition coil 44, and the two form a one-to-one redundant backup for the ignition components in the same combustion chamber.

[0034] The electronic control unit 17 integrates a fault diagnosis module and a backup start control module. The fault diagnosis module is used to diagnose faults in all main and backup ignition coils, and the backup start control module is used to switch between the main and backup ignition coil channels.

[0035] The method includes the following steps:

[0036] S1: Normal working phase: Electronic control unit 17 controls the main ignition coil 1, main ignition coil 2, main ignition coil 3 and main ignition coil 4 to start synchronously, driving the corresponding main spark plug 9, main spark plug 10, main spark plug 31 and main spark plug 42 to ignite, providing high-voltage electric sparks to the corresponding combustion chambers of rotor 18 and rotor 29, ensuring normal engine operation;

[0037] S2: Fault diagnosis stage: The electronic control unit 17 collects the working parameters of each main ignition coil in real time through the fault diagnosis module. The working parameters include the primary coil current and voltage. When the working parameters of a main ignition coil deviate from the preset threshold range, it is determined that the main ignition coil has failed. At the same time, the number of the faulty main ignition coil and the corresponding combustion chamber information are recorded.

[0038] S3: Backup intervention stage: Electronic control unit 17 immediately sends a start signal to the backup ignition coil corresponding to the faulty main ignition coil through the backup start control module. After receiving the signal, the backup ignition coil immediately connects to the power supply and drives the corresponding backup spark plug to ignite, realizing seamless switching of ignition function.

[0039] S4: Main ignition coil recovery phase: After the aircraft lands, the ignition coil is replaced and reset, and the engine will use the main ignition coil again for the next start.

[0040] In S2, the fault diagnosis response time of the electronic control unit 17 is ≤100ms, and the preset threshold range is calibrated through engine bench testing to adapt to the operating conditions of the dual rotor engine of the low-altitude aircraft.

[0041] In S3, when multiple main ignition coils fail simultaneously, the electronic control unit 17 synchronously activates the corresponding backup ignition coil to ensure that the core power output of the engine is not interrupted.

[0042] The one-to-one ignition device for dual-rotor engines of low-altitude aircraft in this embodiment is based on "one-to-one redundancy backup + real-time closed-loop control of electronic control unit 17". Through precise matching of hardware structure and intelligent coordination of software control, it realizes stable output of ignition function and emergency switching in case of failure. The specific working process is as follows:

[0043] Both rotor 18 and rotor 2 19 of the twin-rotor engine are equipped with a T-zone combustion chamber and an L-zone combustion chamber. The T-zone combustion chamber of rotor 18 is equipped with a main spark plug 19 and a spare spark plug 13. The L-zone combustion chamber of rotor 18 is equipped with a main spark plug 2 10 and a spare spark plug 2 14. The T-zone combustion chamber of rotor 2 19 is equipped with a main spark plug 3 11 and a spare spark plug 3 15. The L-zone combustion chamber of rotor 2 19 is equipped with a main spark plug 4 12 and a spare spark plug 4 16. Main spark plug 19, main spark plug 210, main spark plug 31, main spark plug 412 and spare spark plug 13, spare spark plug 214, spare spark plug 315, spare spark plug 416 are all installed in the mounting holes on the top of the corresponding combustion chamber using a threaded installation method (the metal gasket sealing + threaded fastening structure prevents gas leakage; the electrode gap is preferably 0.6-0.8mm, the heat resistance temperature is not lower than 900℃, and the insulation resistance is preferably ≥10KΩ to ensure reliability in complex combustion chamber environments).

[0044] The main ignition coil 1 and the main spark plug 9 are electrically connected one-to-one via a high-voltage damping wire (rated withstand voltage preferably ≥40kV, temperature range preferably -40℃-200℃). The main ignition coil 2 and the main spark plug 10, the main ignition coil 3 and the main spark plug 11, and the main ignition coil 4 and the main spark plug 12 are all electrically connected one-to-one using the same high-voltage damping wire. The spare ignition coil 5 and the spare spark plug 13, the spare ignition coil 6 and the spare spark plug 24, the spare ignition coil 7 and the spare spark plug 35, and the spare ignition coil 8 and the spare spark plug 46 are also independent channels with one-to-one electrical connections. The main ignition coils 1, 2, 3, and 4, and the backup ignition coils 5, 6, 7, and 8 are all bolted to the cylinder block of the twin-rotor engine (tightening torque preferably 10-12 N·m) to ensure connection stability under vibration conditions during low-altitude flight. All ignition coils are preferably encapsulated inductive structures. The primary current of the main ignition coils 1, 2, 3, and 4 is preferably 15±1A, the secondary voltage is preferably ≥35kV, and the ignition energy is preferably ≥80mJ. The electrical parameters of the backup ignition coils 5, 6, 7, and 8 are basically the same as those of the main ignition coils, ensuring the stability of the ignition energy after switching.

[0045] The electronic control unit 17 preferably has a rated operating voltage range of 9-16V, an operating temperature range of -40℃ to 105℃, a maximum static current of 1mA, a rated power of 3W without load, an IP6K9K enclosure protection rating, and a service life of 15 years. It integrates a multi-channel ADC acquisition module, a CANFD bus controller, and a hardware-level interrupt response unit (the input voltage is preferably 12V, the output is stable at 5V / 3.3V, and the ripple is preferably ≤50mV). It achieves bidirectional electrical connection with the main ignition coil 1, main ignition coil 2, main ignition coil 3, main ignition coil 4, spare ignition coil 1, spare ignition coil 2, spare ignition coil 3, and spare ignition coil 4 via a wiring harness, and also has a built-in fault diagnosis module.

[0046] Under normal operating conditions, the electronic control unit 17 sends PWM pulse control signals (preferably 0.8-1.2ms) to the main ignition coil 1, main ignition coil 2, main ignition coil 3, and main ignition coil 4. After receiving the signals, the primary coils of the main ignition coils 1, 2, 3, and 4 are energized and magnetized (the magnetization time is dynamically adjusted according to the engine speed, preferably 0.8-1.2ms). The secondary coils generate 35kV high-voltage ignition energy, which is transmitted to the corresponding main spark plugs through the high-voltage damping wire. The electrodes of the main spark plugs break down the air to generate an electric spark. The combustible mixture in each combustion chamber is ignited according to the ignition sequence of "rotor 18T zone → rotor 18L zone → rotor 219T zone → rotor 219L zone", driving rotor 18 and rotor 219 to rotate synchronously (preferably within the speed range of 2000-8000r / min), outputting stable power. At this time, backup ignition coil 1 (5), backup ignition coil 2 (6), backup ignition coil 3 (7), and backup ignition coil 4 (8) are in standby mode. The electronic control unit 17 collects the power supply voltage (preferably 10.8-15.6V) and circuit continuity status (preferably ≤1Ω) of backup ignition coil 1 (5), backup ignition coil 2 (6), backup ignition coil 3 (7), and backup ignition coil 4 (8) every 10ms. If the power supply voltage of a backup ignition coil is found to be lower than 10.8V, higher than 15.6V, or the circuit resistance is found to be greater than 1Ω, the electronic control unit 17 immediately sends the backup channel abnormality information to the low-altitude aircraft main control system through the CANFD bus, and simultaneously issues a backup channel fault warning. It also maintains high-frequency monitoring every 5ms until the abnormality is eliminated, ensuring that the backup channel is always ready.

[0047] When a primary ignition coil fails, the fault diagnosis module of the electronic control unit 17 compares the primary coil current and voltage with a preset threshold range (which can be calibrated through engine bench testing, with a calibration speed range of 2000-8000 r / min and an ambient temperature of -40℃ to 140℃ to adapt to the operating conditions of a dual-rotor engine for low-altitude aircraft; specifically, the preferred values ​​are: primary coil current peak of 15±1A, and a failure is defined as a current below 14A or above 16A for three consecutive ignition cycles). Combined with trend analysis (monitoring parameter change rate ≥20% / cycle and lasting for two cycles), the fault diagnosis is completed within ≤10ms, and the faulty primary ignition coil number and corresponding combustion chamber information are identified. At the same time, the fault information (fault type, occurrence time) is stored in a non-volatile memory (such as EEPROM).

[0048] After the fault diagnosis is completed, the backup start control module of the electronic control unit 17 immediately sends a high-level start signal (preferably a signal parameter of 5V voltage and 10ms duration) to the backup ignition coil corresponding to the faulty main ignition coil: if the main ignition coil 1 fails, the backup ignition coil 5 is started; if the main ignition coil 2 fails, the backup ignition coil 6 is started; if the main ignition coil 3 fails, the backup ignition coil 7 is started; and if the main ignition coil 4 fails, the backup ignition coil 8 is started.

[0049] After receiving the signal, the corresponding backup ignition coil completes the power connection (primary circuit power-on time ≤1ms) and energy conversion (secondary coil voltage rises to 35kV ≤1ms) within ≤5ms, driving the corresponding backup spark plug to ignite. During this process, the electronic control unit 17 can obtain the current engine speed through the eccentric shaft position sensor (preferably Hall effect type, with an accuracy of ±1°) and calibrate the ignition timing in real time, which is basically consistent with the ignition timing of the original main ignition channel, thus achieving seamless switching of the ignition function.

[0050] In the extreme case of multiple main ignition coils failing simultaneously, the electronic control unit 17 will simultaneously activate multiple corresponding backup ignition coils to provide sufficient margin for air control and deceleration landing for the low-altitude aircraft.

[0051] Once the backup ignition coil is activated, it effectively solves the safety hazard of engine shutdown caused by a single ignition coil failure in the existing technology, ensuring the flight safety of low-altitude aircraft.

[0052] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of the equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A one-to-one igniter suitable for use in a dual-rotor engine of a low-altitude aircraft, characterized in that: It includes main ignition coil one (1), main ignition coil two (2), main ignition coil three (3), main ignition coil four (4), spare ignition coil one (5), spare ignition coil two (6), spare ignition coil three (7), spare ignition coil four (8), main spark plug one (9), main spark plug two (10), main spark plug three (11), main spark plug four (12), spare spark plug one (13), spare spark plug two (14), spare spark plug three (15), spare spark plug four (16) and electronic control unit (17); The main spark plug one (9), main spark plug two (10), main spark plug three (11), main spark plug four (12), spare spark plug one (13), spare spark plug two (14), spare spark plug three (15) and spare spark plug four (16) are respectively installed in the combustion chamber of the dual rotor engine, the main ignition coil one (1) is electrically connected with the main spark plug one (9), the main ignition coil two (2) is electrically connected with the main spark plug two (10), the main ignition coil three (3) is electrically connected with the main spark plug three (11), the main ignition coil four (4) is electrically connected with the main spark plug four (12), the spare ignition coil one (5) is electrically connected with the spare spark plug one (13), the spare ignition coil two (6) is electrically connected with the spare spark plug two (14), the spare ignition coil three (7) is electrically connected with the spare spark plug three (15), the spare ignition coil four (8) is electrically connected with the spare spark plug four (16), the main ignition coil one (1), the main ignition coil two (2), the main ignition coil three (3), the main ignition coil four (4), the spare ignition coil one (5), the spare ignition coil two (6), the spare ignition coil three (7), the spare ignition coil four (8) are bidirectionally electrically connected with the electronic control unit (17).

2. A one-to-one igniter suitable for use in a dual-rotor engine of a low-altitude aircraft as defined in claim 1, characterized in that: The main ignition coil one (1), the main ignition coil two (2), the main ignition coil three (3), the main ignition coil four (4), the spare ignition coil one (5), the spare ignition coil two (6), the spare ignition coil three (7) and the spare ignition coil four (8) are installed on the dual rotor engine cylinder body through bolts.

3. A one-to-one igniter suitable for use in a dual-rotor engine of a low-altitude aircraft as defined in claim 1, wherein: The dual rotor engine is provided with rotor one (18) and rotor two (19), the rotor one (18) and the rotor two (19) are provided with T zone combustion chamber and L zone combustion chamber, the T zone combustion chamber of the rotor one (18) is provided with the main spark plug one (9) and the spare spark plug one (13), the L zone combustion chamber of the rotor one (18) is provided with the main spark plug two (10) and the spare spark plug two (14), the T zone combustion chamber of the rotor two (19) is provided with the main spark plug three (11) and the spare spark plug three (15), the L zone combustion chamber of the rotor two (19) is provided with the main spark plug four (12) and the spare spark plug four (16).

4. A one-to-one igniter suitable for use in a dual-rotor engine of a low altitude aircraft as defined in claim 1, wherein: The main spark plug one (9), the main spark plug two (10), the main spark plug three (11), the main spark plug four (12), the spare spark plug one (13), the spare spark plug two (14), the spare spark plug three (15), the spare spark plug four (16) are installed in the mounting hole at the top of the corresponding combustion chamber.

5. A one-to-one igniter suitable for use in a dual-rotor engine of a low-altitude aircraft as defined in claim 1, characterized in that: The main ignition coil one (1) drives the main spark plug one (9), the standby ignition coil one (5) drives the standby spark plug one (13), and the standby ignition coil one (5) is consistent with the electrical parameters of the main ignition coil one (1), and the two are one-to-one redundant backup for the ignition components of the same combustion chamber; the main ignition coil two (2) drives the main spark plug two (10), the standby ignition coil two (6) drives the standby spark plug two (14), and the standby ignition coil two (6) is consistent with the electrical parameters of the main ignition coil two (2), and the two are one-to-one redundant backup for the ignition components of the same combustion chamber; the main ignition coil three (3) drives the main spark plug three (11), the standby ignition coil three (7) drives the standby spark plug three (15), and the standby ignition coil three (7) is consistent with the electrical parameters of the main ignition coil three (3), and the two are one-to-one redundant backup for the ignition components of the same combustion chamber; the main ignition coil four (4) drives the main spark plug four (12), the standby ignition coil four (8) drives the standby spark plug four (16), and the standby ignition coil four (8) is consistent with the electrical parameters of the main ignition coil four (4), and the two are one-to-one redundant backup for the ignition components of the same combustion chamber.

6. A one-to-one igniter suitable for use in a dual-rotor engine of a low-altitude aircraft as defined in claim 1, characterized in that: The electronic control unit (17) integrates a fault diagnosis module and a standby starting control module.

7. A method of protecting a one-to-one igniter system for a dual-rotor engine of a low-altitude aircraft according to any one of claims 1-6, characterized in that: The method comprises the following steps: S1: normal working stage: the electronic control unit (17) controls the main ignition coil one (1), the main ignition coil two (2), the main ignition coil three (3) and the main ignition coil four (4) to start synchronously, respectively drives the corresponding main spark plug one (9), main spark plug two (10), main spark plug three (11) and main spark plug four (12) to ignite, provides high-voltage spark for the corresponding combustion chamber of the rotor one (18) and the rotor two (19), and guarantees the normal operation of the engine; S2: fault diagnosis stage: the electronic control unit (17) collects the working parameters of each main ignition coil in real time through the fault diagnosis module, the working parameters include primary coil current and voltage, when the working parameters of a main ignition coil deviate from the preset threshold range, it is determined that the main ignition coil fails, and the number of the fault main ignition coil and the corresponding combustion chamber information are recorded; S3: standby intervention stage: the electronic control unit (17) immediately sends a starting signal to the standby ignition coil corresponding to the fault main ignition coil through the standby starting control module, the standby ignition coil immediately connects the power supply after receiving the signal, drives the corresponding standby spark plug to ignite, and realizes seamless switching of the ignition function; S4: main ignition coil recovery stage: after the aircraft lands, the ignition coil is replaced and reset, and the main ignition coil is used again to ignite the next time the engine starts.

8. The protection method of claim 7, wherein: In S2, the fault diagnosis response time of the electronic control unit (17) is ≤100ms, and the preset threshold range is calibrated through engine bench test and adapted to the working condition requirements of the low-altitude aircraft dual-rotor engine.

9. The protection method of claim 7, wherein: In S3, when multiple main ignition coils fail at the same time, the electronic control unit (17) starts the corresponding standby ignition coil synchronously, ensuring that the core power output of the engine is not interrupted.

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