Engine Thermodynamic Cycles

1
 Thermodynamic Cycles

¾ Air-standard analysis is used to perform elementary analyses of IC engine

cycles.

¾ Simplifications compared to the real cycle are:

1) Fixed amount of air for working mixture
2) Ideal gas assumption
3) Combustion process itself not considered
4) Intake and exhaust processes not considered - assumed instantaneous
5) Engine friction and heat losses not considered

¾ The two types of reciprocating engine cycles:

1) Spark ignition – Otto cycle
2) Compression ignition – Diesel cycle

2
 SI Engine: Thermodynamic Otto Cycle
FUEL
A
I Ignition
R
Fuel/Air
Combustion
Mixture
Products

Actual
Cycle Intake Compression Power Exhaust
Stroke Stroke Stroke Stroke

Qin Qout
Ai
Otto r
TC
Cycle
BC

Compression Const volume Expansion Const volume

Process heat addition Process heat rejection
Process Process
3
Actual SI Engine cycle

Ignition

TC TC

4
 Air-Standard Otto cycle

1 ⇒ 2: Isentropic compression
2 ⇒ 3: Constant volume heat addition
3 ⇒ 4: Isentropic expansion
4 ⇒ 1: Constant volume heat rejection

Compression ratio:
v1 v4
r= =
v2 v3
Qin

Qout

v2 v1
TC BC TC BC 5
 Internal Combustion Engines (Otto cycle)
Otto cycle. Working substance – a mixture of air and vaporized
gasoline. No hot reservoir – thermal energy is produced by burning
fuel.
3
P 0 ⇒ 1: intake (fuel+air is injected into the
cylinder by the retreating piston)
wo ex 1 ⇒ 2: isentropic compression
rk pan
ignition

d o si
ne on
3 ⇒ 3: isochoric heating
by
ga 3 ⇒ 4: isentropic expansion
s 4 ⇒ 1 ⇒ 0: exhaust
2
comp
work ression 4
done
on ga
s

Patm
exhaust

0
1
intake/exhaust

V2 V1 V

6
 Internal Combustion Engines (Otto cycle)
V2 − maximum cylinder volume
γ −1
⎛ V1 ⎞ T2 V2 − minimum cylinder volume
The efficiency: η =1− ⎜ ⎟⎟ =1−
⎜V T1 V2
− compression ratio
⎝ 2 ⎠ V1
γ = c P / c V − adiabatic constant
Typical numbers V1/V2 ~8 , γ ~ 7/5 → η = 0.56, (reality: η≈0.2 –0.3) - smaller than the second
law limit 1-T3/T1)
3
P S
ignition

wo ex
rk pan
d o si 3 Q=0 4
ne on S1
by
2 ga
comp
r
s QH QC
work e s si 4
done on
exhaust

on ga
Patm 0
s
S2 2 Q=0
1 1
intake/exhaust

V2 V1 V V2 V1 V

7
The net work output per cycle Wcycle can be increased by either:
A) Increasing the compression ratio.
B) Increasing Qin (increase the engine bore).

3’’
P
3 (B)
4’’

Qin 4
Wcycle
4’
2
(A)

1
1’

V2 V1

8
For a cold air-standard analysis the specific heats are assumed to be constant
evaluated at ambient temperature values (γ = cP/cv = 1.4).

For the two isentropic processes in the cycle, assuming ideal gas with constant
specific heat using PV γ = const. PV = RT :

γ−1 γ−1
T2 ⎛v ⎞ T2 ⎛P ⎞ γ
1⇒2: =⎜ 1⎟ = rcγ−1 =⎜ 2⎟
T1 ⎜⎝ v 2 ⎟⎠ T1 ⎜⎝ P1 ⎟⎠

γ−1
γ−1 γ−1
T4 ⎛V ⎞ ⎛1⎞ T4 ⎛ P4 ⎞ γ
3⇒4: =⎜ 3⎟ =⎜ ⎟
⎜r ⎟ =⎜ ⎟
T3 ⎜⎝ V4 ⎟⎠ ⎝ ⎠ T3 ⎜⎝ P3 ⎟⎠

c v (T4 − T1 ) T1 1
η =1− =1− =1−
c v (T3 − T2 ) T2 r γ −1

9
 Effect of Compression Ratio on Thermal Efficiency
For SI engines compression ratio limited due to “knock”

For rc = 8 the efficiency is 56% about twice of the actual efficiency value

1
η ideal = 1 −
r γ−1

real SI engines
7 < r < 10

γ = 1.4

10
Effect of Specific Heat Ratio on Thermal Efficiency

1
η ideal = 1 −
r γ−1

Specific heat
ratio (γ)

For temperatures between 20K and 2000K, γ = 1.3 is most representative

11
Effect of Compression Ratio on Thermal Efficiency and
Indicated Mean Effective Pressure (IMEP)

IMEP Q ⎛ γ ⎞
= in ⎜ ⎟ ηideal
P1 P1V1 ⎝ γ − 1⎠

k = 1.3

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 Thermodynamic Cycles for CI engines

Fuel injection starts

Modern CI engine

Qin Qout

Ai
Diesel TC
r
Cycle

BC

Compression Const pressure Expansion Const volume

Process heat addition Process heat rejection
Process Process

In modern CI engines the fuel is injected before TC (about 20o). Therefore, the
combustion process in the modern CI engines is best approximated by a combination
of constant volume and constant pressure ⇒ Dual Cycle 13
 Air-Standard Diesel cycle

1⇒ 2: Isentropic compression
2⇒ 3: Constant pressure heat addition
3⇒ 4: Isentropic expansion
4⇒ 1: Constant volume heat rejection

Cut-off ratio:

V3
Qin rc =
V2

Qout

V2 V1
TC BC TC BC
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 Thermodynamic Analysis of Diesel Cycle

Equations for processes 1⇒2, 4⇒1 are the same as for the Otto cycle

2 ⇒ 3: Constant Pressure Heat Addition AIR Qin

(u 3 − u 2 ) = (+
Q in
)−
(
P2 V3 − V2 )
m m
Q in
= ( u 3 + P3 v 3 ) − ( u 2 + P2 v 2 )
m
Q in RT2 RT3 T3 V3
= (h 3 − h 2 ) P= = ⇒ = = rc
m V2 V3 T2 V2

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3 ⇒ 4: Isentropic Expansion

Q Wout
(u 4 − u 3 ) = − (+ )
m m AIR

Wout
= (u 3 − u 4 )
m

V4 V4 V2 V1
r V2 Vr V4 r
= ⋅ = ⋅ = V4 = V1 ⇒ 4
= =
V3 V2 V3 V2 V3 rc Vr V3 rc
3

P4 V4 P3 V3 P4 T4 r
= ⇒ = ⋅
T4 T3 P3 T3 rc

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 Thermal Efficiency
Q out m u 4 − u1
η Diesel = 1 − =1−
cycle Q in m h3 − h2

For cold air-standard analysis:

η Diesel
1 ⎢1
= 1 − γ −1
⎡
⋅
r(
c
γ
−1 ⎤
⎥
) Compared to ηOtto = 1 −
1
const c V
⎣ (
r ⎢ γ rc − 1 ⎥
⎦ ) Cycle r γ−1

9 Note that for the same compression ratio, r, the Diesel cycle has a lower thermal efficiency
than the Otto cycle, since the term in the square bracket is always larger than one.

9 The Diesel cycle efficiency approaches the efficiency of the Otto cycle for rc =V3/V2 ⇒ 1.

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 Thermal Efficiency of Diesel Engines

Modern CI Engines
12 < r < 23

The cut-off ratio is not a natural choice for the independent variable -
a more suitable parameter is the heat input. The two are related by:

γ − 1 ⎛ Qin ⎞ 1
rc = 1 − ⎜⎜ ⎟⎟ γ−1 as Qin ⇒ 0, rc ⇒ 1 and h ⇒ hOtto
γ ⎝ P1V1 ⎠ r
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Higher efficiency is obtained by adding less heat per cycle, Qin, need to run engine at higher
speed to get the same power.
19
 CI Engine Cycle and the Thermodynamic Dual Cycle
Fuel
A injected
I at 20o bTC
R

Actual Air Combustion

Products
Cycle

Intake Compression Power Exhaust

Stroke Stroke Stroke Stroke
Qin Qin Qout

Ai
Diesel TC
r
Cycle
BC

Compression Const volume Const pressure Expansion Const volume

Process heat addition heat addition Process heat rejection
Process Process Process

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 Dual Cycle

1 ⇒2 Isentropic compression
2 ⇒ QP Constant volume heat addition
QP ⇒ 3 Constant pressure heat addition
3 ⇒4 Isentropic expansion
4 ⇒1 Constant volume heat rejection

QP 3 Qin
3

2 Qin
QP

4
4 2

1
1 Qout

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 Dual Cycle - Thermal Efficiency

Q out m u 4 − u1
η Dual = 1 − =1−
cycle Q in m ( u X − u 2 ) + ( h 3 − h QP )

For cold air-standard the above reduces to:

1 ⎡ α rcγ − 1 ⎤
η Diesel = 1 − γ −1 ⎢ ⎥
const c V r ⎢ (α − 1) + αγ rc − 1
⎣ ( ) ⎥
⎦
where rc= v3/vQP and a = P3/P2 The Otto cycle (rc =1) and the Diesel cycle (α=1) are special
cases:

1 η Diesel
⎡ (
γ
)
⎤
1 ⎢ 1 rc − 1 ⎥
= 1 − γ −1 ⋅
ηOtto = 1 −
r γ−1 const c V
⎣ (
r ⎢ γ rc − 1 ⎥)
⎦

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 The use of the Dual cycle requires information about either the fractions of constant
volume and constant pressure heat addition (common assumption is to equally split
the heat addition), or the maximum pressure P3.

More natural variables

γ − 1 ⎡⎛ Qin ⎞ 1 α − 1⎤ 1 P3
rc = 1 − ⎢⎜ ⎟ − ⎥ α= γ
αγ ⎢⎣⎜⎝ P1V1 ⎟⎠ r γ−1 γ − 1 ⎥⎦ r P1

For the same inlet conditions (P1, V1) and the same compression ratio:

ηOtto > ηDual > ηDiesel

For the same inlet conditions (P1, V1) and the same peak pressure (design limitation in engines):

ηDiesel > ηDual > ηOtto

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The same inlet conditions (P1,V1) For the same inlet conditions (P1,V1)
The same compression ratio P2/P1: The same peak pressure P3:

Q out
η th = 1−
Q in
1
∫ 4 Tds
= 1− 3
∫ 2 Tds
tto
O al
Du
sel el
Die Dies
al
Du
to
Ot

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 Finite Heat Release Model

In the Otto cycle it is assumed that the heat is release instantaneously.

A finite heat release model specifies heat release as a function of crank
angle.
This model can be used determine the effect of spark timing or heat transfer
on engine work and efficiency.

The cumulative heat release or “burn fraction” for SI engines is given by:

25
 Finite Heat Release

It is assumed that in the Otto cycle the heat is release instantaneously. A finite heat release
model specifies heat release as a function of crank angle.
A typical heat release curve consists of an initial spark ignition phase, followed by a rapid burning
phase and ends with burning completion phase

The curve asymptotically approaches 1 so the end of combustion is defined by an arbitrary limit,
such as 90% or 99% complete combustion where xb = 0.90 or 0.99 corresponding values for
efficiency factor α is 2.3 and 4.6
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 Finite Heat Release Model - Results

Start of heat release:

Engine 1 - 20o TC
Engine 2 - TC

Duration 40o

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