Ignition coil structure, engine assembly and vehicle

Abstract

The utility model relates to the technical field of ignition coils, and particularly discloses an ignition coil structure, an engine assembly and a vehicle, the ignition coil structure comprises a shell, at least two ignition coils, an output terminal and a heat dissipation piece, the shell is provided with a mounting groove, the output terminal is arranged in the shell, and the at least two ignition coils are arranged in the mounting groove in parallel; the output ends of the at least two ignition coils are connected with the output terminal, the output terminal is constructed to be connected with a spark plug, the heat dissipation piece is arranged on the shell and seals the installation groove, and a plurality of heat dissipation fins arranged at intervals are arranged on the side, away from the shell, of the heat dissipation piece. According to the ignition coil structure, the at least two ignition coils are arranged in the shell in parallel and connected with the output terminal, so that the ignition energy output by the ignition coil structure is at least twice that output by a single ignition coil; therefore, in a lean-burn mode, the ignition device is rapidly and stably matched with a sparking plug to ignite lean mixed gas, and the stability of ignition is improved.

Description

Technical Field

[0001] This application relates to the field of ignition coil technology, specifically to an ignition coil structure, engine assembly, and vehicle. Background Technology

[0002] With the escalating global energy crisis and environmental problems, low-fuel-consumption engine technology has become a crucial research and development direction for the automotive industry. Among these technologies, lean-burn technology is a key area for future fuel efficiency improvements. The core principle of lean-burn is to dilute the combustion mixture, prolonging combustion time and thus lowering combustion temperature, thereby reducing the formation of nitrogen oxides (NOx). This technology can significantly reduce fuel consumption without affecting power output, while simultaneously reducing harmful emissions. Compared to traditional stoichiometric combustion, lean-burn offers significant advantages in combustion efficiency and environmental performance. With increasingly stringent environmental regulations and growing demands for energy conservation, lean-burn technology will see wider adoption and application in the future.

[0003] The core of lean-burn technology lies in achieving efficient, reliable, and stable ignition. In lean-burn mode, due to the increased dilution of the air-fuel mixture, traditional ignition coils have low ignition energy (approximately 120 mJ) and poor heat dissipation, making it difficult to effectively ignite the leaner mixture. Therefore, current technologies typically employ active or passive pre-combustion chambers to achieve stable ignition. However, this pre-combustion chamber ignition method requires an additional dedicated pre-combustion chamber injector, leading to a more complex engine control system and significantly increasing engine costs. Furthermore, the introduction of a pre-combustion chamber may pose challenges to engine reliability and durability, especially under high load and high speed conditions, where ignition stability may be affected. Utility Model Content

[0004] In view of the above, it is necessary to propose an ignition coil structure, engine assembly, and vehicle to improve the stability of ignition in lean-burn mode, reduce costs, and decrease size.

[0005] This application provides an ignition coil structure, including a housing, at least two ignition coils, an output terminal, and a heat sink. The housing has a mounting slot, the output terminal is located in the housing, the at least two ignition coils are connected in parallel in the mounting slot, and the output ends of the at least two ignition coils are connected to the output terminal. The output terminal is configured to connect to a spark plug. The heat sink is located in the housing and closes the mounting slot. The side of the heat sink away from the housing has a plurality of spaced-apart heat dissipation fins.

[0006] In some embodiments, each ignition coil includes a support frame, a primary coil, and a secondary coil, both of which are wound around the support frame. The primary coil has fewer turns than the secondary coil. The primary coil includes a first end and a second end, the first end being configured to be connected to a power source. The secondary coil includes a ground end and an output end.

[0007] In some embodiments, each ignition coil further includes a transistor, the second end of which is connected to the collector of the transistor, the base of the transistor is configured to be connected to the engine controller, and the emitter of the transistor is grounded.

[0008] In some embodiments, each ignition coil further includes an anti-reverse diode and a suppression resistor connected in series. The positive terminal of the anti-reverse diode is connected to one end of the suppression resistor, the negative terminal of the anti-reverse diode is connected to the output terminal, and the other end of the suppression resistor is connected to the output terminal.

[0009] In some embodiments, along the arrangement direction of the plurality of heat dissipation fins, the two oppositely arranged sides of each heat dissipation fin are respectively a first side and a second side, both the first side and the second side are inclined from the bottom to the top of the heat dissipation fin, and the included angle between the first side and the second side is in the range of 20 degrees to 40 degrees; and / or, the distance between any two adjacent heat dissipation fins is in the range of 3 mm to 5 mm; and / or, the width of the top of each heat dissipation fin is in the range of 0.8 mm to 1.5 mm; and / or, the height of each heat dissipation fin is in the range of 1.5 mm to 4 mm.

[0010] In some embodiments, the ignition coil structure further includes an insulating protective element disposed in the mounting groove and enclosing the ignition coil.

[0011] In some embodiments, the heat sink has an assembly groove on the side facing the insulating protective member; the ignition coil structure further includes a heat-conducting member, which is disposed in the assembly groove and connected to the insulating protective member.

[0012] In some embodiments, the ignition coil structure further includes a seal, which is disposed between the housing and the heat sink and connected to the housing and the heat sink respectively, and is used to seal the gap between the housing and the heat sink.

[0013] The ignition coil structure of this application embodiment, by arranging at least two ignition coils in parallel within a housing and connecting them to an output terminal, ensures that the ignition energy output by the ignition coil structure is at least twice that of a single ignition coil, reaching at least 240 mJ. This allows for rapid and stable ignition of a lean-burn mixture in conjunction with the spark plug in lean-burn mode, thereby improving ignition stability. The use of a heat sink effectively prevents the ignition coil from overheating and affecting the ignition energy, further enhancing ignition stability. Furthermore, the ignition coil structure of this application embodiment is compact, easy to arrange, and low-cost, thus reducing both cost and size.

[0014] This application also provides an engine assembly, including the ignition coil structure described above.

[0015] The engine assembly of this application embodiment improves the stability of ignition in lean-burn mode and reduces costs by setting the above-mentioned ignition coil structure. In addition, since the ignition coil structure is small in size, it is easy to install and arrange on the engine assembly and facilitates the miniaturization of the engine assembly.

[0016] This application also provides a vehicle including the engine assembly described above.

[0017] The vehicle in this application embodiment improves the stability of ignition in lean-burn mode and reduces costs by incorporating an engine assembly including the above-described ignition coil structure. Attached Figure Description

[0018] Figure 1 This is a three-dimensional structural diagram of the ignition coil structure provided in the embodiments of this application.

[0019] Figure 2 yes Figure 1 The diagram shows an exploded view of the ignition coil structure.

[0020] Figure 3 yes Figure 1 The diagram shows a cross-sectional view of the ignition coil structure along the III-III direction.

[0021] Figure 4 yes Figure 1 The circuit diagram shown is of the ignition coil structure.

[0022] Figure 5 yes Figure 1 The diagram shows a partial structural schematic of the heat sink in the ignition coil structure.

[0023] Figure 6 yes Figure 1A schematic diagram of the heat sink in the ignition coil structure from another angle.

[0024] Figure 7 This is a schematic diagram of the engine assembly provided in the embodiments of this application.

[0025] Figure 8 yes Figure 7 The diagram shows a cross-sectional view of the engine assembly along the VIII-VIII direction.

[0026] Figure 9 This is a schematic diagram of the vehicle structure provided in the embodiments of this application.

[0027] Explanation of main component symbols: Vehicle 1000, Engine assembly 100, Ignition coil structure 1, Housing 10, Mounting slot 11, Ignition coil 20, Support frame 21, Primary coil 22, First end 221, Second end 222, Secondary coil 23, Output end 231, Ground end 232, Transistor 24, Anti-backflow diode 25, Suppression resistor 26, Output terminal 30, Heat sink 40, Heat sink fins 41, First side 411, Second side 412, Connection interface 42, Assembly slot 43, Insulating protection component 50, Heat conducting component 60, Seal 70, Power supply 80, Engine controller 90, Engine block 2, Combustion chamber 201, Spark plug 3, Injector 4. Detailed Implementation

[0028] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0029] In the description of this application, it should be understood that the terms indicating orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, it should be noted that "a plurality of" means two or more, unless otherwise explicitly specified.

[0030] In the description of this application, it should be noted that, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a connection that allows communication between the two components; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0031] The following will describe some embodiments of this application in detail with reference to the accompanying drawings.

[0032] Please see Figure 1 and Figure 7 This application provides an ignition coil structure 1 applied to an engine assembly 100. The engine assembly 100 can be an engine assembly of a vehicle 1000 such as a hybrid vehicle or a gasoline vehicle, or it can be an engine assembly of an aircraft or spacecraft. For ease of understanding, this application uses the application of the ignition coil structure 1 to the engine assembly 100 of a hybrid vehicle as an example for illustration. Obviously, this is not a limitation of this application.

[0033] Please see Figure 1 , Figure 2 and Figure 3 In this embodiment, the ignition coil structure 1 includes a housing 10, at least two ignition coils 20, an output terminal 30, and a heat sink 40. The housing 10 has a mounting groove 11, the output terminal 30 is located in the housing 10, and at least two ignition coils 20 are connected in parallel in the mounting groove 11. The output terminals 231 of the at least two ignition coils 20 (e.g., ...) are connected in parallel. Figure 4 (As shown) are all connected to the output terminal 30, which is configured to connect to the spark plug 3 (as shown) Figure 8 (As shown) Connection. The heat sink 40 is disposed on the housing 10 and encloses the mounting groove 11. The side of the heat sink 40 away from the housing 10 is provided with a plurality of spaced heat sink fins 11.

[0034] In this embodiment, the ignition coil structure 1, by arranging at least two ignition coils 20 in parallel within the housing 10 and connecting them to an output terminal 30, ensures that the ignition energy output by the ignition coil structure 1 is at least twice that of a single ignition coil 20, i.e., the ignition energy output by the ignition coil structure 1 reaches 240 mJ or more. This allows for rapid and stable ignition of a lean mixture in lean-burn mode in conjunction with the spark plug 3, thereby improving ignition stability. Furthermore, since the ignition energy of the ignition coil 20 is greatly affected by coil temperature, if the temperature of the ignition coil 20 is too high, the ignition energy will drop significantly. By providing a heat sink 40 with heat dissipation fins 41, heat dissipation efficiency is improved, further enhancing the ignition stability of the ignition coil structure 1. Moreover, the ignition coil structure 1 of this embodiment has a compact structure, is easy to arrange, and has low cost, thus reducing both cost and size.

[0035] In this embodiment, there are two ignition coils 20. When there are two ignition coils 20, the output ignition energy ranges from 240mJ to 300mJ, which is sufficient to meet the stable ignition requirements of most engine assemblies 100 in lean-burn mode. Furthermore, by reasonably controlling the number of ignition coils 20, it is beneficial to reduce costs and decrease the size of the ignition coil structure 1. In other embodiments, the number of ignition coils 20 may be three, four, five, etc., and this application does not specifically limit this.

[0036] Please refer to the following: Figure 4 In this embodiment, each ignition coil 20 includes a support frame 21, a primary coil 22, and a secondary coil 23. The support frame 21 is disposed in the mounting groove 11 and can be an iron core. The primary coil 22 and the secondary coil 23 are both wound around the support frame 21. Energy is transferred between the primary coil 22 and the secondary coil 23 through electromagnetic induction. The number of turns of the primary coil 22 is less than the number of turns of the secondary coil 23. The primary coil 22 includes a first end 221 and a second end 222. The first end 221 is configured to be connected to the power supply 80. The secondary coil 23 includes an output end 231 and a ground end 232. The ground end 232 is grounded, and the output end 231 is connected to the output terminal 30.

[0037] When the ignition coil 20 ignites, the power supply 80 magnetizes the primary coil 22. Electromagnetic induction between the primary coil 22 and the secondary coil 23 causes a momentary increase in the voltage of the secondary coil 23. Multiple secondary coils 23 release ignition energy to the spark plug 3 through the output terminal 30, thus enabling the spark plug 3 to ignite. In this way, the ignition coil 20 has a simple structure and improves ignition stability.

[0038] In this embodiment, each ignition coil 20 also includes a transistor 24. The second terminal 222 is connected to the collector of the transistor 24, the base of the transistor 24 is configured to be connected to the engine controller 90, and the emitter of the transistor 24 is grounded, specifically connected to the engine cylinder head ground (not shown).

[0039] When the engine controller 90 controls the ignition coil 20 to ignite, the engine controller 90 first outputs a high level, the collector and emitter of the transistor 24 conduct, and an electrical circuit is formed in the primary coil 22. The power supply 80 magnetizes the primary coil 22. The duration of the high level is controlled by the magnetization time of the ignition coil 20. When the magnetization time ends, the engine controller 90 outputs a low level. At this time, the collector and emitter of the transistor 24 are simultaneously disconnected, and the electrical circuit of the primary coil 22 is broken. Due to the sudden change in current in the primary coil 22, the magnetic field changes rapidly, coupling to the secondary coil 23 through the iron core. According to Faraday's law of electromagnetic induction, tens of thousands of volts of high voltage will be induced in the secondary coil 23. The high voltage ignites the combustible mixture by breaking down the spark plug 3 gap. In this way, by setting the transistor 24, the engine controller 90 can accurately control the magnetization time of the primary coil 22, thereby accurately controlling the ignition time and ignition energy of the ignition coil 20.

[0040] In this embodiment, each ignition coil 20 also includes an anti-reverse diode 25 and a suppression resistor 26 connected in series. The positive terminal of the anti-reverse diode 25 is connected to one end of the suppression resistor 26, the negative terminal of the anti-reverse diode 25 is connected to the output terminal 231, and the other end of the suppression resistor 26 is connected to the output terminal 30.

[0041] When the secondary coil 23 generates a high voltage, if the spark plug 3 fails to discharge properly (e.g., the spark plug 3 gap is too large or damaged), the high voltage in the secondary coil 23 may be reversed to the primary coil 22, causing damage to the control circuit. By setting the anti-backflow diode 25, the reverse transmission of the high voltage in the secondary coil 23 to the primary coil 22 is prevented, thereby reducing the probability of control circuit damage and thus improving the service life of the control circuit. Additionally, when the secondary coil 23 generates a high voltage, current will discharge through the spark plug 3 gap. If the spark plug 3 gap is too small or short-circuited, the current may be too large, causing damage to the spark plug 3 and the ignition coil 20. By setting the suppression resistor 26 to limit the current, it is ensured that the spark plug 3 generates sufficient spark energy, while avoiding unstable sparks caused by excessive current. This improves the ignition stability of the ignition coil structure 1 and extends the service life of the spark plug 3 and the ignition coil 20.

[0042] In this embodiment, the heat sink 40 is made of aluminum alloy. Aluminum alloy has good thermal conductivity and is easy to form, thereby improving the heat dissipation efficiency of the heat sink 40 and reducing the manufacturing cost of the heat sink 40.

[0043] Please refer to the following: Figure 5 In this embodiment, along the arrangement direction of the plurality of heat dissipation fins 41, the two oppositely arranged sides of each heat dissipation fin 41 are a first side 411 and a second side 412. Both the first side 411 and the second side 412 are inclined from the bottom to the top of the heat dissipation fin 41. The included angle between the first side 411 and the second side 412 is in the range of 20 degrees to 40 degrees, so that the cross-sectional dimension of the bottom of the heat dissipation fin 41 is smaller than the cross-sectional dimension of the top.

[0044] Specifically, the angle between the first side 411 and the second side 412 is α, and the value of α ranges from 20 degrees to 40 degrees.

[0045] This design increases the contact area between the heat dissipation fins 41 and the air, thereby improving the heat dissipation efficiency of the heat dissipation fins 41 and facilitating the rapid demolding of the heat dissipation component 40 during manufacturing.

[0046] In this embodiment, the preferred size of the included angle α between the first side 411 and the second side 412 is 30 degrees.

[0047] In this embodiment, the width of the top of each heat dissipation fin 41 ranges from 0.8mm to 1.5mm.

[0048] Specifically, the width of the top of the heat dissipation fin 41 is d1, and the value of d1 ranges from 0.8mm to 1.5mm.

[0049] This design ensures the structural strength of the heat dissipation fins 41 while preventing the heat dissipation fins 41 from being too thick and affecting the heat dissipation effect.

[0050] In this embodiment, the preferred size of the width d1 of the top of the heat dissipation fin 41 is 1 mm.

[0051] In this embodiment, the height of the heat dissipation fins 41 ranges from 1.5mm to 4mm.

[0052] Specifically, the height of the heat dissipation fin 41 is d2, and the value of d2 ranges from 1.5mm to 4mm.

[0053] This design ensures that the heat dissipation fins 41 have sufficient contact area with the air, while also preventing the heat dissipation fins 41 from interfering with other structures in the engine assembly 100 due to their excessive size.

[0054] In this embodiment, the preferred height d2 of the heat dissipation fin 41 is 2mm.

[0055] In this embodiment, the distance between any two adjacent heat dissipation fins 41 ranges from 3mm to 5mm.

[0056] Specifically, the distance between any two adjacent heat dissipation fins 41 is d3, and the value of d3 ranges from 3mm to 5mm.

[0057] This design avoids the distance between two adjacent heat dissipation fins 41 being too small or too large, which would affect the heat dissipation efficiency and thus improve the heat dissipation effect of the heat dissipation component 40.

[0058] In this embodiment, the preferred distance d3 between two adjacent heat dissipation fins 41 is 4 mm.

[0059] Please refer to it again. Figure 1 , Figure 2 , Figure 3 and Figure 4 In this embodiment, the heat sink 40 is provided with a connection interface 42. One end of the connection interface 42 is electrically connected to the primary coil 22 of the ignition coil 20, and the other end of the connection interface 42 is connected to the power supply 80 through a wire (not shown), thereby improving the convenience of connecting the ignition coil 20 to the power supply 80.

[0060] In this embodiment, the ignition coil structure 1 further includes an insulating protective element 50, which is disposed in the mounting groove 11 and wraps around the ignition coil 20.

[0061] By setting the insulating protective component 50, the electrical components of the ignition coil 20 can be protected, preventing damage to the electrical components of the ignition coil 20 due to mechanical impact, water vapor or acid and alkaline gas corrosion. It can also reduce the probability of short circuit in the circuit of the ignition coil 20, thereby improving the service life of the ignition coil structure 1 and improving the working stability of the ignition coil structure 1.

[0062] In this embodiment, the insulating protective component 50 is formed by epoxy resin being injected into the mounting groove 11 and cured.

[0063] Please refer to the following: Figure 6 In this embodiment, the heat sink 40 has an assembly groove 43 on the side facing the insulating protective member 50. The ignition coil structure 1 also includes a heat-conducting member 60, which is disposed in the assembly groove 43 and connected to the insulating protective member 50.

[0064] By providing the heat-conducting component 60, the heat generated by the ignition coil 20 during operation can be quickly transferred to the heat sink 40 for dissipation, thereby improving heat dissipation efficiency and the ignition stability of the ignition coil structure 1. The mounting slot 43 facilitates the installation of the heat-conducting component 60.

[0065] Please refer to it again. Figure 1 , Figure 2 and Figure 3In this embodiment, the heat-conducting element 60 can be thermal grease. In other embodiments, the heat-conducting element 60 can also be made of thermally conductive materials such as thermally conductive silicone, and this application does not specifically limit this.

[0066] In this embodiment, the ignition coil structure 1 further includes a sealing element 70, which is disposed between the housing 10 and the heat sink 40 and connected to both the housing 10 and the heat sink 40 respectively. The sealing element 70 is used to seal the gap between the housing 10 and the heat sink 40 (not shown in the figure). This further reduces the probability of moisture or acidic / alkaline gases entering the housing 10 and corroding the electrical components of the ignition coil 20, thereby improving the service life of the ignition coil structure 1 and enhancing the operational stability of the ignition coil structure 1.

[0067] In this embodiment, the sealant 70 can be a sealant.

[0068] The manufacturing process of the ignition coil structure 1 in this embodiment is roughly as follows: ignition coils 20 are assembled, multiple assembled ignition coils 20 are placed in the mounting groove 11, heated epoxy resin is poured into the mounting groove 11, and after the epoxy resin cools, an insulating protective component 50 is formed. Then, thermal grease is applied to the assembly groove 43, the heat sink 40 is installed on the housing 10, and the gap between the housing 10 and the heat sink 40 is sealed using a sealing component 70. Finally, the output terminal 30 is connected to the output terminal 231 of the multiple ignition coils 20 to complete the assembly.

[0069] In summary, the ignition coil structure 1 of this embodiment, by arranging at least two ignition coils 20 in parallel within the housing 10 and connecting them to an output terminal 30, ensures that the ignition energy output by the ignition coil structure 1 is at least twice that of a single ignition coil 20, i.e., the ignition energy output by the ignition coil structure 1 reaches 240 mJ or more. This allows for rapid and stable ignition of the lean mixture in lean-burn mode in conjunction with the spark plug 3, thereby improving ignition stability. The heat sink 40 effectively prevents the ignition coil 20 from overheating and affecting the ignition energy, further enhancing ignition stability. Furthermore, the ignition coil structure 1 of this embodiment is compact, easy to arrange, and low-cost, thus reducing both cost and size.

[0070] Please refer to the following: Figure 7 and Figure 8 This application also provides an engine assembly 100, including the ignition coil structure 1 as described above.

[0071] The engine assembly 100 of this application embodiment improves the stability of ignition in lean-burn mode and reduces costs by providing the ignition coil structure 1 described above. In addition, since the ignition coil structure 1 is small in size, it is easy to install and arrange on the engine assembly 100, and it is also convenient for miniaturizing the engine assembly 100.

[0072] In this embodiment, the engine assembly 100 also includes an engine block 2, a fuel injector 4, and a spark plug 3. The engine block 2 is provided with a combustion chamber 201. The fuel injector 4 is located in the engine block 2 and extends into the combustion chamber 201. The fuel injector 4 is used to inject a mixture of fuel and air into the combustion chamber 201. The spark plug 3 is installed on the cylinder head (not shown) of the engine block 2 and extends into the combustion chamber 201. The housing 10 of the ignition coil structure 1 is installed on the cam bearing cap (not shown) of the engine block 2 by two M6 bolts (not shown). The output terminal 30 of the ignition coil structure 1 is connected to the spark plug 3.

[0073] Please refer to the following: Figure 9 This application also provides a vehicle 1000, including the engine assembly 100 as described above.

[0074] The vehicle 1000 of this application embodiment improves the stability of ignition in lean-burn mode and reduces costs by providing an engine assembly 100 including the above-described ignition coil structure 1.

[0075] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be regarded in all respects as exemplary and not restrictive, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be embraced within this application.

[0076] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this application without departing from the spirit and scope of the technical solutions of this application.

Claims

1. An ignition coil structure, characterized in that, The device includes a housing, at least two ignition coils, an output terminal, and a heat sink. The housing has a mounting slot, the output terminal is located in the housing, the at least two ignition coils are connected in parallel in the mounting slot, and the output ends of the at least two ignition coils are connected to the output terminal. The output terminal is configured to connect to a spark plug. The heat sink is located in the housing and closes the mounting slot. The side of the heat sink away from the housing has multiple spaced heat dissipation fins.

2. The ignition coil structure as described in claim 1, characterized in that, Each of the ignition coils includes a support frame, a primary coil, and a secondary coil, both of which are wound around the support frame. The primary coil has fewer turns than the secondary coil. The primary coil includes a first end and a second end, the first end being configured to be connected to a power source. The secondary coil includes a ground end and an output end.

3. The ignition coil structure as described in claim 2, characterized in that, Each of the ignition coils also includes a transistor, the second end of which is connected to the collector of the transistor, the base of which is configured to be connected to the engine controller, and the emitter of which is grounded.

4. The ignition coil structure as described in claim 2, characterized in that, Each of the ignition coils also includes a back-return diode and a suppression resistor connected in series. The positive terminal of the back-return diode is connected to one end of the suppression resistor, the negative terminal of the back-return diode is connected to the output terminal, and the other end of the suppression resistor is connected to the output terminal.

5. The ignition coil structure as described in claim 1, characterized in that, Along the arrangement direction of the plurality of heat dissipation fins, each heat dissipation fin has two oppositely arranged sides, namely a first side and a second side. Both the first side and the second side are inclined from the bottom to the top of the heat dissipation fin, and the included angle between the first side and the second side ranges from 20 degrees to 40 degrees; and / or, The distance between any two adjacent heat dissipation fins ranges from 3mm to 5mm; and / or, The width of the top of each heat dissipation fin ranges from 0.8mm to 1.5mm; and / or, The height of each heat dissipation fin ranges from 1.5mm to 4mm.

6. The ignition coil structure as described in claim 1, characterized in that, The ignition coil structure also includes an insulating protective component, which is disposed in the mounting groove and wraps around the ignition coil.

7. The ignition coil structure as described in claim 6, characterized in that, The heat sink has an assembly slot on the side facing the insulating protective component; the ignition coil structure also includes a heat-conducting component, which is disposed in the assembly slot and connected to the insulating protective component.

8. The ignition coil structure as described in claim 1, characterized in that, The ignition coil structure also includes a sealing element, which is disposed between the housing and the heat sink and connected to the housing and the heat sink respectively. The sealing element is used to seal the gap between the housing and the heat sink.

9. An engine assembly, characterized in that, Includes the ignition coil structure as described in any one of claims 1-8.

10. A vehicle, characterized in that, Includes the engine assembly as described in claim 9.

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