Simulation of spark ignition engine

Abstract

The internal combustion engine (IC Engine) has found its place in various industries and consumer products, from generators to trucks and cars. They are also one of the most polluting devices developed, hence it is paramount to reduce the emissions from IC engines and to optimize their design to provide maximum performance with the least input possible. To hasten this process and reduce costs, the concept of simulation of IC engines comes into play. By allowing quicker and cheaper results, it is possible to test out many different variations and narrow down the possible designs which may then be experimentally tested and verified. Simulation plays a key role in the concept generation and concept selection process of the design and development of IC engines.

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163
Simulation of spark ignition engine
Saisha MASTAKAR1,a, Arian GIDWANI1,b and Abhishek PRIYAM1,c*
1Dept. of Mechanical Engineering, Mukesh Patel School of Technology Management and
Engineering, NMIMS University Mumbai, India
asaishamastakar@gmail.com, bgidwani.arian@gmail.com, cpriyamanik06@gmail.com
Keywords: IC Engine, Simulation, Compression Ratio, Bore-Stroke Ratio, Air-Fuel Ratio,
Forced Induction, MATLAB Simulink
Abstract. The internal combustion engine (IC Engine) has found its place in various industries
and consumer products, from generators to trucks and cars. They are also one of the most polluting
devices developed, hence it is paramount to reduce the emissions from IC engines and to optimize
their design to provide maximum performance with the least input possible. To hasten this process
and reduce costs, the concept of simulation of IC engines comes into play. By allowing quicker
and cheaper results, it is possible to test out many different variations and narrow down the possible
designs which may then be experimentally tested and verified. Simulation plays a key role in the
concept generation and concept selection process of the design and development of IC engines.
Introduction
One of the most important technological advances of the modern period, the internal combustion
engine (IC Engine) powers everything from the cars we drive on a daily basis to the generators
used in remote places. It plays a vital role in the construction and transport sectors. Over 100
million cars were produced in 2016, and it is expected for the rate of production to increase by 15-
20% yearly [1]. Internal combustion engines which operate on fossil fuels account for about 25%
of the worlds power generation and produce about 10% of the worlds greenhouse gas (GHG)
emissions [2]. Thus, optimizing the design of internal combustion engines is becoming
increasingly important as concerns about sustainability, lower emissions, and energy efficiency
increase. Simulating the various engine parameters before designing the models can reduce
research and development time, giving product development teams the resources to focus on what
is important for the best efficiency and performance. A good balance between performance and
efficiency can be found using simulation tools. The power of engine modelling is being explored
and has been described as a fruitful research area [3], [4], [5].
This study aims to conduct a comprehensive analysis of internal combustion engine parameters.
The simulation is performed on MATLAB Simulink R2023b, using a mathematical model which
gives the output brake power and torque. An advantage of this approach is the lower computational
power required and ability to run cloud-based simulations, compared to CFD which requires more
time to simulate. However, this approach may be less accurate than a fully defined CFD model. It
may be used as a preliminary analysis to shortlist the range of parameters which may be explored
in depth at later stages.
The aim of this study is to determine whether mathematical modeling and simulation techniques
can be useful for obtaining insight into the performance of internal combustion engines and to
comprehend the impact of all the parameters individually on the engine's overall performance. It
is feasible to isolate the impacts of a single parameter at a time and make decisions to determine
the ideal engine parameters for a given circumstance by adjusting that one parameter alone. This
reduces uncertainty and gives more accurate results.

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The time and resources required for actual experimental analysis can be decreased with the aid
of simulations. By reducing the number of options to investigate in real life, the simulation can
speed up the research and development process, reducing costs and time to market.
This study aims to explore the effect of various engine parameters on the output of a spark
ignition engine. Each parameter is varied in the simulation model on MATLAB Simulink,
displaying its individual effects and trends which can be observed. By conducting the simulation
on multiple parameters and comparing them to a stock set of values it is possible to decide which
methods of optimization to focus on while also accounting for their physical significance such as
more load on the engine and higher fuel consumption.
Methodology
The engine simulated in this study is a Suzuki F8B engine found in a Maruti 800 hatchback, a
three-cylinder four-stroke spark ignition engine. Data was collected for engine speed varying from
1000 to 2500 RPM and parameters such as compression ratio and bore-stroke ratio were varied to
understand their effect on the brake power and torque output of the engine. The stock engine
parameters can be found in Table 1:
Table 1: F8B Stock Engine Parameters
Parameters
Value
Number of cylinders
3
Displacement (cc)
796
Bore × Stroke (mm)
68.5 × 72
Compression Ratio
8.7:1
Preprocessing
The engine simulation was carried out in MATLAB Simulink R2023b. The model developed was
a three-cylinder, four-stroke petrol engine. To establish a baseline the simulation was configured
to the settings of a stock Maruti Suzuki F8B engine and values were cross checked with
experimental data. Once the correlation was satisfactory, the baseline readings were collected and
data was sorted. The parameters considered for this study are:
● Air-Fuel Ratio
● Compression Ratio
● Bore-Stroke Ratio
● Intake Air Pressure
A total of 5 readings have been taken for each parameter and corresponding results are plotted
on graphs. The effects of each of these parameters on engine output, i.e. brake power and torque
have been studied [6].
Standard Simulation Parameters
The standard or stock engine parameters are those of the F8B engine found in the Maruti 800 are
displayed in Table 2.

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Table 2: Standard Simulation Parameters
Parameters
Value
Bore (mm)
68.5
Stroke (mm)
72
Compression ratio
8.7:1
Intake air pressure
(kPa)
101.325
Intake air temperature
(K)
298.15
Air- Fuel Ratio
14.6:1
Calorific value of
petrol (MJ/kg)
44
Number of cylinders
3
Air-Fuel Ratio
The stock air-fuel ratio of 14.6:1 was compared with values of 12:1, 13:1, 14:1, and 15:1. The air-
fuel mixture can be lean or rich, where the lean mixture is the one which has an excess of air while
a rich mixture has an excess of fuel. A ratio above 14.7 is a lean mixture and below 14.7 is a rich
mixture.
Compression Ratio
In order to study the effect of compression ratio [7] on the output of the engine the compression
ratio was varied as 7:1, 8:1, 9:1, 10:1 and compared to the stock results at engine speed ranging
from 1000 to 2500 RPM.
Bore-Stroke Ratio
The stock bore-stroke ratio of the engine [8] is approximately 0.95:1. This value was compared to
bore-stroke ratios of 0.7:1, 0.8:1, 1:1, and 1.2:1, keeping the total displacement constant, the
corresponding bore and stroke were calculated [9] for simulation and are presented in Table 3:
Table 3: Bore and Stroke values (mm)
Bore-Stroke Ratio
Bore (mm)
Stroke (mm)
0.7:1
64.655
80.819
0.8:1
61.840
88.343
1:1
69.647
69.647
1.2:1
74.011
61.676
Intake Air Pressure
With the increased adoption of forced induction systems, namely superchargers and turbochargers,
being able to simulate the ideal pressure required is helpful for determining the systems to be used.
For this study, a boost of 2 PSI, 3 PSI, 5 PSI and 10 PSI were compared to the stock engine.
Results
Effect of Air-Fuel Ratio:
It can be seen in Table 4 and Figure 1, that the maximum peak power is for an air-fuel ratio of 14:1
followed by 14.6:1, while the ratios of 12:1, 13:1 and 15:1 show similar results. Overall, the
difference is low.
This may be because the engine produces maximum work when there is enough air to
completely burn the fuel being delivered to the engine, and for a given volume of air-fuel mixture

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there is an ideal ratio of air-to-fuel where this is the case. A leaner mixture results in excess oxygen
which remains unburnt, not contributing to the power output, while a richer mixture has unburnt
fuel left over, which may burn at the exhaust when reaching the surrounding air resulting in back-
fires.
Table 4: Effect of Air-Fuel Ratio on Brake Power
RPM
Stock A-F Ratio
12 A-F Ratio
13 A-F Ratio
14 A-F Ratio
15 A-F Ratio
1000
2.813789977
2.779484116
2.807821271
2.914629942
2.787353213
1250
3.179005051
3.176296609
3.147869222
3.210165638
3.110365348
1500
4.604215834
4.502958002
4.510989771
4.586874375
4.449384459
1750
5.192922881
5.137428028
5.112423232
5.237988861
5.046580421
2000
6.733852182
6.619528864
6.632822787
6.824189546
6.579092213
2250
7.500631356
7.389248141
7.411954956
7.582110413
7.376197083
2500
7.099133098
7.11746016
7.003777663
7.127603773
6.904697613
Fig. 1: Effect of Air-Fuel Ratio on Brake Power
It has been observed in Table 5 and Figure 2, that there is no linear correlation between the air-
fuel ratio and the brake power and brake torque, but the values increase up to a point in the range
of 14-14.6:1. This is because there must be a proper amount of both air and fuel for complete
combustion to take place. An excess of one or the other leads to loss of power and torque. The
magnitude of the variation in power and torque are lower compared to the effect of the other
parameters studied.
Overall, the effect of Air-fuel ratio on the output of a spark ignition engine can be seen to be
lower than the other parameters studied and also do not show a linear relationship. Thus, it is
important to fine tune this with higher accuracy to find the ideal ratio after the other parameters
have been set.
2
3
4
5
6
7
8
1000 1250 1500 1750 2000 2250 2500
Brake Power(kW
)
Engine Speed(RPM)
Effect of Air-Fuel Ratio on Brake Power
Stock A-F
Ratio
12 A-F Ratio
13 A-F Ratio

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Table 5: Effect of Air-Fuel ratio on Brake Torque
Fig. 2: Effect of Air-Fuel Ratio on Brake Torque
Effect of Compression Ratio:
It is observed in Table 6 and Figure 3, that for a compression ratio of 10:1 the power output is
significantly higher, and a trend can be observed that power output is directly proportional to the
compression ratio.
Table 6: Effect of Compression Ratio on Brake Power
20
22
24
26
28
30
32
34
1000 1250 1500 1750 2000 2250 2500
Torque(Nm)
Engine Speed(RPM)
Effect of Air-Fuel Ratio on Brake Torque
Stock A-F Ratio
12 A-F Ratio
13 A-F Ratio
14 A-F Ratio
15 A-F Ratio
RPM
Stock A-F Ratio
12 A-F Ratio
13 A-F Ratio
14 A-F Ratio
15 A-F Ratio
1000
25.4149427
24.96556926
24.66354471
24.90463057
24.41375989
1250
24.15999695
24.05494443
23.43190282
23.03844333
23.15353573
1500
28.73739886
27.50277618
28.15451601
28.66965494
27.87572207
1750
28.41225822
28.17713099
28.0738965
28.34936455
27.79519879
2000
32.22704614
31.28704164
31.84441301
32.0491547
31.18172164
2250
31.84778294
31.16861508
31.45239628
31.74419448
31.11207776
2500
27.07816244
26.60814469
26.72126704
27.00789648
26.43240604
RPM
Stock C-R
Ratio
7 C-R Ratio
8 C-R Ratio
9 C-R Ratio
10 C-R Ratio
1000
2.629085291
2.390361319
2.533335079
2.665658616
2.781417963
1250
3.158376747
2.857754688
3.041471384
3.204203088
3.350595702
1500
4.519758855
4.102498877
4.378762376
4.623157571
4.843770451
1750
5.21124255
4.728981215
4.993911826
5.347137551
5.596145001
2000
6.753446519
5.800653379
6.482831448
7.112386739
7.631809712
2250
7.520247431
6.436159501
7.200013635
7.901998103
8.538053838
2500
7.100691188
6.082194746
6.777961912
7.481938521
8.109194822

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Fig. 3: Effect of Compression Ratio on Brake Power
Similarly, as shown in Table 7 and Figure 4, the torque output is also seen to be directly
proportional to the compression ratio, with the maximum torque found at a compression ratio of
10:1. For a higher compression ratio, a higher volume of air is intake and then compressed to a
lower volume. This means a higher amount of fuel can be injected into the chamber leading to
higher power output.
Table 7: Effect of Compression Ratio on Brake Torque
RPM
Stock C-R
Ratio
7 C-R Ratio
8 C-R Ratio
9 C-R Ratio
10 C-R Ratio
1000
20.38224246
18.61463286
19.7010794
20.65115058
21.51562816
1250
24.16095943
21.91798712
23.23658204
24.39286551
25.44037035
1500
28.73742768
26.12422666
27.72098752
29.13387931
30.32131198
1750
28.38353245
25.81478509
27.37420831
28.80678479
30.06879223
2000
32.22912958
27.68581056
30.35367061
32.95333722
35.5160392
2250
31.92344858
27.35934629
29.97103059
32.58287687
35.1437223
2500
27.07834009
23.2410346
25.43735917
27.53746676
29.74505743
Fig. 4: Effect of Compression Ratio on Brake Torque
2
3
4
5
6
7
8
9
1000 1250 1500 1750 2000 2250 2500
Brake Power(kW)
Engine Speed(RPM)
Effect of Compression Ratio on Brake Power
Stock C-R
Ratio
7 C-R Ratio
8 C-R Ratio
17
19
21
23
25
27
29
31
33
35
37
1000 1250 1500 1750 2000 2250 2500
Torque(Nm)
Engine Speed (RPM)
Effect of Compression Ratio on Brake Torque
Stock C-R
Ratio
7 C-R Ratio
8 C-R Ratio

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Effect of Bore-Stroke Ratio:
As observed in Table 8 and Figure 5, there exists a negative relation between the bore-stroke ratio
and the power output. A high bore-stroke ratio can allow for higher maximum power output at
higher engine speeds (over 4000-5000 RPM), which is beyond the scope of this simulation as the
cases tested were designed to reflect typical city driving at lower engine speeds. In such scenarios
a lower bore-stroke ratio is favorable by virtue of its good low-end power and efficiency.
Table 8: Effect of Bore-Stroke Ratio on Brake Power
RPM
Stock B-S Ratio
0.7 B-S Ratio
0.8 B-S Ratio
1.0 B-S Ratio
1.2 B-S Ratio
1000
2.629085291
2.70316892
2.669122048
2.618383401
2.581934666
1250
3.158376747
3.249373344
3.207452955
3.145127156
3.10039905
1500
4.519758855
4.617975247
4.591477099
4.500679107
4.435516764
1750
5.21124255
5.339794309
5.295091146
5.188785982
5.112388366
2000
6.720528266
7.059735314
6.941359618
6.70973866
6.546091452
2250
7.520247431
7.851078071
7.699784718
7.471859663
7.306797232
2500
7.100691188
7.527343249
7.33540285
7.030685447
6.819811539
Fig. 5: Effect of Bore-Stroke Ratio on Brake Power
Similarly, as depicted in Table 9 and Figure 6, there is a negative relation between the bore-
stroke ratio and the engine output torque or brake torque.
Table 9: Effect of Bore-Stroke Ratio on Brake Torque
RPM
Stock B-S Ratio
0.7 B-S Ratio
0.8 B-S Ratio
1.0 B-S Ratio
1.2 B-S
Ratio
1000
24.96559127
25.65595395
25.33901824
24.86577571
24.52582273
1250
24.16095943
24.83643047
24.52184591
24.06328311
23.73329369
1500
28.73742768
29.56384608
29.1709092
28.62238141
28.22723576
1750
28.42506109
29.24322366
28.8560605
28.30940172
27.91561228
2000
32.24139539
33.75019034
33.05883721
32.03081096
31.30155167
2250
31.88551991
33.39579295
32.68650695
31.700932
30.95375284
2500
27.07834009
28.8063326
28.01270349
26.83964158
26.0081229
2
3
4
5
6
7
8
9
1000 1250 1500 1750 2000 2250 2500
Brake Power (kW)
Engine Speed (RPM)
Effect of Bore-Stroke Ratio on Brake Power
Stock B-S Ratio
0.7 B-S Ratio
0.8 B-S Ratio
1.0 B-S Ratio
1.2 B-S Ratio

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Fig. 6: Effect of Bore-Stroke Ratio on Brake Torque
Effect of Intake Air Pressure:
It can be seen in Table 10 and Figure 7 that as the intake air pressure increases, the brake power
increases. The rate of increase is also proportional to the increase in intake air pressure. This is
explained by the higher mass of air entering the combustion chamber due to the higher pressure,
allowing for a larger amount of fuel to be burnt, thereby producing more power and torque.
Table 10: Effect of Intake Air Pressure on Brake Power
RPM
Stock
2 PSI
3 PSI
5 PSI
10 PSI
1000
2.629085291
2.419467291
2.527430042
2.872084881
3.627074312
1250
3.158376747
3.601588698
3.827867749
4.267101938
5.439994362
1500
4.519758855
5.154206967
5.460059151
5.799625897
5.986109764
1750
5.21124255
5.973326769
6.355212619
7.126087572
8.968831295
2000
6.753446519
7.719038737
8.19772833
8.014328003
10.22108983
2250
7.520247431
8.473188687
9.172375782
10.2321605
11.34373003
2500
7.100691188
9.474141177
9.717262424
11.26320625
14.34281612
Fig. 7: Effect of Intake Air Pressure on Brake Power
Similarly, the torque output also increases greatly with increase in intake air pressure. Overall,
this parameter greatly affects the output of the engine as the largest gains are observed in Figure 7
20
22
24
26
28
30
32
34
36
1000 1250 1500 1750 2000 2250 2500
Torque (Nm)
Engine Speed (RPM)
Effect of Bore-Stroke Ratio on Brake Torque
Stock B-S Ratio
0.7 B-S Ratio
0.8 B-S Ratio
1.0 B-S Ratio
1.2 B-S Ratio
2
4
6
8
10
12
14
16
1000 1250 1500 1750 2000 2250 2500
Brake Power (kW)
Engine Speed (RPM)
Effect of Intake Air Pressure on Brake Power
Stock
2 PSI
3 PSI
5 PSI
10 PSI

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and Figure 8, and Table 10 and Table 11. The higher intake air pressure has a side effect of inducing
more mechanical stress on the engine components, thus the strength of the engine block and piston
cylinder arranged must be able to bear this load. Thus, practically it is not always possible to
increase the intake air pressure beyond a certain point.
Table 11: Effect of Intake Air Pressure on Brake Torque
RPM
Stock
2 PSI
3 PSI
5 PSI
10 PSI
1000
20.38224246
23.28097538
24.73087844
27.63145387
34.88622914
1250
24.16095943
27.67875853
29.41567895
32.77564036
41.46051558
1500
28.73742768
32.8654237
34.92917467
38.78467379
38.23936502
1750
28.38353245
32.54584651
34.59960978
38.70679804
48.98307021
2000
32.22912958
36.90486657
39.23119827
38.35871907
47.75098186
2250
31.92344858
36.56934377
38.88648211
43.5444071
48.21775766
2500
27.07834009
36.19789048
37.89853178
43.14914729
54.70252615
Fig. 8: Effect of Intake Air Pressure on Brake Torque
Discussion
This study focuses on the Simulation of the Spark Ignition Engine, wherein four parameters have
been varied: compression ratio, intake air pressure, bore-stroke ratio and air-fuel ratio. The aim
was to evaluate the effect of these parameters on engine output such as Brake Power and Brake
Torque.
The air-fuel ratio emerged as a crucial factor influencing the engine performance. The air-fuel
ratio does not show a clear difference as the amount of air and fuel has to be optimum. If the
mixture is lean (more air-less fuel) then enough energy is not there for combustion hence the
amount of brake torque produced is reduced and it can also lead to higher combustion temperature
thereby overheating the engine. If the mixture is rich (more fuel-less air) then incomplete
combustion may take place leading to reduced Brake Torque and engine efficiency reduces due to
increased fuel consumption. Thus, for this engine an air-fuel ratio of about 14-14.6 is optimal.
It was observed that there was a significant impact of compression ratio on engine output. The
compression ratio has a positive correlation with Brake Power and Brake Torque. As the
compression ratio enhanced the combustion efficiency consequently resulting in heightened Brake
power and torque outputs. This is because at higher compression ratio, a greater amount of air and
15
20
25
30
35
40
45
50
55
60
1000 1250 1500 1750 2000 2250 2500
Torque (Nm)
Engine Speed (RPM)
Effect of Intake Air Pressure on Brake Torque
Stock
2 PSI
3 PSI
5 PSI
10 PSI

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fuel is burnt, which releases more energy resulting in the higher brake power and torque observed.
The increased compression and more energy released causes higher mechanical stress on the
engine, hence extremely high combustion ratios are not commonly seen. The issue of pre-
combustion or knocking must also be accounted for, thus this parameter must not be increased
beyond a certain level.
The next parameter studied was the bore-stroke ratio which showed negative correlation with
brake power and brake torque. High bore-stroke ratio produces higher power and gives higher
torque at higher speed. Low bore-stroke ratio gives high power at lower speed. The bore-stroke
ratio length is designed according to the application, for commercial vehicles a low bore-stroke
ratio is good enough for low end torque.
The intake air pressure had a great impact on the engine performance. The largest gains in
performance were observed while studying this parameter. The higher intake air pressure increases
the density of air entering the chamber and resulting in the increase in brake torque due to increased
force generated during power stroke of the cycle. Increasing the intake air pressure increase the
engine power. The reasoning is similar to that of compression ratios as it effectively increases the
amount of air and hence fuel entering the engine and combusting, releasing more energy. However,
like with higher compression ratios, high levels of boost lead to more mechanical stress on the
engine. Thus, for determining the exact level of boost, the effect of high pressure must also be
considered in the mechanical design aspect as the engine must be more robust to withstand larger
forces. Depending upon the weight and cost criteria, along with the rate of performance gain the
amount of forced induction may be decided.
Additionally, RPM was varied from 1000 to 2500 RPM, providing a comprehensive
understanding of the four parameters effects on engine performance. Graph and tables illustrated
the trends observed in the four parameters, aiding in the interpretation of the results.
Conclusion
This study employed a mathematical model in MATLAB Simulink R2023b for investigating the
effects of four parameters to evaluate the performance of the simulated Spark Ignition model. The
key parameters which were explored through this study were intake air pressure, compression
ratio, bore-stroke ratio and air-fuel ratio. The engine speed was also varied from a range of 1000-
2500 RPM to provide a comprehensive understanding of the parameter effects.
The findings revealed that the compression ratio has a positive relation with Brake Torque and
Brake Power. Higher intake pressure leads to a more energetic and powerful combustion because
of more oxygen available for fuel to be burned increasing the Brake Torque output and overall
Power output. However, in experimental engine there is increase in the exhaust temperature during
combustion increasing the risk of thermal degradation of the engine and increased mechanical
stresses can lead to premature failure of the engine.
Turbochargers are used to increase the pressure inside the engine positively affecting engine
efficiency. Therefore, optimized compression ratio must be used to get proper and complete
combustion and output. An optimal air-fuel ratio of around 14.7 was identified as critical value for
engine performance. The bore-stroke ratio showed a negative relation with brake torque and brake
power. To sum up, our simulation-based research provides insightful information about enhancing
IC engine performance for a range of applications.
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