An ignition control device is provided with an ignition coil including a primary coil and a secondary coil, a main ignition circuit performing a main ignition operation, an energy input circuit that performs an energy input operation for superposing a current having the same polarity to a secondary current, in which a signal generation circuit is provided to generate, based on a main ignition signal that controls the main ignition operation, at least one of an energy input signal controlling the energy input operation and a target secondary current command signal commanding a target secondary current value.

Systems, apparatuses, and methods of controlling an ignitor are disclosed. A method includes: receiving, by a controller, fuel quality data regarding a fuel for a spark-ignition engine; determining, by the controller, a fuel quality metric based on the fuel quality data; and controlling, by the controller, an ignition energy characteristic of an ignitor in response to the fuel quality metric.

Systems, apparatuses, and methods of controlling an ignitor are disclosed. A method includes: receiving, by a controller, fuel quality data regarding a fuel for a spark-ignition engine; determining, by the controller, a fuel quality metric based on the fuel quality data; and controlling, by the controller, an ignition energy characteristic of an ignitor in response to the fuel quality metric.

An internal combustion engine according to the present disclosure has an ignition coil and an injector that share a power source, and has a controller that controls energization to the ignition coil and energization to the injector. The controller executes setting processing and correction processing. In the setting processing, the controller sets an energization period of the ignition coil in accordance with an operating condition of the internal combustion engine. In the correction processing, when the energization period of the ignition coil overlaps with an energization period of the injector, the controller corrects the energization period of the ignition coil so as to reduce an overlap period between the energization period of the ignition coil and the energization period of the injector.

Proposed is a method of controlling a gas heat-pump system, the system including an air conditioning module having a compressor and indoor and outdoor heat exchangers, and an engine module having an engine combusting mixed gas and thus generating drive power for operating the compressor, the method including: measuring factors that are temperature and humidity of outside air, an rpm of the engine, intake pressure, and an air-fuel ratio, the factors having effects on driving of the engine in an operating environment where the engine is driven; measuring a necessary ignition voltage for an ignition coil in a manner that corresponds to at least one of a plurality of the measured factors; and calculating a dwell time at which the necessary ignition voltage is output by the ignition coil.

A method for controlling the ignition energy of a sparkplug electrode of an ignition system comprises: providing a base current (I.sub.base) and a base duration (D.sub.base) which corresponds to the current and duration, respectively, of a physical model at a fixed engine operating point; multiplying the base current (I.sub.base) and the base duration (D.sub.base) with a sparkplug state indicator (SSI) based correction factor and with an engine operating state (EOS) based factor for achieving a final global current (I.sub.glo) and a final global duration (D.sub.glo), respectively; and communicating the final global current (I.sub.glo) and the final global duration (D.sub.glo) to a control unit for controlling the ignition energy and ignition duration of the sparkplug electrode. Further executing real-time energy control based on misfire flag status and, in the end, making sure that the optimum energy is into application by realizing optimum energy tests.

A method for controlling the ignition energy of a sparkplug electrode of an ignition system comprises: providing a base current (I.sub.base) and a base duration (D.sub.base) which corresponds to the current and duration, respectively, of a physical model at a fixed engine operating point; multiplying the base current (I.sub.base) and the base duration (D.sub.base) with a sparkplug state indicator (SSI) based correction factor and with an engine operating state (EOS) based factor for achieving a final global current (I.sub.glo) and a final global duration (D.sub.glo), respectively; and communicating the final global current (I.sub.glo) and the final global duration (D.sub.glo) to a control unit for controlling the ignition energy and ignition duration of the sparkplug electrode. Further executing real-time energy control based on misfire flag status and, in the end, making sure that the optimum energy is into application by realizing optimum energy tests.

An ignition coil control system includes: a first ignition coil; a second ignition coil; a spark plug generating spark discharge by a discharge current generated in the first ignition coil and the second ignition coil; and an ignition controller that controls spark discharge of the electrode by adjusting an amount and duration of the discharge current of the first ignition coil and the second ignition coil based on a step pulse signal including different voltages transmitted from an engine control unit (ECU).

An ignition coil control system includes: a first ignition coil; a second ignition coil; a spark plug generating spark discharge by a discharge current generated in the first ignition coil and the second ignition coil; and an ignition controller that controls spark discharge of the electrode by adjusting an amount and duration of the discharge current of the first ignition coil and the second ignition coil based on a step pulse signal including different voltages transmitted from an engine control unit (ECU).

An ignition coil control device includes: an energization control unit that controls to energize an ignition coil by first energization control and second energization control shorter in energization time than the first energization control; a cruise area determination unit that determines that a driving area of a vehicle is located in a cruise area on the basis of a throttle opening and an engine speed; and an integration counter that is incremented every predetermined time when the first energization control is being executed in the cruise area and is decremented every predetermined time in other cases. When a counter value of the integration counter reaches an upper limit value, a cooling process of switching from the first energization control to the second energization control is executed. Such ignition coil control device can appropriately switch energization time while preventing excessive heating of an ignition coil without using a current sensor.