A high voltage wire assembly for a dual rotor engine of a low altitude aircraft

Abstract

This invention relates to a high-voltage wire assembly suitable for dual-rotor engines in low-altitude aircraft, belonging to the technical field of high-voltage wires for dual-rotor engines. The high-voltage wire has no pre-set connection holes at either end. The ignition coil end is fixed by screwing a conductive self-tapping screw into a threaded structure. The spark plug end is fixed by screwing a conductive self-tapping screw into a terminal assembly into a threaded structure. The other end of the terminal assembly has a D-type clip that engages with the spark plug's external thread, embedding at the root of the thread to form axial and radial dual limiting. This invention addresses the pain points of dual-rotor engines in low-altitude aircraft by systematically solving the problems of insufficient installation space, poor connection reliability, and severe electromagnetic interference associated with conventional high-voltage wires and ignition coil connectors used in dual-rotor engines through three core technologies: pre-hole-free self-tapping thread connection, D-type clip external thread fixation, and end-to-end EMC shielding. The overall structure is simple, easy to assemble, and has stable performance, making it particularly suitable for the special operating conditions of low-altitude aircraft.

Description

Technical Field

[0001] This invention belongs to the field of high-voltage line technology for dual-rotor engines, specifically a high-voltage line assembly suitable for dual-rotor engines of low-altitude aircraft. Background Technology

[0002] Current conventional car engines have eliminated high-voltage wires and used ignition coil connectors to connect the ignition coil and spark plugs. However, in twin-rotor engines, because the engine structure is different from that of conventional inline piston engines, there is no spark plug well structure. If ignition coil connectors are used to connect the ignition coil and spark plugs, it will result in an excessively large engine outer contour and problems such as difficulty in installing the ignition coil.

[0003] Conventional high-voltage lines often use a D-type clip / convex hull structure to connect with ignition coils with high-voltage pins with raised heads / steps, and often use a D-type clip / convex hull structure to connect with spark plugs with raised heads. When used in low-altitude aircraft, vibration can easily cause the high-voltage line to detach or become loosely connected to the ignition coil / spark plug, which will lead to safety issues.

[0004] Conventional high-voltage lines have no shielding layer and are subject to significant EMC interference. When used in low-altitude aircraft, they can easily affect other electrical components in the cabin, which can lead to safety issues. Summary of the Invention

[0005] To address the problems existing in the background art, the present invention provides a high-voltage wire assembly suitable for a dual-rotor engine of a low-altitude aircraft.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a high-voltage wire assembly suitable for a dual-rotor engine of a low-altitude aircraft, comprising an ignition coil end sheath, a wire body, a shielding mesh, a heat shrink tubing, a spark plug end sheath, a terminal assembly, a shielding shell, vacuum silicone grease, and a grounding terminal;

[0007] The wire body consists of a core layer, an insulation layer, and a protective layer from the inside out. Neither the ignition coil end nor the spark plug end of the wire body has a pre-set connection hole. The ignition coil end of the wire body is used to engage with a conductive self-tapping screw on the engine ignition coil to form a matching internal thread, achieving electrical connection and fixation. An ignition coil end sleeve is fitted at the connection point between the wire body and the engine ignition coil. The spark plug end sleeve is fitted onto the spark plug end of the wire body. The terminal assembly is located inside the spark plug end sleeve. A conductive self-tapping screw is fixed in a groove at one end of the terminal assembly. The conductive self-tapping screw connects to the wire... The spark plug end of the body is screwed together to form a matching internal thread, realizing electrical connection and fixation. The other end of the terminal assembly is a D-type clip, which is engaged and fixed with the external thread of the engine spark plug. The shielding mesh is wrapped around the outer wall of the wire body. The shielding shell is sleeved on the outside of the shielding mesh and the spark plug end sleeve. The heat shrink tubing is wrapped around the connection between the shielding mesh and the shielding shell. The grounding terminal is fixedly connected to the extension of the shielding mesh. The grounding terminal is used to fix the ignition coil mounting point of the engine cylinder block with screws. The vacuum silicone grease is applied to the inner wall of the spark plug end sleeve.

[0008] The core layer of the wire body is a copper core composed of multiple strands of fine copper wire. The ignition coil end of the wire body has an internal thread structure that matches the thread of a conductive self-tapping screw. The internal thread structure is formed by screwing the conductive self-tapping screw into the multiple strands of fine copper wire and the insulation layer.

[0009] The ignition coil end sheath is simultaneously fitted onto the outer wall of both the ignition coil end and the connecting end of the wire.

[0010] The spark plug end of the wire body has an internal thread structure two that matches the thread of the conductive self-tapping screw two. The internal thread structure two is formed by screwing multiple strands of fine copper wire and an insulating layer into the conductive self-tapping screw two.

[0011] The opening size of the D-type clip of the terminal assembly is adapted to the pitch and profile of the spark plug's external thread. After being snapped in, the clips are embedded in the root of the spark plug's external thread, forming a double limit in both the axial and radial directions.

[0012] The grounding terminal is a sheet-shaped metal terminal with mounting holes for screw fixing, and is fixedly connected to the extension of the shielding mesh by crimping or welding.

[0013] Compared with the prior art, the beneficial effects of the present invention are:

[0014] 1. Compact structure, adaptable to the special installation space of twin-rotor engines: The use of flexible high-voltage wires to replace the traditional rigid ignition coil connectors eliminates the need for the spark plug well structure of piston engines. It can be flexibly bent and arranged according to the engine compartment space, and the ignition coil can be installed at any suitable position on the side of the cylinder block. This effectively solves the problems of excessive engine outer contour and difficulty in ignition coil installation caused by using ignition coil connectors, and significantly improves the space utilization of twin-rotor engines.

[0015] 2. Reliable connection, adaptable to the harsh vibration environment of low-altitude aircraft: Both ends adopt self-tapping thread connection technology without pre-holes. The conductive self-tapping screws are screwed into multiple strands of copper wire to form matching internal threads, achieving the dual effect of mechanical fixing of the threads and conductive surface contact. The pull-out force is much greater than that of traditional point contact or line contact plugging and crimping methods. At the same time, the D-type clip directly snaps into the bottom of the spark plug's external thread, forming axial and radial dual limiting, which can withstand the high-frequency vibration generated when the dual rotor engine is working. It effectively avoids the problems of detachment and loose connection that are prone to occur in conventional connection methods, and greatly improves the working reliability of the ignition system.

[0016] 3. Excellent electromagnetic compatibility performance, ensuring normal operation of cabin electronic equipment: A full-link integrated shielding system consisting of a linear shielding mesh, end shielding shells, and grounding terminals was constructed to achieve full-length shielding without dead angles along the high-voltage power transmission path. This system can confine the electromagnetic radiation generated by high-voltage discharge within the shielding structure and reliably ground it through the engine block, effectively reducing EMC interference and avoiding impact on critical electronic equipment such as flight control and navigation systems in the cabin, thereby improving the flight safety of low-altitude aircraft.

[0017] In summary, this invention addresses the core challenges of low-altitude aircraft dual-rotor engines, including the lack of spark plug wells, harsh vibration environments, and complex cabin electromagnetic environments. Through three core technologies—self-tapping threaded connections without pre-drilled holes, D-type clip external thread fixing, and end-to-end EMC shielding—it systematically solves the problems of insufficient installation space, poor connection reliability, and severe electromagnetic interference associated with conventional high-voltage wires and ignition coil connectors used in dual-rotor engines. The overall structure is simple, easy to assemble, and has stable performance, making it particularly suitable for the special operating conditions of low-altitude aircraft. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0019] Figure 2 This is a schematic diagram of the grounding terminal structure of the present invention;

[0020] Figure 3 This is a schematic diagram showing the connection relationship between the conductive self-tapping screw of the present invention and the wire body;

[0021] Figure 4This is a schematic diagram of the arrangement of the present invention on a dual-rotor engine. Detailed Implementation

[0022] The high-voltage line assembly of the present invention will be described in detail below with reference to the accompanying drawings. The technical solutions of the present invention will be clearly and completely described. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] This embodiment describes a high-voltage wire assembly suitable for a dual-rotor engine of a low-altitude aircraft, including an ignition coil end sheath 1, a wire body 2, a shielding mesh 3, a heat shrink tubing 4, a spark plug end sheath 5, a terminal assembly 6, a shielding shell 7, vacuum silicone grease 8, and a grounding terminal 9.

[0024] The wire body 2 consists of a core layer, an insulation layer, and a protective layer from the inside out. Neither the ignition coil end nor the spark plug end of the wire body 2 has a pre-set connection hole. The ignition coil end of the wire body 2 is used to engage with the conductive self-tapping screw 10 on the engine ignition coil to form a matching internal thread, achieving electrical connection and fixation. An ignition coil end sleeve 1 is fitted at the connection point between the wire body 2 and the engine ignition coil. The spark plug end sleeve 5 is fitted onto the spark plug end of the wire body 2. The terminal assembly 6 is located inside the spark plug end sleeve 5. A conductive self-tapping screw 11 is fixed in a groove at one end of the terminal assembly 6. The conductive self-tapping screw 11 connects to the wire... The spark plug end of body 2 is screwed together to form a matching internal thread, realizing electrical connection and fixation. The other end of terminal assembly 6 is a D-type clip, which is engaged and fixed with the external thread of the spark plug of the engine. The shielding mesh 3 is wrapped around the outer wall of body 2. The shielding shell 7 is sleeved on the outside of the shielding mesh 3 and the spark plug end sleeve 5. The heat shrink tubing 4 is wrapped around the connection between the shielding mesh 3 and the shielding shell 7. The grounding terminal 9 is fixedly connected to the extension of the shielding mesh 3. The grounding terminal 9 is used to fix the ignition coil mounting point of the engine cylinder block with screws. The vacuum silicone grease 8 is applied to the inner wall of the spark plug end sleeve 5.

[0025] The core layer of the wire body 2 is a copper core composed of multiple strands of fine copper wire. The ignition coil end of the wire body 2 has an internal thread structure that matches the thread of the conductive self-tapping screw 10. The internal thread structure is formed by screwing the conductive self-tapping screw 10 into the multiple strands of fine copper wire and the insulation layer.

[0026] The ignition coil end sheath 1 is simultaneously fitted onto the outer wall of both the ignition coil end and the connecting end of the ignition coil of the wire body 2.

[0027] The spark plug end of the wire body 2 has an internal thread structure 2 that matches the thread of the conductive self-tapping screw 11. The internal thread structure 2 is formed by screwing multiple strands of fine copper wire and an insulating layer into the conductive self-tapping screw 11.

[0028] The opening size of the D-type clip of the terminal assembly 6 is adapted to the pitch and profile of the spark plug's external thread. After being snapped in, the clips are embedded in the root of the spark plug's external thread, forming a double limit in both the axial and radial directions.

[0029] The grounding terminal 9 is a sheet-shaped metal terminal with mounting holes for screw fixing, and is fixedly connected to the extension of the shielding mesh 3 by crimping or welding.

[0030] This invention addresses three core pain points of low-altitude aircraft dual-rotor engines: the lack of a spark plug well structure, harsh vibration environment, and complex cabin electromagnetic environment. Through pre-drilled self-tapping thread connection technology, D-type clip fixing of spark plug external threads, and end-to-end integrated EMC shielding technology, it systematically solves the problems of insufficient installation space, poor connection reliability, and severe electromagnetic interference encountered when using conventional high-voltage wires and ignition coil connectors on dual-rotor engines. Its working principle is as follows:

[0031] This high-voltage wire serves as the high-voltage power transmission medium between the ignition coil and the spark plug. It consists of an ignition coil end sheath 1, a wire body 2, a shielding mesh 3, a heat shrink tubing 4, a spark plug end sheath 5, a terminal assembly 6, a shielding shell 7, vacuum silicone grease 8, and a grounding terminal 9. During operation, the high-voltage pulse power generated by the ignition coil is transmitted to the core of the high-voltage wire body 2 through the conductive self-tapping screw 10 at the ignition coil end. It is then conducted through the wire body 2 to the terminal assembly 6 at the spark plug end, and finally transmitted to the spark plug through the D-type clip fixing structure. Ultimately, it breaks down the spark plug electrode to generate an electric spark that ignites the air-fuel mixture. At the same time, the high-voltage wire's built-in full-link shielding structure completely shields the electromagnetic radiation generated by the high-voltage discharge and reliably grounds it, preventing interference with other electronic equipment in the engine compartment.

[0032] To address the issue of conventional D-type clip / convex hull connections easily detaching and becoming loose under high-frequency vibration, this invention employs a screw-in connection using a conductive self-tapping screw without pre-drilled holes. The wire body 2 consists of a core layer, an insulation layer, and a protective layer from the inside out. Neither the ignition coil end nor the spark plug end has any pre-drilled connection holes. During assembly, the end of the wire body 2 is directly aligned with the conductive self-tapping screw 10 attached to the ignition coil. Rotating the wire body 2 causes the conductive self-tapping screw 10 to screw into the insulation layer and the core layer composed of multiple strands of fine copper wire. During the screw-in process, the multiple strands of fine copper wire are radially spread outwards due to the screw thread, simultaneously expanding the insulation and protective layers outwards, creating a connection between the wire body 2 and the conductive self-tapping screw. The 10mm self-tapping screw features a matching internal thread structure, achieving both mechanical fixing and conductive surface contact. The ignition coil end sleeve 1 is simultaneously fitted onto the outer wall of both the ignition coil end and the connection end of the wire body 2, providing insulation, dustproofing, and protection. Compared to traditional point-contact or line-contact plug-in methods, this connection method exhibits significantly higher pull-out force, capable of withstanding the high-frequency vibrations generated during the operation of a dual-rotor engine, thus resolving issues of incomplete connections and detachment. However, because each insertion and removal of the 10mm self-tapping screw causes plastic deformation and damage to the multi-strand copper wire and insulation layer, repeated disassembly and reassembly more than three times will significantly reduce the clamping force and contact area of ​​the copper wire, leading to decreased connection reliability. Therefore, it is recommended that the high-voltage wire and ignition coil be disassembled and reassembled no more than three times; after three times, the high-voltage wire should be replaced to ensure safety.

[0033] To ensure the overall consistency and reliability of the high-voltage line connection, the spark plug end of the terminal assembly 6 and the wire body 2 adopts the same self-tapping thread connection technology without pre-hole as the ignition coil end. One end of the terminal assembly 6 is provided with a groove, in which a conductive self-tapping screw 11 is pre-fixed. During assembly, the spark plug end of the wire body 2 is inserted into the groove, and the terminal assembly 6 is rotated so that the conductive self-tapping screw 11 is screwed into the insulation layer and the multi-strand fine copper wire of the wire body 2 in sequence. Similarly, the multi-strand fine copper wire is radially spread to form an internal thread, thereby achieving a firm mechanical fixation and reliable electrical connection between the wire body 2 and the terminal assembly 6, avoiding the problems of weak crimping and excessive contact resistance that are prone to occur in traditional crimping methods.

[0034] To address the issue of conventional D-type clips easily loosening spark plug tips, this invention improves the structure and connection method of the D-type clip. The D-type clip at the other end of the terminal assembly 6 no longer clips onto the spark plug tip, but instead directly engages with and secures the spark plug's external thread. The opening size of the D-type clip matches the pitch and profile of the spark plug's external thread. After engagement, the clip's claws embed into the thread root, creating axial and radial double restraint, making it difficult to pull out directly with axial force, resulting in extremely high pull-out force. The spark plug end sleeve 5 is fitted onto the spark plug end of the wire body 2 and the outside of the terminal assembly 6. Its inner wall is coated with vacuum silicone grease 8 (to prevent high-voltage arcing along the inner wall of the sleeve), serving to seal, prevent moisture, insulate, and lubricate. Repeated engagement and disengagement of the D-type clip on and off the spark plug's external thread can damage it. After more than three repeated disassemblies, the fixing force will significantly decrease. Therefore, it is recommended that the high-voltage wire and spark plug be disassembled no more than three times. After three times, the spark plug should be replaced to ensure reliable connection.

[0035] To address the issue of high electromagnetic interference caused by the lack of shielding in conventional high-voltage lines, this invention constructs a fully integrated shielding system consisting of a line shielding mesh 3, an end shielding shell 7, and a grounding terminal 9. The outer wall of the line 2 is wrapped with a shielding mesh 3, which completely confines the alternating electromagnetic field generated during high-voltage power transmission within the mesh, preventing outward radiation. A shielding shell 7 is installed at the spark plug end, completely enclosing the end of the shielding mesh 3, the spark plug end sheath 5, and the internal terminal assembly 6 and D-type clips, compensating for the blind spots in the shielding mesh 3 at its ends. Heat shrink tubing 4 is wrapped around the connection between the shielding mesh 3 and the shielding shell 7, achieving sealing, waterproofing, stress relief, and insulation protection, preventing mesh breakage, and thus achieving full-length shielding of the high-voltage transmission path. The extended portion of the shielding mesh 3 is reliably connected to the grounding terminal 9 via crimping or welding. The grounding terminal 9 is directly fixed to the ignition coil mounting point on the engine block with screws, using the engine block as a common ground terminal to quickly conduct the electromagnetic interference energy captured by the shielding mesh 3 to the ground, resulting in less EMC interference and effectively preventing interference with other electronic equipment in the engine compartment.

[0036] To address the issues of limited installation space and lack of spark plug well structure in twin-rotor engines, this invention uses a high-voltage wire to connect the ignition coil and spark plug, replacing the rigid ignition coil connector. This results in a compact structure that is easy to install, solving the problems of excessively large engine outline and difficulty in installing the ignition coil caused by using an ignition coil connector.

[0037] 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 equivalent features 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 high-voltage line assembly suitable for a dual-rotor engine of a low-altitude aircraft, characterized in that: Includes ignition coil end sheath (1), wire body (2), shielding mesh (3), heat shrink tubing (4), spark plug end sheath (5), terminal assembly (6), shielding shell (7), vacuum silicone grease (8) and grounding terminal (9); The wire body (2) consists of a core layer, an insulation layer, and a protective layer from the inside out. Neither the ignition coil end nor the spark plug end of the wire body (2) has a pre-set connection hole. The ignition coil end of the wire body (2) is used to engage with the first conductive self-tapping screw (10) on the engine ignition coil to form a matching internal thread, achieving electrical connection and fixation. An ignition coil end sleeve (1) is fitted at the connection point between the wire body (2) and the engine ignition coil. The spark plug end sleeve (5) is fitted onto the spark plug end of the wire body (2). The terminal assembly (6) is located inside the spark plug end sleeve (5). A second conductive self-tapping screw (11) is fixed in the groove at one end of the terminal assembly (6). The second conductive self-tapping screw (11) and the wire body (2) are connected... 2) The spark plug end is screwed together to form a matching internal thread to achieve electrical connection and fixation. The other end of the terminal assembly (6) is a D-type clip, which is locked and fixed with the external thread of the spark plug of the engine. The shielding mesh (3) is wrapped around the outer wall of the wire body (2). The shielding shell (7) is sleeved on the outside of the shielding mesh (3) and the spark plug end sleeve (5). The heat shrink tube (4) is wrapped around the connection between the shielding mesh (3) and the shielding shell (7). The grounding terminal (9) is fixedly connected to the extension of the shielding mesh (3). The grounding terminal (9) is used to fix the ignition coil mounting point of the engine cylinder block with screws. The vacuum silicone grease (8) is applied to the inner wall of the spark plug end sleeve (5).

2. The high voltage wire assembly suitable for use in a dual-rotor engine of a low altitude aircraft of claim 1, wherein: The core layer of the wire body (2) is a copper core composed of multiple strands of fine copper wire. The ignition coil end of the wire body (2) has an internal thread structure that matches the thread of the conductive self-tapping screw (10). The internal thread structure is formed by screwing the conductive self-tapping screw (10) into multiple strands of fine copper wire and the insulation layer.

3. The high voltage wire assembly suitable for use in a dual-rotor engine of a low altitude aircraft of claim 1, wherein: The ignition coil end sheath (1) is simultaneously fitted onto the outer wall of the ignition coil end and the connecting end of the wire body (2).

4. The high tension cord assembly suitable for use in dual-rotor engines of low altitude aircraft of claim 1, wherein: The spark plug end of the wire body (2) has an internal thread structure II that matches the thread of the conductive self-tapping screw II (11). The internal thread structure II is formed by screwing multiple strands of fine copper wire and an insulating layer into the conductive self-tapping screw II (11).

5. The high tension cord assembly suitable for use in dual-rotor engines of low altitude aircraft of claim 1, wherein: The opening size of the D-type clip of the terminal assembly (6) is adapted to the pitch and profile of the spark plug's external thread. After being inserted, the clips are embedded in the bottom of the spark plug's external thread, forming a double limit in both the axial and radial directions.

6. The high tension cord assembly suitable for use in dual-rotor engines of low altitude aircraft of claim 1, wherein: The grounding terminal (9) is a sheet-shaped metal terminal with mounting holes for screw fixing, and is fixedly connected to the extension of the shielding mesh (3) by crimping or welding.

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