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Work
Work = Force dot product Distance
Force vector (Pressure) and distance
vector (stroke) are aligned so not a dot
product just multiplication.
Work = F x D
Force = pressure x area so Work = P x A x
D
A x D is the change in volume
Work= P x delta volume
Net work = P x delta volume
= area under the curve in a PV
diagram

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Otto Cycle

Definition : compression ratio rc = V1/V2

Given P1, T1, rc and P3
1-2 isentropic process: P1V1k = P2V2k
P2= P1 (V1/V2) k
= P1 (rc )k
know P2

1-2 isentropic process: T2 / T1 = (V1 / V2) k-1

T2= T1 (rc )k-1
know
T2

2-3 constant volume process: (P2V2)/T2) =

(P
V2 = V3
T3 = T2
3V3)/T3)
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3

Otto Cycle
3-4 is an isentropic process: P3V3k = P4V4k
P4 = P3(V3 /V4)k
V2 = V3 V1 = V4 P4 = P3(V2 /V1) k
= P3(1/rc )k
know P4
3-4 is an isentropic process: : T4 / T3 = (V3/V4)
k-1

T4 = T3 (V3/V4) k-1
V2 = V3 V1 = V4
T4 = T3 (V2 / V1) k-1
= T3 (1/rc )k-1

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know T4
4

Otto Thermal Efficiency

Thermal efficiency = ( QA - QR ) / QA = 1 (QR/QA)
Otto cycle :
QR= m Cv (T4 T1)
QA= m Cv (T3 T2)
Thermal efficiency = 1 (QR/QA) = 1 - m Cv (T4 T1) /
m Cv (T3 T2)
Thermal efficiency = 1 - (T4 T1) / (T3 T2)
compression rc= V1/V2 expansion ratio re = V4/V3
V4 = V1 and V3 = V2 so rc= re
T2 / T1 = rck-1
T3 / T4 = rek-1 rc= re then
T 2 / T 1 = T3 / T4
(cross mult) T4 / T1 = T3 / T2
(T4 / T1 ) - 1 = (T3 / T2) 1 = (T4 - T1 )/ T1 = (T3 - T2)/ T2
(cross mult) T1 / T2 = (T4 - T1 )/ (T3 - T2)

Thermal efficiency = 1 (QR/QA) = 1 - (T4 T1) / (T3 T2) =

1- (T1 / T2 ) = 1 1/( T2 / T1 )
T2 / T1 = rck-1
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Otto
thermal efficiency = 1 (1/ rck-1 )

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Diesel Cycle
Definition : compression ratio rc = V1/V2
cutoff ratio rk = V3/V2
Given P1, T1, rc, rk and P3
1-2 is an isentropic process : P1V1k = P2V2k
P2= P1 (V1/V2) k = P1(rc ) k

know P2

1-2 is an isentropic process: T2/T1 = (V1/V2) k-1

T2 = T1 (rc) k-1
know T2
2-3 is constant pressure process : (P2V2)/T2 =
(P3 V3)/T3
P2= P3
T3=T2(V3/ V2)
T3= T2 rk
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T2 = T1 (rc) k-1
T3= T1 7(rc) k-1 rk

Diesel Cycle
3-4 is an isentropic process : T4 = T3 (V3/ V4)k-1
V3 = V2rk
V1=V4
T4= T3(V2rk /V1) k-1
T3 = T1(rc) k-1rk
T4= T1(rc) k-1rk (V2rk /V1) k-1
rc = V1/V2 1/ rc = V2/V1
T4 = T1(rc) k-1rk (rk / rc) k-1
= T1(rc) k-1rk (rk k-1 / rc k-1)
Cancel out (rc) k-1
T4 = T1 rk rk k-1 = T1 rk k
know T4

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Thermal Efficiencies
Thermal Efficiency = 1 - (Qout/Qin ) = 1- [cv(T4T1)/cp(T3- T2 )]
k= cp/cv 1/k = cv/cp
Diesel Thermal Efficiency = 1- [(1/k) (T4- T1)/
(T3- T2)]
= 1- [(1/k)(T4- T1)/(T3- T2 )]
= 1- [(1/k) (T1 rk k - T1) / {T1(rc) k-1rk - T1 (rc) k1
}]
cancel out T1
= 1- [(1/k) ( rk k - 1) / { (rc) k-1rk - (rc) k-1 }]
= 1- [(1/k) ( 1/(rc) k-1) [( rk k - 1) /(rk 1)]
k-1
k
=
1(1/(r
)
)
[(
r
- 1) /k(rk 9 1)]
c
k
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Thermal Efficiencies
Diesel Thermal Efficiency = 1- (1/(rc) k-1) [( rk k 1) /k(rk 1)]
rk= V3/V2 V3 is greater than V2 so rk is greater
than one and [ ] term is greater than 1.
Otto Thermal Eff = 1- (1/(rc) k-1)
So far a given rc the Otto cycle has a higher
efficiency than the Diesel cycle. All of the heat
in the Otto cycle is added at TDC and is
available to do work for the entire stroke.
Not included in these calculations are
combustion efficiency losses or mechanical
efficiency losses (piston ring and bearing
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friction,
valve train losses, attached10 pumps,

Power vs Efficiency
Power of the diesel cycle increases with
increased rk but the efficiency decreases.
There is also a limit to how high an rk can be
used - about 10% of the stroke - because of
smoking (the smoke limit).
An engine tuned for more fuel injected at
constant volume (Otto) will be more efficient
but produce less power than if tuned for
more fuel injected at constant pressure
(diesel).
You either have more efficiency and less
power or more power at lower efficiency.
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12

 Otto cycle is the more efficient theoretical cycle

at a given compression ratio but the diesel is
the most efficient actual engine as it can run at
higher compression ratios than the Otto.
The higher the rc higher the efficiency.
The rc is limited by engine weight and structure
There is also a diminishing returns factor in
increasing the rc .
The higher P1 is the less the requirement for a
high rc as higher P1 creates higher P2 and thus a
higher P3 which is limited by engine weight and
construction.
P1 increased by a blower or turbocharger.
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 Otto thermal efficiency = 1 (1/rc k-1 )

rc
2
4
8

%eff
25
43
56.5

18 percentage points
13.5 percentage points

12

63

6.5 percentage points

16

67

4 percentage points

20

69.8

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increase

2.8 percentage

14

%ef
80
70
60
50
%eff
40
30
20
10
0
0

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10

15

20

25

15

 Diesel is the more efficient partial load

cycle.
Same amount of air is introduced each
stroke the load is varied by changing
the amount of fuel injected. Ending
injection earlier reducing V3 and thus rk
which increases efficiency

expansion ratio re = V4/V3 = rc/rk

rc = V1/V2 rk = V3/V2 V1=V4
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Cutoff Ratio

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Pressure Ratios
Pressure ratio (explosion ratio) rx =
P3/P2
For diesel cycle P3= P2 so rx = 1

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Boost Ratio

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Dual Cycle
Pressure ratio (explosion ratio) rx = P3/P2
P 2 = P1 r c k
P3 = rx P2 = rx P1 rck = rb P0rx rck
P4 =P3
T2=T1 rck-1
T3=rxT2 =T1rx rck-1
T4= T3 rk =T1rx rk rck-1
T5 = T4 (rk/rc)k-1 =T1 rx rkk
QAdd = mair [cv(T3-T2) + cp (T4-T3)]
Qreject = mair [cv(T5-T1)]
Dual Eff = 1 (1/rc k-1 ) [(rx rkk-1)/ { rx -1} + k rx (rk -1)]
Diesel : rx =1 so eff = 1 (1/rc k-1 ) [( rkk-1)/ k (rk -1)]
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Polytropic Processes
As cylinders are cooled to a temperature below the
average temperature of the gas during compression
and expansion it would be more accurate to use
polytropic processes not isotropic ones. For polytropic
compression replace k with n where n=1.3 1.35.
For a cold engine n is approximately 1.2
T2 (temperature at end of compression) = T1 rcn-1
if ambient temp T1 = 60F (520 R) and rc =12
T2 = 520 R x 12.2 = 520 x 1.64 = 855 R or 395 F
auto ignition temp of fuel must be < 395 F or engine
will not fire and start.
Require fuel with high enough cetane number or
ignition quality index to produce combustion at this
compression temperature or use jacket water heater,
air heater, glow plugs (any means of raising air
temperature before compression )
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