The auto-relight logic on the RB211 is somewhat more robust than the CF6. The Rolls igniter design wears out rather quickly when continuous ignition is ON, so Rolls wanted to certify auto-relight to be equivalent to continuous ignition and get rid of the con ignition (it's been a while, but IIRC they were successful and on at least some Rolls powered 747-400s, they got rid of continuous ignition). There was no attempt on the CF6 to get credit for auto-relight, so the logic is pretty basic - N2 less than the lowest idle N2 for the flight conditions. So on the CF6, con-ignition is commanded whenever flaps are not stowed, anti-ice is ON, or the flight deck switch is selected to Con.
On newer engine installations, the logic is more sophisticated (e.g. rate of decel of N2/N3) and we've certified auto-relight to be equivalent to con ignition for all engine types and gotten rid of the con ignition function entirely.
Does that help?