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Review of the development and applications of the Wiebe function: A tribute to the contribution of Ivan Wiebe to engine research
J I Ghojel International Journal of Engine Research 2010 11: 297 DOI: 10.1243/14680874JER06510 The online version of this article can be found at: http://jer.sagepub.com/content/11/4/297

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Review of the development and applications of the Wiebe function: a tribute to the contribution of Ivan Wiebe to engine research
J I Ghojel Department of Mechanical and Aerospace Engineering, Monash University, Wellington Road, Clayton Victoria 3800, Melbourne, Australia. email: jamil.ghojel@eng.monash.edu.au The manuscript was accepted after revision for publication on 5 May 2010. DOI: 10.1243/14680874JER06510

Abstract: Analytical functions approximating the burn rate in internal combustion engines are useful and cost-effective tools for engine cycle simulations. Most functions proposed to date are based on the law of normal distribution of a continuous random variable. The best known of these is the Wiebe function, which is used to predict the burn fraction and burn rate in internal combustion engines operating with different combustion systems and fuels. These include direct injection (DI) and indirect injection (IDI) diesel engines, classical spark ignition (SI) engines and gasoline direct injection (GDI) engines, engines with homogeneous charge compression ignition (HCCI) and premixed charge compression ignition (PCCI). This paper is a tribute to the lasting legacy of the Wiebe function and to the man behind it, Ivan Ivanovitch Wiebe. It includes a historical background to the development of the function in the mid 1950s in the Soviet Union, the controversy that surrounded its introduction, a description of the method used to arrive at the final formulation, and an overview of the many applications as prescriptive or predictive single-, double- and multi-function combustion models in engine research. Keywords: Wiebe function, combustion, heat release, engines, model

INTRODUCTION

The use of continuous mathematical functions provides a fast and cost-effective technique for the prediction of the burn rate and performance of internal combustion engines. These functions are usually derivatives of the normal distribution of a continuous random variable and the best known among them is the Wiebe function. The function has now become so common that researchers in many parts of the world have stoped citing the source(s) from which it originates, and there is still some confusion about whether it should be referred to as the Wiebe, Weibe, Vibe, or Viebe function. An interesting example of this confusion can be found in a Russian translation of an SAE paper [1] where the function is referred to by its literal English/German variant VIBE instead of its original Cyrillic spelling B e. For such a widely used and cited function, little is known about the man behind its introduction, Ivan
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Ivanovitch Wiebe. Ivan Wiebe was a Russian engineer and scientist from the Urals of German descent. He was born in the Ukraine in 1902, finished his undergraduate studies in 1926 while simultaneously working as a mechanic, then enrolled in the postgraduate programme at the Leningrad Engineering Institute of Civil Aviation where he was awarded the degree of Candidate of Technical Sciences (equivalent to engineering doctorate) in 1932 for his thesis titled Theoretical investigation of the processes in diesel engines with solid-injection. Wiebe published a monograph [2] detailing the results of his work on the development of the combustion function bearing his name while working at the Chilyabinsk Politechnic Institute (currently known as the South Ural State University) where he also briefly headed the department of internal combustion engines, before his death in 1969. Wiebe came to prominence in the Soviet Union with his participation in the piston engine conference
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organized by the Academy of Sciences of the USSR in Moscow in 1954 and subsequent publication of his well-known paper Semi-empirical expression for the combustion rate in engines in the proceedings of the conference two years later [3]. The first reference to the Wiebe Combustion Law outside the Soviet Union was in German, in a paper by Frick and Jante [4] from the Dresden Technical University. Wiebes monograph [2] was also translated into German by Franz Meissner, a professor at Zwickau University of Applied Sciences, and published in 1970 [5]. Jante used the German spelling Wiebe and Meissner used Vibe, as did other German-speaking researchers much later [69]. The German spelling Wiebe was first introduced into the English technical literature, according to Oppenheim [9], by Heywood and associates [10] and remains the most widely used spelling. Wiebe developed his analytical combustion model, universally known as the Wiebe function, in the early 1950s during the time when researchers in the USSR were trying to come up with predictive combustion models that would allow more realistic engine cycle synthesis. The theoretical tools available until then in the USSR were still based on the so-called GrenevetskiMazing thermal computational method for engine cycle calculations, which was first proposed in 1907 by Vasili Grenevetski, a professor of thermodynamics at the Moscow High Technical School. This method, described in detail by Arkhangelsky et al. [11], can be found in most Russian textbooks on internal combustion engines and was used to model the combustion processes in airfuel cycles of spark ignition (SI) and compression ignition (CI) engines. Heat addition modes are exactly the same as in the theoretical (air-standard) cycles; however, the airfuel ratio, residual gases, molecular change, and thermal properties of the products of complete combustion are accounted for during heat addition. Wiebe and many other researchers in the USSR in the 1950s were of the opinion that the state of engine technology at the time required a different computational approach to engine design, other than the GrenevetskiMazing method. At the 1954 Academy of Sciences conference, a paper was presented by Konstantin Genkin, a prominent researcher in the Engine Laboratory of the Academy of Sciences, in which he proposed using a series of geometrical shapes to represent different stages of heat release during the combustion process. This was similar to the approach adopted later by Lyn and associates in the UK in their work in the 1960s, in which they suggested representing the heat release in direct and
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indirect injection diesel engines by a single triangle or two triangles [1214]. Wiebes approach was different and was based on the theory of chemical reaction kinetics and chain reactions.

ORIGINS OF THE WIEBE FUNCTION

The work of the Russian scientist Nikolai Semenov in the area of chemical kinetics and chain chemical reactions [1517] was well established and known in the mid-1950s and engine researchers had already started wondering whether better models, based on the theory of radical chain reactions, could be constructed to characterize engine combustion processes and thus contribute towards the design of better engines. The interest was further strengthened following the award to Semenov, jointly with Sir Cyril Hinshelwood, of the Nobel prize for chemistry in 1956 for their work in chemical reaction kinetics. Wiebe was one of the first to attempt linking chain chemical reactions with the fuel reaction rate in internal combustion engines and his approach was based on the premise that a simple one-step rate equation will not be adequate to describe complex reacting systems such as those occurring in an internal combustion engine. On the other hand, developing and solving rate equations which account for the simultaneous and sequential interdependent chain and chain branching reactions would be prohibitive. He reasoned that, for engineering purposes, the details of chemical kinetics of all the reactions could be bypassed and a general macroscopic reaction rate expression could be developed based on the concept of chain reactions. A summary of Wiebes approach, based mainly on the contents of the second chapter of his book [2], is presented below. In real combustion systems such as in an internal combustion engine, chain reactions may proceed sequentially and in parallel with the formation of intermediate species comprising free atoms and radicals. Wiebe called these intermediate species active centres. Being highly reactive, active centres play a pivotal role in chemical kinetics reactions and are crucial to the reaction path. For the initiation of the reaction, a certain concentration of active centres (initial centres) is required and these centres can be generated by heating the airfuel mixture or providing electrical charge. During the combustion process a very large number of active centres will exist in close proximity to the molecules of the main reacting substances. Combustion produces molecules of final products and more active centres that
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are capable of starting new reaction cycles. Excluded from this scheme are chain inhibiting centres resulting from radicals or free atoms colliding with a third body (any other radical, atom, or molecule in the system or the system walls). As combustion progresses, concentration of reactants decreases progressively, causing a corresponding decrease in the reaction rate. In the combustion reaction of hydrogen forming water, a leading role is played by the elementary process OHzO2 ~H2 OzH Reaction I

The most probable reaction of atomic hydrogen is HzO2 ~OHzO which leads to the next reaction OzH2 ~OHzH Reaction III Reaction II

Reaction III provides the chain carriers H and OH for two more branching elementary processes (I and II). The three elementary processes (I, II, and III) makeup an elementary reaction cycle which is continuously repeated as the chain reactions propagate. The highly reactive radicals OH produced by processes (II) and (III) are the active centres. Similarly, the oxidation of carbon monoxide can be represented by the following elementary reaction cycle OHzCO~CO2 zH Reaction IV

Fig. 1 Schematic diagram of elementary chemical processes, elementary cycles, and effective events of chain reactions as a function of time (based on Elementary reaction the scheme in [2]: Effective reaction event cycle;

HzO2 ~OHzO

Reaction II

OzCO~CO2

Reaction V

initiating the effective reaction events were referred to by Wiebe as effective centres. On the basis of this concept, Wiebe postulated that the incremental change in the number of molecules of the main reactants dN participating in the effective reaction events in the time interval t to t + dt is directly proportional to the change in the number of effective centres dNe {dN ~ndNe where n is the constant of proportionality. In differential form     dN dNe { ~n dt dt 1

These and other reactions may proceed in parallel or sequentially as shown schematically in Fig. 1. The reactions within the dashed-line boxes are the elementary reaction cycles, whereas the reactions within the solid-line boxes are the effective reaction events. The latter represent ensembles of simultaneously occurring elementary reactions at time t resulting in the formation of products of complete combustion such as H2O and CO2 within a very short time interval dt, and active centres such as OH capable of initiating subsequent effective reaction events unless they are destroyed upon collision with the walls of the reaction vessel. The active centres
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The relative density of the effective centres is defined as  0 dNe N r~ dt where N is the instantaneous number of molecules of the initial reactants. Equation (1) can now be written as
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dN ~nr dt N

from which e{K =mz1td

mz1

~1{xd

from which
t N ln ~{ nr dt No 0

Similarly at any time t e{K =mz1t

mz1

~1{x

10

Taking the logarithm of equations (9) and (10) and dividing one by the other yields x~1{eC t=td 3
mz1

t
0

nr dt

11

N ~No e

where No is the number of mols of the main reactant in the combustion system at the start of reactions. If the burn fraction of the initial reactant at any moment in time t is defined as x~ No {N No 4

where C~ ln1{xd . Table 1 shows the relationship between C and the burn fraction xd at the end of the combustion. Wiebe assumed that xd 5 0.999 and rounded off the corresponding value of C to 26.908. The Wiebe functions for the non-dimensional burn fraction x and its derivative w (burn rate) as functions of time t can now be written as x~1{e{6:908t=td
mz1

12

then
{

t
0

w~
nr dt

  dx 6:908mz1 t m {6:908t=td mz1 ~ e dt td td

13

x~1{e

5 t

or as function of degrees crank angle as x~1{e{6:908Q=Qd "  mz1 # Q ~1{ exp {6:908 Qd   dx 6:908mz1 Q m {6:908Q=Qd mz1 wQ ~ ~ e dQ Qd Qd
mz1

w~

{ dx ~nr e 0 dt

nr dt

~r n1{x

14

If the relative density of the effective centres can be expressed as r~kt m, where k and m are constants, and if nk 5 K, equation (5) can be transformed to x~1{e{K =mz1t
mz1

15

and the rate equation becomes dx mz1 ~Kt m e{K =mz1t dt 8

where t and Q are measured from start of combustion. Figure 2 shows the burn fractions and burn rates (equations (14) and (15)) for constant combustion duration Qd and different values of the exponent m. Similar characteristics can be obtained for m 5 const and Qd 5 var. 3 OTHER FORMS OF THE WIEBE FUNCTION

Wiebe named the parameter m combustion characteristic exponent. From equation (7) it is apparent that the chemical reactions cease when the burn fraction x tends to unity as time tends to infinity. However, in reality the combustion process in an internal combustion engine is finite and if the combustion duration is denoted td, the burn fraction becomes xd ~1{e
{K =mz1tdmz1

The time it takes to reach maximum burn rate tm can be found by differentiating equation (13) and
Table 1 The relationship between C and the burn fraction xd at the end of combustion

xd 0.990 0.992 0.994 0.996 0.998 0.999 C 24.605 17 24.828 31 25.116 25.521 46 26.214 61 26.907 76

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The Wiebe function can also be written without the parameters m and td t x~1{ exp ln1{xm tm "  1=1z ln1{xm # 21

APPLICATIONS OF THE FUNCTION BY WIEBE

Fig. 2

Wiebe burn characteristics at Qd 5 40u and m 5 0.13.0

Wiebe always claimed that his function was universal and a single function could adequately predict the burn rate in SI and CI engines. He proposed a method to determine the values of m and td for the function by rewriting equation (12) as e{6:908t=td
mz1

~1{x

equating the result to zero m tm ~td 6:908mz1

1 !mz1

16

and taking the log of both sides twice to obtain an equation of the form  1 Y~ X zA mz1  22

The corresponding burn fraction is xm ~1{e{6:908tm =td

mz1

17

where Y ~ log t or Y ~ log Q, A~ log td , or A~ log Qd ! 1 X ~ log { log 1{x in which x is a function of 3 time or crank angle. Equation (22) yields a straight line plot if m is constant. Wiebe coined the term logarithmic anamorphosis of the experimental burn fraction to describe such plots [2]. If experimental cumulative burn fraction data are available as a function of time or crank angle, Y can be plotted as a function of X, as shown in Fig. 3, and the Wiebe parameters m and td

From equations (16) and (17) xm ~1{e{m=mz1 18

Wiebe struggled with the physical meaning of the exponent m after his presentation of his work at the 1954 conference of the Academy of Sciences of the USSR [18, 19]. The only explanation he could offer was based on equation (16), which shows that for a given combustion duration the time it takes for maximum burn rate to be reached is determined solely by the magnitude of m, which, in turn, determines the magnitude of the maximum burn rate (equation (18)). Equation (18) can be used to eliminate m in equation (12) to obtain a different form of the Wiebe function  1=1z ln1{xm # t x~1{ exp {6:908 td " 19

Substituting for td from equation (16) in equation (12) and rearrangement yields yet another form of the Wiebe function without the term td x~1{e
{m=mz1t=tm mz1

 mz1 # m t ~1{exp { mz1 tm 20

"

Fig. 3

Experimental points (markers) superimposed on the line given by equation (22) [2]
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(or Qd) can then be determined from the values of A and B. To verify his function, Wiebe used 35 sets of published experimental data for intermittent (internal combustion engines) and continuous (jet) combustion systems [2]. The engines were stationary, automotive, and aero types and included direct injection and indirect injection compression ignition engines with predominantly mechanical injection systems (one case had an air blast injection system) and spark ignition engines. He also modelled heat release in a diesel engine with oxygen enrichment of the inlet air [20]. The fuels used in the experiments included gas oil, kerosene, heavy diesel fuel, gasoline, isooctane, and generator gas. It is interesting to note that Wiebe never compared the experimental and calculated burn rates in his original work, even in the case of direct injection diesel engines, and assumed that good correlation of the burn fractions was sufficient validation of his model. Although this assumption could be justified for homogeneous combustion processes in spark ignition engines and in some cases of diesel engines, it does not generally hold for diesel engines. In most direct injection diesel engines, there is a vast difference between the calculated burn rates from in-cylinder pressure traces and the rates predicted by a single Wiebe rate function over a wide range of operating conditions. These engines usually exhibit a two-phase combustion process: a premixed phase similar to the homogeneous process and controlled by the reaction rate, and a diffusion phase controlled by the mixing rate of air and fuel [21]. Figure 4 shows the burn characteristics of a slowspeed direct injection stationary Duetz engine as presented by Wiebe [2] in which experimental and

calculated burn fractions correlate well, but no experimental burn rate results are shown on the dx/dQ curve. It is possible that Wiebe did not detect the presence of the premixed stage of the combustion process with its distinctive spike because indicator diagrams were usually analysed manually in those days, with large computational steps (510u crank angle (CA)), and these large steps could have masked the presence of the short premixed stage in a direct injection diesel engines. It is also possible that he deliberately ignored burn rate characteristics in his eagerness to show that his function was universal and applicable to all types of engines. Wiebe and associates later developed a technique for the calculation of heat release characteristics from in-cylinder pressure measurements using digital computers [22] with a reduced computational step of 2.5u CA, but still continued to use single functions to describe the burn rate (wo) of diesel engines.

POST-WIEBE APPLICATIONS OF THE FUNCTION

Despite its introduction more than 50 years ago, Wiebes original function is still widely used. The versatility of the function can be gauged by a review conducted by Rakopoulos and Giakoumis [23] of 52 cases of second-law analysis of internal combustion engine cycles. Of the 41 cases with prescribed combustion models, 44 per cent used the Wiebe function. A brief review of applications of the Wiebe function as single-, double-, and multiple-function combustion models is presented in the following sections.

5.1

Single-Wiebe function applications

Fig. 4

Experimental and theoretical burn fractions of gas oil in four-stroke DI stationary diesel engine generating 37 kW of power at 305 r/min [2]

According to Ramos [24], Sitkei [25] used a singleWiebe function as far back as 1964 to predict pressure and temperature in direct injection and indirect injection diesel engines. Also, Miyamoto et al. [26] cited Sitkeis paper as a reference for Wiebes function in his application of a single function to low-compressionratio diesel engines. Japanese researchers [27, 28] soon followed in Sitkeis footsteps by applying a singleWiebe function in their investigations of turbocharger performance in two-stroke diesel engines. Reference to the use of the Wiebe function in the English literature can be traced back to the work of Shipinski et al. [29] who presented the combustion rate in a direct injection
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diesel engine as follows dQ dx ~LHV mcyc dQ dQ 23

efficiency as an input into more complicated models, for example: (a) engine thermodynamic cycle analysis and emissions prediction [10, 3145]; (b) HCCI combustion control and HCCI/spark ignition mode transition strategies [4654]; (c) gaseous and dual fuel engines [5565]; (d) unusual engines and combustion processes [66 72]; (e) engine performance diagnostics and optimization [7376]; (f) engine control strategies [49, 54, 7780]. In addition to the application of the Wiebe function in traditional internal combustion engine research, there have also been some unusual applications over the years. di Stasio and Massoli [81] made use of the Wiebe function to investigate the possibility of recognizing scattering pattern of soot aggregates. They superimposed a Wiebe function of the form ym ~ n o 1{ exp {a180{Q=180mz1 on a step function in the range 0180u to approximate the relative scattering pattern function F(Q). Oppenheim and his associates developed a special function (life function) based on the Wiebe formulation, which was used to model fuel consumption in an internal combustion engine [82] and combustion of trinitrotoluene (TNT) products in a confined explosion [83, 84]. In the latter application, the detonation products (C, CO) act as hot fuel, which is oxidized by air, forming combustion products. Fuel consumption, in fraction form relative to total fuel supplied, is then expressed by a life function. Oppenheim [85] describes life function as reverse Wiebe function and it differs from the Wiebe function in that it starts with a finite burn rate followed by exponential decay [83]. Shaw et al. [86] and Pannang et al. [87] used the Wiebe function to generate conversion efficiency maps for a catalytic converter thermal model. In the model, intended to predict hydrocarbon (HC) emissions during automotive cold-start, HC conversion efficiency maps, gi, as functions of the catalyst temperature and the airfuel ratio are generated using the following equation     ! A=F{A=F0 m1 T {T0 m2 gi ~1{exp {a1 {a2 DA=F DT 26 where a and m are fitting parameters and the air fuel ratio (A/F) can be expressed in terms of the
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where LHV is the lower heating value of the fuel, mcyc is the mass of fuel injected per cycle, and "  #    Q{Qign mz1 dx 6:908mz1 Q{Qign m ~ exp {a dQ Qd Qd Qd 24 Equation (24) is the differential form of the Wiebe function (equation (15)) in which Q and Qign are the instantaneous and ignition start angles (measurable from any point in the cycle before ignition starts) and Qd is the duration of combustion in crank angles. This equation was used as a predictive model of combustion in direct injection and indirect injection diesel engines by relating its parameters to fuel injection rate, ignition delay, and equivalence ratio. This form of the function has since become the standard used by most researchers. The exception to this is the work by Chang et al. [30] who used a modified Wiebe function as the prescribed burn rate for the analysis of load and speed transitions in a homogeneous charge compression ignition (HCCI) engine ( x~Ceff #)   CA{CA0 mz1 1{ exp { DQ " 25

In this equation, Ceff is the combustion efficiency, x is the mass burn fraction, CA is the instantaneous crank angle, CA0 is the crank angle at start of ignition, and m is the shape factor (Wiebe exponent). Miyamoto et al. [26] investigated the relationship between the burn rate, modelled by a single-Wiebe function, and the thermal efficiency and performance of a low-compression diesel engine. Woschni and Anisits [31] followed two years later by using a single-Wiebe function to model the combustion rate in direct and indirect injection diesel engines and correlated the Wiebe parameters with engine operation conditions. Heywood et al. [10] used a single-Wiebe function as the input combustion rate in a computer simulation of the four-stroke spark ignition engine cycle to study the effects of variations in engine design and operating parameters on engine performance, efficiency, and NO emissions. The single-Wiebe function seems to be most useful in engine research practice when there is a need for a simple combustion model with high computational
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equivalence ratio (Q) or the relative airfuel ratio (l). The airfuel ratio is varied between the lower and upper limits of 10 per cent and 90 per cent respectively.

5.2

Double-Wiebe function applications

Early application of a single-Wiebe function to diesel engine combustion showed that it worked well only in some limited cases [26]. In direct injection engines, where there is always a strong premixed combustion phase, a single-Wiebe function is not suitable for modelling heat release characteristics. Researchers in the late 1960s and early 1970s came to the conclusion that a combination of two Wiebe (or similar) functions would be more appropriate for more accurate simulation of heat release characteristics in diesel engines. Earlier models comprising double-Wiebe (or Wiebe-like) functions are first presented in chronological order and in some detail, followed by brief reference to the more recent ones.

Fig. 5

Pugachiuv heat release scheme [92]

5.2.1

Pugachiuv model

Functions based on the law of normal distribution of a continuous random variable were used before and after Wiebe proposed his function. There is one early reference in Russian [88] to the application of the Erlag-2 distribution function as burn rate model to predict engine indicator diagrams. Another application [89] used the gamma distribution function to characterize heat release in a direct injection diesel engine. The engine research group at the Leningrad Polytechnic Institute (LPI) developed an analytical expression known as the Pugachiuv model for the approximation of heat release characteristics in diesel engines comprising two modified gamma distribution functions [9092]. The crank angle resolved model is written as h i h i 2 2 x~x1max 1{e{0:5Q=Q1 zx2max 1{e{0:5Q=Q2 27     dx x1max Q {0:5Q=Q1 2 x2max Q {0:5Q=Q2 2 ~ z e e dQ Q1 Q2 Q1 Q2 28 In this equation, x1max and x2max are the maximum fractions of heat released during the premixed and diffusion combustion stages and Q1 and Q2 are the angles as shown in Fig. 5. This model is not fully predictive and the determination of the four
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unknown and adjustable parameters x1max, x2max, Q1 , and Q2 require some engine test results and partial analysis of indicator diagrams [91, 92]. There was no attempt by Pugachiuv and his associates to establish relationships between the parameters in this correlation and engine design and operating conditions to make it predictive.

5.2.2

Ghojel model

The Pugachiuv model is the first known analytical model based on the combination of two functions similar to the Wiebe function. The present author developed a correlation comprising two Wiebe functions of the type shown in equation (20) that appeared first in Russian in 1974 [93]. Some results of that work were later published in English as an SAE paper in 1982 [94]. This makes it the first double-Wiebe model devised for the prediction of heat release in direct injection diesel engines. The model was developed to overcome the shortcomings of the Pugachiuv model by making it fully predictive. The heat release scheme for this model is shown in Fig. 6 and the burn fraction and burn rate are given by equations (29) and (30), where h is measured from the start of heat release. h i m1 z1 x~A1 1{e{m1 =m1 z1h=hc1 h i mz1 zA2 1{e{m2 =m2 z1h=hc2

29
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Fig. 7 Fig. 6 Ghojel heat release scheme [93]

Pressure synthesis results for a DI diesel engine (i.m.e.p. 0.9 MPa, speed 2000 r/min) at two different injection timings [93]

w~

m1 m1 A 1 h e{m1 =m1 z1h=hc1 hc1 hc1   m2 A2 h m2 h {m2 =m2 z1h=hc2 m2 z1 i z e hc2 hc2

 m1 h

5.2.3 i z1

Watson model

30

The Watson model is an empirical correlation comprising a combination of two functions to simulate the premixed and diffusion combustion phases in turbocharged diesel engines [95]. According to this model, the burn fraction is written as  !c ' h{hig cp1 p2 x~b 1{ 1{ Dhb &   !' h{hig cd2 z1{b 1{ exp {cd1 Dhb & 

Heat release analysis of test data of a singlecylinder direct injection diesel engine, with two different combustion chambers and four mixture formation configurations, showed that the premixed stage lasts 57u CA and hc1 &3u CA, for which an average value of 2.5 can be assumed for m1. To determine the remaining parameters (A1, A2, m2, and hc2 ) in the correlations, ignition delay, injection duration, fraction of fuel injected during the ignition delay, relative airfuel ratio, and engine speed data were used. Comparison between experimental pressure traces and cylinder pressures predicted by this model at different loads and engine speeds showed consistent good correlation within the speed range 10002000 r/min [93, 94]. Figure 7 shows an example of these results for the engine operating at full throttle at 2000 r/min with two different injection timings, 28u and 34u before top dead centre (BTDC).
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31

In this equation, b is the ratio of fuel burned during the premixed phase to the total fuel injected per cycle, h is the instantaneous crank angle measured from start of injection, hig is start of ignition, Dhb is the combustion duration, cp1 , cp2 , cd1 , cd2 are shape factors for the premixed and diffusion combustion phases. Watson et al. [95] assumed cp2 5 5000 and used empirical correlations based on experimental test data to determine the remaining four unknowns in the correlation: cp1 , cd1 , cd2 , and b. The engine variable operating parameters used to determine these were engine speed (r/min), ignition delay (ms),
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and equivalence ratio. According to the authors, their model is capable of predicting the effect of ambient conditions, turbocharger parameters, and some engine design parameters such as valve timing on combustion and turbocharging process. If cd1 is replaced by 26.908 and cd2 by m + 1, the second term in correlation (34) becomes identical to the Wiebe function shown in equation (12). Since the component describing the premixed phase is a power function, this model can be described as a hybrid Wiebe model.

5.2.4

Miyamoto model

Miyamoto et al. [96] developed a heat release rate model comprising two Wiebe functions of the type shown by equation (13) but written in terms of rate of energy release as shown in equation (32). !mp mp z1 dq 6:9Qp mp z1 Q ~ e{6:9Q=Qp dQ Qp Qp   6:9Qd md z1 Q md {6:9Q=Qd md z1 z e MJ=deg Qd Qd 32 Qp and Qd are the amounts of energy released during the premixed and diffusion stages of the combustion process respectively. The other parameters are as per Wiebes definition with the subscript p referring to premixed and subscript d to diffusion. Miyamoto et al. [96] conducted a series of experiments on direct injection and indirect injection experimental diesel engines and arrived at the conclusion that mp 5 3 and Qp 5 7u CA for both engines, and md 5 0.5 for the direct injection engine and md 5 0.9 for the indirect injection engine. They related the remaining adjustable parameters to engine operating parameters such as brake mean effective pressure (b.m.e.p.), injection timing, and ignition timing. They also attempted to establish relationships between some of the Wiebe parameters in the correlation and engine thermal efficiency, noise, and soot emissions.

5.3

Other double-Wiebe applications

In addition to the above classical models of the diesel combustion process, there have been other models, mostly non-predictive, to simulate diesel engine combustion processes. Sierens et al. [97] modelled the premixed stage by a triangular law and the diffusion stage by a Wiebe function. Breuer [98] investigated the effect of fuel properties on heat
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release in direct injection diesel engines using a double-Wiebe heat release model by determining the six parameters from experimental heat release data. A double-Wiebe correlation was used by Witt et al. [99] in a software package designed to simulate diesel engine dynamics. The adjustable parameters in the correlation were then determined using the downhill gradient search method with appropriate selection of weighing factors and initial filtering. Liu and Karim [100] developed a thermodynamic multi-zone model for the prediction of the combustion process in dual-fuel (NG-diesel) engines. They used a double-Wiebe correlation, based on Miyamoto et al. [96], to characterize the premixed and diffusion combustion heat release of the liquid fuel (pilot) and of the gaseous fuel (main) in the rich pilot fuel and flammable zones. Egnell [101] employed a double-Wiebe function to investigate the relationship between fuel rate, heat release rate, and NO formation in a diesel engine with common-rail fuel injection system. Abd Alla [102] and Pirouzpanah et al. [103] developed combustion models for dual-fuel engines running on dieselmethane and dieselNG, respectively, in which they used the correlation by Miyamoto et al. [96] to characterize the premixed and diffusion combustion heat release characteristics of the pilot fuel (liquid fuel). Petreanu [104] used both single- and doubleWiebe functions to model heat release in a crankless four-stroke linear engine. He found that a doubleWiebe, time-resolved Miyamoto model [96] worked well when the engine was operating in direct injection compression ignition mode. Shoukry [105] conducted a parametric study of a two-stroke, compression ignition, direct injection linear engine using a numerical computer program incorporating the same double-Wiebe correlation used by Petreanu [104]. Kumar et al. [106] used a double-Wiebe function to model heat release in a common-rail diesel engine. The first Wiebe function was used to describe the pilot injection and the second to describe the main combustion process. The Wiebe parameters were then adjusted to match the experimental heat release characteristics. Application of double-Wiebe correlations has not been limited to modelling of diesel engine combustion. It appears that heat release in HCCI engines is amenable to characterization by means of this type of correlation. Yasar et al. [107] developed a single-zone HCCI combustion model comprising double-Wiebe
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correlation to predict in-cylinder pressure with the assumption of its validity for both the slower combustion in the cooler boundary regions near to the walls and the faster combustion in the hot core. According to the authors, cylinder pressure traces predicted by using the double-Wiebe function agree well with the experimental results. Glewen et al. [108] proposed the use of a doubleWiebe correlation to estimate the relative importance of an intra-cycle transition from conventional spark-ignited combustion to HCCI or inter-cycle transition between the two combustion modes present in spark-assisted HCCI. The latter is a technique that provides partial supplementation of the required preheat of the charge for HCCI operation and an alternative source of ignition whenever HCCI is unattainable. The correlation used is the Wiebe crank-resolved rate formulation in which the five independent variables of the correlation need to be determined from experimental results.

operating on biogas from landfill and diesel fuel. The three Wiebe functions describe the premixed combustion of the liquid pilot fuel, premixed combustion of the gaseous fuel, and the diffusion combustion of the gaseous fuel and residual pilot fuel, respectively. Canova et al. [110] developed a control oriented thermodynamic model for the study of the combustion process in a HCCI diesel engine with external mixture formation, with the burn fraction characterized by a three-Wiebe correlation of the form xb h~ax1 hzbx2 hz1{a{bx3 h where #   h{hoi mi z1 , i~1, 2, 3 34 xi h~1{ exp {ai Dhi The first Wiebe function characterizes the first stage of combustion (cool-flame), the second characterizes the main combustion with fast reaction rate, and the third characterizes the main combustion with slow reaction rate. The authors used a non-linear leastsquares optimization technique to determine the unknown 12 parameters in the correlation. Four separate Wiebe functions were used by Galindo et al. [111] to characterize the burn fraction for pilot injection, premixed, diffusion combustion, and late combustion during transient operation of a high-speed direct injection diesel engine with common-rail fuel injection system. The authors used neural network techniques to relate engine operating conditions to the parameters in the correlation. " 33

5.4

Multi-Wiebe correlations

Double-Wiebe correlations were introduced in the 1970s and 1980s to account for the two-phase combustion mode typical of direct injection diesels equipped with pump-line-injector systems. These fuel injection systems did not allow control of the fuel injection rate, which was largely controlled by engine speed and pump rack position. Modern diesel engines are far more sophisticated and incorporate innovative technologies and advanced combustion systems designed for low emissions and improved fuel economy. One example of innovative technologies in diesel engines is the high-pressure common-rail fuel injection systems and solenoid- or piezo-controlled injectors which allow multiple injections with precise control of injection rate, quantity, and duration independent of engine speed or load. An example of advanced combustion systems is the HCCI or the premixed charge compression ignition (PCCI) which can be applied to spark ignition and compression ignition engines and potentially provide significantly lower emissions at part loads. In cases like these, single- or double-Wiebe functions are no longer appropriate for modelling heat release and much more complex empirical correlations may be required for this purpose. Some researchers have recently attempted to apply multiWiebe correlations comprising three, four, and even more Wiebe functions. Bilcan et al. [109] used a three-Wiebe correlation to characterize combustion in a dual-fuel engine
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WIEBE FUNCTION IN ENGINE SOFTWARE PACKAGES

Most commercial software packages dedicated to the simulation of engine processes provide the users with Wiebe functions for both spark ignition and compression ignition engines for quick simulation of engine processes. This is in addition to multi-zone models, turbulent flame predictive models, experimental burn-rate profiles, and user-defined burnrate models that can be used. For example, Gamma Technologies GT-Power provides single Wiebe function for spark ignition engine modelling and multi-Wiebe function for compression ignition engine modelling. AVLs Boost provides a single Wiebe function for modelling the combustion process and a two-zone Wiebe function for NOx calculations. Ricardos Wave employs a spark ignition Wiebe
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combustion model and diesel Wiebe semi-predictive combustion model which includes pilot injection. Lotus Engine Simulation software employs a single Wiebe heat release function for spark ignition engines and the Watson combustion correlation for diesel engines. Imagine.Lab Internal Combustion Engine provides empirical Wiebe models with an automated fitting tool for the determination of the adjustable parameters.

F Author 2010 REFERENCES

1 Puntigam, W., Harmann, T., Schierl, B., and Hager, J. Thermal management simulations by compiling of different software packages to a comprehensive system. SAE paper 2005-01-2061, 2005 Russian translation: Mo e poBaH e c cTeM TepM ec O O y paB eH aBTOMO p cOBOBaH pa H X pO paMMH X MecTHOM c O a eTOB by APS Consulting, available from http:// www.aps-c.ru/. 2 Wiebe, I. I. Progress in engine cycle analysis: Combustion rate and cycle processes. Mashgiz, Ural-Siberia Branch, 1962, 271 pp (B e . . HOBOe O pa O eM e B aTe (c OpOcT c OpaH pa O B aTe ). M. CBep OBc : , 1962) (in Russian). Ma 3 Wiebe, I. I. Semi-empirical expression for combustion rate in engines. In Proceedings of Conference on Piston engines, USSR, 1956, pp. 185191. (Academy of Sciences, Moscow). O y M p ec Oe paBHeH e C OpOcT C OpaH B B aTe X (in Russian). 4 Frick, E. and Jante, A. Das Wiebe-Brennengesetzein Fortschritt in der Thermodynamik der Kreisprozesse Verbrennungs Motoren. Kraftfahrzengtechnik, Berlin, 1960, 9, 340346. 5 Vibe, I. I. Brennverlaufund Kreisprozess yon Verbrennungsmotoren, 1970, 286 pp (VEB Verlag Technik, Berlin) (German translation of the Russian original by Professor F. Meissner.). 6 Pischinger, R., Krassnig, G., Taucar, G., and Sams, Th. Thermodynamik der verbrennungskraftmaschine (Thermodynamics of internal combustion engine), 1989 (Springer, Berlin). 7 Stiesch, G. Modeling engine spray and combustion processes, 2003 (Springer, Berlin). 8 Merker, G. P., Schwarz, C., Stiech, G., and Otto, F. Simulating combustion: Simulation of combustion and pollutant formation for engine-development, 2006 (Springer, Berlin). 9 Oppenheim, A. K. Dynamics of combustion systems, 2006 (Springer-Verlag, Berlin/Heidelberg). 10 Heywood, J. B., Higgins, J. M., Watts, P. A., and Tabaczynski, R. J. Development and use of a cycle simulation to predict SI engine efficiency and NOx emissions. SAE paper 790291, 1979. 11 Arkhangelsky, V., Khovakh, M., Stepanov, Y., Trusov, V., Vikhert, M., and Voinov, A. Motor vehicle engines (Ed. M. Khovakh), 1971, 1976 Chapter 6, pp. 156162 (Mir Publishers, Moscow) (in English). 12 Lyn, W.-T.. Calculations of the effect of heat release on the shape of cylinder-pressure diagram and cycle efficiency. Proc. Instn Mech. Engrs 1960 61, 1960, pp. 3446. 13 Austen, A. E. W. and Lyn, W.-T. The application of heat release analysis to engine combustion study.
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SUMMARY

Despite its introduction more than 50 years ago, the Wiebe function as a burn fraction or burn rate (both time- and CA-resolved) is still widely used. This is because of its simplicity and versatility as demonstrated by its many forms and numerous applications. It is widely used in engine research as a single-function, double-function, or multiple-function prescribed combustion model for investigating a wide variety of engine processes. These applications include, to mention a few, the prediction of performance and emissions of conventional internal combustion engines, HCCI combustion mode transition, assessment of gaseous and dual-fuel processes, effect of cam phasing, and as a combustion model in genetic and neural network algorithms in engine optimization studies. The Wiebe function seems to be most useful in engine research practice when there is a need for a simple combustion model with high computational efficiency as an input into more complicated models such as engine software packages. In addition to the classical application of the Wiebe function in internal combustion engine research, there have also been some unusual applications over the years. These include the investigation of scattering pattern of soot aggregates, combustion of TNT products in a confined explosion, and generation of conversion efficiency maps for catalytic converter thermal models. The continuing use of the Wiebe function as both a prescriptive and predictive combustion model in a wide variety of application is a tribute to Ivan Wiebe and his pioneering work in the area of internal combustion engines in the face of tremendous personal and professional hardships and challenges. It is the hope of the author that researchers will, whenever they come across the Wiebe function or use it in their models, appreciate the person as much as they appreciate his combustion function and perhaps settle for a unified spelling of his name as Wiebe in preference to the other versions encountered in the literature.
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