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Analysis of IC Engine
Air-Standard Cycle
Content
Introduction
Air Standard Cycle
Carnot Cycle
Stirling Cycle
Eriksson Cycle
Otto Cycle
Diesel Cycle
Dual Cycle
Lenoir Cycle
Atkinson Cycle
Miller Cycle
Introduction
The three steps of Thermodynamic Analysis of IC Engines are
Ideal Gas Cycle (Air Standard Cycle)
Idealized processes
Idealize working Fluid
Fuel-Air Cycle
Idealized Processes
Accurate Working Fluid Model
Actual Engine Cycle
Accurate Models of Processes
Accurate Working Fluid Model
Air Standard Cycle
The operating cycle of an IC engine can be broken down into
a sequence of separate processes
Intake, Compression, Combustion, Expansion and
Exhaust.
Actual IC Engine does not operate on a thermodynamic cycle
are operated on open cycle.
The accurate analysis of IC engine processes is very
complicated. In order to understand them it is advantageous
to analyze the performance of an Idealized closed cycle
Air-standard analysis is used to perform
elementary analyses of IC engine cycles
Air-Standard Cycle Assumptions
Simplifications to the real cycle include:
Fixed amount of air (ideal gas) for working fluid
Combustion process not considered
Intake and exhaust processes not considered (There is Heat
addition and heat rejection source and Sink)
There is no heat losses from the system to the surrounding
Engine friction and heat losses not considered
All the processes that constitute the cycle are reversal
Specific heats independent of temperature
For Air Cp = 1.005 kJ/kg K Cv = 0.717kJ/kgK , γ = 1.4 M=
29kg/kmol
CARNOT CYCLE
P 1
Sadi Carnot, a French engineer, absorbs
heat
proposed a reversible cycle in
2
1824,
TH
the working medium receives heat 4 3 TC
at a higher temperature and rejects heat
rejects heat at a lower temperature V
S
3 2
contained in gas
1–2 isothermal heat addition (in contact with TH)
2–3 isentropic expansion to TC
entropy
3–4 isothermal heat rejection (in contact with TC)
4 1
4–1 isentropic compression to TH
(isentropic adiabatic+quasistatic) TC TH T
CARNOT CYCLE
The areas under the process curves on
the P-v diagram represent the work done for closed
systems. (W net)
T-s diagram represent the heat transfer for the processes.
(Q net)
W net = Qnet BeCoz
dU 0 TdS PdV
W Q Q34 TH ( S 2 S1 ) TL ( S 3 S 4 )
Carnot net 1 2
Qin Q1 2 TH ( S 2 S 1 )
T TL T
Carnot H 1 L
TH TH
CARNOT CYCLE
We often use the Carnot efficiency as a means to think
about ways to improve the cycle efficiency of other cycles.
One of the observations about the efficiency of both ideal
and actual cycles comes from the Carnot efficiency:
Thermal efficiency increases
with an increase in the average temperature at which heat is supplied
to the system or
with a decrease in the average temperature at which heat is rejected
T
3
3-4 Isothermal Heat Addition 4
T2
4-1 Con Vol Expansion
1-2 Isothermal Heat rejection
T1 1
2-3 Con Vol Compression 2
V1 V2
STRIRLING CYCLE
W W2 1
Stirling 3 4
W3 4
V V
RT3 log e ( 4 V RT1 log e 1 V
3 2
RT log V4
3 V
3
heat addition
3-4 Isentropic
expansion
4-1 Constant volume
heat rejection
OTTO CYCLE
Thermal Efficiency of the Otto cycle
Wnet Qnet Qin Qout Qout
th 1
Qin Qin Qin Qin
Qnet , 23 U 23
Thus, for constant specific heats,
Qnet , 23 Qin mCv (T3 T2 )
OTTO CYCLE
Similarly apply first law closed system to process 4-1, V = constant.
Qnet , 41 U 41
Qnet , 41 Qout mCv (T1 T4 )
Qout mCv (T1 T4 ) mCv (T4 T1 )
.
OTTO CYCLE
Factors Affecting Work per Cycle
The net cycle work of an engine can be increased by
3’
either: P ’
i) Increasing the r (1’2) 3 (ii)
4’
ii) Increase Qin (23”) Qin ’
Wcycle 4
Wcycle
Qin r 4’
imep th 2 (i)
V1 V2 V1 r 1
1
1’
V2
V1 V2 V1
1
V1 V2 V1
R0 T1 Q2 3
p1m
1
V1 1
V1 M MR0T1
r m p1 mep
1
1
r
OTTO CYCLE
Non-dimensionalizing mep with p1 we get
R0
mep 1 Q m
cv 1
p1 1 R0 T1 m
1
r
• In early CI engines the fuel was injected when the piston reached TC
and thus combustion lasted well into the expansion stroke.
Wnet Qout
th , Diesel 1
Qin Qin
Now to find Qin and Qout.
Qout
th , Diesel 1
Qin
mCv (T4 T1 )
1
mC p (T3 T2 )
Cv (T4 T1 )
th , Diesel 1
C p (T3 T2 )
1 T1 (T4 / T1 1)
1
k T2 (T3 / T2 1)
PV PV
3 3
2 2 where P3 P2
What is T3/T2 ?
T3 T2
T3 V3
rc
T2 V2
where rc is called the cutoff ratio, defined as V3 /V2, and is a measure of the
duration of the heat addition at constant pressure.
Since the fuel is injected directly into the cylinder, the cutoff ratio can be
related to the number of degrees that the crank rotated during the fuel
injection into the cylinder.
PV PV
4 4
1 1 where V4 V1
T4 T1
What is T4/T1 ?
T4 P4
T1 P1
Recall processes 1-2 and 3-4 are isentropic, so
PV PV
1 1
k
2 2
k
and PV PV4 4
k
3 3
k
Since V4 = V1 and P3 = P2, we divide the second equation by the first equation and
obtain
DIESEL CYCLE
Therefore, The Thermal Efficiency is
1 T1 ( T4 / T1 1)
th , Diesel 1
k T2 ( T3 / T2 1)
1 T1 r 1 k
Diesel
1 k 1
1 1 rck 1
1
c
k T2 ( rc 1) const cV r k rc 1
1 rck 1
1
r k 1 k ( rc 1)
Note the term in the square bracket is always larger than unity so for the
same compression ratio, r, the Diesel cycle has a lower thermal efficiency
than the Otto cycle
k 1 Qin 1
rc 1 k 1 Typical CI Engines
k P1V1 r 15 < r < 20
as Qin 0, rc=v3/v21
The cut-off ratio is not a natural choice for the independent variable
more suitable parameter is the heat input, the two are related by:
DESEL CYCLE
We can write the mep formula for the diesel cycle like that for the
Otto cycle in terms of the η, Q’, γ, cv and T1:
mep Q 1
p1 cvT1 1
1 r 1
mep
rp r
rc 1 r
rp 1 r rp c 1
r
p1 r 1 1
the expression for mep/p3
mep mep p1
p3 p1 p3
DUAL CYCLE
We can write an expression for rp the pressure ratio in
terms of the peak pressure which is a known quantity:
p3 1
rp
p1 r
We can obtain an expression for rc in terms of Q’ and rp
and other known quantities as follows:
1 Q 1
rc 1
cvT1r 1 rp
DUAL CYCLE
We can also obtain an expression for rp in terms of Q’ and rc and
other known quantities as follows:
Q
c T r 1 1
rp v 1
1 rc
Compression Otto, Diesel & Dual Cycles
The important variable factors which are used as the basis for comparison of the
cycles are
compression ratio,
peak pressure,
heat addition,
heat rejection and
the net work
a comparison of these three cycles is made for the
same compression ratio,
same heat addition,
constant maximum pressure and temperature,
same heat rejection and net work output
Compression Otto, Diesel & Dual Cycles
Equal areas
Diesel o rk
t t oowrk
sOelw
Die
Otto heat
Diesel input
heat input
Otto clearly has higher th - every Carnot strip has same TL for both cycles, but every Otto strip
heat supplied in the Otto cycle is more than that of the Diesel cycle.
Hence, it is evident that, the efficiency of the Otto cycle is greater
Compression Otto, Diesel & Dual Cycles
Diesel Otto
Compression Otto, Diesel & Dual Cycles
Diesel Otto
the heat rejection for Otto cycle is more than the heat rejected in
Diesel cycle, Hence Diesel cycle is more efficient than Otto cycle
Compression Otto, Diesel & Dual Cycles
1
1
T1 rp T1 rp 1
1 1
T
1 p r T1 pr 1
ATKINSON CYCLE
Atkinson cycle is an ideal cycle for Otto engine
exhausting to a gas turbine.
In this cycle the isentropic expansion (3-4) of an Otto
cycle (1234) is further allowed to proceed to the lowest
cycle pressure so as to increase the work output. With
this modification the cycle is known as Atkinson cycle.
Q Qout mCV (T3 T2 ) mC p (T4 ' T1 )
Lenoir in
Qin mCV (T3 T2 )
T T
1 4' 1
T3 T2 e=Expansion ratio=V4’/V3
er
1
e r
ATKINSON CYCLE
Blowdown
Displacement
TC BC
The Miller Cycle
Introduced by Ralph Miller in the 1940s
It is a modified Otto Cycle that improves fuel efficiency by
10%-20%.
It relies on a supercharger/turbocharger, and takes advantage
of the supercharger’s greater efficiency at low compression
levels.
This is applicable for the late closing cycle
Examples
A gas engine operating on the ideal Otto cycle has a
compression ratio of 6:1. The pressure and
temperature at the commencement of compression
are 1 bar and 27 oC. The heat added during the
constant volume combustion processes is 1170 kJ/
kg. Determine the peak pressure and temperature,
work out put per kg of air and air standard efficiency.
Assume Cv=0.717 kJ/kg K and γ=1.4 for air
Solution
Given Data
Operating Cycle
Otto Cycle
Compression Ratio
6:1
At Point ‘1’
P1=1 bar, T1=27oC Required Values
Heat added • Peak Pressure (p3)
• Peak Temperature (T3)
Q2-3=1170 kJ/kg
• work out put per kg of air
• Efficiency
Solution
Consider pro 1-2
Solution
Consider the Pro 2-3
For Unit mass flow
q s q 23 C v T3 T2 1170 kJ
kg
q 1170
T3 T2 23 1631.8
CV 0.717
T3 1631.6 615 2246.8 K 1973.8 oC
P3 T3 2246.8
3.65
P2 T2 615
P3 3.65 12.3 10 5 44.8 10 5 N 2 44.8 bar
m
Solution
Work output
= Area of the p-v diagram
=Area under (3-4) – Area under (2-1)
P V P4V4 P2V2 P1V1 RT3 RT4 RT2 RT1
3 3
1 1 1 1
R
T3 T4 T2 T1
1
R C P CV 1.004 0.717 0.287 kJ
kg K
1
T3 V3
r 1 6 0.4 2.048
T4 V4
T 2246.8
T4 3 1097.1 K
2.048 2 .048
Solution
Work output/kg
Efficiency
Example-2
Determine the ideal efficiency of the diesel engine having
a cylinder with bore 250 mm, stroke 375 mm and a
clearance volume of 1500 cc, with fuel cut-off occurring at
5 % of the the stroke. Assume γ=1.4 for air
Given Data
Bore Dia b=250 mm
Stroke length s=375 mm
Clearance Volume Vc=1500 cc
Cut-off (V3-V2)= 0.05 (Vs)
Solution
To determine Compression ratio
2 2
Vs b S 25 37.5 18407.8 cc
4 4
Vs 18407.8
r 1 1 13.27
Vc 1500
To determine Cut-off ratio
Solution
To determine efficiency
Thermodynamic
Analysis of IC Engine
THE END
QUESTIONS?