CN219638965U - Ignition system and auxiliary ignition controller for automobile engine - Google Patents

Abstract

The utility model provides an ignition system and an auxiliary ignition controller of an automobile engine. An automotive engine ignition system comprising: the electronic control unit is used for generating an ignition signal at the output end; an ignition coil having a primary coil and a secondary coil; an ignition switch tube connected to the primary coil; the auxiliary ignition controller is provided with an input end and an output end, the input end is connected with the output end of the electronic control unit, the output end is connected with the control end of the ignition switch tube, and the auxiliary ignition controller is used for performing auxiliary ignition according to the ignition signal.

Description

Ignition system and auxiliary ignition controller for automobile engine

Technical Field

The utility model mainly relates to the technical field of automobile engines, in particular to an automobile engine ignition system and an auxiliary ignition controller.

Background

As shown in fig. 1, in the present ignition system of an electronically controlled engine, an electronic control unit (electronic control unit, ECU) 11 takes charge of ignition control. The ECU 11 determines the optimum ignition advance angle and the on-state energization time based on the received various sensor signals, and sends an ignition signal to the input terminal of the ignition switch tube 12. The ignition signal is a pulse that lasts for a certain time. The ignition switch tube 12 is grounded according to the ignition signal, and controls the primary winding L1 of the ignition coil 13 to be turned on for a certain time and turned off. When the circuit is on, a current is passed through the primary winding L1 in the ignition coil 13, and the ignition coil 13 stores ignition energy in the form of a magnetic field. When the ignition switch tube 12 is cut off and the circuit is cut off, a very high induced electromotive force is generated in the secondary winding L2 of the ignition coil 13, so that high-voltage electricity of 15KV-20KV is generated, the electric discharge is conducted to the ground through the central electrode 15 of the spark plug, and the compressed combustible gas mixture is broken down to ignite and burn.

The ignition system has a problem in that ignition can be performed only at a single timing, and spontaneous combustion is performed after ignition, resulting in insufficient overall combustion and increased exhaust emission.

Some improved ignition systems control spark multiple ignition to improve combustion quality, but multiple ignition is dependent on the ECU being implemented, and there is difficulty in simultaneously controlling multiple ignition of multiple spark plugs by the ECU when the vehicle is running at high speed.

Disclosure of Invention

The technical problem to be solved by the utility model is to provide an automobile engine ignition system and an auxiliary ignition controller, which can reduce the dependence of multiple ignition control on an ECU.

In order to solve the technical problems, the utility model provides an ignition system of an automobile engine, comprising: the electronic control unit is used for generating an ignition signal at the output end; an ignition coil having a primary coil and a secondary coil; an ignition switch tube connected to the primary coil; the auxiliary ignition controller is provided with an input end and an output end, the input end is connected with the output end of the electronic control unit, the output end is connected with the control end of the ignition switch tube, and the auxiliary ignition controller is used for performing auxiliary ignition according to the ignition signal.

In one embodiment of the utility model, the auxiliary ignition controller includes a signal generator for generating a timing breakdown ignition control signal and a predetermined number of the plurality of auxiliary pilot ignition control signals based on the ignition signal.

In one embodiment of the present utility model, the duration of the plurality of auxiliary pilot ignition control signals is the time that the vehicle engine crankshaft rotates a preset angle from a timing ignition timing, wherein within the preset angle, the cylinder corresponding to the ignition coil is in a flame development stage.

In one embodiment of the utility model, the timing breakdown ignition control signal is consistent with the waveform of the ignition signal.

In an embodiment of the utility model, the signal generator comprises a pulse width modulator for adjusting the period of the plurality of auxiliary pilot ignition control signals to be less than or equal to the period of the timing breakdown ignition control signal.

In an embodiment of the utility model, the automobile engine ignition system further comprises an automobile bus, and the electronic control unit and the auxiliary ignition controller are both connected with the automobile bus.

In an embodiment of the present utility model, the auxiliary ignition controller includes a CAN communication port and a memory, the memory stores a correspondence between a rotational speed of an engine of the vehicle and an ignition pulse spectrum, and the signal generator is connected to the CAN communication port and the memory, and is configured to obtain the rotational speed of the engine of the vehicle through the CAN communication port, and search the ignition pulse spectrum according to the rotational speed of the engine of the vehicle, so as to generate the plurality of auxiliary ignition control signals.

In an embodiment of the utility model, the auxiliary ignition controller comprises an ignition feedback module and a CAN communication port, wherein the ignition feedback module is used for generating an ignition feedback signal according to a timing breakdown ignition control signal and transmitting the ignition feedback signal through the CAN communication port.

In an embodiment of the present utility model, the crystal oscillator frequency of the auxiliary ignition controller is consistent with the crystal oscillator frequency of the processor in the electronic control unit.

The utility model also proposes an auxiliary ignition controller having an input and an output, the auxiliary ignition controller comprising: the memory stores the corresponding relation between the rotating speed of the automobile engine and the ignition pulse spectrum; the CAN communication port is used for obtaining the rotating speed of the automobile engine; the signal generator is connected with the CAN communication port and the memory and is used for generating a timing breakdown ignition control signal according to the ignition signal, searching the ignition pulse spectrum according to the rotating speed of the automobile engine so as to generate a plurality of auxiliary ignition control signals with preset quantity, and the duration time of the auxiliary ignition control signals is the time when the automobile engine crankshaft rotates by a preset angle from the timing ignition moment, wherein in the preset angle, a cylinder corresponding to the ignition coil is in a flame development stage.

Compared with the prior art, the auxiliary ignition controller except the ECU is used for controlling the ignition process, so that the dependence of multiple times of ignition on the ECU can be reduced. And, the ignition mode can be improved without changing the structure of the ECU or modifying the internal program thereof. In addition, the predetermined rotation angle of the engine crankshaft after the subsequent multiple ignition constant coverage timing ignition timing of the present utility model can improve the combustion efficiency.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the principles of the utility model. In the accompanying drawings:

fig. 1 shows a schematic diagram of the structure of a prior art ignition of a single cylinder engine.

FIG. 2 shows a schematic diagram of an engine combustion phase according to an embodiment of the utility model.

FIG. 3 illustrates a schematic view of engine crankshaft rotation angle according to an embodiment of the present utility model.

Fig. 4 shows a schematic diagram of an ignition system according to a first embodiment of the present utility model.

Fig. 5 shows a block diagram of an auxiliary ignition controller according to an embodiment of the present utility model.

Fig. 6 shows a schematic diagram of the ignition signal waveform of a single spark plug according to an embodiment of the present utility model.

Fig. 7 shows a schematic diagram of an ignition system according to a second embodiment of the present utility model.

Fig. 8 shows a schematic diagram of an ignition system according to a third embodiment of the present utility model.

Fig. 9 shows a schematic diagram of an ignition system according to a fourth embodiment of the present utility model.

Fig. 10 shows a schematic diagram of an ignition system according to a fifth embodiment of the present utility model.

Detailed Description

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are used in the description of the embodiments will be briefly described below. It is apparent that the drawings in the following description are only some examples or embodiments of the present utility model, and it is apparent to those of ordinary skill in the art that the present utility model may be applied to other similar situations according to the drawings without inventive effort. Unless otherwise apparent from the context of the language or otherwise specified, like reference numerals in the figures refer to like structures or operations.

As used in the specification and in the claims, the terms "a," "an," "the," and/or "the" are not specific to a singular, but may include a plurality, unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that the steps and elements are explicitly identified, and they do not constitute an exclusive list, as other steps or elements may be included in a method or apparatus.

The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present utility model unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.

In the description of the present utility model, it should be understood that the azimuth or positional relationships indicated by the azimuth terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal", and "top, bottom", etc., are generally based on the azimuth or positional relationships shown in the drawings, merely to facilitate description of the present utility model and simplify the description, and these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present utility model; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.

Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

In addition, the terms "first", "second", etc. are used to define the components, and are only for convenience of distinguishing the corresponding components, and the terms have no special meaning unless otherwise stated, and therefore should not be construed as limiting the scope of the present utility model. Furthermore, although terms used in the present utility model are selected from publicly known and commonly used terms, some terms mentioned in the present specification may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Furthermore, it is required that the present utility model is understood, not simply by the actual terms used but by the meaning of each term lying within.

It will be understood that when an element is referred to as being "on," "connected to," "coupled to," or "contacting" another element, it can be directly on, connected or coupled to, or contacting the other element or intervening elements may be present. In contrast, when an element is referred to as being "directly on," "directly connected to," "directly coupled to," or "directly contacting" another element, there are no intervening elements present. Likewise, when a first element is referred to as being "electrically contacted" or "electrically coupled" to a second element, there are electrical paths between the first element and the second element that allow current to flow. The electrical path may include a capacitor, a coupled inductor, and/or other components that allow current to flow even without direct contact between conductive components.

Embodiments of the present utility model describe an automotive engine ignition system that incorporates an auxiliary ignition controller that cooperates with an original engine control module (e.g., ECU) of the automobile to perform multiple ignitions during a single combustion cycle within a single cylinder. The ECU provides an ignition signal to a single spark plug of a single cylinder as is conventional. Based on the ignition signal, the auxiliary ignition controller is capable of generating a timing breakdown ignition control signal and a plurality of auxiliary pilot ignition control signals therewith. The timing breakdown ignition control signal ignites at top dead center of the cylinder and the plurality of auxiliary ignition control signals ignite within a preset time of the piston returning from top dead center. At this preset time, the automobile engine crankshaft rotates a preset angle, and the cylinder is in the flame development stage.

FIG. 2 shows a schematic diagram of an engine combustion phase according to an embodiment of the utility model. Referring to FIG. 2, engine flame development may be subdivided into 4 phases, phase 1 being an initial phase-an ignition and flame formation phase, phase 2 being a transition phase-a flame development phase, phase 3 being a turbulence development phase-a flame full development propagation phase, and phase 4 being a post-combustion phase. In embodiments of the present utility model, it is desirable to perform multiple ignitions at stages 1 and 2.

FIG. 3 illustrates a schematic view of engine crankshaft rotation angle according to an embodiment of the present utility model. Referring to fig. 2 and 3 in combination, the circle represents 360 ° rotation of the engine crankshaft, with top dead center above and bottom dead center below. The timing ignition signal 31 covers the ignition advance angle θ, the rising edge of which triggers the ignition coil to store ignition energy in the form of a magnetic field, and the falling edge of which triggers the ignition coil to release the ignition energy for ignition. After ignition, the piston in the engine cylinder moves downward away from top dead center and the engine crankshaft continues to rotate. The inventors have found that engine crankshaft angle is related to the in-cylinder combustion phase. When the engine crankshaft angle α is between 60-90 °, the engine (more specifically the cylinder) is in the aforementioned flame development stage. Therefore, the subsequent ignition is performed a plurality of times within the angle α range to constantly cover the engine crank angle α, so that the combustion efficiency can be improved.

A specific ignition control process will be described below.

Fig. 4 shows a schematic diagram of an ignition system according to a first embodiment of the present utility model. Referring to fig. 4, the ignition system 40 includes an ECU 41, an ignition switch tube 42, an ignition coil 43, and an auxiliary ignition controller 44. The ECU 41 is, for example, a module conventionally configured on an automobile, and is capable of generating an ignition signal from various sensor signals received and outputting it from an output terminal. The ignition coil 43 has a primary coil L1 and a secondary coil L2. The ignition switch tube is connected to the primary coil to form a primary loop. Between the secondary coil L2 and ground is the spark plug center electrode 45. The auxiliary ignition controller 44 has an input terminal and an output terminal, the input terminal of the auxiliary ignition controller 44 is connected to the output terminal of the ECU 41, and the output terminal of the auxiliary ignition controller 44 is connected to the control terminal of the ignition switch tube 42. As will be appreciated by those skilled in the art, the ignition signal includes a high level for a first time and a low level for a second time thereafter. The high level is used to turn on the primary loop of the ignition coil 43 to store ignition energy and the subsequent low level is used to release the ignition energy to discharge at the center electrode 45. For each spark plug, the ECU 41 generates an ignition signal during each combustion cycle. When there are a plurality of spark plugs, the ECU 41 generates a corresponding number of a plurality of ignition signals for provision during each combustion cycle of each spark plug.

The auxiliary ignition controller 44 is used for auxiliary ignition according to the ignition signal. The auxiliary ignition controller 44 has an input (left side) for inputting an ignition signal from the ECU 41 and an output (right side) for connecting the ignition coil 43. The output is connected to an ignition coil 43 via an ignition switch tube 42. In this embodiment, the auxiliary ignition controller 44 is connected to the automobile bus 46 to acquire required automobile data and output data to the bus, in addition to an ignition signal output terminal of the ECU 41 through an input terminal. The vehicle bus 46 is, for example, a CAN bus, a LIN bus or another suitable bus. In an embodiment of the present utility model, the data interacted on the automotive bus 46 includes, but is not limited to, real-time data of engine operation and fault codes.

Auxiliary ignition controller 44 includes an I/O port, signal generator 52, memory 53, ignition feedback module 54, and CAN communication port. The I/O port may receive one of the one or more ignition signals. The case where auxiliary ignition controller 44 receives one of the ignition signals and performs subsequent processing is discussed herein. An exemplary waveform of the ignition signal is shown at 610 in fig. 6, which is a square wave having a high level 611 and a consequent low level 612. It should be appreciated that auxiliary ignition controller 44 may receive a plurality of (or all) ignition signals and process them separately in accordance with the flow of the present embodiment. These ignition signals are generated by the ECU 41 in the order of ignition of the respective cylinders. For example, the firing of three cylinders, the firing order is 1-2-3 or 1-3-2; the ignition sequence of the four cylinders is 1-3-4-2 or 1-2-4-3; the firing order of the six cylinders is 1-5-3-6-4-2 or 1-4-2-6-3-5. The signal generator 52 is configured to generate a timing breakdown ignition control signal based on the ignition signal. Here, auxiliary ignition controller 44 copies the ignition signal as a timing breakdown ignition control signal. The waveform of the timing breakdown ignition control signal is also a square wave, as shown at 620 in fig. 6, with a high level 621 and a consequent low level 622. In one embodiment, the timing breakdown ignition control signal 620 is consistent with the waveform of the ignition signal 610. I.e. both amplitude and duration are identical. For example, the high level 621 has a duration of 3ms and the low level 622 has a duration of 1.5ms. A timing breakdown ignition control signal is output from the I/O port 51 to the ignition switch tube 42 to control one of the one or more ignition coils to perform a first ignition. The case of one ignition coil shown in fig. 4 is discussed herein. The timing breakdown ignition control signal 620 is output to the ignition switch tube 42, and the ignition switch tube 42 is conducted to the ground during the duration of the high level 621, so as to control the primary winding L1 of the ignition coil 43 to be conducted in a loop. When the loop is on, a current is passed through the primary winding L1 in the ignition coil 43, and the ignition coil 43 stores ignition energy in the form of a magnetic field. The high 621 duration corresponds to the spark advance angle. When the low level 622 arrives, the ignition switch tube 42 is turned off, and when the circuit is cut off, a high induced electromotive force is generated in the secondary winding L2 of the ignition coil 43, so that high voltage of 15KV-20KV is generated, the high voltage is discharged to the ground through the spark plug center electrode 45, and the compressed combustible gas mixture is broken down to cause ignition and combustion.

In one embodiment, auxiliary ignition controller 44 feeds back to ECU 41 that the ignition is operating properly through automobile bus 46 after the first ignition is applied. The ignition feedback module is coupled to the signal generator 52 for generating an ignition feedback signal based on the timing breakdown ignition control signal and for transmission via the CAN communication port 55. The ECU 41, upon receiving the feedback, will assume that the ignition system is operating properly for subsequent operation, such as generating an ignition signal to other ignition coils, or providing the ignition signal required by the present ignition coil during the next combustion cycle. It will be appreciated that auxiliary ignition controller 44 can also feed back to ECU 41 that the ignition is working properly by other known means.

Auxiliary ignition controller 44 also generates a predetermined number of a plurality of auxiliary pilot ignition control signals. The predetermined number is determined in this case as a function of the engine speed of the motor vehicle. Specifically, auxiliary ignition controller 44 may determine the vehicle engine speed in a variety of ways. For example, auxiliary ignition controller 44 obtains the vehicle engine speed from vehicle bus 46 via CAN communication port 55. In another example, auxiliary ignition controller 44 determines the vehicle engine speed based on the interval of ignition signals provided to the same ignition coil.

The duration of the plurality of auxiliary pilot ignition control signals is the time that the vehicle engine crankshaft rotates a predetermined angle from the timing of ignition as shown in fig. 3. Within this preset angle, the automobile engine is in the flame development stage shown in fig. 2. In an embodiment of the present utility model, the predetermined angle α is 60 degrees to 90 degrees. The waveforms of the plurality of auxiliary pilot ignition control signals are shown at 630 in fig. 6. Each auxiliary pilot ignition control signal includes a high level 631 and a consequent low level 632. For example, the high 631 has a duration of 3ms, the low 632 has a duration of 1.5ms, and the period is 4.5ms. This time is related to the ignition coil characteristics.

In one embodiment, a pre-stored ignition pulse spectrum (MAP) MAP is looked up based on rotational speed to determine the period, magnitude, and number of auxiliary pilot ignition control signals. Specifically, the ignition pulse spectrum (MAP) MAP includes a correspondence of an engine speed of the vehicle to an ignition pulse spectrum that includes a period, an amplitude, and a number of auxiliary pilot ignition control signals. This correspondence is obtained by a preliminary calculation, specifically as follows:

here, v is the engine speed in RPM (Rounds Per Minute); alpha is a preset angle of rotation of the engine crankshaft, T is the period of each auxiliary pilot ignition control signal, and n is the number of auxiliary pilot ignition control signals.

For example, for a rotation speed of 100RPM, α is set to 90 degrees, n=33.3 is obtained as described above, and rounded down to 33. For a rotation speed of 200RPM, let α be 90 degrees, n=16.7 was obtained as described above, and rounded down to 16. For a rotation speed of 500RPM, let α be 90 degrees, n=6.7 was obtained as described above, and rounded down to 6. For a rotation speed of 1000RPM, let α be 90 degrees, n=3.3 was obtained as described above, rounded down to 3. Thus, a table of correspondence between the rotational speed and the number of auxiliary pilot ignition control signals can be obtained. The period and amplitude of the auxiliary pilot ignition control signal may be predetermined based on the ignition coil characteristics.

It can be seen that the higher the engine speed of the vehicle, the fewer the number of auxiliary pilot ignition control signals and vice versa.

The memory 53 of the auxiliary ignition controller 44 stores the correspondence between the engine speed of the vehicle and the ignition pulse spectrum. Signal generator 52 may look up an ignition pulse spectrum based on the vehicle engine speed to generate a plurality of auxiliary pilot ignition control signals.

In an embodiment of the present utility model, the signal generator 52 may comprise a direct digital frequency synthesizer (DDS) and use parameters in the firing pulse spectrum as its configuration parameters.

In one embodiment, a Pulse Width Modulator (PWM) is configured in signal generator 52 that mediates the period of the auxiliary pilot ignition control signal to be less than or equal to the period of the timing breakdown ignition control signal. In one embodiment, the periods of the respective auxiliary pilot ignition control signals are not equal.

Auxiliary ignition controller 44 outputs a plurality of auxiliary pilot ignition control signals from I/O port 51 to control one of the ignition coils to perform a plurality of subsequent ignitions. Here, each auxiliary pilot ignition control signal is subjected to one subsequent ignition. The multiple subsequent ignition occurs in the flame development stage of the combustion cycle, so that the combustion can be more sufficient, and the fuel utilization rate can be improved. For subsequent ignition using multiple auxiliary pilot ignition control signals, auxiliary ignition controller 44 does not feed back, e.g., to ECU 41. Thus, in view of the ECU 41, each of the ignition plugs 43 performs a single ignition in each combustion cycle period.

The use of the auxiliary ignition controller 44 other than the ECU 41 to control the ignition process can reduce the dependency of multiple ignitions on the ECU. And, the ignition mode can be improved without changing the structure of the ECU or modifying its internal program, which is very advantageous for technical developers without the right of ECU modification.

In one embodiment, auxiliary ignition controller 44 controls the ignition coil to perform a first ignition and a plurality of subsequent firings during any rotational speed of the automobile engine. Multiple ignitions over a full speed range can promote combustion and improve combustion efficiency as compared to multiple ignitions only during a particular period, such as during engine start-up.

In one embodiment, the crystal frequency of auxiliary ignition controller 44 is consistent with the processor crystal frequency in the ECU.

Fig. 7 shows a schematic diagram of an ignition system according to a second embodiment of the present utility model. Referring to fig. 8, the auxiliary ignition controller 74 in the present embodiment can control the ignition of both cylinders instead of the ECU 71. One of the cylinders corresponds to the ignition switch tube 72a, the ignition coil 73a, and the ignition plug center electrode 75a, and the other cylinder corresponds to the ignition switch tube 72b, the ignition coil 73b, and the ignition plug center electrode 75b. The auxiliary ignition controller 74 and the ECU 71 can communicate via an automotive bus 76. The ECU 71 provides an ignition signal to the ignition coil 73a first and then provides another ignition signal to the ignition coil 73 b. The auxiliary ignition controller 74 performs control of the first ignition and the subsequent multiple ignition based on these ignition signals. The control of each ignition coil by the auxiliary ignition controller 74 is as described in the first embodiment and is not developed here.

Fig. 8 shows a schematic diagram of an ignition system according to a third embodiment of the present utility model. Referring to fig. 9, the auxiliary ignition controller 84 in the present embodiment can control the ignition of three cylinders in 1-2-3 or 1-3-2 in order, instead of the ECU 81. The control of each ignition coil by the auxiliary ignition controller 84 is as described in the first embodiment and is not developed here.

Fig. 9 shows a schematic diagram of an ignition system according to a fourth embodiment of the present utility model. Referring to fig. 9, the auxiliary ignition controller 94 in the present embodiment can control the ignition of four cylinders in 1-3-4-2 or 1-2-4-3 in order, instead of the ECU 91. The control of each ignition coil by auxiliary ignition controller 94 is as described in the first embodiment and is not further developed here.

Fig. 10 shows a schematic diagram of an ignition system according to a fifth embodiment of the present utility model. Referring to fig. 10, the auxiliary ignition-assist controller 104 in this embodiment can control the ignition of six cylinders in the order of 1-5-3-6-4-2 or 1-4-2-6-3-5 instead of the ECU 101. The control of each ignition coil by auxiliary ignition controller 104 is as described in the first embodiment and is not further developed here.

While the basic concepts have been described above, it will be apparent to those skilled in the art that the foregoing disclosure is by way of example only and is not intended to be limiting. Although not explicitly described herein, various modifications, improvements and adaptations of the utility model may occur to one skilled in the art. Such modifications, improvements, and modifications are intended to be suggested within the present disclosure, and therefore, such modifications, improvements, and adaptations are intended to be within the spirit and scope of the exemplary embodiments of the present disclosure.

Meanwhile, the present utility model uses specific words to describe embodiments of the present utility model. Reference to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic is associated with at least one embodiment of the utility model. Thus, it should be emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various positions in this specification are not necessarily referring to the same embodiment. Furthermore, certain features, structures, or characteristics of one or more embodiments of the utility model may be combined as suitable.

Similarly, it should be noted that in order to simplify the description of the present disclosure and thereby aid in understanding one or more inventive embodiments, various features are sometimes grouped together in a single embodiment, figure, or description thereof. This method of disclosure, however, is not intended to imply that more features than are required by the subject utility model. Indeed, less than all of the features of a single embodiment disclosed above.

In some embodiments, numbers describing the components, number of attributes are used, it being understood that such numbers being used in the description of embodiments are modified in some examples by the modifier "about," approximately, "or" substantially. Unless otherwise indicated, "about," "approximately," or "substantially" indicate that the number allows for a 20% variation. Accordingly, in some embodiments, numerical parameters set forth in the specification and claims are approximations that may vary depending upon the desired properties sought to be obtained by the individual embodiments. In some embodiments, the numerical parameters should take into account the specified significant digits and employ a method for preserving the general number of digits. Although the numerical ranges and parameters set forth herein are approximations in some embodiments for use in determining the breadth of the range, in particular embodiments, the numerical values set forth herein are as precisely as possible.

While the utility model has been described with reference to the specific embodiments presently, it will be appreciated by those skilled in the art that the foregoing embodiments are merely illustrative of the utility model, and various equivalent changes and substitutions may be made without departing from the spirit of the utility model, and therefore, all changes and modifications to the embodiments are intended to be within the scope of the appended claims.

Claims (10)

1. An automotive engine ignition system comprising:

the electronic control unit is used for generating an ignition signal at the output end;

an ignition coil having a primary coil and a secondary coil;

an ignition switch tube connected to the primary coil; and

the auxiliary ignition controller is provided with an input end and an output end, the input end is connected with the output end of the electronic control unit, the output end is connected with the control end of the ignition switch tube, and the auxiliary ignition controller is used for performing auxiliary ignition according to the ignition signal.

2. An automotive engine-ignition system as described in claim 1, wherein said auxiliary ignition controller includes a signal generator for generating a timing breakdown ignition control signal and a predetermined number of auxiliary pilot ignition control signals based on said ignition signal.

3. An automotive engine-ignition system as recited in claim 2, wherein the duration of the plurality of auxiliary pilot-ignition control signals is a time that the automotive engine crankshaft rotates a preset angle from a timing ignition timing, wherein within the preset angle, the cylinder to which the ignition coil corresponds is in a flame-development stage.

4. The automotive engine-ignition system of claim 2, wherein the timing-breakdown ignition control signal is in accordance with a waveform of the ignition signal.

5. An automotive engine-ignition system as described in claim 2, wherein said signal generator includes a pulse width modulator for adjusting the period of said plurality of auxiliary pilot-ignition control signals to be less than or equal to the period of said timing-breakdown-ignition control signal.

6. The automotive engine-ignition system of claim 2, further comprising an automotive bus, wherein the electronic control unit and the auxiliary ignition controller are both connected to the automotive bus.

7. The automotive engine-ignition system of claim 6, wherein the auxiliary ignition controller includes a CAN communication port and a memory, wherein the memory stores a correspondence of an automotive engine speed to an ignition pulse spectrum, wherein the signal generator is coupled to the CAN communication port and the memory and is configured to obtain an automotive engine speed through the CAN communication port and to look up the ignition pulse spectrum based on the automotive engine speed, thereby generating the plurality of auxiliary ignition-ignition control signals.

8. The automotive engine-ignition system of claim 7, wherein the auxiliary ignition controller includes an ignition feedback module and a CAN communication port, the ignition feedback module being configured to generate an ignition feedback signal based on a timing breakdown ignition control signal and to transmit the ignition feedback signal through the CAN communication port.

9. An automotive engine-ignition system as described in claim 1, wherein said auxiliary ignition controller crystal oscillator frequency is identical to a processor crystal oscillator frequency in said electronic control unit.

10. An ignition-assist controller having an input and an output, the ignition-assist controller comprising:

the memory stores the corresponding relation between the rotating speed of the automobile engine and the ignition pulse spectrum;

the CAN communication port is used for obtaining the rotating speed of the automobile engine;

the signal generator is connected with the CAN communication port and the memory and is used for generating a timing breakdown ignition control signal according to the ignition signal, searching the ignition pulse spectrum according to the rotating speed of the automobile engine so as to generate a plurality of auxiliary ignition control signals with preset quantity, and the duration time of the auxiliary ignition control signals is the time when the automobile engine crankshaft rotates by a preset angle from the timing ignition moment, wherein in the preset angle, a cylinder corresponding to the ignition coil is in a flame development stage.