Engine ignition device

Abstract

The embodiment of the invention discloses an engine ignition device, which comprises an isolation transformer, an ignition coil, an ignition coil, an ignition coil and an ignition coil, and is characterized in that the isolation transformer comprises a primary winding and a secondary winding; the secondary winding is electrically connected with an input voltage; the parameter adjusting module is electrically connected with the primary winding; the parameter adjusting module comprises a transistor; the parameter adjusting module is used for adjusting a pulse width modulation signal of the transistor according to the input voltage; and the frequency output module is electrically connected with the secondary winding and is used for outputting an ignition frequency signal according to the pulse width modulation signal. By adopting the technical means, the output frequency can be adjusted by adjusting the pulse width modulation signal of the transistor, so that the corresponding ignition frequencies of the aero-engine in different use environments can be different.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation engines, and in particular to an engine ignition device. Background Art

[0002] The rated value of the control voltage on an aircraft is generally a DC voltage of 28V (the DC voltage range is 18V-32V). The low-voltage 28V DC voltage is converted into a high-voltage voltage (generally 2700V-3200V) through the ignition device, and output to the ignition nozzle. An electric spark is generated at the ignition nozzle end to ignite the oil-gas mixture in the combustion chamber, thereby allowing the aircraft engine to start normally.

[0003] The lowest ignition frequency for successful ignition of aircraft engines varies under different working conditions such as altitude, air inlet temperature and air inlet pressure. At present, the output frequency of the ignition device of aircraft engines is mostly fixed and uncontrollable, and the output frequency of most ignition devices will decrease as the input voltage decreases or the ambient temperature drops. Summary of the invention

[0004] An embodiment of the present invention provides an engine ignition device to achieve different corresponding ignition frequencies for an aircraft engine under different use environments.

[0005] An engine ignition device provided by an embodiment of the present invention includes:

[0006] An isolation transformer, comprising a primary winding and a secondary winding; the secondary winding is electrically connected to an input voltage;

[0007] A parameter adjustment module is electrically connected to the primary winding; the parameter adjustment module includes a transistor; the parameter adjustment module is used to adjust the pulse width modulation signal of the transistor according to the input voltage;

[0008] A frequency output module is electrically connected to the secondary winding and is used to output an ignition frequency signal according to the pulse width modulation signal.

[0009] Optionally, the control end of the transistor is electrically connected to the engine controller, the first end of the transistor is electrically connected to the first end of the primary winding, the second end of the transistor is electrically connected to the negative pole of the input voltage; the second end of the primary winding is electrically connected to the positive pole of the input voltage.

[0010] Optionally, the parameter adjustment module includes a first voltage-dividing resistor, a second voltage-dividing resistor, and a first differential amplifier;

[0011] The first end of the first voltage-dividing resistor is electrically connected to the positive electrode of the input voltage and the second end of the primary winding, respectively; the second end of the first voltage-dividing resistor is electrically connected to the positive input end of the first differential amplifier and the first end of the second voltage-dividing resistor, respectively; the second end of the second voltage-dividing resistor is electrically connected to the negative input end of the first differential amplifier and the negative electrode of the input voltage, respectively; the output end of the first differential amplifier is electrically connected to the engine controller.

[0012] Optionally, the parameter adjustment module further includes a peak voltage absorption unit;

[0013] The peak voltage absorption unit includes a first resistor, a first diode and a first capacitor;

[0014] The first end of the first resistor is electrically connected to the first end of the first capacitor and the second end of the primary winding, respectively; the second end of the first resistor is electrically connected to the second end of the first capacitor and the cathode of the first diode, respectively; and the anode of the first diode is electrically connected to the second end of the primary winding.

[0015] Optionally, the parameter adjustment module further includes a second capacitor, a third capacitor, a second resistor and a third resistor;

[0016] The first end of the second capacitor is electrically connected to the first end of the second resistor and the first gain end of the first differential amplifier, and the second end of the second capacitor is electrically connected to the second end of the second resistor, the second gain end of the first differential amplifier and the ground end;

[0017] A first end of the third resistor is electrically connected to an output end of the first differential amplifier, and a second end of the third resistor is electrically connected to the engine controller;

[0018] The first end of the third capacitor is electrically connected to the positive power supply terminal of the first differential amplifier, and the second end of the third capacitor is electrically connected to the negative power supply terminal and the ground terminal of the first differential amplifier respectively;

[0019] A reference terminal of the first differential amplifier is grounded.

[0020] Optionally, the frequency output module includes a second diode, a third diode, an energy storage capacitor, a discharge tube, a second differential amplifier, a third voltage-dividing resistor and a fourth voltage-dividing resistor electrically connected;

[0021] The anode of the second diode is electrically connected to the first end of the secondary winding, and the cathode of the second diode is electrically connected to the cathode of the third diode, the first end of the energy storage capacitor, the first end of the third voltage-dividing resistor, and the first end of the discharge tube; the anode of the third diode is electrically connected to the second end of the secondary winding, the second end of the energy storage capacitor, the second end of the fourth voltage-dividing resistor, the negative input end of the second differential amplifier, and the negative line of the ignition nozzle.

[0022] The second end of the third voltage-dividing resistor is electrically connected to the first end of the fourth voltage-dividing resistor and the positive input end of the second differential amplifier respectively;

[0023] The second end of the discharge tube is electrically connected to the positive line of the ignition nozzle.

[0024] Optionally, the frequency output module further includes a fourth resistor;

[0025] The first end of the fourth resistor is electrically connected to the second end of the discharge tube, and the second end of the fourth resistor is electrically connected to the second end of the fourth voltage-dividing resistor.

[0026] Optionally, the frequency output module further includes a fourth capacitor, a fifth capacitor, a fifth resistor and a sixth resistor;

[0027] The first end of the fourth capacitor is electrically connected to the first end of the fifth resistor and the first gain end of the second differential amplifier, and the second end of the fourth capacitor is electrically connected to the second end of the fifth resistor, the second gain end of the second differential amplifier and the ground end;

[0028] A first end of the sixth resistor is electrically connected to the output end of the second differential amplifier, and a second end of the sixth resistor is electrically connected to the engine controller;

[0029] The first end of the fifth capacitor is electrically connected to the positive power supply terminal of the second differential amplifier, and the second end of the fifth capacitor is electrically connected to the negative power supply terminal and the ground terminal of the second differential amplifier respectively;

[0030] A reference terminal of the second differential amplifier is grounded.

[0031] Optionally, the second diode comprises a rectifier diode;

[0032] The third diode includes a freewheeling diode.

[0033] Optionally, the capacity of the first capacitor is 10nF; the rated voltage of the first capacitor is 50V.

[0034] The technical solution provided by the embodiment of the present invention is that the engine ignition device includes an isolation transformer, a parameter adjustment module and a frequency output module. Among them, the parameter adjustment module includes a transistor, and the parameter adjustment module is used to adjust the pulse width modulation signal of the transistor according to the input voltage; the parameter adjustment module is used to adjust the pulse width modulation signal of the transistor according to the input voltage to output the ignition frequency signal, so that by adjusting the pulse width modulation signal of the transistor, the output frequency can be adjusted, and then the corresponding ignition frequency of the aircraft engine under different use environments can be different, that is, the ignition frequency is controllable. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A schematic diagram of the structure of an engine ignition device provided by an embodiment of the present invention;

[0036] Figure 2 A schematic diagram of the electrical principle of an engine ignition device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0037] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0038] Figure 1 A schematic diagram of the structure of an engine ignition device provided by an embodiment of the present invention is shown in FIG. Figure 1 As shown, the engine ignition device 100 includes: an isolation transformer 10, including a primary winding 101 and a secondary winding 102; the primary winding 101 is electrically connected to the input voltage; a parameter adjustment module 20, electrically connected to the primary winding 101; the parameter adjustment module 20 includes a transistor 201; the parameter adjustment module 20 is used to adjust the pulse width modulation signal of the transistor 201 according to the input voltage; a frequency output module 30, electrically connected to the secondary winding 102, and used to output an ignition frequency signal according to the pulse width modulation signal.

[0039] Specifically, the isolation transformer 10 includes a primary winding 101 and a secondary winding 102. The primary winding 101 is also called a primary winding, and the secondary winding 102 is also called a secondary winding. The isolation transformer 10 is used to convert the low-voltage direct current connected to the secondary winding into high-voltage alternating current, and output it to the ignition nozzle to generate an electric spark with sufficient energy at the ignition nozzle to ignite the oil-gas mixer in the combustion chamber, so that the aerospace engine can start normally.

[0040] Specifically, the parameter adjustment module 20 is electrically connected to the primary winding 101, and is used to adjust the pulse width modulation signal of the transistor 201 according to the input voltage. The two main parameters of the pulse width modulation signal are the switching frequency and the duty cycle, that is, by adjusting the switching frequency and the duty cycle of the transistor, the output ignition frequency signal of the frequency output module 30 can be adjusted to start the engine.

[0041] Since the ignition frequency of aircraft engines in different environments is different, that is, the lowest ignition frequency that can successfully ignite aircraft engines is different under working environments such as different altitudes, air inlet temperatures, and air inlet pressures. In addition, the higher the ignition frequency of the ignition device, the higher the ignition success rate of the aircraft engine. However, since the service life of all components is limited, the higher the ignition frequency of the ignition device, the higher the frequency of the ignition nozzle breakdown to form electric sparks, and the longer the cumulative working time of the ignition device, which will cause the service life and service life of the ignition nozzle and the ignition device to decrease. The engine ignition device provided in this embodiment of the present invention does not output a fixed high-frequency ignition signal, but can adjust the ignition frequency signal output by the frequency output module by adjusting the switching frequency and duty cycle of the transistor. This can meet the ignition frequency of the engine in different environments on the one hand, and extend the service life of the ignition nozzle on the other hand.

[0042] In the engine ignition device provided by the embodiment of the present invention, the parameter adjustment module includes a transistor, which is used to adjust the pulse width modulation signal of the transistor according to the input voltage; the parameter adjustment module is used to output an ignition frequency signal according to the input voltage adjustment pulse width modulation signal of the transistor, so that by adjusting the pulse width modulation signal of the transistor, the output frequency can be adjusted, and then the corresponding ignition frequency of the aircraft engine can be different under different usage environments, that is, the ignition frequency is controllable.

[0043] Optional, Figure 2 A schematic diagram of the electrical principle of an engine ignition device provided by an embodiment of the present invention is shown in FIG. Figure 2 As shown, the control end of the transistor 201 is electrically connected to the engine controller 200, the first end of the transistor 201 is electrically connected to the first end of the primary winding 101, the second end of the transistor 201 is electrically connected to the negative pole of the input voltage; the second end of the primary winding 101 is electrically connected to the positive pole of the input voltage.

[0044] Specifically, the control end of the transistor 201 is electrically connected to the engine controller 200, so that the engine controller 200 can control the on and off of the transistor 201 according to the input voltage, that is, the engine controller 200 can control the switching frequency value and the duty cycle value of the transistor 201, and then can adjust the pulse width modulation signal of the transistor, so that the frequency output module 30 outputs the ignition frequency signal according to the pulse width modulation signal. In other words, different input voltages result in different pulse width modulation signals, and then the ignition frequency output by the ignition device is different, so that the ignition device can output different ignition frequencies in different environments, thereby achieving adjustable ignition frequency.

[0045] Specifically, the positive electrode of the input voltage is directly electrically connected to the second end of the primary winding 101, and the negative electrode of the input voltage is electrically connected to the second end of the primary winding 101 through the transistor 201. Exemplarily, the input voltage needs to meet the ignition requirement, that is, the input voltage range can be a DC voltage of 18V-32V, and corresponding to the input voltage, the ignition device can achieve the ignition requirement in the temperature range of -55°C-120°C.

[0046] Optional, continue to refer to Figure 2 The parameter adjustment module 20 includes a first voltage-dividing resistor R1, a second voltage-dividing resistor R2, and a first differential amplifier U1; the first end of the first voltage-dividing resistor R1 is electrically connected to the positive electrode of the input voltage and the second end of the primary winding 101, respectively; the second end of the first voltage-dividing resistor R1 is electrically connected to the positive input terminal +IN of the first differential amplifier U1 and the first end of the second voltage-dividing resistor R2, respectively; the second end of the second voltage-dividing resistor R2 is electrically connected to the negative input terminal -IN of the first differential amplifier U1 and the negative electrode of the input voltage, respectively; the output terminal OUT of the first differential amplifier U1 is electrically connected to the engine controller 200.

[0047] Specifically, the first voltage-dividing resistor R1 and the second voltage-dividing resistor R2 divide the input voltage, and amplify the signal through the first differential amplifier U1 and output it to the engine controller 200, so that the engine controller 200 adjusts the pulse width modulation signal of the transistor according to the input voltage of the ignition device, thereby realizing that the ignition device 100 can successfully start the engine at the corresponding output ignition frequency under different input voltages.

[0048] Optional, continue to refer to Figure 2The parameter adjustment module 20 also includes a peak voltage absorption unit 202; the peak voltage absorption unit 202 includes a first resistor R11, a first diode D1 and a first capacitor C1; the first end of the first resistor R11 is electrically connected to the first end of the first capacitor C1 and the second end of the primary winding 101 respectively, the second end of the first resistor R11 is electrically connected to the second end of the first capacitor C1 and the cathode of the first diode D1 respectively, and the anode of the first diode D1 is electrically connected to the second end of the primary winding 101.

[0049] Specifically, the peak voltage absorption unit 202 is used to absorb the peak voltage to protect the circuit from damage.

[0050] Specifically, the peak voltage absorption unit 202 includes a first resistor R11, a first diode D1 and a first capacitor C1. Among them, the first capacitor C1 can store energy. When the peak voltage occurs, the first capacitor C1 can absorb excess energy and reduce the impact of the peak voltage on the circuit. Further, the capacity of the first capacitor C1 is 10nF; the rated voltage of the first capacitor C1 is 50V, which can reduce the impact of the peak voltage on the circuit. In addition, the first resistor R11 can convert the generated peak energy into heat energy through its power dissipation characteristics, thereby reducing the peak voltage. Further, the first diode D1 is used to clamp the voltage in the circuit. When the voltage exceeds the forward conduction voltage of the first diode D1, the first diode D1 is turned on, and the excess voltage is clamped to the forward conduction voltage of the first diode D1.

[0051] Optional, continue to refer to Figure 2 The parameter adjustment module 20 also includes a second capacitor C2, a third capacitor C3, a second resistor R12 and a third resistor R13; the first end of the second capacitor C2 is electrically connected to the first end of the second resistor R12 and the first gain end GR1 of the first differential amplifier U1, respectively, and the second end of the second capacitor C2 is electrically connected to the second end of the second resistor R12, the second gain end GR2 of the first differential amplifier U1 and the ground end, respectively; the first end of the third resistor R13 is electrically connected to the output end OUT of the first differential amplifier U1, and the second end of the third resistor R13 is electrically connected to the engine controller 20; the first end of the third capacitor C3 is electrically connected to the positive power supply end VCC of the first differential amplifier U1, and the second end of the third capacitor C3 is electrically connected to the negative power supply end VEE of the first differential amplifier U1 and the ground end, respectively; the reference end REF of the first differential amplifier U1 is grounded.

[0052] Specifically, the second capacitor C2 can realize the filtering function. The configuration of the second resistor R12 will affect the amplification factor, and the relationship between the input voltage and the output voltage is related to the second resistor R12. By setting the third resistor R13, on the one hand, it can be used as a protection element to prevent excessive current from damaging the differential amplifier, and on the other hand, the amplification factor of the first differential amplifier is related to the third resistor R13. By setting the third capacitor C3, parasitic oscillations in the circuit can be reduced and the stability of the amplifier can be improved.

[0053] Optional, continue to refer to Figure 2 The frequency output module 30 includes a second diode D2, a third diode D3, an energy storage capacitor C4, a discharge tube FD1, a second differential amplifier U2, a third voltage-dividing resistor R3 and a fourth voltage-dividing resistor R4 which are electrically connected; an anode of the second diode D2 is electrically connected to a first end of the secondary winding 102, and a cathode of the second diode D2 is electrically connected to a cathode of the third diode D3, a first end of the energy storage capacitor C4, a first end of the third voltage-dividing resistor R3 and a first end of the discharge tube FD1; an anode of the third diode D3 is electrically connected to a second end of the secondary winding, a second end of the energy storage capacitor C4, a second end of the fourth voltage-dividing resistor R4, a negative input terminal -IN of the second differential amplifier U2 and a negative line of the ignition nozzle; a second end of the third voltage-dividing resistor R3 is electrically connected to a first end of the fourth voltage-dividing resistor R4 and a positive input terminal +IN of the second differential amplifier U2; and a second end of the discharge tube FD1 is electrically connected to a positive line of the ignition nozzle.

[0054] For further information, please refer to Figure 2 The second diode D2 includes a rectifier diode; the third diode D3 includes a freewheeling diode.

[0055] Specifically, the input low-voltage DC voltage is converted into a square wave voltage by turning on and off the transistor 201. The square wave voltage is isolated and boosted by the forward isolation transformer 10, and then rectified by the second diode D2. Finally, the energy is stored in the energy storage capacitor C4. When the voltage of the energy storage capacitor C4 reaches 2700V-3200V, the discharge tube FD1 is broken down for amplification, and finally the ignition nozzle is broken down to form an electric spark.

[0056] Specifically, the third voltage-dividing resistor R3 and the fourth voltage-dividing resistor R4 divide the voltage across the energy storage capacitor C4, and after the signal is amplified by the second differential amplifier U2, it is output to the engine controller so that the engine controller calculates the current ignition frequency value of the ignition device according to the amplified signal.

[0057] Specifically, the third diode D3 includes a freewheeling diode, which can avoid the generation of surge voltage and achieve a protective effect on the circuit.

[0058] Optional, continue to refer to Figure 2The frequency output module 30 further includes a fourth resistor R14; a first end of the fourth resistor R14 is electrically connected to the second end of the discharge tube FD1, and a second end of the fourth resistor R14 is electrically connected to the second end of the fourth voltage-dividing resistor R4.

[0059] Specifically, by providing the fourth resistor R14, the current flowing through the ignition nozzle can be limited to prevent the ignition nozzle from being damaged by excessive current.

[0060] Optional, continue to refer to Figure 2 The frequency output module 30 also includes a fourth capacitor C5, a fifth capacitor C6, a fifth resistor R15 and a sixth resistor R16; the first end of the fourth capacitor C5 is electrically connected to the first end of the fifth resistor R15 and the first gain end GR1 of the second differential amplifier U2, respectively, and the second end of the fourth capacitor C5 is electrically connected to the second end of the fifth resistor R15, the second gain end GR2 of the second differential amplifier U2 and the ground end, respectively; the first end of the sixth resistor R16 is electrically connected to the output end OUT of the second differential amplifier U2, and the second end of the sixth resistor R16 is electrically connected to the engine controller 20; the first end of the fifth capacitor C6 is electrically connected to the positive power supply end VCC of the second differential amplifier U2, and the second end of the fifth capacitor C6 is electrically connected to the negative power supply end VEE of the second differential amplifier U2 and the ground end, respectively; the reference end REF of the second differential amplifier U2 is grounded.

[0061] Specifically, the fourth capacitor C5 can realize the filtering function. The configuration of the fifth resistor R15 will affect the amplification factor, and the relationship between the input voltage and the output voltage is related to the second resistor R12. By setting the sixth resistor R16, on the one hand, it can be used as a protection element to prevent excessive current from damaging the differential amplifier, and on the other hand, the amplification factor of the second differential amplifier is related to the sixth resistor R16. By setting the fifth capacitor C6, parasitic oscillations in the circuit can be reduced and the stability of the amplifier can be improved.

[0062] It should be noted that the controller of the aircraft engine samples the engine's air intake temperature and air intake pressure. Under different air intake pressures and air intake temperatures, the minimum frequency of the ignition device that can successfully ignite is also inconsistent. After the ignition device sends the input voltage and ignition frequency signals to the engine controller, the engine controller performs proportional-integral-differential control based on the input voltage of the ignition device, the engine's air intake temperature, air intake pressure and other parameters, calculates the required ignition frequency, and then adjusts the output ignition frequency value of the ignition device by adjusting the pulse width modulation signal, so that the ignition frequency of the ignition device is always within a reasonable range, which can not only ensure the successful ignition of the engine in different environments and different working conditions during actual operation, but also maximize the service life of the ignition nozzle, and meet the ignition frequency requirements of different models of aircraft engines without changing the design of the ignition device.

[0063] In summary, the engine ignition device provided by the embodiment of the present invention includes an isolation transformer, a parameter adjustment module and a frequency output module. The parameter adjustment module adjusts the pulse width modulation signal of the transistor according to the input voltage, and the parameter adjustment module outputs the ignition frequency signal according to the pulse width modulation signal of the transistor according to the input voltage. By adjusting the pulse width modulation signal of the transistor, the output frequency can be adjusted, and then the corresponding ignition frequency of the aircraft engine under different use environments can be different. That is to say, the ignition frequency output by the ignition device changes with the changes in the different working conditions of the engine, which can greatly increase the ignition success rate of the aircraft engine. In addition, it can avoid the ignition device outputting a higher fixed frequency to damage the ignition nozzle, thereby extending the service life of the ignition nozzle.

[0064] Note that the above are only preferred embodiments of the present invention and the technical principles used. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments, combinations and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. An engine ignition device, characterized in that: include: An isolation transformer, comprising a primary winding and a secondary winding; the secondary winding is electrically connected to an input voltage; A parameter adjustment module, electrically connected to the primary winding; The parameter adjustment module includes a transistor; the parameter adjustment module is used to adjust the pulse width modulation signal of the transistor according to the input voltage; A frequency output module is electrically connected to the secondary winding and is used to output an ignition frequency signal according to the pulse width modulation signal.

2. The engine ignition device according to claim 1, characterized in that: The control end of the transistor is electrically connected to the engine controller, the first end of the transistor is electrically connected to the first end of the primary winding, the second end of the transistor is electrically connected to the negative pole of the input voltage; the second end of the primary winding is electrically connected to the positive pole of the input voltage.

3. The engine ignition device according to claim 1, characterized in that: The parameter adjustment module includes a first voltage-dividing resistor, a second voltage-dividing resistor, and a first differential amplifier; The first end of the first voltage-dividing resistor is electrically connected to the positive electrode of the input voltage and the second end of the primary winding, respectively; the second end of the first voltage-dividing resistor is electrically connected to the positive input end of the first differential amplifier and the first end of the second voltage-dividing resistor, respectively; the second end of the second voltage-dividing resistor is electrically connected to the negative input end of the first differential amplifier and the negative electrode of the input voltage, respectively; the output end of the first differential amplifier is electrically connected to the engine controller.

4. The engine ignition device according to claim 3, characterized in that: The parameter adjustment module also includes a peak voltage absorption unit; The peak voltage absorption unit includes a first resistor, a first diode and a first capacitor; The first end of the first resistor is electrically connected to the first end of the first capacitor and the second end of the primary winding, respectively; the second end of the first resistor is electrically connected to the second end of the first capacitor and the cathode of the first diode, respectively; and the anode of the first diode is electrically connected to the second end of the primary winding.

5. The engine ignition device according to claim 3, characterized in that: The parameter adjustment module also includes a second capacitor, a third capacitor, a second resistor and a third resistor; The first end of the second capacitor is electrically connected to the first end of the second resistor and the first gain end of the first differential amplifier, and the second end of the second capacitor is electrically connected to the second end of the second resistor, the second gain end of the first differential amplifier and the ground end; A first end of the third resistor is electrically connected to an output end of the first differential amplifier, and a second end of the third resistor is electrically connected to the engine controller; The first end of the third capacitor is electrically connected to the positive power supply terminal of the first differential amplifier, and the second end of the third capacitor is electrically connected to the negative power supply terminal and the ground terminal of the first differential amplifier respectively; A reference terminal of the first differential amplifier is grounded.

6. The engine ignition device according to claim 1, characterized in that: The frequency output module includes a second diode, a third diode, an energy storage capacitor, a discharge tube, a second differential amplifier, a third voltage-dividing resistor and a fourth voltage-dividing resistor electrically connected; The anode of the second diode is electrically connected to the first end of the secondary winding, and the cathode of the second diode is electrically connected to the cathode of the third diode, the first end of the energy storage capacitor, the first end of the third voltage-dividing resistor, and the first end of the discharge tube; the anode of the third diode is electrically connected to the second end of the secondary winding, the second end of the energy storage capacitor, the second end of the fourth voltage-dividing resistor, the negative input end of the second differential amplifier, and the negative line of the ignition nozzle. The second end of the third voltage-dividing resistor is electrically connected to the first end of the fourth voltage-dividing resistor and the positive input end of the second differential amplifier respectively; The second end of the discharge tube is electrically connected to the positive line of the ignition nozzle.

7. The engine ignition device according to claim 6, characterized in that: The frequency output module also includes a fourth resistor; The first end of the fourth resistor is electrically connected to the second end of the discharge tube, and the second end of the fourth resistor is electrically connected to the second end of the fourth voltage-dividing resistor.

8. The engine ignition device according to claim 6, characterized in that: The frequency output module further includes a fourth capacitor, a fifth capacitor, a fifth resistor and a sixth resistor; The first end of the fourth capacitor is electrically connected to the first end of the fifth resistor and the first gain end of the second differential amplifier, and the second end of the fourth capacitor is electrically connected to the second end of the fifth resistor, the second gain end of the second differential amplifier and the ground end; A first end of the sixth resistor is electrically connected to the output end of the second differential amplifier, and a second end of the sixth resistor is electrically connected to the engine controller; The first end of the fifth capacitor is electrically connected to the positive power supply terminal of the second differential amplifier, and the second end of the fifth capacitor is electrically connected to the negative power supply terminal and the ground terminal of the second differential amplifier respectively; A reference terminal of the second differential amplifier is grounded.

9. The engine ignition device according to claim 6, characterized in that: The second diode comprises a rectifier diode; The third diode includes a freewheeling diode.

10. The engine ignition device according to claim 4, characterized in that: The capacity of the first capacitor is 10nF; the rated voltage of the first capacitor is 50V.

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