Chapter 1

1.1 Introduction
Internal-combustion engines are the most broadly applied and widely used power-generating
devices currently in existence. Examples include gasoline engines, diesel engines, gas-turbine
engines, and rocket-propulsion systems.
An internal combustion engine (ICE or IC engine) is a heat engine in which the combustion of a
fuel occurs with an oxidizer (usually air) in a combustion chamber that is an integral part of the
working fluid flow circuit. In an internal combustion engine, the expansion of the high-
temperature and high-pressure gases produced by combustion applies direct force to some
component of the engine. The force is typically applied to pistons (piston engine), turbine blades
(gas turbine), or a nozzle (jet engine). This force moves the component over a distance,
transforming chemical energy into kinetic energy which is used to propel, move or power
whatever the engine is attached to. This replaced the external combustion engine for applications
where the weight or size of an engine were more important.
The first commercially successful internal combustion engine was created by Étienne Lenoir
around 1860, and the first modern internal combustion engine, known as the Otto engine, was
created in 1876 by Nicolaus Otto. The term internal combustion engine usually refers to an engine
in which combustion is intermittent, such as the more familiar two-stroke and four-stroke piston
engines, along with variants, such as the six-stroke piston engine. A second class of internal
combustion engines use continuous combustion: gas turbines, jet engines and most rocket
engines, each of which are internal combustion engines.
The internal combustion (IC) engine is a class of heat engine wherein the chemical energy of fuel
is transformed into shaft work. It is so named because combustion occurs inside a combustion
chamber that is an integral part of the working fluid flow circuit. The two basic components of an
IC engine are a stationary cylinder and a motile piston, the piston being pushed down by growing
combustion gases inside the cylinder, which in succession revolves the crankshaft and by way of a
gear system in the power train drives the vehicle.

Combustion in IC engines may be intermittent or continuous. IC engines with intermittent

combustion are spark ignition (SI) gasoline and compression ignition (CI) diesel engines. Most
are four-stroke engines including four distinctive processes, viz., intake, compression (and
combustion), power, and exhaust stroke. The distinction between SI and CI engine consists in the
method of igniting the fuel. In an SI engine, the fuel is first blended with air and then drafted into
the cylinder during the intake process, while in a CI engine, only air is inducted into the engine
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and compressed, after which diesel fuel is injected into the hot compressed air at a suitable
measured rate resulting in ignition.
Combustion, also known as burning, is the basic chemical process of releasing energy from a fuel
and air mixture.  In an internal combustion engine (ICE), the ignition and combustion of the fuel
occurs within the engine itself. The engine then partially converts the energy from the combustion
to work. The engine consists of a fixed cylinder and a moving piston. The expanding combustion
gases push the piston, which in turn rotates the crankshaft. Ultimately, through a system of gears
in the powertrain, this motion drives the vehicle’s wheels.
There are two kinds of internal combustion engines currently in production: the spark ignition
gasoline engine and the compression ignition diesel engine. Most of these are four-stroke cycle
engines, meaning four piston strokes are needed to complete a cycle. The cycle includes four
distinct processes: intake, compression, combustion and power stroke, and exhaust.
The engine development industry makes extensive use of one-dimensional computation fluid
dynamic (1D CFD) engine simulation software. With the help of this simulation technique, engine
operation can be described without the need of powerful computing power or lengthy
computations. There are several commercial software options available, but their costs prevent
most small businesses and researchers from using them, essentially making them industry-specific
software. The ability to apply such engine development techniques at the collegiate level has a lot
of value.
Simulation work has been applied in the case study on a SI naturally aspirated 1.8L 4cyl-4stroke
Chevrolet engine. The objective of this case study was to compare engine power and torque
output from software at the most useable engine speeds based on simulation predictions with real
engine output. Specifically, physical engine parameters such as intake and exhaust geometries
were varied to discover performance trends. While no full- system optimization was performed,
individual component parameters were investigated to reveal their sensitivity to engine output.

1.2 1.2 Problem of Statement

Modern software allows for accurate prediction of engine performance without the need to build a
physical model. One-dimensional engine and gas dynamics simulation software packages such as
Ricardo WAVE or AVL BOOST or GT Power ...etc. are relatively inexpensive tools for the
engineering and design of modern engines. Using these programs changes the system of engine
development resulting in a process that is far less reliant on building costly prototype engines and
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allows for various design parameters to be explored and optimized before any prototyping begins,
vastly reducing research and development costs for new engine technologies. This thesis
investigates the use of modeling software platforms Ricardo WAVE to generate a model of a 4-
cylinder SI 1.8L Chevrolet engine, operating under various conditions and to determine the
accuracy of the software by comparison with experimental results. The software can then be used
to predict improvements that can be made to the model, and reduce the emissions of the engine.

1.3 Objectives
1. Performing a survey to look into previous research in this area.
2. Recognize and comprehend used software.
3. Data collection on a real-world model to study
4. Model simulation of an actual engine .
5. Comparison between simulation results versus real-world engine performance curves.

1.4 Methodology
The engine model is designed in the Ricardo Wave program, and some parts are calibrated using
the data collected.
It is now used as a large and intense intensity in many of the necessary scientific researches,
which is one of the most important materials that study academics within the research and
systematic analysis.
Where the process of collecting data and simulating the engine is challenging, and some data
requires appreciation.
The program requests huge data inputs. Enter more accurate data means more accurate results.
The resolution of the results also depends on the correct modeling of the engine. The
methodology of this project focuses on how to obtain real and accurate values to get as close as
possible of the real model.

1.5 Chapter’s Outlines

The remainder of this project is structured as follows: Chapter 2 introduces previous studies and
related works on engine modeling and simulations, data collection for engine model and case
study are presented in Chapter 3, providing background on Ricardo Wave software in Chapter 4.
Wave simulation results analysis and discussions are covered in Chapter 5, and in Chapter 6, we
present the project's conclusion as well as our future work.

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Chapter 2

Literature review
2.1 Literature review
This chapter gives a brief background on previous studies related to this project. It is not a
comprehensive review, but rather a summary of publications relevant to this work.
Dan Cordon, Charles Dean, Judith Steciak and Steven Beyerlein [1]: The process of developing
engines requires the usage of one-dimensional CFD engine simulation. As the majority of engine
experiments can be simulated inside the software, engine design using simulation can significantly
minimize the amount of time needed to undertake engine experiments and prototypes. A model can
be used to optimize engine settings with a high degree of confidence as long as it can be validated
to a high degree of precision (i.e. +/- 5%). Engine testing is therefore only required to confirm the
accuracy of the finished prototype. Only a small portion of WAVE's potential has been utilized in
this work. With advanced features and co-simulation, it is feasible to achieve greater sophistication
in the fields of combustion kinetics, computational fluid dynamics, and emissions reduction.
Ramin Gilani [2]: The entire engine has been required to be fully defined to be able to run proper
simulations. This includes: intake system, engine, exhaust system, physical and environmental
properties and also combustion and other sub-models. There were three options to obtain the
required data. Either by the engine manufacturer (KTM), manually measuring or using values from
example engines included in the simulation software. All three options have been used depending
on availability, the time it takes to get hold of topical data and the reliability of the source. By
building the engine in the software and simulating the planned changes one step ahead of the team,
the simulations have served part of their purpose to work as guidelines to shortening the time of
optimization. Before approaching the real task the stock engine was created, tested and confirmed to
work properly in the simulation.
KinYip Chan, Andrzej Ordys, Konstantin Volkov, and Olga Duran. [3]: Several operating
parameters are used in engine control. The engine is equipped with a number of sensors, the
combustion performance is tracked, and data is transferred to the engine management unit (ECU).
To fine-tune the actuators and improve engine performance, the ECU computes the new set of
parameters. These methods include variable compression ratio, variable air to fuel ratio, variable
ignition timing, and variable valve timing. In the current study, the engine control capabilities of
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two commercial packages, Ricardo Wave and Lotus Engine Simulation, have been evaluated. These
packages are contrasted with an internal package and with published literature references findings.
Many numerical studies have been conducted, and it can be said that all packages predict similar
pressure profiles as a result. temperature in the engine cylinder. Moreover, those are in reasonable
agreement with the reference results while in-house developed package is possible to run
simulations with changing speed for engine control purpose.
Ali ALQAHTANI, Farzad SHOKROLLAHIHASSANBAROUGH and, Miroslaw L WYSZYNSKI
[4]: In order to maximize engine efficiency and reduce emissions, this article compares two
simulation software platforms—AVL BOOSTTM and Ricardo WAVETM—that are used to model
HCCI and SI GDI engines. In order to analyze a spark ignition and a homogeneous compression
ignition charge (HCCI) single cylinder 4 valve gasoline engine with various configurations and
running parameters in order to find the most optimal set-up for the engine, this paper compares
these platforms in an experimentally validated model. The goal is to allow an optimal engine to be
built and tested in real-world conditions without the need for numerous expensive prototypes and
lengthy delays.
Y. Lethwala, Nishant Sharma and, Rishabh Jain. [5]: In order to maximize engine efficiency and
reduce emissions, this article will simulate a GTDI engine using the simulation software platform
RICARDO WAVE. The 3cylinder SI engine's actual parameters and specifications are used in this
work with the goal of enabling the construction and testing of the best engine under real-world
circumstances without the need for numerous costly prototypes and protracted delays.
Hountalas, D.T.; Anestis, A [6]: Using a simulation model created by the authors, a theoretical
inquiry is carried out in the current work, and a finite difference method is used to solve the
problem of unsteady flow in the pipeline that connects the combustion chamber and the transducer.
The operation of a high speed diesel engine under various circumstances is simulated using a
straightforward combustion model. In the theoretical analysis, the impact of engine speed, load, and
connecting pipe geometry (pipe diameter and length) on the measured pressure diagram and the
parameters obtained from it is examined. Important findings from this experiment allow us to
estimate the size of the pressure measurement error caused by the positioning of the transducer

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away from the combustion chamber. The results reveal the limits within which the pressure
measurements are reliable and may be possibly used to develop a method for correcting the
measured pressure diagram.
Lyn, W.T. [7]: These studies use a digital computer to compute the gas pressure, temperature, and
cycle efficiency for a variety of assumed basic heat-release diagrams. These calculations lead to the
conclusion that the cycle efficiency is essentially a single valued function of peak pressure and is
independent of the diagram's actual shape for a given heat-release period. There is a maximum peak
pressure above which no efficiency improvement is anticipated. The starting slope of the heat
release diagram, however, determines the rate of pressure rise. Hence, a moderate rate of pressure
rise with the same peak pressure is both desirable and feasible with just a minor efficiency loss.
Investigations have also been done on the impact of the compression ratio and the time frame for
heat release. The theoretical cycle is then contrasted with what is thought of as the ideal cycle that is
practically possible. Eventually, the best compression ratio for a given peak cylinder pressure or
best peak pressure for a particular compression ratio is defined.
Yan et al. [8]: Many investigations using optimization methods have been carried out. In order to
maximize the heat transmission through the fin arrays, employed a genetic algorithm (GA) to
determine the ratio between the wall thickness and radius of the cylinder, thickness, length, and
number of fins. By tweaking the geometry of the intake and exhaust system as well as the valve
timing,
Ahmadi [9]: was able to enhance the volumetric efficiency using an optimization model linking GT-
Power and GA. By utilizing computational fluid dynamics to optimize the design of the airbox in
the ICE,
Branney et al. [10]: investigated the impact of pressure loss (CFD). In order to maximize
combustion, proposed using a multi objective genetic algorithm (MOGA). the combustion
chamber shape and the diesel injection parameters of a dual fuel engine to minimize the fuel
consumption and the pollution emissions.
Mina Tadros, Ventura, and C. Guedes Soares [11]: To adapt the estimated in-cylinder pressure
diagram to the experimental data, an engine optimization model is created by determining the ideal
values for the start angle of injection and the volume of fuel injected for various engine loads. In
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order to simulate the performance of a marine generator system for three different loads, Manuel
used Ricardo Wave to build their engine model. This optimization environment minimizes the mean
absolute percentage error (MAPE) between the in-cylinder pressure and the engine output. By
testing the firing pressure and engine brake power, as well as simulated and measured data along 40
degrees of the combustion process.
The MAPE between the calculated and actual in-cylinder pressure diagram along the combustion
process does not exceed 5.7% for the various loads, and the percentage of error between the
calculated and real thermodynamic data does not exceed 3.4%.

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[1] Dan Cordon, Charles Dean, Judith Steciak and Steven Beyerlein. ONEDIMENSIONAL
ENGINE MODELING AND VALIDATION USING RICARDO WAVE. September 2007
National Institute for Advanced Transportation Technology University of Idaho.

[2] Ramin Gilani. Engine Simulation Model for a Formula SAE Race Car. February 2012 Luleå
University of Technology Department of Engineering Sciences and Mathematics.

[3] KinYip Chan, Andrzej Ordys, Konstantin Volkov, and Olga Duran. Comparison of Engine
Simulation Software for Development of Control System. May 2013 Hindawi Publishing
Corporation.

[4] Ali ALQAHTANI, Farzad SHOKROLLAHIHASSANBAROUGH and, Miroslaw L

WYSZYNSKI. Thermodynamic simulation comparison of AVL BOOST and Ricardo WAVE for
HCCI and SI engines optimization. 2015, 161(2), 68-72. ISSN 2300-9896.

[5] Y. Lethwala, Nishant Sharma and, Rishabh Jain. Engine Performance Simulation of Ricardo
WAVE for GTDI Optimization. International Journal of Engineering and Advanced Technology
(IJEAT) ISSN: 2249-8958, Volume-8 Issue-5, June 2019.

[6] Hountalas, D.T.; Anestis, A. Effect of pressure transducer position on measured cylinder
pressure diagram of high speed diesel engines. Energy Convers. Manag. 1998, 39, 589–607.

[7] Lyn, W.T. Calculations of the Effect of Rate of Heat Release on the Shape of Cylinder-
Pressure Diagram and Cycle Efficiency. Proc. Inst. Mech. Eng. Automob. Div. 1960, 14, 34–46.
[8] Yan, T.; Yobby, J.; Vundavilli, R. Optimal Design of IC Engine Cooling Fins by Using
Genetic Algorithm. In Proceedings of the ASME 2014 International Mechanical Engineering
Congress and Exposition (IMECE2014), Montreal, QC, Canada, 14–20 November 2014.
[9] Ahmadi, M. Intake, Exhaust and Valve Timing Design Using Single and Multi- Objective
Genetic Algorithm; SAE Technical Paper 2007-24-0090; 2007. Available online:
https://www.sae.org/publications/technical-papers/ content/2007-24-0090/.
[10] Branney, C.; Cunningham, G.; Spence, S.; McCullough, G. Development of Optimization
Techniques for the Design of an Internal Combustion Engine Airbox; SAE Technical Paper
2006-32-0114; 2006. Available online:
https://www.sae.org/publications/technical-papers/content/2006-32-0114/.
[11] Tadros, M.; Ventura, M.; Guedes Soares, C. Optimization procedure to minimize fuel
consumption of a four-stroke marine turbocharged diesel engine. Energy 2019, 168, 897–908.
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