MILLER CYCLE

The Miller cycle was developed by Ralph Miller in the 1940s. With the
introduction of turbocharging to the 4 stroke diesel engines, the Mean Effective
Pressure and thus the power output of 4 stroke engines rose by 50 - 60%.
However this was about the limit; If the inlet air pressure was increased further,
then the charge air reached excessive pressures and temperatures on compression
causing burning of the LO film and thermal stressing.

Miller challenged the thinking of the day by closing the inlet valve before the
piston reached bottom dead centre. This had the effect of lowering the cylinder
pressure as the piston continued downwards, as well as dropping the temperature
of the air (Boyles and Charles' Law). Although the engine is still doing work as
the piston is descending on the inlet stroke, there is a saving in work during the
compression stroke, and the maximum air temperature and pressure is reduced on
compression. The timing of the inlet valve of Miller's engine was governed by a
mechanical link arrangement, and varied automatically with engine load. Miller's
engine doubled the MEP of the engine when compared with a naturally aspirated
engine.

Advances in design and materials led to more efficient turbochargers, higher

compression ratios and more efficient cooling of marine diesel engines.
However, with the introduction of MARPOL VI, manufacturers had to look more
closely at lowering NOx and smoke emissions.

One of the methods used is to reintroduce the Miller cycle using variable inlet
closing, so that at full load, the maximum cylinder temperature is reduced. (NOx
formation occurs at temperatures in excess of 1200°C). This is combined with
higher compression ratios and slightly later fuel injection timing.

Miller relied on mechanical methods to vary the timing. Modern methods linked
to a computer controlled engine management system use a hydraulic push rod.
 Low load operation: The throttle valve opens against a spring as the
follower moves up the cam and oil is displaced under the push rod
piston, opening the valve. When the follower comes off the cam, At full load operation
the throttle valve is closed and oil can only flow through the
throttle orifice, delaying the closing of the inlet valves.

an air signal opens the throttle valve. This means that as soon as the follower descends from the cam peak, the pushrod
piston moves downwards, allowing the inlet valves to close.
 In this second method of control, the Variable Inlet
Closing consists of two hydraulic cylinders connected
by two passages, the flow through one of these
passages being controlled by a valve, and the other by
the position of the hydraulic piston driven by the cam
follower.

When the follower moves up the slope of the cam the

oil in the lower cylinder moves to the upper cylinder
displacing the push rod piston and opening the valves.
When the follower is on the peak of the cam, the
hydraulic piston is covering the passage between
the cylinders.

When the VIC control valve is open, the pushrod

follows the follower immediately, which results in
early valve closure. When the control valve is closed,
the downward movement of the pushrod is delayed
until the piston actuated by the tappet reveals the
passage between the two cylinders.

Make up of oil is from the main engine Lub Oil supply

via a non return valve. Build up of air is prevented by
an air release in the push rod hydraulic cylinder.

By increasing the compression ratio, giving a higher air temperature the ignition delay is reduced. Later injection over a
shorter period combined with improved fuel atomisation and combustion space design result in lower NOx formation.
 TWO STROKE ENGINES
The two stroke engine cannot utilise the Miller cycle.
However they can use variable exhaust valve closing; easily
achieved with an electronically controlled camshaftless
engine or by involving hydraulic valves as in the case of the
modified Sulzer RTA

NOTE
Supercharged petrol engines also make use of a form of Miller cycle in which the inlet valve is left open during the first
part of the compression stroke, so that compression only occurs during the last 70% of the compression stroke. Over the
entire compression range required by the engine, the supercharger is used to generate low levels of compression, where it
is most efficient. The air is then cooled in the air cooler. Then, the piston is used to generate the remaining higher levels
compression, operating in the range where it is more efficient than a supercharger. Thus the Miller cycle when used in a
petrol engine uses the supercharger for the portion of the compression where it is best, and the piston for the portion where
it is best. In total, this reduces the power needed to run the engine by 10% to 15%.

DHTML Menu / JavaScript Menu Powered By OpenCube