Gas engine explosion-proof ignition system and engine

Abstract

The invention provides a gas engine explosion-proof ignition system and an engine, relates to the field of engines, and aims to solve the problem that in the prior art, a conventional spark plug extension structure lacks a strict explosion-proof main body design, so that electric arc leakage is likely to happen, and safety accidents are caused. The explosion-proof rod provides an explosion-proof channel which is completely isolated from the external environment for the high-voltage wire, and an arc leakage path is blocked; meanwhile, the fixing part of the adapter plate serves as a sealing base plate to be clamped and fastened between the upper cover flange and the air cylinder cover upper cover, the ignition coil is directly borne through the integrally-extending supporting part while axial pressing sealing and radial positioning of the anti-explosion rod are completed, anti-explosion isolation, mechanical sealing fixing and coil supporting are integrated into a rigid whole, and the anti-explosion isolation effect is achieved. The anti-explosion safety requirement is met, the overall rigidity and coaxiality of the connecting structure are improved, and high-frequency strong vibration of an engine is effectively resisted.

Description

Technical Field

[0001] This invention relates to the field of engines, specifically to an explosion-proof ignition system and engine for a gas engine. Background Technology

[0002] Gas turbine engines are widely used in power generation, compressor drives, marine propulsion, and industrial applications. Because their operating environment or engine compartment often contains flammable gas mixtures, the ignition system must strictly meet explosion-proof safety requirements. Especially in large-bore gas turbine engines, due to the thick cylinder head and deep combustion chamber, spark plugs are typically installed in deep holes. Currently, to meet the requirements of deep-hole ignition and explosion protection, the industry mainly adopts two approaches: one is to directly use dedicated explosion-proof spark plugs, and the other is to encapsulate conventional spark plugs and the ignition system as a whole in a large explosion-proof enclosure. However, dedicated explosion-proof spark plugs have complex structures, extremely high costs, and limited market supply channels, which not only increases the operating costs of the equipment but also limits the convenience of maintenance; while the integrated explosion-proof enclosure solution is bulky, occupying valuable engine space and making daily disassembly and maintenance extremely cumbersome.

[0003] In practical applications, solutions that extend the connection between conventional spark plugs and external ignition coils often employ simple insulating sleeves or split-assembly structures. These extensions prioritize physical length and insulation, frequently lacking a robust, explosion-proof design with stringent airtightness and isolation features. This results in inadequate explosion-proof isolation between the high-voltage wires and the external environment, increasing the risk of accidents should internal arcing leaks occur. Furthermore, the high-frequency, strong vibrations associated with large-bore engines make it difficult to guarantee coaxiality and connection rigidity using existing, dispersed connection methods, leading to seal failures, loose connections, and even component breakage. Therefore, it is difficult to achieve both conventional deep-hole extended ignition with conventional spark plugs while simultaneously meeting the requirements for explosion-proof isolation reliability and component installation stability under high-vibration environments. Summary of the Invention

[0004] In view of this, the present invention provides a gas engine explosion-proof ignition system and engine, which has reliable explosion-proof isolation and stable installation performance in high vibration environments.

[0005] The first objective of this invention is to provide an explosion-proof ignition system for a gas engine, which adopts the following solution: include: An explosion-proof rod is fitted with an upper flange. One end of the explosion-proof rod is equipped with a spark plug interface, which is connected to a wire. The wire extends along the inside of the explosion-proof rod, passes through the other end of the explosion-proof rod, and is connected to an ignition coil. The section of the wire inside the explosion-proof rod is isolated from the outside of the explosion-proof rod. The adapter plate has a fixing part and a supporting part. The fixing part is arranged as a sealing gasket between the upper flange and the cylinder head cover, and is used with fasteners to maintain the relative positions of the explosion-proof rod, the adapter plate and the cylinder head cover; the supporting part extends to the outside of the fixing part to carry the ignition coil.

[0006] Furthermore, fastening holes are respectively provided on the upper cover flange and the fixing part, and the fasteners are connected to the cylinder head upper cover after passing through the fastening holes on the upper cover and the fastening holes on the fixing part in sequence.

[0007] Furthermore, the fixing part is provided with a through hole for the explosion-proof rod to pass through, and the upper flange and the fixing part are respectively provided with at least three fastening holes. All the fastening holes on the upper flange are distributed circumferentially along the axis of the explosion-proof rod, and all the fastening holes on the fixing part are distributed circumferentially along the axis of the through hole.

[0008] Furthermore, the explosion-proof rod is fitted with a sealing sleeve, which is located between the upper cover flange and the spark plug interface, and is used to fill the gap between the mounting hole provided on the cylinder head upper cover and the explosion-proof rod passing through the mounting hole.

[0009] Furthermore, the inner ring of the sealing sleeve is fixedly connected to the explosion-proof rod, and the sealing sleeve and the explosion-proof rod are sealed together.

[0010] Furthermore, the upper flange is fixedly connected to the explosion-proof rod, and the mating position is sealed.

[0011] Furthermore, the explosion-proof rod has a channel inside for the wire to pass through. One end of the channel is blocked by a spark plug interface, and the other end is sealed with a sealing component for the wire to pass through.

[0012] Furthermore, the ignition coil is electrically connected to the wire, and the ignition coil is detachably mounted on the support.

[0013] Furthermore, the fixing part is connected to the cylinder head cover with fasteners, and the support part extends outside the fixing part to form a cantilever structure to maintain the isolation between the ignition coil and the cylinder head cover.

[0014] A second object of the present invention is to provide an engine that utilizes the gas engine explosion-proof ignition system provided as in the first object.

[0015] Compared with the prior art, the advantages and positive effects of this invention are: To address the shortcomings of existing conventional spark plug extension structures, such as the lack of a robust explosion-proof design leading to arc leakage and safety hazards, and the vulnerability of dispersed connections to seal failure and component loosening under high-frequency vibrations in large-bore engines, this invention employs a combination structure of an explosion-proof rod and a multi-functional adapter plate. The explosion-proof rod provides a completely isolated explosion-proof channel for the high-voltage wires, blocking the arc leakage path. Simultaneously, the fixing part of the adapter plate acts as a sealing gasket, clamped and secured between the upper flange and the cylinder head cover. While achieving axial compression sealing and radial positioning of the explosion-proof rod, the integrated extended support directly supports the ignition coil, integrating explosion-proof isolation, mechanical seal fixation, and coil support into a rigid whole. This not only ensures explosion-proof safety requirements and improves the overall rigidity and coaxiality of the connection structure but also effectively resists high-frequency vibrations of the engine, preventing seal failure and component breakage. This enables the safe, stable, and low-cost application of conventional spark plugs in large-bore explosion-proof engines.

[0016] To address the safety hazard of electric arcing in high-voltage ignition wires of gas engines, which can ignite flammable gases in the external environment due to insulation damage or loose connections, this invention constructs a closed isolation channel inside the explosion-proof rod. Utilizing the explosion-proof rod tube as a physical barrier, and forming a double-ended gas-tight enclosure through the spark plug interface at the bottom and the sealing component at the top, the wire is completely confined within a sealed space. Even if an electric arc discharge or high temperature occurs internally, its energy and sparks are strictly limited within the explosion-proof rod and cannot propagate to the external flammable and explosive environment. This ensures the extension component has reliable explosion-proof performance and meets explosion-proof certification requirements.

[0017] A sealing sleeve is installed in the middle of the explosion-proof rod. The sealing sleeve fills the annular gap between the explosion-proof rod and the mounting hole of the cylinder head cover, and forms an interference or fixed seal with the explosion-proof rod body. It forms an auxiliary airtight barrier inside the deep hole to prevent oil mist or exhaust gas in the engine body from rising along the mounting hole. The sealing sleeve acts as an elastic support component and plays a shock absorption and buffering role, effectively limiting the radial displacement of the long rod under severe vibration, preventing the rod from being damaged due to fatigue or impact, and significantly improving the mechanical durability of the system. Attached Figure Description

[0018] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0019] Figure 1 This is a schematic diagram of an explosion-proof ignition system for a gas engine in one or more embodiments of the present invention.

[0020] Figure 2 This is a schematic diagram of an explosion-proof rod in one or more embodiments of the present invention.

[0021] Figure 3 This is an overall schematic diagram of the explosion-proof rod in one or more embodiments of the present invention.

[0022] Figure 4 This is a schematic diagram of the upper flange in one or more embodiments of the present invention.

[0023] Figure 5 This is a schematic diagram of an adapter board in one or more embodiments of the present invention.

[0024] Among them, 1. Spark plug; 2. Explosion-proof rod; 3. Cylinder head cover; 4. Ignition coil; 5. Adapter plate; 6. Sealing sleeve; 7. Upper cover flange; 8. Wire; 9. Spark plug interface; 10. Fixing part; 11. Support part; 12. Fastening hole; 13. Through hole. Detailed Implementation

[0025] Example 1 In a typical embodiment of the present invention, such as Figures 1-5 As shown, an explosion-proof ignition system for a gas engine is presented.

[0026] Existing gas engine ignition systems that connect conventional spark plugs to external ignition circuits via extended structures often use simple insulating sleeves or separate assemblies for their extension components. These extensions lack stringent airtightness and isolation capabilities, and the high-voltage wires cannot be explosion-proofed, easily leading to safety accidents. Furthermore, existing decentralized connection methods struggle to guarantee coaxiality and connection rigidity, easily resulting in seal failure, loose joints, and even component breakage. This makes it difficult to meet the requirements for explosion-proof isolation reliability and component installation stability under high-vibration environments. Therefore, this embodiment provides an explosion-proof ignition system for gas engines that effectively improves explosion-proof isolation reliability and component installation stability while achieving deep-hole ignition.

[0027] like Figures 1-5 As shown, the explosion-proof ignition system for a gas engine mainly includes an explosion-proof rod 2, an adapter plate 5, and an ignition coil 4.

[0028] An upper flange 7 is fitted over the explosion-proof rod 2. One end of the flange has a spark plug interface 9 and is connected to a wire 8. The wire 8 extends inside the explosion-proof rod 2, passes through the other end, and connects to the ignition coil 4, ensuring that the section of the wire 8 inside the explosion-proof rod 2 is isolated from the outside of the explosion-proof rod 2. A transition plate 5 is also provided, which has a fixing part 10 and a supporting part 11. The fixing part 10 acts as a sealing gasket between the upper flange 7 and the cylinder head cover 3, and, with the help of fasteners, maintains the relative positions of the explosion-proof rod 2, the transition plate 5, and the cylinder head cover 3. The supporting part 11 extends outside the fixing part 10 to support the ignition coil 4.

[0029] The explosion-proof rod 2 is a hollow, long rod structure, with an upper flange 7 fitted on its exterior. The upper flange 7 can be an independent annular component, connected to the outside of the explosion-proof rod 2 via a compression fit or threaded connection. Alternatively, the upper flange 7 can be integrally formed with the explosion-proof rod 2, for example, by casting or machining.

[0030] One end of the explosion-proof rod 2 is configured as a spark plug interface 9. The spark plug interface 9 can be a threaded hole for direct screwing into the spark plug 1. Alternatively, the spark plug interface 9 can be a snap-fit ​​connection structure, allowing for quick connection to the spark plug 1 via elastic claws. The wire 8 can be soldered to the electrode of the spark plug interface 9. Alternatively, the wire 8 can be mechanically and electrically connected to the electrode of the spark plug interface 9 via crimp terminals.

[0031] The wire 8 extends inside the explosion-proof rod 2, passes through the other end of the explosion-proof rod 2, and connects to the ignition coil 4. The extension path of the wire 8 inside the explosion-proof rod 2 can be a straight channel formed inside the explosion-proof rod 2, or the explosion-proof rod 2 can be provided with a guide groove or insulating sleeve to guide the wire 8 through. The ignition coil 4 can be electrically connected to the wire 8 by bolt connection or plug-in connection.

[0032] The section of conductor 8 located inside the explosion-proof rod 2 is designed to be isolated from the outside of the explosion-proof rod 2. This can be achieved by filling the inside of the explosion-proof rod 2 with insulating material, such as epoxy resin or silicone. Alternatively, an insulating tube with high insulation performance can be fitted over conductor 8 and fixed inside the explosion-proof rod 2, thereby isolating conductor 8 from the external environment.

[0033] The adapter plate 5 is provided with a fixing part 10 and a supporting part 11. The fixing part 10 can be a flat plate structure, while the supporting part 11 can be an arm-shaped structure extending laterally from the flat plate structure. In other possible embodiments, the fixing part 10 and the supporting part 11 can also be combined by welding or bolting.

[0034] The fixing part 10, acting as a sealing gasket, is located between the upper flange 7 and the cylinder head upper cover 3. The fixing part 10 can be made of a material with a certain degree of elasticity, such as rubber or a soft metal gasket, to provide a sealing effect. Alternatively, the fixing part 10 can be made of a rigid material, achieving a seal through precision-machined mating surfaces. The fixing part 10, in conjunction with fasteners, maintains the relative positions of the explosion-proof rod 2, the adapter plate 5, and the cylinder head upper cover 3. The fasteners can be screws, passing through corresponding holes to secure the components together. Alternatively, the fasteners can be self-tapping screws or rivets, directly connecting the components.

[0035] The support part 11 can be a simple platform structure on which the ignition coil 4 is fixed by bolts. The support part 11 can also be provided with slots or positioning pins to assist in the installation and positioning of the ignition coil 4.

[0036] The explosion-proof ignition system for gas engines in this embodiment effectively solves the problem of insufficient explosion-proof isolation of the high-voltage wire 8 in traditional solutions by integrating the high-voltage wire 8 inside the explosion-proof rod 2 and isolating it from the external environment. Simultaneously, the fixing part 10 of the adapter plate 5 is arranged as a sealing gasket between the upper flange 7 and the cylinder head upper cover 3, and fasteners are used to maintain the relative positions of the components. The support part 11 carries the ignition coil 4, significantly improving the installation stability, coaxiality, and sealing reliability of the ignition system under high vibration environments, thereby meeting the requirements for deep-hole ignition and explosion-proof safety of gas engines.

[0037] In this embodiment, spark plug 1 is a standard J-type open spark plug 1 (non-explosion-proof), with its top connected to the explosion-proof rod 2. The explosion-proof rod 2 has explosion-proof certification, and its lower interior has an elastic structure that can connect to spark plug 1. The spark plug interface 9 is sized to match spark plug 1.

[0038] like Figure 3 , Figure 4 As shown, fastening holes 12 are respectively provided on the upper flange 7 and the fixing part 10. Fasteners pass through the fastening holes 12 on the upper flange and the fixing part 10 in sequence before connecting to the cylinder head upper cover 3. The fastening holes 12 are pre-machined holes on the upper flange 7 and the fixing part 10, and their size and position are adapted to the fasteners. The fastening holes 12 can be designed as through holes according to actual needs so that the fasteners can pass through. The fasteners can be standard parts such as bolts and screws, configured according to connection strength, corrosion resistance, and ease of disassembly and assembly. During the assembly process, the fasteners first pass through the corresponding fastening holes 12 on the upper flange 7, and then continue to pass through the corresponding fastening holes 12 on the fixing part 10, and finally connect to the cylinder head upper cover 3. Threaded holes or matching nuts are pre-set on the cylinder head upper cover 3 to mate with the fasteners. By tightening the fasteners, a tight mechanical connection is formed between the upper flange 7, the fixing part 10, and the cylinder head upper cover 3.

[0039] Fasteners pass sequentially through the pre-set fastening holes 12 and connect to the cylinder head cover 3, providing a stable clamping force to effectively resist vibrations and impacts generated during engine operation. This ensures that the relative positions of the explosion-proof rod 2, the adapter plate 5, and the cylinder head cover 3 are precisely maintained, preventing components from loosening or shifting. Simultaneously, it ensures that the fixing part 10, acting as a sealing gasket, is evenly compressed, thus forming a reliable seal between the upper cover flange 7 and the cylinder head cover 3. This effectively prevents leakage of combustion gases or combustion products, improving the safety performance of the explosion-proof system.

[0040] like Figure 5As shown, the fixing part 10 has a through hole 13 for the explosion-proof rod 2 to pass through, and the upper cover flange 7 and the fixing part 10 each have at least three fastening holes 12. All the fastening holes 12 on the upper cover flange 7 are distributed circumferentially along the axis of the explosion-proof rod 2, and all the fastening holes 12 on the fixing part 10 are distributed circumferentially along the axis of the through hole 13.

[0041] The through hole 13 is a pre-drilled hole for the explosion-proof rod 2, the size and shape of which match the outer shape of the explosion-proof rod 2. The inner diameter of the through hole 13 can be slightly larger than the outer diameter of the explosion-proof rod 2 to provide a certain assembly clearance, while ensuring that the explosion-proof rod 2 can pass through smoothly and achieve initial positioning. The shape of the through hole 13 corresponds to the cross-sectional shape of the explosion-proof rod 2, for example, it is circular, and its edges can be chamfered to facilitate the insertion of the explosion-proof rod 2.

[0042] The fastening hole 12 is a through-hole that passes through the upper flange 7 and the fixing part 10, allowing fasteners to pass through. At least three fastening holes 12 provide stable three-point or multi-point support, ensuring that the upper flange 7 and the fixing part 10 are evenly stressed during tightening, preventing warping or stress concentration, thereby improving connection stability and sealing. The inner diameter of the fastening hole 12 should match the outer diameter of the selected fastener, typically slightly larger than the fastener diameter to facilitate passage. The edges of the fastening hole 12 may be deburred or chamfered.

[0043] All the fastening holes 12 on the upper flange 7 are arranged in a circular or polygonal pattern around the central axis of the explosion-proof rod 2. For example, if three fastening holes 12 are provided, they can be distributed at equal angles (120 degrees); if four fastening holes 12 are provided, they can be distributed at equal angles (90 degrees). This helps to ensure that the fastening force is evenly applied around the explosion-proof rod 2 during tightening, thereby ensuring a more secure connection between the explosion-proof rod 2 and the upper flange 7, and helping to achieve uniform sealing pressure.

[0044] In practical applications, when the explosion-proof rod 2 passes through the mounting hole of the cylinder head cover 3, a gap is formed between the explosion-proof rod 2 and the mounting hole due to manufacturing tolerances and assembly clearances. This may lead to gas leakage or intrusion of external impurities, thereby affecting the explosion-proof performance and operational reliability of the system. To address this, a sealing sleeve 6 is provided around the explosion-proof rod 2. The sealing sleeve 6 is located between the upper cover flange 7 and the spark plug interface 9, and is used to fill the gap between the mounting hole of the cylinder head cover 3 and the explosion-proof rod 2 passing through the mounting hole.

[0045] like Figure 2 and Figure 3As shown, the sealing sleeve 6 is an annular or cylindrical elastic component made of a high-temperature resistant, oil-resistant, and flame-resistant elastic material, such as fluororubber, silicone rubber, or special synthetic rubber. The sealing sleeve 6 is fitted over the explosion-proof rod 2, with its inner diameter tightly fitting the outer diameter of the explosion-proof rod 2, and its outer diameter matching the inner diameter of the mounting hole in the cylinder head cover 3. The cross-sectional shape of the sealing sleeve 6 can be designed as an O-shape, X-shape, or other irregular shape according to actual needs to optimize its sealing performance under pressure.

[0046] During installation, the sealing sleeve 6 is positioned between the upper flange 7 and the spark plug interface 9, ensuring it covers the area where the blast rod 2 passes through the mounting hole of the cylinder head upper cover 3. Through its own elastic deformation, the sealing sleeve 6 effectively fills the gap between the blast rod 2 and the mounting hole of the cylinder head upper cover 3, forming a reliable physical barrier. This filling effect not only prevents combustion gases from leaking from the inside to the external environment but also prevents external dust, moisture, or other contaminants from entering the engine, thereby maintaining the cleanliness and blast-proof integrity of the ignition system.

[0047] A sealing sleeve 6 is installed and positioned outside the explosion-proof rod 2 to effectively fill the gap between the explosion-proof rod 2 and the mounting hole of the cylinder head cover 3, thereby improving the sealing performance and overall explosion-proof safety of the gas engine's explosion-proof ignition system. The introduction of the sealing sleeve 6 effectively prevents gas leakage from the mounting hole, eliminating the potential risk of gas contact with the external environment and causing an explosion. Simultaneously, the sealing sleeve 6 also prevents external impurities and moisture from entering the engine, protecting critical components of the ignition system from contamination and corrosion, thus extending the system's service life and ensuring stable and reliable operation of the ignition system under various operating conditions.

[0048] The inner ring of the sealing sleeve 6 is fixedly connected to the explosion-proof rod 2, and a firm connection is established between the inner circumferential surface of the sealing sleeve 6 and the outer surface of the explosion-proof rod 2. This can be achieved using an interference fit, where the inner diameter of the sealing sleeve 6 is slightly smaller than the outer diameter of the explosion-proof rod 2, forming a tight frictional connection through radial pressure during assembly. Alternatively, the inner ring of the sealing sleeve 6 can be bonded to the explosion-proof rod 2 using an adhesive, employing a high-temperature resistant and vibration-resistant special adhesive to ensure the durability of the connection. Furthermore, if the sealing sleeve 6 is made of an elastic material, it can be directly molded onto the explosion-proof rod 2 through vulcanization or compression molding to form an integrated structure. This fixed connection prevents the sealing sleeve 6 from relative displacement or loosening during engine operation due to factors such as vibration, thermal expansion and contraction, or changes in air pressure.

[0049] Simultaneously, the sealing sleeve 6 and the explosion-proof rod 2 form a seal, creating an effective barrier layer at the contact interface between the inner ring of the sealing sleeve 6 and the explosion-proof rod 2 to prevent gas or liquid leakage through this interface. The interference fit itself provides a certain sealing effect; if an adhesive is used, it can also form a sealing layer after curing. Furthermore, the sealing sleeve 6 can be made of rubber or elastomer materials with good elasticity, oil resistance, high temperature resistance, and aging resistance, such as fluororubber or silicone rubber. The inner ring design of the sealing sleeve 6 can include structures such as a lip and an O-ring groove, which generate pre-compression deformation upon contact with the explosion-proof rod 2, thereby enhancing the sealing performance. Through these measures, a reliable sealing barrier is ensured between the sealing sleeve 6 and the explosion-proof rod 2.

[0050] like Figure 1 and Figure 3 As shown, the upper flange 7 is fixedly connected to the explosion-proof rod 2, sealing the mating position and eliminating relative movement between them. The fixed connection between the upper flange 7 and the explosion-proof rod 2 can be achieved using welding processes, such as laser welding or argon arc welding, forming a metallurgical bond that provides high strength and inherent sealing. Alternatively, brazing or press fits (interference fits) can be used, achieving fixation through close contact and friction between the materials. Furthermore, high-strength adhesives or mechanical fasteners (such as locating pins or screws with locking mechanisms) can be used, but the stability of the connection must be ensured. Measures are taken to ensure a tight seal at the interface where the explosion-proof rod 2 passes through the upper flange 7. If welding or brazing is used, the seal is achieved along with the fixed connection. If press fits or mechanical fastening are used, additional sealing elements, such as O-rings, gaskets, or liquid sealant, can be placed between the mating surfaces to effectively prevent gas or liquid penetration and ensure a tight connection. The selected sealing material should have good resistance to high temperature, pressure and gas corrosion to adapt to the harsh working environment of the gas engine.

[0051] like Figure 2 As shown, the explosion-proof rod 2 has an internal channel for the wire 8 to pass through. One end of the channel is sealed by a spark plug interface 9, and the other end is sealed with a sealing component for the wire 8 to pass through. The channel can be a hole or a tubular structure penetrating the interior of the explosion-proof rod 2, with a smooth inner wall to avoid wear or damage to the insulation layer of the wire 8 when it passes through or during operation. The channel can be formed in various ways, such as by drilling or pre-drilling holes during the manufacturing process of the explosion-proof rod 2, or by designing the explosion-proof rod 2 as a multi-segment structure and assembling it to form the internal channel. The channel provides a protected path for the wire 8, ensuring the physical isolation and mechanical protection of the wire 8 inside the explosion-proof rod 2.

[0052] The passage near the spark plug interface 9 is sealed by the structure of the spark plug interface 9 itself. Specifically, when the spark plug interface 9 is connected to the explosion-proof rod 2, its structure (e.g., the shoulder of the threaded connection, the tapered mating surface, or the integrated sealing ring, gasket, etc.) can completely seal the opening of the passage. This can be achieved through mechanical compression sealing, chemical adhesive sealing, or a combination of both, ensuring the airtightness of that end. The structural sealing of the spark plug interface 9 effectively prevents flammable gases from the external environment from entering the passage inside the explosion-proof rod 2 from the spark plug interface 9 side.

[0053] At the other end of the channel, where the wire 8 exits from inside the explosion-proof rod 2 and connects to the ignition coil 4, a specialized sealing element is used to seal it. This sealing element can be a rubber plug with a hole for the wire 8, a sealing cap installed by thread or press fit, or a potting material such as epoxy resin to completely seal the wire 8 and the channel opening. Regardless of the form used, the sealing element must be able to tightly cover the wire 8 and form a reliable seal with the inner wall of the channel, ensuring that the sealing integrity of the channel is not affected when the wire 8 passes through the sealing element.

[0054] The double sealing mechanism at both ends of the internal channel of the explosion-proof rod 2 effectively prevents combustible gas from seeping into the interior of the explosion-proof rod 2 from both ends along the path of the wire 8. It also prevents the leakage of sparks or heat that may be generated by the wire 8 during operation, enhances the explosion-proof safety of the gas engine ignition system, ensures the reliable operation of the system in a potentially explosive environment, and avoids safety hazards caused by incomplete isolation of the wire 8.

[0055] The ignition coil 4 is electrically connected to the wire 8, and is detachably mounted on the support 11. The ignition coil 4 establishes an electrical connection with the wire 8 to receive a low-pressure ignition signal from the engine control unit (ECU), converting it into high-pressure electrical energy, which is then transmitted to the spark plug 1 through the spark plug interface 9 to generate an electric spark that ignites the air-fuel mixture. The electrical connection is typically achieved through connectors, crimp terminals, or soldering. For ease of maintenance, this embodiment uses a pluggable connector to ensure quick and safe disconnection and reconnection of the circuit when needed. Furthermore, the ignition coil 4 can be installed using various mechanical fixing methods. For example, the ignition coil 4 can be designed with mounting ears or mounting holes, and secured to the support 11 using fasteners such as screws, bolts, or clips. Alternatively, a quick-release mechanism or clamping device can be used for rapid disassembly and installation.

[0056] like Figure 1 As shown, the fixing part 10 is connected to the cylinder head cover 3 with fasteners, and the support part 11 extends to the outside of the fixing part 10 to form a cantilever structure to maintain the isolation between the ignition coil 4 and the cylinder head cover 3.

[0057] The support portion 11 of the adapter plate 5 extends outward from the fixing portion 10. Its far end is not directly connected to the cylinder head cover 3 or other fixed structures, but supports the ignition coil 4 in a suspended manner, so that the ignition coil 4 can be positioned away from the cylinder head cover 3, thereby maintaining a certain distance from the engine body in space. During engine operation, the cantilever structure can stably support the ignition coil 4 without excessive deformation or vibration.

[0058] The cantilever structure creates a physical isolation zone between the ignition coil 4 and the cylinder head cover 3, achieving both thermal and vibration isolation. Thermal isolation refers to increasing the distance between the ignition coil 4 and the cylinder head cover 3, reducing the conduction of heat generated during engine operation to the ignition coil 4, thus preventing overheating from affecting its performance and lifespan. Vibration isolation refers to the cantilever structure's ability to absorb or attenuate vibrations from the engine to a certain extent, reducing the impact of vibrations on the precision electronic components inside the ignition coil 4 and improving its operational stability.

[0059] Example 2 In another typical embodiment of the present invention, such as Figures 1-5 As shown, an engine is provided that utilizes the gas engine explosion-proof ignition system as described in Example 1.

[0060] The gas engine explosion-proof ignition system used in this engine includes an explosion-proof rod 2, which is covered by an upper flange 7. One end of the explosion-proof rod 2 is provided with a spark plug interface 9, and the spark plug interface 9 is connected to a wire 8. The wire 8 extends along the inside of the explosion-proof rod 2, passes through the other end of the explosion-proof rod 2, and connects to the ignition coil 4. The section of the wire 8 located inside the explosion-proof rod 2 is isolated from the outside of the explosion-proof rod 2. The adapter plate 5 is provided with a fixing part 10 and a supporting part 11. The fixing part 10 is arranged as a sealing gasket between the upper flange 7 and the cylinder head upper cover 3, and is used with fasteners to maintain the relative positions of the explosion-proof rod 2, the adapter plate 5, and the cylinder head upper cover 3. The supporting part 11 extends to the outside of the fixing part 10 to carry the ignition coil 4. Because the explosion-proof rod 2 forms an independent channel to isolate the high-voltage wire 8, the risk of arc leakage is avoided, thus significantly improving the reliability of explosion-proof isolation. At the same time, the design of the fixing part 10 and the fasteners ensures the sealing performance and structural rigidity of the system under the high-frequency and strong vibration conditions of the large-bore engine, thereby effectively preventing the problems of loose joints and sealing failure.

[0061] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A gas engine explosion-proof ignition system, characterized in that, include: An explosion-proof rod is fitted with an upper flange. One end of the explosion-proof rod is equipped with a spark plug interface, which is connected to a wire. The wire extends along the inside of the explosion-proof rod, passes through the other end of the explosion-proof rod, and is connected to an ignition coil. The section of the wire inside the explosion-proof rod is isolated from the outside of the explosion-proof rod. The adapter plate has a fixing part and a supporting part. The fixing part is arranged as a sealing gasket between the upper flange and the cylinder head cover, and is used with fasteners to maintain the relative positions of the explosion-proof rod, the adapter plate and the cylinder head cover; the supporting part extends to the outside of the fixing part to carry the ignition coil.

2. The gas engine explosion-proof ignition system as described in claim 1, characterized in that, Fastening holes are provided on the upper cover flange and the fixing part respectively. Fasteners are connected to the cylinder head upper cover after passing through the fastening holes on the upper cover and the fixing part in sequence.

3. The gas engine explosion-proof ignition system as described in claim 2, characterized in that, The fixing part has a through hole for the explosion-proof rod to pass through, and the upper flange and the fixing part each have at least three fastening holes. All the fastening holes on the upper flange are distributed circumferentially along the axis of the explosion-proof rod, and all the fastening holes on the fixing part are distributed circumferentially along the axis of the through hole.

4. The gas engine explosion-proof ignition system as described in claim 1, characterized in that, The explosion-proof rod is fitted with a sealing sleeve, which is located between the upper flange and the spark plug interface. The sealing sleeve is used to fill the gap between the mounting hole provided on the cylinder head upper cover and the explosion-proof rod passing through the mounting hole.

5. The gas engine explosion-proof ignition system as described in claim 4, characterized in that, The inner ring of the sealing sleeve is fixedly connected to the explosion-proof rod, and the sealing sleeve and the explosion-proof rod are sealed together.

6. The gas engine explosion-proof ignition system as described in claim 1, 4, or 5, characterized in that, The upper flange is fixedly connected to the explosion-proof rod, and the mating position is sealed.

7. The gas engine explosion-proof ignition system as described in claim 1, characterized in that, The explosion-proof rod has a channel inside for the wire to pass through. One end of the channel is blocked by a spark plug interface, and the other end is sealed with a sealing component for the wire to pass through.

8. The gas engine explosion-proof ignition system as described in claim 1 or 7, characterized in that, The ignition coil is electrically connected to the wires, and the ignition coil can be detachably mounted on the support.

9. The gas engine explosion-proof ignition system as described in claim 8, characterized in that, The fixing part is connected to the cylinder head cover with fasteners, and the support part extends outside the fixing part to form a cantilever structure to maintain the isolation between the ignition coil and the cylinder head cover.

10. An engine, characterized in that, Using the gas engine explosion-proof ignition system as described in any one of claims 1-9.

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