In this interview, Matthew Beecham talked with Peter Weyand, engineering manager ignition, Europe, Delphi, and Claver Joseph, IAM vehicle electronics product manager, Delphi about the company’s ignition system products and innovations. We also talked with Delphi’s Paul Martindale, active safety product line architect, about keyless entry system trends.
just-auto: Could we start by asking if you could summarise the factors influencing the design of an ignition system?
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Peter Weyand: In the past the sole purpose of an ignition system was to ignite a combustible mixture in the combustion chamber. A simple task that just had to take into account boundary conditions for packaging, size, weight and, of course, cost.
Today, the most important factor that drives the design of an ignition system is the combustion system. Some of the advanced combustion methods like homogeneous or stratified direct injection, or highly dilute (lean and/or high EGR) combustion have requirements that cannot be addressed any more with comparably simple ignition systems. Smart ignition systems have thus been developed. The first step to a smart ignition was an improved self-diagnostics and feedback of ignition current and voltage waveforms to the ECU. These offer information regarding the combustion event. Especially for combustion methods that have a less predictable cycle to cycle behavior, like GDI, this immediate insight helps the ECU control strategy. The most advanced systems are using this combustion information to adjust the actual ignition algorithm “on the fly”. These systems are usually MultiCharge Ignition systems or their derivatives that fire several times to increase the probability to even ignite mixtures under severe air/fuel ratio conditions. Ion sensing capable ignition systems or quasi alternating current systems are addressing certain problems that are not or barely resolvable with a standard single spark system.
just-auto: Are you also seeing more use of electronics in the ignition coil itself? How does that trend in Europe compare to the situation in Japan?
Peter Weyand: The use of on-coil electronics is widely a philosophy question. Opposing reasons are being cited: power dissipation reduction in ECUs, reliability of electronics on the (hot) coil, space and packaging, historic reasons, better control of EMC phenomena, better insight into combustion right where it happens, etc. There is no real trend – it finally depends on the strategy and needs of individual OEMs.
just-auto: There is also a clear trend toward increasing energy requirements. To what extent is that trend for more energy requirements being driven by more direct injection gasoline applications and emissions regulations?
Peter Weyand: Stratified GDI is clearly the main driver, but turbocharging is also a contributor. Downsized, turbocharged engines require higher ignition voltages with a corresponding need for increased ignition energy to sustain a long-lasting spark. Instead of large high energy coils, Multicharge Ignitions provide a smarter way to deliver the required energy within several pulses from smaller and lighter coils. So to say, while GDI was the starter of high energy ignition systems, downsizing is now taking advantage of the achieved developments.
just-auto: What are the special challenges on the ignition system posed by stratified GDi? And what is Delphi’s solution?
Peter Weyand: A better accessibility of the mixture requires a larger spark plug gap which in turn leads to higher voltage demands. Stratified GDI – and thus a usually high in-cylinder pressure at the time of ignition -, Downsizing and Turbocharging are all leading to a higher ignition breakdown voltage average. This affects durability and must be compensated with improved materials and insulation spaces. This is why pencil coils (PC) will phase out on these engines within the next years. The precious space in the cylinder head cannot durably insulate the high voltage that is required. Plug top coils (PTC) are already taking over.
Regardless of the coil design, packaging space is always an issue. That is why even for PTCs the small Delphi MultiCharge coils have benefits in terms of packaging compared to bigger high energy coils.
just-auto: In terms of ignition system design and technical specifications, do you see any regional differences say between Europe and North America?
Peter Weyand: The differences result directly from the combustion methods used. The US and the varying fuel quality will not allow stratified DI in the near future. Also, fuel cost and vehicle size does not help the downsizing, at least not to the extent as we are experiencing this in Europe. This of course, has direct influence on the specifications since lower mean effective pressure and MPFI engines do not require the high European voltage and energy demands. Of course, all OEMs are working on downsizing, and it is clear that engine manufacturers building “world engines” have common specifications already, regardless of the sales market.
just-auto: Turning to trends in the ignition system aftermarket, what do you see happening there?
Claver Joseph: The ignition system is a key component in today’s engine management system. As the transition from traditional mechanical technology is replaced by electronic systems, there is a natural growth and demand for these products. This inevitably means that the market place has now become competitive. Some aftermarket suppliers provide lower quality products that can lead to ongoing problems and unreliable repairs. Delphi is recognised for delivering high quality OE products to its OEM’s and Aftermarket customers.
just-auto: As far as the ignition parts aftermarket is concerned, what notable changes are occurring say with regard to ECUs, coils, caps/rotors and distributors, and/or wire sets?
Claver Joseph: As far as technology is concerned, most modern commercial vehicles have moved away from traditional mechanical systems. The key change includes a shift to a full electronic system, which delivers greater accuracy on ignition timing and improved reliability. The electronic control unit has evolved and now manages multiple systems, which manage passenger safety and comfort. Delphi has a suite of diagnostic tools capable of identifying faults stored within the ECU.
just-auto: As distributorless or direct ignition systems enter the replacement cycle, is there likely to be greater demand for coils and engine control units?
Claver Joseph: It is highly unlikely that demand will increase. Given the present trends in the aftermarket, most vehicles may require a replacement coil at some point in their lifespan.
just-auto: In terms of tomorrow’s ignition system designs, what could we expect?
Peter Weyand: General trends go to reduced package and thus increased thermal load of the coils. This needs to be managed by either thermally improved materials like wire insulation classes for much elevated temperatures and/or cooling features within the engine compartment, like specific air flow design underhood. Of course, there are advanced ignition systems, like high-frequency, laser ignition or plasma ignition. They all show promise but are still away from mass production, largely due to packaging, cost and durability issues.
just-auto: Are there any other trends you are seeing in the evolution of ignition systems?
Peter Weyand: Delphi is working on smarter systems (ion sensing, alternating current, optimised energy delivery, self adapting ignition energy) that are using and feeding back to the ECU information from the actual combustion to reduce cyclic variation or salvage the present combustion instead of accepting a misfire.
Keyless entry systems
just-auto: We’ve seen how remote keyless entry systems have become commonplace in Europe with the American market following close behind. How do you see the roll out of keyless ignition systems?
Paul Martindale: We believe this trend will continue. Market estimates continue to predict upwards of 20% CAGR through 2016, consistent across all regions, with China growth predicted to be even greater even though the current penetration rate is very low.
just-auto: If the standard ignition lock and key arrangement goes away, do we revert to 1950s-style push buttons?
Paul Martindale: We expect the future to be one of no buttons at all. The vehicle and keyfob will recognize each other when they are in close proximity, allowing drivers vehicle access through synchronization of highly secure encrypted communication. Drivers will not need to push a button or physically contact the vehicle in any way.
just-auto: And then there are other biometric recognition systems, such as face recognition, retinal scans, iris recognition, palm scans and voice recognition. What is there future? Is there yet a consumer or OEM pull for these technologies?
Paul Martindale: While the technology is feasible, we have not seen a great demand for this type of recognition to date.
just-auto: When it comes to radical technology such as passive entry, the technology could backfire and pose serious threats to individual security. How do you see consumers embracing passive entry and start?
Paul Martindale: To date this technology has been embraced by consumers and market research forecasts growth.
