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
1 INTRODUCTION
The use of continuous mathematical functions pro-
vides a fast and cost-effective technique for the pre-
diction of the burn rate and performance of internal
combustion engines. These functions are usually de-
rivatives 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
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 under-
graduate studies in 1926 while simultaneously work-
ing 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 mono-
graph [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 depart-
ment 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
297
JER06510 Int. J. Engine Res. Vol. 11
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 Grene-
vetskiMazing thermal computational method for
engine cycle calculations, which was first proposed
in 1907 by Vasili Grenevetski, a professor of thermo-
dynamics 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 compu-
tational 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
indirect injection diesel engines by a single triangle
or two triangles [1214]. Wiebes approach was dif-
ferent and was based on the theory of chemical reac-
tion kinetics and chain reactions.
2 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 con-
structed to characterize engine combustion pro-
cesses 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 in-
ternal combustion engine. On the other hand, devel-
oping and solving rate equations which account
for the simultaneous and sequential interdepen-
dent 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 macro-
scopic 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 mole-
cules of final products and more active centres that
298 J I Ghojel
Int. J. Engine Res. Vol. 11 JER06510
are capable of starting new reaction cycles. Excluded
from this scheme are chain inhibiting centres re-
sulting 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 pro-
gresses, concentration of reactants decreases progres-
sively, 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
OHzO
2
~H
2
OzH Reaction I
The most probable reaction of atomic hydrogen is
HzO
2
~OHzO Reaction II
which leads to the next reaction
OzH
2
~OHzH Reaction III
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) make-
up an elementary reaction cycle which is continu-
ously 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~CO
2
zH Reaction IV
HzO
2
~OHzO Reaction II
OzCO~CO
2
Reaction V
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 simulta-
neously occurring elementary reactions at time t
resulting in the formation of products of complete
combustion such as H
2
O and CO
2
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
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 effec-
tive reaction events in the time interval t to t +dt
is directly proportional to the change in the number
of effective centres dN
e
{dN~ndN
e
where n is the
constant of proportionality. In differential form
{
dN
dt
_ _
~n
dN
e
dt
_ _
1
The relative density of the effective centres is defined
as
r~
dN
e
dt
_ __
N
where N is the instantaneous number of molecules
of the initial reactants. Equation (1) can now be
written as
Fig. 1 Schematic diagram of elementary chemical pro-
cesses, elementary cycles, and effective events of
chain reactions as a function of time (based on
the scheme in [2]: Elementary reaction
cycle; Effective reaction event
Review of the development and applications of the Wiebe function 299
JER06510 Int. J. Engine Res. Vol. 11
{
dN
N
~nr dt 2
from which
ln
N
N
o
~{
_
t
0
nrdt
N~N
o
e
{
_
t
0
nrdt
3
where N
o
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~
N
o
{N
N
o
4
then
x~1{e
{
_
t
0
nr dt
5
w~
dx
dt
~nr e
{
_
t
0
nr dt
~r n 1{x 6
If the relative density of the effective centres can be
expressed as r~kt
m
, where k and m are constants,
and if nk 5K, equation (5) can be transformed to
x~1{e
{K= mz1 t
mz1
7
and the rate equation becomes
dx
dt
~Kt
m
e
{K= mz1 t
mz1
8
Wiebe named the parameter m combustion char-
acteristic 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 t
d
, the burn fraction becomes
x
d
~1{e
{K= mz1 t
d
mz1
from which
e
{K= mz1 t
d
mz1
~1{x
d
9
Similarly at any time t
e
{K= mz1 t
mz1
~1{x 10
Taking the logarithm of equations (9) and (10) and
dividing one by the other yields
x~1{e
C t=t
d

mz1
11
where C~ln 1{x
d
.
Table 1 shows the relationship between C and the
burn fraction x
d
at the end of the combustion. Wiebe
assumed that x
d
50.999 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
{6:908 t=t
d

mz1
12
w~
dx
dt
~
6:908 mz1
t
d
t
t
d
_ _
m
e
{6:908 t=t
d

mz1
13
or as function of degrees crank angle as
x~1{e
{6:908 Q=Q
d

mz1
~1{exp {6:908
Q
Q
d
_ _
mz1
_ _
14
w
Q
~
dx
dQ
~
6:908 mz1
Q
d
Q
Q
d
_ _
m
e
{6:908 Q=Q
d

mz1
15
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 Q
d
and different values of the exponent m.
Similar characteristics can be obtained for m5const
and Q
d
5var.
3 OTHER FORMS OF THE WIEBE FUNCTION
The time it takes to reach maximum burn rate t
m
can be found by differentiating equation (13) and
Table 1 The relationship between C and the burn frac-
tion x
d
at the end of combustion
x
d
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
300 J I Ghojel
Int. J. Engine Res. Vol. 11 JER06510
equating the result to zero
t
m
~t
d
m
6:908 mz1
_ _ 1
mz1
16
The corresponding burn fraction is
x
m
~1{e
{6:908 t
m
=t
d

mz1
17
From equations (16) and (17)
x
m
~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
x~1{exp {6:908
t
t
d
_ _
1= 1zln 1{x
m

_ _
19
Substituting for t
d
from equation (16) in equation
(12) and rearrangement yields yet another form of
the Wiebe function without the term t
d
x~1{e
{m= mz1 t=t
m

mz1
~1{exp {
m
mz1
t
t
m
_ _
mz1
_ _
20
The Wiebe function can also be written without the
parameters m and t
d
x~1{exp ln 1{x
m

t
t
m
_ _
1= 1zln 1{x
m

_ _
21
4 APPLICATIONS OF THE FUNCTION BY WIEBE
Wiebe always claimed that his function was uni-
versal 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 t
d
for the
function by rewriting equation (12) as
e
{6:908 t=t
d

mz1
~1{x
and taking the log of both sides twice to obtain an
equation of the form
Y~
1
mz1
_ _
XzA 22
where
Y~log t or Y~log Q, A~log t
d
, or A~log Q
d
X~log {
1
3
log 1{x
_ _
in which x is a function of
time or crank angle.
Equation (22) yields a straight line plot if m is
constant. Wiebe coined the term logarithmic ana-
morphosis 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 t
d
Fig. 2 Wiebe burn characteristics at Q
d
540u and m5
0.13.0
Fig. 3 Experimental points (markers) superimposed
on the line given by equation (22) [2]
Review of the development and applications of the Wiebe function 301
JER06510 Int. J. Engine Res. Vol. 11
(or Q
d
) 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 (inter-
nal combustion engines) and continuous (jet) com-
bustion 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, gaso-
line, 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 slow-
speed 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 digi-
tal computers [22] with a reduced computational
step of 2.5u CA, but still continued to use single
functions to describe the burn rate (w
o
) of diesel
engines.
5 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 com-
bustion models, 44 per cent used the Wiebe func-
tion. 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
According to Ramos [24], Sitkei [25] used a single-
Wiebe 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-compression-
ratio diesel engines. Japanese researchers [27, 28] soon
followed in Sitkeis footsteps by applying a single-
Wiebe 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
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]
302 J I Ghojel
Int. J. Engine Res. Vol. 11 JER06510
diesel engine as follows
dQ
dQ
~ LHV m
cyc
dx
dQ
23
where LHV is the lower heating value of the fuel, m
cyc
is the mass of fuel injected per cycle, and
dx
dQ
~
6:908 mz1
Q
d
Q{Q
ign
Q
d
_ _
m
exp {a
Q{Q
ign
Q
d
_ _
mz1
_ _
24
Equation (24) is the differential form of the Wiebe
function (equation (15)) in which Q and Q
ign
are the
instantaneous and ignition start angles (measurable
from any point in the cycle before ignition starts) and
Q
d
is the duration of combustion in crank angles. This
equation was used as a predictive model of combus-
tion 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~C
eff
1{exp {
CA{CA0
DQ
_ _
mz1
_ _ _ _
25
In this equation, C
eff
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 perfor-
mance 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 opera-
tion conditions.
Heywood et al. [10] used a single-Wiebe function
as the input combustion rate in a computer simula-
tion of the four-stroke spark ignition engine cycle to
study the effects of variations in engine design and
operating parameters on engine performance, effi-
ciency, 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
efficiency as an input into more complicated models,
for example:
(a) engine thermodynamic cycle analysis and emis-
sions prediction [10, 3145];
(b) HCCI combustion control and HCCI/spark igni-
tion mode transition strategies [4654];
(c) gaseous and dual fuel engines [5565];
(d) unusual engines and combustion processes [66
72];
(e) engine performance diagnostics and optimiza-
tion [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 rec-
ognizing scattering pattern of soot aggregates. They
superimposed a Wiebe function of the form y
m
~
1{exp {a 180{Q =180
mz1
_ _
on a step function in
the range 0180u to approximate the relative scatter-
ing pattern function F(Q).
Oppenheim and his associates developed a special
function (life function) based on the Wiebe formula-
tion, 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) emis-
sions during automotive cold-start, HC conversion
efficiency maps, g
i
, as functions of the catalyst
temperature and the airfuel ratio are generated
using the following equation
g
i
~1{exp {a
1
A=F { A=F
0
D A=F
_ _
m
1
{a
2
T{T
0
DT
_ _
m
2
_ _
26
where a and m are fitting parameters and the air
fuel ratio (A/F) can be expressed in terms of the
Review of the development and applications of the Wiebe function 303
JER06510 Int. J. Engine Res. Vol. 11
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 respec-
tively.
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 en-
gines, where there is always a strong premixed com-
bustion phase, a single-Wiebe function is not suit-
able for modelling heat release characteristics. Re-
searchers 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 character-
istics 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.
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 applica-
tion [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 distribu-
tion functions [9092].
The crank angle resolved model is written as
x~x
1max
1{e
{0:5 Q=Q
1

2
_ _
zx
2max
1{e
{0:5 Q=Q
2

2
_ _
27
dx
dQ
~
x
1max
Q
1
Q
Q
1
_ _
e
{0:5 Q=Q
1

2
z
x
2max
Q
2
Q
Q
2
_ _
e
{0:5 Q=Q
2

2
28
In this equation, x
1max
and x
2max
are the maximum
fractions of heat released during the premixed and
diffusion combustion stages and Q
1
and Q
2
are
the angles as shown in Fig. 5. This model is not
fully predictive and the determination of the four
unknown and adjustable parameters x
1max
, x
2max
, Q
1
,
and Q
2
require some engine test results and partial
analysis of indicator diagrams [91, 92].
There was no attempt by Pugachiuv and his asso-
ciates to establish relationships between the param-
eters in this correlation and engine design and opera-
ting 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.
x~A
1
1{e
{m
1
= m
1
z1 h=h
c1

m
1
z1
_ _
zA
2
1{e
{m
2
= m
2
z1 h=h
c2

mz1
_ _
29
Fig. 5 Pugachiuv heat release scheme [92]
304 J I Ghojel
Int. J. Engine Res. Vol. 11 JER06510
w~
m
1
A
1
h
c1
h
h
c1
_ _
m
1
e
{m
1= m
1
z1 h=h
c1

m
1
z1
_ _
z
m
2
A
2
h
c2
h
h
c2
_ _
m
2
e
{m
2
= m
2
z1 h=h
c2

m
2
z1
_ _
30
Heat release analysis of test data of a single-
cylinder direct injection diesel engine, with two
different combustion chambers and four mixture
formation configurations, showed that the premixed
stage lasts 57u CA and h
c1
&3u CA, for which an
average value of 2.5 can be assumed for m
1
. To
determine the remaining parameters (A
1
, A
2
, m
2
,
and h
c2
) in the correlations, ignition delay, injection
duration, fraction of fuel injected during the igni-
tion 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).
5.2.3 Watson model
The Watson model is an empirical correlation com-
prising 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
x~b 1{ 1{
h{h
ig
Dh
b
_ _
c
p1
_ _
c
p2
_ _
z 1{b 1{exp {c
d1
h{h
ig
Dh
b
_ _
c
d2
_ _ _ _
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, h
ig
is start of ignition, Dh
b
is
the combustion duration, c
p1
, c
p2
, c
d1
, c
d2
are shape
factors for the premixed and diffusion combustion
phases.
Watson et al. [95] assumed c
p2
55000 and used
empirical correlations based on experimental test
data to determine the remaining four unknowns in
the correlation: c
p1
, c
d1
, c
d2
, and b. The engine
variable operating parameters used to determine
these were engine speed (r/min), ignition delay (ms),
Fig. 6 Ghojel heat release scheme [93]
Fig. 7 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]
Review of the development and applications of the Wiebe function 305
JER06510 Int. J. Engine Res. Vol. 11
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 c
d1
is replaced by 26.908 and c
d2
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).
dq
dQ
~
6:9Q
p
m
p
z1
_ _
Q
p
Q
Q
p
_ _
m
p
e
{6:9 Q=Q
p
mpz1
z
6:9Q
d
m
d
z1
Q
d
Q
Q
d
_ _
m
d
e
{6:9 Q=Q
d

m
d
z1
MJ=deg
32
Q
p
and Q
d
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 m
p
53
and Q
p
57u CA for both engines, and m
d
50.5 for the
direct injection engine and m
d
50.9 for the indirect
injection engine. They related the remaining adjus-
table 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
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 combus-
tion process in dual-fuel (NG-diesel) engines. They
used a double-Wiebe correlation, based on Miya-
moto 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, respec-
tively, in which they used the correlation by
Miyamoto et al. [96] to characterize the premixed
and diffusion combustion heat release characteris-
tics of the pilot fuel (liquid fuel).
Petreanu [104] used both single- and double-
Wiebe functions to model heat release in a crankless
four-stroke linear engine. He found that a double-
Wiebe, 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 en-
gine. 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 combus-
tion. 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
306 J I Ghojel
Int. J. Engine Res. Vol. 11 JER06510
correlation to predict in-cylinder pressure with the
assumption of its validity for both the slower com-
bustion 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 double-
Wiebe correlation to estimate the relative impor-
tance 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 opera-
tion 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.
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 sys-
tems is the HCCI or the premixed charge compres-
sion ignition (PCCI) which can be applied to spark
ignition and compression ignition engines and po-
tentially 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 multi-
Wiebe 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
operating on biogas from landfill and diesel fuel. The
three Wiebe functions describe the premixed com-
bustion 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 combus-
tion process in a HCCI diesel engine with external
mixture formation, with the burn fraction character-
ized by a three-Wiebe correlation of the form
x
b
h ~ax
1
h zbx
2
h z 1{a{b x
3
h 33
where
x
i
h ~1{exp {a
i
h{h
oi
Dh
i
_ _
m
i
z1
_ _
, i~1, 2, 3 34
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 least-
squares 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 com-
mon-rail fuel injection system. The authors used
neural network techniques to relate engine operating
conditions to the parameters in the correlation.
6 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, experi-
mental burn-rate profiles, and user-defined burn-
rate 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 en-
gine modelling. AVLs Boost provides a single Wiebe
function for modelling the combustion process and
a two-zone Wiebe function for NO
x
calculations.
Ricardos Wave employs a spark ignition Wiebe
Review of the development and applications of the Wiebe function 307
JER06510 Int. J. Engine Res. Vol. 11
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.
7 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 demon-
strated by its many forms and numerous applications.
It is widely used in engine research as a single-function,
double-function, or multiple-function prescribed com-
bustion model for investigating a wide variety of en-
gine 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 net-
work 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 efficien-
cy 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 scatter-
ing 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 encoun-
tered in the literature.
F Author 2010
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