Ignition starting device and vehicle

Abstract

The utility model discloses an ignition starting device and a vehicle, the ignition starting device comprises an ignition switch, the ignition switch comprises an ignition signal output end used for outputting an ignition signal, and the ignition switch can be switched between a closed state and a closed state; the storage battery is connected with the ignition switch, in the closed state, the storage battery provides current for the ignition signal output end, and in the closed state, the storage battery does not provide current for the ignition signal output end; an ignition signal pin of the control part is connected with the ignition signal output end; the shunt voltage stabilizing part is arranged between the ignition signal output end and the control part in parallel, one end of the shunt voltage stabilizing part is connected with the ignition signal pin, and the other end of the shunt voltage stabilizing part is grounded. According to the utility model, energy matching can be carried out between the storage battery and the control part, current backflow is reduced, a voltage disturbance waveform is accurately transmitted to the control part, and the waveform of a voltage signal is ensured to be smooth and burr-free.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of vehicle manufacturing, especially a kind of ignition starting device and vehicle. BACKGROUND

[0002] The reliability and safety of the electrical system of a vehicle are of great significance. For example, the low-voltage electrical system of a new energy vehicle is usually 12V or 24V, responsible for driving on-board electronic devices, control systems, lighting systems, etc. During actual driving, the voltage may fluctuate or even change abruptly due to various reasons, such as starting, stopping, load change, failure, etc. Abnormal phenomena may occur in the electrical system when the voltage changes suddenly, such as device restart, power failure, control failure, etc. These abnormalities may cause driving safety problems, and even lead to accidents.

[0003] During vehicle ignition, the current provided by the power supply is transmitted to the controller. Due to physical constraints and interference, the voltage signal fluctuates and is inconsistent with the voltage signal required by the controller. Specifically, the ignition signal is transmitted from the battery to the KL15 pin of the ECU (Electronic Control Unit). At the moment of vehicle ignition, a large amount of current flows to the KL15 pin in a short time, causing the voltage signal at the KL15 pin to have a large jitter, and the voltage signal has burrs. SUMMARY

[0004] The utility model aims at solving the voltage signal fluctuation problem during ignition in the prior art. The utility model provides an ignition starting device that can match energy between the battery and the control part, reduce current backflow, accurately transmit voltage disturbance waveform to the control part, and ensure smooth voltage signal waveform without burrs.

[0005] To solve the above technical problems, an embodiment of the utility model discloses an ignition starting device, comprising:

[0006] An ignition switch, comprising an ignition signal output end for outputting an ignition signal, the ignition switch being switchable between a closed state and an off state;

[0007] A battery connected with the ignition switch, in the closed state, the battery provides current to the ignition signal output end, and in the off state, the battery does not provide current to the ignition signal output end;

[0008] A control part, the ignition signal pin of the control part being connected with the ignition signal output end;

[0009] A shunt voltage stabilizing part is arranged in parallel between the ignition signal output end and the control part, one end of the shunt voltage stabilizing part is connected with the ignition signal pin, and the other end is grounded.

[0010] According to the above technical scheme, when the vehicle is started, the ignition switch is switched to the closed state, and the battery provides current to the ignition signal output end, and because the battery generates a large current in a short time, the control part (for example, an ECU) cannot receive all the current, and current backflow occurs, which easily leads to overheating, performance degradation or even damage of circuit elements. In the ignition starting device provided in the application, the shunt voltage stabilizing part is arranged in parallel between the ignition signal output end and the control part, and the shunt voltage stabilizing part can shunt a part of the current from the battery to the ground through the other end of the shunt voltage stabilizing part, so that the energy matching between the battery and the control part is realized, and the current backflow is reduced, and therefore, in the process of closing the ignition switch, a large amount of current cannot flow to the ignition signal pin (KL15) of the control part in a short time, and the voltage signal at the ignition signal pin cannot have a large fluctuation, and the voltage signal is stable and smooth without burrs.

[0011] According to another specific embodiment of the application, the embodiment of the application discloses an ignition starting device, and the shunt voltage stabilizing part comprises a resistor.

[0012] According to the above technical scheme, a simple resistor component can be used to avoid a large fluctuation of the voltage signal, ensure that the voltage signal is smooth without burrs, and reduce the development cost.

[0013] According to another specific embodiment of the application, the embodiment of the application discloses an ignition starting device, and the resistance value of the resistor comprises any one of 10Ω to 33Ω.

[0014] According to another specific embodiment of the application, the embodiment of the application discloses an ignition starting device, and the ignition switch comprises a relay.

[0015] According to another specific embodiment of the application, the embodiment of the application discloses an ignition starting device, and the control part comprises an electronic controller unit.

[0016] According to another specific embodiment of the application, the embodiment of the application discloses an ignition starting device, and the electronic controller unit comprises a power management chip and a micro control unit, and the power management chip and the micro control unit are connected in series.

[0017] The embodiment of the application further discloses a vehicle, and the vehicle at least comprises the ignition starting device in any one of the above embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 A schematic diagram of the ignition starting device in some embodiments is shown.

[0019] Figure 2 A schematic diagram of the ignition starting device provided by the embodiments of the present application is shown.

[0020] Figure 3 A schematic diagram of the ignition starting device provided by the embodiments of the present application is shown.

[0021] Figure 4a A schematic diagram of the perturbation waveform of the ignition starting device provided by the embodiments of the present application is shown.

[0022] Figure 4b A schematic diagram of the ignition starting device provided by the embodiments of the present application is shown.

[0023] Figure 5 A first partial waveform schematic diagram of a first embodiment of the first group of embodiments of the ignition starting device provided by the embodiments of the present application is shown.

[0024] Figure 6 A second partial waveform schematic diagram of the first embodiment of the first group of embodiments of the ignition starting device provided by the embodiments of the present application is shown.

[0025] Figure 7 A third partial waveform schematic diagram of the first embodiment of the first group of embodiments of the ignition starting device provided by the embodiments of the present application is shown.

[0026] Figure 8 A fourth partial waveform schematic diagram of the first embodiment of the first group of embodiments of the ignition starting device provided by the embodiments of the present application is shown.

[0027] Figure 9 A fifth partial waveform schematic diagram of the first embodiment of the first group of embodiments of the ignition starting device provided by the embodiments of the present application is shown.

[0028] Figure 10 A first partial waveform schematic diagram of a second embodiment of the first group of embodiments of the ignition starting device provided by the embodiments of the present application is shown.

[0029] Figure 11 A second partial waveform schematic diagram of the second embodiment of the first group of embodiments of the ignition starting device provided by the embodiments of the present application is shown.

[0030] Figure 12 A third partial waveform schematic diagram of the second embodiment of the first group of embodiments of the ignition starting device provided by the embodiments of the present application is shown.

[0031] Figure 13 A fourth partial waveform schematic diagram of a second embodiment of the first group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0032] Figure 14 A fifth partial waveform schematic diagram of the second embodiment of the first group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0033] Figure 15 A first partial waveform schematic diagram of a third embodiment of the first group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0034] Figure 16 A second partial waveform schematic diagram of the third embodiment of the first group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0035] Figure 17 A third partial waveform schematic diagram of the third embodiment of the first group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0036] Figure 18 A fourth partial waveform schematic diagram of the third embodiment of the first group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0037] Figure 19 A fifth partial waveform schematic diagram of the third embodiment of the first group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0038] Figure 20 A first partial waveform schematic diagram of a first embodiment of the second group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0039] Figure 21 A second partial waveform schematic diagram of the first embodiment of the second group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0040] Figure 22 A third partial waveform schematic diagram of the first embodiment of the second group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0041] Figure 23 A fourth partial waveform schematic diagram of the first embodiment of the second group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0042] Figure 24 A fifth partial waveform schematic diagram of the first embodiment of the second group of embodiments of the ignition starting device provided by embodiments of the present application is shown.

[0043] Figure 25 A first partial waveform schematic diagram of a second embodiment of the second group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0044] Figure 26 A second partial waveform schematic diagram of the second embodiment of the second group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0045] Figure 27 A third partial waveform schematic diagram of the second embodiment of the second group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0046] Figure 28 A fourth partial waveform schematic diagram of the second embodiment of the second group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0047] Figure 29 A fifth partial waveform schematic diagram of the second embodiment of the second group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0048] Figure 30 A first partial waveform schematic diagram of a third embodiment of the second group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0049] Figure 31 A second partial waveform schematic diagram of the third embodiment of the second group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0050] Figure 32 A third partial waveform schematic diagram of the third embodiment of the second group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0051] Figure 33 A fourth partial waveform schematic diagram of the third embodiment of the second group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0052] Figure 34 A fifth partial waveform schematic diagram of the third embodiment of the second group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0053] Figure 35 A first partial waveform schematic diagram of a first embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0054] Figure 36 A second partial waveform schematic diagram of the first embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0055] Figure 37A third partial waveform schematic diagram of a first embodiment of a third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0056] Figure 38 A fourth partial waveform schematic diagram of the first embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0057] Figure 39 A fifth partial waveform schematic diagram of the first embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0058] Figure 40 A first partial waveform schematic diagram of a second embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0059] Figure 41 A second partial waveform schematic diagram of the second embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0060] Figure 42 A third partial waveform schematic diagram of the second embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0061] Figure 43 A fourth partial waveform schematic diagram of the second embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0062] Figure 44 A fifth partial waveform schematic diagram of the second embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0063] Figure 45 A first partial waveform schematic diagram of a third embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0064] Figure 46 A second partial waveform schematic diagram of the third embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0065] Figure 47 A third partial waveform schematic diagram of the third embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0066] Figure 48 A fourth partial waveform schematic diagram of the third embodiment of the third group of embodiments of the ignition starting device provided by the embodiments of the application is shown.

[0067] Figure 49A fifth partial waveform schematic diagram of a third embodiment of a third embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0068] Figure 50 A first partial waveform schematic diagram of a first embodiment of a fourth embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0069] Figure 51 A second partial waveform schematic diagram of the first embodiment of the fourth embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0070] Figure 52 A third partial waveform schematic diagram of the first embodiment of the fourth embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0071] Figure 53 A fourth partial waveform schematic diagram of the first embodiment of the fourth embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0072] Figure 54 A fifth partial waveform schematic diagram of the first embodiment of the fourth embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0073] Figure 55 A first partial waveform schematic diagram of a second embodiment of the fourth embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0074] Figure 56 A second partial waveform schematic diagram of the second embodiment of the fourth embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0075] Figure 57 A third partial waveform schematic diagram of the second embodiment of the fourth embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0076] Figure 58 A fourth partial waveform schematic diagram of the second embodiment of the fourth embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0077] Figure 59 A fifth partial waveform schematic diagram of the second embodiment of the fourth embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0078] Figure 60 A first partial waveform schematic diagram of a third embodiment of the fourth embodiment of the ignition starting device provided by the embodiments of the present application is shown.

[0079] Figure 61A second partial waveform schematic diagram of a third embodiment of the fourth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0080] Figure 62 A third partial waveform schematic diagram of the third embodiment of the fourth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0081] Figure 63 A fourth partial waveform schematic diagram of the third embodiment of the fourth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0082] Figure 64 A fifth partial waveform schematic diagram of the third embodiment of the fourth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0083] Figure 65 A first partial waveform schematic diagram of a first embodiment of the fifth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0084] Figure 66 A second partial waveform schematic diagram of the first embodiment of the fifth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0085] Figure 67 A third partial waveform schematic diagram of the first embodiment of the fifth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0086] Figure 68 A fourth partial waveform schematic diagram of the first embodiment of the fifth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0087] Figure 69 A fifth partial waveform schematic diagram of the first embodiment of the fifth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0088] Figure 70 A first partial waveform schematic diagram of a second embodiment of the fifth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0089] Figure 71 A second partial waveform schematic diagram of the second embodiment of the fifth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0090] Figure 72 A third partial waveform schematic diagram of the second embodiment of the fifth group of embodiments of the ignition starting device provided in the embodiments of the present application is shown.

[0091] Figure 73A fourth partial waveform schematic diagram of a second embodiment of the fifth group of embodiments of the ignition starting device is shown.

[0092] Figure 74 A fifth partial waveform schematic diagram of a second embodiment of the fifth group of embodiments of the ignition starting device is shown.

[0093] Figure 75 A first partial waveform schematic diagram of a third embodiment of the fifth group of embodiments of the ignition starting device is shown.

[0094] Figure 76 A second partial waveform schematic diagram of a third embodiment of the fifth group of embodiments of the ignition starting device is shown.

[0095] Figure 77 A third partial waveform schematic diagram of a third embodiment of the fifth group of embodiments of the ignition starting device is shown.

[0096] Figure 78 A fourth partial waveform schematic diagram of a third embodiment of the fifth group of embodiments of the ignition starting device is shown.

[0097] Figure 79 A fifth partial waveform schematic diagram of a third embodiment of the fifth group of embodiments of the ignition starting device is shown. DETAILED DESCRIPTION

[0098] Other advantages and effects of the present application can be easily understood by those skilled in the art from the content disclosed in the present specification. Although the description of the present application will be introduced in combination with the preferred embodiments, this does not mean that the features of the present application are limited to the embodiments. On the contrary, the purpose of introducing the present application in combination with the embodiments is to cover other options or modifications which can be extended based on the claims of the present application. In order to provide a deep understanding of the present application, many specific details will be included in the following description. The present application can also be implemented without using these details. In addition, in order to avoid confusion or obscure the focus of the present application, some specific details will be omitted in the description. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0099] It should be noted that in the present specification, similar reference numbers and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0100] In the description of the present embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the utility model product is usually placed during use, and are only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the utility model.

[0101] The terms "first", "second", and the like are only used for differentiation in description, and cannot be understood as indicating or implying relative importance.

[0102] In the description of the present embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "provided", "connected", "connected" should be broadly understood, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be connected inside two elements. For those skilled in the art, the specific meaning of the above terms in the present embodiment can be understood according to the specific circumstances.

[0103] In order to make the purpose, technical scheme and advantages of the utility model more clear, the embodiments of the utility model will be further described in detail below with reference to the drawings.

[0104] When the vehicle is ignited and started, the current provided by the power supply is transmitted to the controller, and due to physical constraints and interference, the voltage signal fluctuates, which is inconsistent with the voltage signal required by the controller. Exemplarily, refer to Figure 1 , Figure 1 The existing ignition starting device comprises a storage battery and an ECU (Electronic Control Unit), and the ignition signal is transmitted from the storage battery to the KL15 pin of the ECU. At the moment of starting ignition of the vehicle, a large amount of current flows to the KL15 pin in a short time, and the voltage signal waveform at the KL15 pin fluctuates with burrs.

[0105] It should be noted that the burr of the ignition signal refers to the short-term and abnormal voltage or current fluctuation in the originally expected continuous or stable signal, which is manifested as a transient peak or narrow pulse. They are usually caused by circuit design, manufacturing defects, noise coupling, signal switching speed too fast or other complex electrical interactions.

[0106] Based on this, refer to Figure 2 , Figure 3The application provides a starting ignition device, which comprises an ignition switch, a storage battery, a control unit and a shunt voltage stabilizing unit. The ignition switch comprises an ignition signal output end 11 for outputting an ignition signal, and the ignition switch can be switched between a closed state and an off state. The storage battery is connected with the ignition switch, and the storage battery provides current to the ignition signal output end 11 in the closed state, and the storage battery does not provide current to the ignition signal output end 11 in the off state. The ignition signal pin KL15 of the control unit is connected with the ignition signal output end 11, and the ignition signal is transmitted to the ignition signal pin KL15 through the ignition signal output end 11. The shunt voltage stabilizing unit is connected in parallel between the ignition signal output end 11 and the control unit, one end of the shunt voltage stabilizing unit is connected with the ignition signal pin, and the other end is grounded. Exemplarily, the other end of the shunt voltage stabilizing unit is a grounding end 12.

[0107] According to the technical scheme, when the vehicle is started and ignited, the ignition switch is switched to the closed state, and the storage battery provides current to the ignition signal output end 11. Because the storage battery generates a large current in a short time, and the control unit (for example, an ECU) cannot receive all the current, the current backflow phenomenon occurs, which easily leads to overheating, performance degradation or even damage of circuit elements. In the starting ignition device provided by the application, the shunt voltage stabilizing unit is connected in parallel between the ignition signal output end 11 and the control unit. The shunt voltage stabilizing unit can shunt a part of the current from the storage battery to the ground through the other end of the shunt voltage stabilizing unit, so as to match the energy between the storage battery and the control unit and reduce the current backflow. Therefore, in the process of closing the ignition switch, a large amount of current does not flow to the ignition signal pin (that is, KL15) of the control unit in a short time, the voltage signal at the ignition signal pin does not fluctuate greatly, and the voltage signal is stable and smooth without burr.

[0108] In some embodiments, referring to Figure 2 , Figure 3 The shunt voltage stabilizing unit comprises a resistor. Exemplarily, the resistance value of the resistor comprises any one of 10Ω to 33Ω. It can be understood that the resistance value of the resistor is not limited in the embodiments of the application, for example, the resistance value can be 10Ω, 11Ω, 15Ω, 20Ω, 25.5Ω, 30Ω, 33Ω or the like, and the resistance value can be set according to actual needs.

[0109] In some embodiments, the storage battery comprises a KL30 end, and the KL30 is a storage battery supply voltage for low-voltage power supply of each ECU, and is usually 11V to 15V. The ignition switch comprises a relay, and when the user starts the vehicle, the relay receives a control instruction and is switched to the closed state. The control unit comprises an electronic controller unit (ECU, Electronic Control Unit). It can be understood that the type and voltage output range of the storage battery are not limited in the embodiments of the application.

[0110] In some embodiments, the electronic controller unit includes a power management chip and a microcontroller unit in series. The power management chip (PMIC) can be used to manage the power distribution of the vehicle, including battery management, motor drive control, and power management of various electronic components, widely used in automotive intelligent cockpit, autonomous driving, body electronics, instrument and entertainment system, lighting system, BMS and other scenes. The electronic controller unit can also include other branches in parallel with the power management chip, which can be used to realize RC filtering, anti-static and other functions.

[0111] The ignition starting device provided by the embodiments of the present application can also be used for starting voltage disturbance tests of power domain controllers (PDCU), battery management systems (BMS), and zone control units (ZCU) in the development stage of electric vehicles.

[0112] In order to further illustrate that the ignition starting device provided by the embodiments of the present application has good voltage stabilizing performance, the applicant designs a plurality of comparative examples.

[0113] For example, refer to Figure 4a , Figure 4b , select SM52-AR-60 power supply as the battery, connect the signal generator with the ignition signal pin KL15, simulate the voltage disturbance waveform of the ignition signal generated when the ignition switch is closed through the signal generator, connect the oscilloscope with the control part (for example, ECU), limit the maximum current of the power supply to not more than 30A and display the voltage waveform of the ignition signal output by the control part, and compare the fluctuation of the input ignition signal and the output ignition signal to determine whether the voltage waveform of the ignition signal has a large fluctuation.

[0114] The present application provides five groups of embodiments, each group including three embodiments, wherein in the first embodiment, no resistor is connected in parallel between the ignition signal output end 11 and the ECU. In the second embodiment, a 33Ω resistor is connected in parallel between the ignition signal output end 11 and the ECU. In the third embodiment, a 10Ω resistor is connected in parallel between the ignition signal output end 11 and the ECU. When the waveform diagram of the output ignition signal in any one embodiment is compared with the voltage disturbance waveform of the input ignition signal Figure 1 , it can be determined that the voltage waveform of the ignition signal has no large fluctuation, and energy matching is achieved between the battery and the control part, reducing the current backflow.

[0115] Referring to Table 1 and in combination with Figure 4a , Figure 4a represents the input voltage disturbance waveform diagram, Figure 4a The horizontal axis represents the duration of the voltage fluctuation value, and the vertical axis represents the voltage fluctuation value. Table 1 shows the input ignition signal corresponding to five groups of embodiments. U0 represents the output voltage of the power supply, U0 = 12V. The following will take the data of the first group of embodiments as an example for explanation. The duration of U0 to U1 (for example, from 12V to 8V) is t1 (5ms), the voltage value at U1 (for example, 8V) is maintained for t2 time (for example, 15ms), the duration of U1 to U2+1V (for example, from 8V to 10.5V) is t3 (for example, 250ms), and then the voltage signal fluctuates in a sinusoidal manner (the difference between the peak and the trough of the sinusoidal wave is 2V, for example, for the first group of embodiments, the peak is 11.5V and the trough is 9.5V) for t4 time (for example, 1s), and the duration of U2+1V to U0 (for example, from 10.5V to 12V) is t5 (for example, 40ms).

[0116] Table 1 shows the input ignition signal data corresponding to five groups of embodiments

[0117]

[0118] Referring to Figures 5 to 79 , Figures 5 to 79 The figure shows the waveform diagram of the output ignition signal corresponding to five groups of embodiments on the oscilloscope. In the figure, ΔX represents the duration of the voltage fluctuation, and the unit is millisecond (ms) or second (s), and ΔY represents the voltage fluctuation value, and the unit is volt (V).

[0119] Figures 5 to 19 The waveform diagram of the output ignition signal under different conditions of the first group of embodiments is shown, and the details are as follows:

[0120] In the first embodiment, no resistance is connected in parallel between the ignition signal output end and the ECU, Figures 5 to 9 The waveform diagram of the output ignition signal under different voltage fluctuation conditions in the first embodiment is shown. As Figure 5 shown, the voltage is from U0 = 12V to U1 = 8V, and the duration is t1 = 9.6ms. At this point, it can be seen that when no resistance is connected in parallel between the ignition signal output end and the ECU, the duration of the voltage from U0 = 12V to U1 = 8V is inconsistent with the input ignition signal, and Figure 5 The part circled by the dotted line in the figure shows that there is a clear glitch signal. As Figure 6 shown, the voltage is maintained at U1 = 8V for a duration of t2 = 15ms. As Figure 7As shown, the voltage changes from U1 = 8V to U2 + 1V = 10.5V over a duration of t3 = 250ms. Figure 8 As shown, the voltage oscillates sinusoidally between U2 = 9.5V and U2+2 = 11.5V for a duration of t4 = 1s. Figure 9 As shown, the voltage changes from U2+1V=10.2V to U0=12V, with a duration of t5=40ms.

[0121] In the second embodiment, a resistor with a resistance of 33Ω is connected in parallel between the ignition signal output terminal and the ECU. Figures 10 to 14 This diagram shows the waveform of the ignition signal output in the second embodiment under different voltage fluctuations. For example... Figure 10 As shown, the voltage changes from U0 = 12V to U1 = 8V over a duration of t1 = 5ms. This demonstrates that when a 33Ω resistor is connected in parallel between the ignition signal output and the ECU, the duration of the voltage change from U0 = 12V to U1 = 8V is consistent with the input ignition signal, and there are no glitches or the glitches are negligible. Figure 11 As shown, the voltage is maintained at U1 = 8V for a duration of t2 = 15ms. Figure 12 As shown, the voltage changes from U1 = 8V to U2 + 1V = 10.5V over a duration of t3 = 250ms. Figure 13 As shown, the voltage oscillates sinusoidally between U2 = 9.5V and U2+2 = 11.5V for a duration of t4 = 1s. Figure 14 As shown, the voltage changes from U2+1V=10.2V to U0=12V, with a duration of t5=40ms.

[0122] In the third embodiment, a 10Ω resistor is connected in parallel between the ignition signal output terminal and the ECU. Figures 15 to 19 The waveform of the ignition signal output in the third embodiment under different voltage fluctuations is shown. Figure 15 As shown, the voltage changes from U0 = 12V to U1 = 8V over a duration of t1 = 5ms. This demonstrates that when a 10Ω resistor is connected in parallel between the ignition signal output and the ECU, the duration of the voltage change from U0 = 12V to U1 = 8V is consistent with the input ignition signal, with no glitches or negligible glitches. Furthermore, the waveform obtained with a 10Ω resistor in parallel is smoother than that with a 33Ω resistor. Figure 16 As shown, the voltage is maintained at U1 = 8V for a duration of t2 = 15ms. Figure 17 As shown, the voltage changes from U1 = 8V to U2 + 1V = 10.5V over a duration of t3 = 250ms. Figure 18As shown, the voltage oscillates sinusoidally between U2 = 9.5V and U2+2 = 11.5V for a duration of t4 = 1s. Figure 19 As shown, the voltage changes from U2+1V=10.2V to U0=12V, with a duration of t5=40ms.

[0123] Figures 20 to 34 The waveforms of the ignition signals output under different conditions in the second set of embodiments are shown below in detail:

[0124] In the first embodiment, no resistor is connected in parallel between the ignition signal output terminal and the ECU. Figures 20 to 24 This diagram shows the waveform of the ignition signal output in the first embodiment under different voltage fluctuations. For example... Figure 20 As shown, the voltage changes from U0 = 12V to U1 = 4.5V over a duration of t1 = 11.9ms. This indicates that when no resistor is connected in parallel between the ignition signal output and the ECU, the duration of the voltage change from U0 = 12V to U1 = 4.5V is inconsistent with the input ignition signal. Figure 20 The area circled by the dashed line shows obvious glitch signals. For example... Figure 21 As shown, the voltage is maintained at U1 = 4.5V for a duration of t2 = 15ms. Figure 22 As shown, the voltage changes from U1 = 4.5V to U2 + 1V = 7.5V over a duration of t3 = 250ms. Figure 23 As shown, the voltage oscillates sinusoidally between U2 = 6.5V and U2+2 = 8.5V for a duration of t4 = 10s. Figure 24 As shown, the voltage changes from U2+1V=7.5V to U0=12V, with a duration of t5=100ms.

[0125] In the second embodiment, a resistor with a resistance of 33Ω is connected in parallel between the ignition signal output terminal and the ECU. Figures 25 to 29 This diagram shows the waveform of the ignition signal output in the second embodiment under different voltage fluctuations. For example... Figure 25 As shown, the voltage changes from U0 = 12V to U1 = 4.5V over a duration of t1 = 5ms. This demonstrates that when a 33Ω resistor is connected in parallel between the ignition signal output and the ECU, the duration of the voltage change from U0 = 12V to U1 = 4.5V is consistent with the input ignition signal, and there are no glitches or the glitches are negligible. Figure 26 As shown, the voltage is maintained at U1 = 4.5V for a duration of t2 = 15ms. Figure 27 As shown, the voltage changes from U1 = 4.5V to U2 + 1V = 7.5V over a duration of t3 = 250ms. Figure 28As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown, Figure 29 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown,

[0126] In the third embodiment, a 10Ω resistor is connected in parallel between the output terminal of the ignition signal and the ECU, Figures 30 to 34 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown, Figure 30 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown, Figure 31 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown, Figure 32 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown, Figure 33 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown, Figure 34 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown,

[0127] Figures 35 to 49 The waveform diagrams of the output ignition signals under different conditions of the third group of embodiments are shown, and the detailed descriptions are as follows:

[0128] In the first embodiment, no resistor is connected in parallel between the output terminal of the ignition signal and the ECU, Figures 35 to 39 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown, Figure 35 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown, Figure 35 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown, Figure 36 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown, Figure 37 As shown, the voltage is maintained at U2=6.5V for a duration of t4=10s. As shown, Figure 38As shown, the voltage is between U2=5V and U2+2=7V, and oscillates in a sine wave for a duration of t4=1s. As shown, Figure 39 As shown, the voltage is from U2+1V=6V to U0=12V for a duration of t5=100ms.

[0129] In the second embodiment, a resistor with a resistance of 33Ω is connected in parallel between the output terminal of the ignition signal and the ECU, Figures 40 to 44 The waveform diagram of the output ignition signal in the second embodiment under different voltage fluctuations is shown. As shown, Figure 40 As shown, the voltage is from U0=12V to U1=3V for a duration of t1=5ms. It can be seen here that when a resistor with a resistance of 33Ω is connected in parallel between the output terminal of the ignition signal and the ECU, the duration of the voltage from U0=12V to U1=3V is consistent with the input ignition signal, and there is no or almost negligible glitch signal. As shown, Figure 41 As shown, the voltage is maintained at U1=3V for a duration of t2=15ms. As shown, Figure 42 As shown, the voltage is from U1=3V to U2+1V=6V for a duration of t3=250ms. As shown, Figure 43 As shown, the voltage is between U2=5V and U2+2=7V, and oscillates in a sine wave for a duration of t4=1s. As shown, Figure 44 As shown, the voltage is from U2+1V=6V to U0=12V for a duration of t5=100ms.

[0130] In the third embodiment, a resistor with a resistance of 10Ω is connected in parallel between the output terminal of the ignition signal and the ECU, Figures 45 to 49 The waveform diagram of the output ignition signal in the third embodiment under different voltage fluctuations is shown. As shown, Figure 45 As shown, the voltage is from U0=12V to U1=3V for a duration of t1=5ms. It can be seen here that when a resistor with a resistance of 10Ω is connected in parallel between the output terminal of the ignition signal and the ECU, the duration of the voltage from U0=12V to U1=3V is consistent with the input ignition signal, and there is no or almost negligible glitch signal, and the waveform obtained by connecting a 10Ω resistor in parallel is smoother than that by connecting a 33Ω resistor in parallel. As shown, Figure 46 As shown, the voltage is maintained at U1=3V for a duration of t2=15ms. As shown, Figure 47 As shown, the voltage is from U1=3V to U2+1V=6V for a duration of t3=250ms. As shown, Figure 48 As shown, the voltage is between U2=5V and U2+2=7V, and oscillates in a sine wave for a duration of t4=1s. As shown, Figure 49 As shown, the voltage is from U2+1V=6V to U0=12V for a duration of t5=100ms.

[0131] Figures 50 to 64 The waveform diagram of the output ignition signal under different conditions of the fourth embodiment is shown as follows:

[0132] In the first embodiment, no resistance is connected in parallel between the ignition signal output end and the ECU, Figures 50 to 54 The waveform diagram of the output ignition signal under different voltage fluctuations in the first embodiment is shown as follows. As shown in the diagram, the voltage is from U0=12V to U1=6V, and the duration t1=10.4ms. It can be seen here that when no resistance is connected in parallel between the ignition signal output end and the ECU, the duration of the voltage from U0=12V to U1=6V is inconsistent with the input ignition signal, and Figure 50 the part circled by the dotted line in the diagram shows a clear glitch signal. As shown in the diagram, the voltage is maintained at U1=6V for a duration of t2=15ms. As shown in the diagram, the voltage is from U1=6V to U2+1V=7.5V, and the duration t3=250ms. As shown in the diagram, the voltage is between U2=6.5V and U2+2=8.5V, and oscillates in a sine wave for a duration of t4=10s. As shown in the diagram, the voltage is from U2+1V=7.5V to U0=12V, and the duration t5=100ms. Figure 50 Figure 51 Figure 52 Figure 53 Figure 54

[0133] In the second embodiment, a resistance with a resistance value of 33Ω is connected in parallel between the ignition signal output end and the ECU, Figures 55 to 59 The waveform diagram of the output ignition signal under different voltage fluctuations in the second embodiment is shown as follows. As shown in the diagram, the voltage is from U0=12V to U1=6V, and the duration t1=5ms. It can be seen here that when a resistance with a resistance value of 33Ω is connected in parallel between the ignition signal output end and the ECU, the duration of the voltage from U0=12V to U1=6V is consistent with the input ignition signal, and Figure 55 the glitch signal does not appear or is almost negligible. As shown in the diagram, the voltage is maintained at U1=6V for a duration of t2=15ms. As shown in the diagram, the voltage is from U1=6V to U2+1V=7.5V, and the duration t3=250ms. As shown in the diagram, the voltage is between U2=6.5V and U2+2=8.5V, and oscillates in a sine wave for a duration of t4=10s. As shown in the diagram, the voltage is from U2+1V=7.5V to U0=12V, and the duration t5=100ms. Figure 56 Figure 57 Figure 58 Figure 59

[0134] In the third embodiment, a resistance with a resistance value of 10Ω is connected in parallel between the ignition signal output end and the ECU,​​​​​​​​​Figures 60 to 64 This diagram shows the waveform of the ignition signal output in the third embodiment under different voltage fluctuations. For example... Figure 60 As shown, the voltage changes from U0 = 12V to U1 = 6V over a duration of t1 = 5ms. It can be seen that when a 10Ω resistor is connected in parallel between the ignition signal output and the ECU, the duration of the voltage change from U0 = 12V to U1 = 6V is consistent with the input ignition signal, and there are no glitches or the glitches are negligible. Furthermore, compared to the case with a 33Ω resistor in parallel, the waveform obtained with a 10Ω resistor in parallel is smoother. Figure 61 As shown, the voltage is maintained at U1 = 6V for a duration of t2 = 15ms. Figure 62 As shown, the voltage changes from U1 = 6V to U2 + 1V = 7.5V over a duration of t3 = 250ms. Figure 63 As shown, the voltage oscillates sinusoidally between U2 = 6.5V and U2+2 = 8.5V for a duration of t4 = 10s. Figure 64 As shown, the voltage changes from U2+1V=7.5V to U0=12V, with a duration of t5=100ms.

[0135] Figures 65 to 79 The waveforms of the ignition signal output under different conditions in the fifth set of embodiments are shown below in detail:

[0136] In the first embodiment, no resistor is connected in parallel between the ignition signal output terminal and the ECU. Figures 65 to 69 This diagram shows the waveform of the ignition signal output in the first embodiment under different voltage fluctuations. For example... Figure 65 As shown, the voltage changes from U0 = 12V to U1 = 6.5V over a duration of t1 = 10.3ms. This indicates that when no resistor is connected in parallel between the ignition signal output and the ECU, the duration of the voltage change from U0 = 12V to U1 = 6.5V is inconsistent with the input ignition signal. Figure 65 The area circled by the dashed line shows obvious glitch signals. For example... Figure 66 As shown, the voltage is maintained at U1 = 6.5V for a duration of t2 = 15ms. Figure 67 As shown, the voltage changes from U1 = 6.5V to U2 + 1V = 8V over a duration of t3 = 250ms. Figure 68 As shown, the voltage oscillates sinusoidally between U2 = 7V and U2 + 2 = 9V for a duration of t4 = 10s. Figure 69 As shown, the voltage changes from U2+1V=8V to U0=12V, and the duration is t5=100ms.

[0137] In the second embodiment, a resistor with a resistance of 33Ω is connected in parallel between the ignition signal output terminal and the ECU. Figures 70 to 74Figure 3 shows the waveform diagram of the output ignition signal in the second embodiment under different voltage fluctuations. As shown in Figure 3, the voltage is from U0=12V to U1=6.5V, and the duration t1=5ms. It can be seen that when the resistance of 33Ω is connected in parallel between the output ignition signal and the ECU, the duration of the voltage from U0=12V to U1=6.5V is consistent with the input ignition signal, and there is no or almost negligible glitch signal. Figure 70 As shown in Figure 3, the voltage is maintained at U1=6.5V for the duration t2=15ms. As shown in Figure 3, the voltage is from U1=6.5V to U2+1V=8V, and the duration t3=250ms. As shown in Figure 3, the voltage is between U2=7V and U2+2=9V, and the duration t4=10s. As shown in Figure 3, the voltage is from U2+1V=8V to U0=12V, and the duration t5=100ms. Figure 71 Figure 72 Figure 73 Figure 74

[0138] In the third embodiment, a resistance of 10Ω is connected in parallel between the output ignition signal and the ECU, Figures 75 to 79 Figure 4 shows the waveform diagram of the output ignition signal in the third embodiment under different voltage fluctuations. As shown in Figure 4, the voltage is from U0=12V to U1=6.5V, and the duration t1=5ms. It can be seen that when the resistance of 10Ω is connected in parallel between the output ignition signal and the ECU, the duration of the voltage from U0=12V to U1=6.5V is consistent with the input ignition signal, and there is no or almost negligible glitch signal, and the waveform is smoother than when the resistance of 33Ω is connected in parallel. Figure 75 As shown in Figure 4, the voltage is maintained at U1=6.5V for the duration t2=15ms. As shown in Figure 4, the voltage is from U1=6.5V to U2+1V=8V, and the duration t3=250ms. As shown in Figure 4, the voltage is between U2=7V and U2+2=9V, and the duration t4=10s. As shown in Figure 4, the voltage is from U2+1V=8V to U0=12V, and the duration t5=100ms. Figure 76 Figure 77 Figure 78 Figure 79

[0139] In summary, through the comparison of the five groups of embodiments, it can be seen that when no resistance is connected in parallel between the output ignition signal and the ECU, the output ignition signal is not consistent with the input ignition signal. In the same group of embodiments, compared with the case where a resistance is connected in parallel between the output ignition signal and the ECU, when no resistance is connected in parallel, the duration t1 of the voltage from U0 to U1 is longer (for example Figure 5 ,​​​​​​​​Figure 20 、 Figure 35 、 Figure 50 、 Figure 65 The scheme after parallel resistance can make the voltage quickly drop to the expected value, reduce the fluctuation of the voltage signal at the ignition signal, and obtain the expected waveform.

[0140] Further, by comparing and observing the waveform graphs, it can be seen that in the same group of embodiments, the smaller the resistance value of the parallel resistance, the smaller the voltage fluctuation, and the smoother the formed waveform graph, for example, Figure 70 Fig. 3 shows the waveform graph of the voltage from U0=12V to U1=6.5V when a resistance with a resistance value of 33Ω is connected in parallel between the ignition signal output end and the ECU. As can be seen from the figure, regular fluctuations occur in the process of voltage change (as shown by the oblique wavy line in the middle of the figure), and Figure 70 Fig. 4 shows the waveform graph of the voltage from U0=12V to U1=6.5V when a resistance with a resistance value of 10Ω is connected in parallel between the ignition signal output end and the ECU. As can be seen from the figure, the fluctuations occurring in the process of voltage change are almost negligible, and the waveform graph is smoother. Figure 75

[0141] The application also provides a vehicle comprising the ignition starting device in any of the foregoing embodiments.

[0142] Although the application has been illustrated and described with reference to certain preferred embodiments thereof, it should be understood by those skilled in the art that the above content is a further detailed description of the application in combination with specific embodiments, and cannot be regarded as a limitation of the specific implementation of the application to these descriptions. Those skilled in the art can make various changes in form and details, including making a number of simple deductions or substitutions, without departing from the spirit and scope of the application.​

Claims

1. An ignition starting device characterized by comprising: The ignition starting device comprises: an ignition switch comprising an ignition signal output end for outputting an ignition signal, the ignition switch being switchable between a closed state and an off state; a storage battery connected with the ignition switch, the storage battery providing a current to the ignition signal output end in the closed state, and the storage battery not providing a current to the ignition signal output end in the off state; a control unit, an ignition signal pin of the control unit being connected with the ignition signal output end; a shunt voltage stabilizing unit, the shunt voltage stabilizing unit being provided in parallel between the ignition signal output end and the control unit, one end of the shunt voltage stabilizing unit being connected with the ignition signal pin, and the other end being grounded.

2. The ignition starting device of claim 1, wherein The shunt voltage stabilizing unit comprises a resistor.

3. The ignition starting device of claim 2, wherein The resistance of the resistor comprises any one of 10Ω to 33Ω.

4. An ignition starting device according to any one of claims 1-3, characterized in that The ignition switch comprises a relay.

5. An ignition starting device according to any one of claims 1-3, characterized in that The control unit comprises an electronic controller unit.

6. The ignition starting device of claim 5, wherein The electronic controller unit comprises a power management chip and a micro control unit, the power management chip and the micro control unit being connected in series.

7. A vehicle characterized by comprising: The ignition starting device comprises any one of claims 1-6.

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