Engine ignition timing modification device
Patent Information
- Application Number
- CN202510347515.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-24
- Publication Date
- 2026-09-25
AI Technical Summary
[0025]（1）该设备能够识别发动机曲轴信号及凸轮轴信号的相位，在发动机正常发送点火信号的基础上，可以根据需要对原车点火信号通过该设备进行发送或者进行屏蔽。对原车点火信号进行屏蔽时，通过该设备可以提前或推迟点火时刻，改变点火角，改变气缸实际点火时刻，造成点火时刻提前、退后，通过改变点火时刻来制造发动机怠速时转速异常，如发动机怠速转速过高、怠速转速过低、怠速转速波动过大等故障，从而验证汽车OBD系统能否识别该现象。
Smart Images
Figure CN122812784A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of engine technology, and more specifically, to an engine ignition timing modification device. Background Technology
[0002] Vehicle OBD (On-Board Diagnostics) systems are generally designed with the following fault diagnosis features:
[0003] 1. Diagnosis of engine speed at idle, including whether the idle speed is too low or too high, and whether the engine speed fluctuation exceeds the threshold;
[0004] 2. Monitor engine ignition timing to see if there is any deviation between the actual ignition timing and the ignition signal timing of the ECU (Electronic Control Unit).
[0005] 3. Engine automatic ignition diagnosis.
[0006] To verify whether these diagnostics are working properly, the original vehicle ignition signal needs to be advanced or delayed to verify whether the OBD system's diagnostic function can identify faults in the vehicle's ignition timing. Therefore, a device that can change the vehicle's ignition timing and maintain engine operation needs to be designed. Summary of the Invention
[0007] To solve at least one of the above-mentioned technical problems, the present invention provides an engine ignition timing modification device, which connects the ignition controller and logic circuit between the original vehicle ignition drive circuit and the ignition coil. Based on the original vehicle reference ignition timing, the ignition timing can be advanced or delayed as needed by the ignition timing modification device to change the ignition angle and cause fault ignition.
[0008] The present invention solves the technical problem by adopting the following technical solution:
[0009] An engine ignition timing modification device includes an ignition controller, a logic circuit, and an ignition drive circuit; wherein,
[0010] The ignition controller is configured to output a fault ignition signal and a shielding signal. When the shielding signal is output at a high level, the fault ignition signal is output at a low level.
[0011] The first and second input terminals of the logic circuit are respectively connected to the shielding signal and the fault ignition signal, and the third input terminal of the logic circuit is used to input the original vehicle ignition signal. The logic circuit is used for logical operations: when the shielding signal outputs a low level and the fault ignition signal outputs a high level, the output terminal of the logic circuit outputs a high level; when the shielding signal outputs a low level and the original vehicle ignition signal outputs a high level, the output terminal of the logic circuit outputs a low level; when the shielding signal outputs a high level and the original vehicle ignition signal outputs a high level, the output terminal of the logic circuit outputs a high level.
[0012] The output of the logic circuit is connected to the input of the device ignition drive circuit; the output of the device ignition drive circuit is connected to the input of the ignition coil.
[0013] Furthermore, the ignition controller includes an IO1 output, an IO2 output, an IO3 input, and a control module; the IO1 output outputs a shielding signal, and the IO2 output outputs a fault ignition signal; the IO3 input is used to connect to the crankshaft position sensor of the engine; the control module has a preset fault ignition position threshold for the engine crankshaft, and when the control module identifies that the crankshaft position sensor signal transmitted by the IO3 input reaches the preset fault ignition position threshold, and the shielding signal output by the IO1 output is at a low level, the IO2 output outputs a high level.
[0014] Furthermore, the preset fault ignition position threshold of the engine crankshaft in the control module includes a crankshaft offset tooth number threshold N0 for triggering ignition. The crankshaft offset tooth number threshold N0 is set as the number of crankshaft teeth corresponding to the fault ignition time that is earlier or later than the crankshaft reference teeth corresponding to the original vehicle ignition time. N0 is set to one of 1-20; preferably, N0 is set to one of 3-15.
[0015] Furthermore, the ignition controller also includes an IO4 input, which is used to connect to the engine's camshaft position sensor to identify the cylinder that needs to be ignited.
[0016] Furthermore, the device also includes a start switch, and the ignition controller also includes an IO5 input. The start switch is connected to the IO5 input. When the control module recognizes the start switch closing signal transmitted by the IO5 input, the IO1 output outputs a low level, which is used by the operator to issue a fault ignition command.
[0017] Furthermore, the logic circuit includes a first gate and a second gate, wherein the first gate is configured as an AND gate and the second gate is configured as an OR gate or an XOR gate; the first gate includes an input A1, an input B1 and an output Y1, and the second gate includes an input A2, an input B2 and an output Y2;
[0018] The IO1 outlet is connected to the inlet A1, and the inlet B1 is used to connect to the output terminal of the original vehicle ignition drive circuit; the IO2 outlet is connected to the inlet A2, and the outlet Y1 is connected to the inlet B2; the outlet Y2 is connected to the input terminal of the device ignition drive circuit.
[0019] Preferably, the AND gate includes a 74ls08 AND gate, the OR gate includes a 74ls02 OR gate, and the XOR gate includes a 74ls86 XOR gate.
[0020] Furthermore, the ignition controller includes a microcontroller; preferably, the microcontroller includes an Arduino Uno microcontroller.
[0021] Furthermore, a delay module is provided between the outlet Y2 and the input terminal of the equipment ignition drive circuit; preferably, the delay module includes an NE555 delay module.
[0022] Furthermore, the device ignition drive circuit includes a transistor drive circuit; the transistor drive circuit includes resistors R1, R2, R3, a transistor, and a transistor power supply; one end of resistor R1 is connected to the output terminal of the second gate, and the other end is connected to the base b of the transistor; one end of resistor R2 is connected to the base b of the transistor, and the other end is connected to the emitter e of the transistor; one end of resistor R3 is connected to the collector c of the transistor, and the other end is used to connect to the input terminal of the ignition coil; the transistor power supply is connected to the emitter e of the transistor; preferably, resistor R1 is set to 10kΩ, resistor R2 is set to 100kΩ, resistor R3 is set to 10Ω, and the transistor power supply is set to 5V.
[0023] Furthermore, the device also includes a junction box; the IO3 and IO4 inputs of the ignition controller are respectively connected to the crankshaft position sensor and camshaft position sensor of the engine through the junction box, the input B1 of the logic circuit is connected to the output terminal of the original vehicle ignition drive circuit through the junction box, and the output terminal of the device's ignition drive circuit is connected to the input terminal of the ignition coil through the junction box, making wiring convenient and quick.
[0024] Compared with the prior art, the beneficial effects of the present invention are as follows:
[0025] (1) This device can identify the phase of the engine crankshaft signal and camshaft signal. Based on the engine's normal ignition signal transmission, the original vehicle ignition signal can be transmitted or shielded through this device as needed. When shielding the original vehicle ignition signal, the device can advance or delay the ignition timing, change the ignition angle, and change the actual ignition timing of the cylinder, causing the ignition timing to advance or retreat. By changing the ignition timing, abnormal engine speed at idle can be generated, such as excessively high idle speed, excessively low idle speed, excessively large idle speed fluctuation, etc., thereby verifying whether the vehicle's OBD system can recognize this phenomenon.
[0026] (2) The device is connected to the original vehicle engine ignition system through a junction box. The connection is convenient and quick, requires little modification to the wiring of the original vehicle engine ignition system, does not affect the original vehicle's normal ignition signal transmission, and can switch between the original vehicle ignition signal and the device ignition signal to maintain normal engine operation. Attached Figure Description
[0027] To better understand the above and other objects, features, advantages, and functions of the present invention, reference can be made to the embodiments shown in the accompanying drawings. The same reference numerals in the drawings refer to the same parts. Those skilled in the art should understand that the drawings are intended to schematically illustrate preferred embodiments of the invention and do not limit the scope of the invention in any way; the parts in the drawings are not drawn to scale.
[0028] Figure 1 The frame of the engine ignition timing modification device of the present invention.
[0029] Figure 2 This is a schematic diagram of the engine ignition timing modification device of the present invention.
[0030] In the diagram: 1-Ignition controller; 2-Logic circuit; 21-First gate; 22-Second gate; 23-Delay module; 3-Equipment ignition drive circuit; 4-Start switch; 5-Wire disconnect box; 6-Original vehicle ignition drive circuit; 7-Ignition coil; 8-Engine controller. Detailed Implementation
[0031] To make the objectives, technical solutions, and advantages of this invention clearer, exemplary embodiments of this disclosure are described below with reference to the accompanying drawings, including various details of the embodiments to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this disclosure. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.
[0032] In the description of this invention, it should be noted that the term "comprising" and its variations indicate an open-ended inclusion, i.e., "including but not limited to". The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0033] This invention provides an engine ignition timing modification device, such as... Figure 1 As shown, the system includes an ignition controller 1, a logic circuit 2, and an ignition drive circuit 3. The ignition controller 1 is configured to output a fault ignition signal and a shielding signal; when the shielding signal is high, the fault ignition signal is low. The first and second input terminals of the logic circuit 2 are connected to the shielding signal and the fault ignition signal, respectively. The third input terminal of the logic circuit 2 is used to input the original vehicle ignition signal. The logic circuit 2 performs logical operations: when the shielding signal is low and the fault ignition signal is high, the output of the logic circuit 2 is high; when the shielding signal is low and the original vehicle ignition signal is high, the output of the logic circuit 2 is low; when the shielding signal is high and the original vehicle ignition signal is high, the output of the logic circuit 2 is high. The output of the logic circuit 2 is connected to the input of the ignition drive circuit 3; the output of the ignition drive circuit 3 is connected to the input of the ignition coil 7.
[0034] When the engine needs to be ignited by the original vehicle ignition signal, the shielding signal of ignition controller 1 outputs a high level. At this time, the faulty ignition signal outputs a low level, and ignition controller 1 shields the faulty ignition signal. When the input original vehicle ignition signal is high level, the output of logic circuit 2 outputs a high level, and the output of device ignition drive circuit 3 outputs an ignition signal to trigger ignition coil 7 to ignite.
[0035] When a fault ignition signal needs to be generated, igniting at an offset time different from the original engine reference ignition time (the ignition time corresponding to the original vehicle ignition signal), the shielding signal output of ignition controller 1 is low. At this time, when the original vehicle ignition signal outputs a high level, the output of logic circuit 2 outputs a low level, and logic circuit 2 shields the original vehicle ignition signal. At this time, when the fault ignition signal output by ignition controller 1 is high, the output of logic circuit 2 outputs a high level, and the output of the device ignition drive circuit 3 outputs an ignition signal, triggering ignition coil 7 to ignite, causing fault ignition, thereby changing the engine idle speed, verifying whether the vehicle's OBD system can recognize this phenomenon, and diagnosing the OBD system's function of recognizing fault ignition. This device can switch between the original vehicle ignition signal and the device's ignition signal while maintaining normal engine operation.
[0036] In one embodiment, reference Figure 2 As shown, the ignition controller 1 includes an IO1 output, an IO2 output, an IO3 input, and a control module. The IO3 input is an input port of the control module, and the IO1 and IO2 outputs are output ports of the control module. The IO1 output outputs a shielding signal, and the IO2 output outputs a fault ignition signal. The IO3 input is used to connect to the crankshaft position sensor of the engine. The crankshaft position signal collected by the crankshaft position sensor is transmitted to the control module through the IO3 input. The control module has a preset fault ignition position threshold for the engine crankshaft. When the control module detects that the crankshaft position sensor signal transmitted through the IO3 input reaches the preset fault ignition position threshold, and the shielding signal output by the IO1 output is low, the IO2 output is high, and the fault ignition signal issued by the device is valid, allowing the engine to perform fault ignition through the device. When the shielding signal output by the IO1 output is high, even if the control module detects that the crankshaft position sensor signal transmitted through the IO3 input reaches the preset fault ignition position threshold, the IO2 output still outputs a low level, shielding the fault ignition signal issued by the device, and the engine can ignite normally using the original vehicle ignition signal. The ignition controller 1 can be a microcontroller; preferably, the microcontroller can be an Arduino Uno microcontroller.
[0037] The crankshaft teeth corresponding to the original engine ignition timing of the original vehicle ignition signal serve as the reference tooth position. When ignition is advanced or delayed, the number of crankshaft teeth triggering ignition shifts relative to the reference tooth position. The preset engine crankshaft fault ignition position threshold in the control module can be set as a crankshaft offset tooth number threshold N0, where N0 is the number of crankshaft teeth corresponding to the fault ignition timing that is advanced or delayed compared to the original vehicle ignition timing's reference crankshaft teeth. The crankshaft offset tooth number threshold N0 is set to one of 1-20, preferably one of 3-15. For example, N0 can be set to 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, etc., and can be set according to the number of crankshaft teeth corresponding to the engine idle speed deviation that triggers the OBD system alarm, as calibrated by the vehicle.
[0038] The crankshaft offset tooth count threshold N0 for triggering ignition is pre-written in the control module. When the crankshaft position signal collected by the crankshaft position sensor reaches the crankshaft offset tooth count threshold N0, the crankshaft position reaches the preset fault ignition position. When the shielding signal output by IO1 is low, the output of IO2 is high, which can cause fault ignition and diagnose whether the OBD system alarms.
[0039] A typical car engine has multiple cylinders. To identify the cylinder that needs ignition, the ignition controller 1 also includes an IO4 input, which is connected to the engine's camshaft position sensor. The IO4 input is an input port of the control module. The camshaft position sensor sends a camshaft position signal to the control module, and based on the camshaft position, it can be determined which cylinder of the engine needs ignition. When multiple cylinders of the engine need to be ignited in a faulty manner, the ignition controller 1 can be configured with multiple sets of IO1 and IO2 outputs. Correspondingly, multiple sets of logic circuits 2 and device ignition drive circuits 3 are configured. The third input terminal of each logic circuit 2 is connected to the original vehicle ignition signal of the corresponding cylinder, and the output terminal of each device ignition drive circuit 3 is connected to the input terminal of the ignition coil 7 of the corresponding cylinder.
[0040] The device also includes a start switch 4, and the ignition controller 1 includes an IO5 input, which is an input port of the control module. The start switch 4 is connected to the IO5 input. When the operator presses the start switch 4, the start switch 4 closes and sends a fault ignition command. When the control module recognizes the start switch 4 closing signal transmitted through the IO5 input, the IO1 output goes low, shielding the original vehicle ignition signal and using the modified fault ignition signal to ignite the engine, causing engine fault ignition.
[0041] In one embodiment, reference Figure 2 As shown, the logic circuit 2 includes a first gate 21 and a second gate 22; the first gate 21 is configured as an AND gate, and the second gate 22 can be configured as an OR gate or an XOR gate. The first gate 21 includes an input A1, an input B1, and an output Y1; the second gate 22 includes an input A2, an input B2, and an output Y2. The output of IO1 is connected to the input A1, which is the first input terminal of the logic circuit 2, inputting a shielded signal; the input B1 is used to connect to the output terminal of the original vehicle ignition drive circuit 6, and is the third input terminal of the logic circuit 2, inputting the original vehicle ignition signal; the output of IO2 is connected to the input A2, which is the second input terminal of the logic circuit 2, inputting a fault ignition signal; the output Y1 is connected to the input B2; the output Y2 is connected to the input terminal of the device ignition drive circuit 3, and is the output terminal of the logic circuit 2, outputting a signal to trigger the ignition coil 7 to ignite. The transmission process of the ignition signal, crankshaft signal, and camshaft signal is as follows. Figure 2 The direction is indicated by the middle arrow. Preferably, the AND gate can be a 74ls08 AND gate; when the second gate 22 is set as an OR gate, the OR gate can be a 74ls02 OR gate; when the second gate 22 is set as an XOR gate, the XOR gate can be a 74ls86 XOR gate.
[0042] When OBD system verification is required, pressing start switch 4 will cause IO1 to output a low level. When OBD system verification is not required and ignition is needed via the vehicle's ignition signal, without pressing start switch 4, IO1 will output a high level, and IO2 will output a low level. Because the vehicle's ignition timing differs from the device's, when the vehicle's ignition signal outputs a high level, IO2 will output a low level, and vice versa. Low level is represented by the symbol "0", and high level by the symbol "1". The output level states of each interface are shown in Table 1.
[0043] Table 1 Output Level Status of Each Interface
[0044]
[0045] As shown in Table 1, when the start switch 4 is pressed, the IO1 output remains at a low level, and the AND gate Y1 output remains at a low level, thus shielding the original vehicle ignition signal. The engine ignites in response to the device's ignition signal. When the start switch 4 is not pressed, the IO1 output remains at a high level, and the IO2 output remains at a low level, thus shielding the device's ignition signal. The engine ignites in response to the original vehicle ignition signal.
[0046] In one embodiment, reference Figure 2 As shown, a delay module 23 is provided between the outlet Y2 and the input terminal of the equipment ignition drive circuit 3 to increase the signal pulse width and provide a stable and reliable 5V ignition signal for the ignition coil 7. Preferably, the delay module 23 includes an NE555 delay module 23.
[0047] In one embodiment, reference Figure 2 As shown, the device ignition drive circuit 3 includes a transistor drive circuit. The transistor drive circuit includes resistors R1, R2, and R3, a transistor, and a transistor power supply. One end of resistor R1 is connected to the output terminal of the second gate 22, and the other end is connected to the base (b) of the transistor. One end of resistor R2 is connected to the base (b) of the transistor, and the other end is connected to the emitter (e) of the transistor. One end of resistor R3 is connected to the collector (c) of the transistor, and the other end is used to connect to the input terminal of the ignition coil 7. The transistor power supply is connected to the emitter (e) of the transistor. Preferably, resistor R1 is set to 10kΩ, resistor R2 is set to 100kΩ, resistor R3 is set to 10Ω, and the transistor power supply is set to 5V.
[0048] In one embodiment, reference Figure 2As shown, the device also includes a junction box 5. In use, the device can be connected to the vehicle's engine ignition circuit via the junction box 5, making the connection convenient and quick. Specifically, the original vehicle ignition drive circuit 6 and ignition coil 7 are disconnected. The output terminal of the original vehicle ignition drive circuit 6 is connected to the input B1 of the logic circuit 2 via the junction box 5. The output terminal of the device's ignition drive circuit 3 is connected to the input terminal of the ignition coil 7 via the junction box 5, thereby connecting the device to the engine ignition circuit and controlling the ignition timing of the ignition coil 7. Alternatively, the IO3 input can be connected between the engine crankshaft position sensor and the engine controller 8 via the disconnect box 5, and the IO4 input can be connected between the engine camshaft position sensor and the engine controller 8 via the disconnect box 5. This allows the IO3 and IO4 inputs of the ignition controller 1 to be connected to the engine crankshaft position sensor and camshaft position sensor respectively, enabling the ignition controller 1 to acquire the crankshaft and camshaft position signals of the engine. At the same time, the engine controller 8 can acquire the crankshaft and camshaft position signals of the engine, allowing the original vehicle to send ignition signals normally. This device can switch between the original vehicle ignition signal and the faulty ignition signal.
[0049] This device can identify the phase of engine crankshaft and camshaft signals. Based on the engine's normal ignition signal transmission, it can transmit or block the original vehicle's ignition signal as needed. When blocking the original ignition signal, the device can advance or retard the ignition timing, changing the ignition angle and altering the actual ignition timing of the cylinders. This causes the ignition timing to advance or retreat, creating abnormal engine idle speeds such as excessively high idle speed, excessively low idle speed, or excessive idle speed fluctuations. This verifies whether the vehicle's OBD system can recognize the phenomenon.
[0050] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.
Claims
1. An engine ignition timing modification device, characterized in that, This includes an ignition controller, logic circuitry, and device ignition drive circuitry; among which, The ignition controller is configured to output a fault ignition signal and a shielding signal. When the shielding signal is output at a high level, the fault ignition signal is output at a low level. The first and second input terminals of the logic circuit are respectively connected to the shielding signal and the fault ignition signal, and the third input terminal of the logic circuit is used to input the original vehicle ignition signal. The logic circuit is used for logical operations: when the shielding signal outputs a low level and the fault ignition signal outputs a high level, the output terminal of the logic circuit outputs a high level; when the shielding signal outputs a low level and the original vehicle ignition signal outputs a high level, the output terminal of the logic circuit outputs a low level; when the shielding signal outputs a high level and the original vehicle ignition signal outputs a high level, the output terminal of the logic circuit outputs a high level. The output of the logic circuit is connected to the input of the device ignition drive circuit; the output of the device ignition drive circuit is connected to the input of the ignition coil.
2. The engine ignition timing modification device according to claim 1, characterized in that, The ignition controller includes an IO1 output, an IO2 output, an IO3 input, and a control module. The IO1 output outputs a shielding signal, and the IO2 output outputs a fault ignition signal. The IO3 input is used to connect to the crankshaft position sensor of the engine. The control module has a preset fault ignition position threshold for the engine crankshaft. When the control module detects that the crankshaft position sensor signal transmitted by the IO3 input reaches the preset fault ignition position threshold, and the shielding signal output by the IO1 output is low, the IO2 output outputs a high level.
3. The engine ignition timing modification device according to claim 2, characterized in that, The preset fault ignition position threshold of the engine crankshaft in the control module includes the crankshaft offset tooth number threshold N0 for triggering ignition. The crankshaft offset tooth number threshold N0 is set as the number of crankshaft teeth corresponding to the fault ignition time that is earlier or later than the crankshaft reference teeth corresponding to the original vehicle ignition time. N0 is set to one of 1-20; preferably, N0 is set to one of 3-15.
4. The engine ignition timing modification device according to claim 2, characterized in that, The ignition controller also includes an IO4 input, which is used to connect to the engine's camshaft position sensor.
5. The engine ignition timing modification device according to claim 2, characterized in that, The device also includes a start switch, and the ignition controller also includes an IO5 input. The start switch is connected to the IO5 input. When the control module recognizes the start switch closing signal transmitted by the IO5 input, the IO1 output outputs a low level.
6. The engine ignition timing modification device according to any one of claims 2-5, characterized in that, The logic circuit includes a first gate and a second gate. The first gate is configured as an AND gate, and the second gate is configured as an OR gate or an XOR gate. The first gate includes an input A1, an input B1, and an output Y1, and the second gate includes an input A2, an input B2, and an output Y2. The IO1 outlet is connected to the inlet A1, and the inlet B1 is used to connect to the output terminal of the original vehicle ignition drive circuit; the IO2 outlet is connected to the inlet A2, and the outlet Y1 is connected to the inlet B2; the outlet Y2 is connected to the input terminal of the device ignition drive circuit. Preferably, the AND gate includes a 74ls08 AND gate, the OR gate includes a 74ls02 OR gate, and the XOR gate includes a 74ls86 XOR gate.
7. The engine ignition timing modification device according to claim 2, characterized in that, The ignition controller includes a microcontroller; preferably, the microcontroller includes an Arduino Uno microcontroller.
8. The engine ignition timing modification device according to claim 6, characterized in that, A delay module is provided between the outlet Y2 and the input terminal of the equipment ignition drive circuit; preferably, the delay module includes an NE555 delay module.
9. The engine ignition timing modification device according to claim 6, characterized in that, The device ignition drive circuit includes a transistor drive circuit; the transistor drive circuit includes resistors R1, R2, R3, a transistor, and a transistor power supply; one end of resistor R1 is connected to the output terminal of the second gate, and the other end is connected to the base b of the transistor; one end of resistor R2 is connected to the base b of the transistor, and the other end is connected to the emitter e of the transistor; one end of resistor R3 is connected to the collector c of the transistor, and the other end is used to connect to the input terminal of the ignition coil; the transistor power supply is connected to the emitter e of the transistor; preferably, resistor R1 is set to 10kΩ, resistor R2 is set to 100kΩ, resistor R3 is set to 10Ω, and the transistor power supply is set to 5V.
10. The engine ignition timing modification device according to claim 6, characterized in that, The device also includes a junction box; the IO3 and IO4 inputs of the ignition controller are respectively connected to the crankshaft position sensor and camshaft position sensor of the engine through the junction box, the input B1 of the logic circuit is connected to the output of the original vehicle ignition drive circuit through the junction box, and the output of the device ignition drive circuit is connected to the input of the ignition coil through the junction box.