Lecture 6
Lecture 6
Lecture 6
Engine Cycles
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Engine Cycles
• Real engine mechanical cycles generate P-V diagrams, i.e.
“indicator” diagrams from which we can extract performance
information (indicated operating parameters).
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Actual SI Engine cycle
FUEL
A
I
R
Fuel/Air
Mixture
Ignition
Intake Compression
Stroke Stroke
Ignition
Combustion
Products
Power Exhaust
Stroke Stroke
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Objectives
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Ideal Thermodynamic Cycles
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Qin
Otto cycle (SI engine)
Air
TC
Pressure-Volume
BC
Expansion
Qin
Const volume
Process heat rejection
Process
Qin
Qout
Pressure-Volume Temperature-Entropy
processes 6-1 and 5-6 cancel each other thermodynamically and are not
needed in analyzing the cycle
First Law Analysis of Otto Cycle
1Æ2 Isentropic Compression
γ −1 AIR
T2 ⎛ V1 ⎞ γ −1
P2 T2 V1
= ⋅
= ⎜⎜ ⎟⎟ =r
T1 ⎝ V2 ⎠ P1 T1 V2
Q Win
(u 2 − u1 ) = −
m m where r is the compression ratio
pV
Win = m(u1 − u 2 ) = mcv (T1 − T2 ), m = 1 1 Work required for compression
RT1
P3 T3
= Heat added will appear as an increase in internal energy
P2 T2
3 Æ 4 Isentropic Expansion (work out)
Q Wout
(u4 − u3 ) = − AIR
m m
γ −1
T4 ⎛ V3 ⎞ 1
= ⎜⎜ ⎟⎟ = γ −1
P4 T4 V3
= ⋅
T3 ⎝ V4 ⎠ r P3 T3 V4
P4 P1
=
T4 T1
First Law Analysis Parameters
Net cycle work:
1
ηth = 1−
const cV r γ −1
imep Qin ⎛ r ⎞⎛ 1⎞
= ⎜ ⎟⎜ 1 − ⎟
P1 P1V1 ⎝ r − 1 ⎠⎝ r γ ⎠
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Factors Affecting Work per Cycle
The net cycle work of an engine can be increased by either:
Wcycle Qin ⎛ r ⎞
3’’ imep = = ⎜ ⎟ηth
P V1 − V2 V1 ⎝ r − 1 ⎠
3 (ii)
4’’
Qin 4
Wcycle
4’
2
(i)
1
1’
V2 V1
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Limitations
Typical SI
engines
9 < r < 11
• For r = 8 the efficiency is 56% which is twice the actual indicated value
(thermal losses, friction, gas exchange)
Examples
A four-cylinder 2.5L SI engine operates at WOT on a four-stroke air-
standard Otto cycle at 3000RPM. The engine has a compression
ratio of 8.6, a mechanical efficiency of 86% and a stroke-to-bore
ratio L/B = 1.025. Fuel is iso-octane with AF = 15, a heating value of
44,300kJ/kg, and combustion efficiency ηc.=100%. At the start of the
compression stroke, conditions in the cylinder combustion chamber
are 100kPa and 60°C. As a first approximation, it is assumed that
there is a 4% exhaust residual left over from the previous cycle. Do
a complete thermodynamic cycle analysis of this engine.
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Thermodynamic Cycles for CI engines
• In early CI engines the fuel was injected when the piston reached TDC
and thus combustion lasted well into the expansion stroke. This kept the
pressure at peak levels well past TDC
BC
3 Qin
Qout
• Equations for processes 1Æ2, 4Æ1 are the same as those presented
for the Otto cycle
• Intake and exhaust processes are also neglected in Diesel cycle
First Law Analysis of Diesel Cycle
1Æ2 Isentropic Compression
Q W AIR
(u2 − u1 ) = − in
m m
Win P2 T2 v1
= (u1 − u 2 ) = cv (T1 − T2 ) = ⋅
m P1 T1 v2
γ −1
T2 ⎛ v1 ⎞
= ⎜⎜ ⎟⎟ = r γ −1
T1 ⎝ v2 ⎠
( γ
1 ⎡ 1 β −1 ⎤
η Diesel = 1 − γ −1 ⎢ ⋅
)
⎥ Typical CI Engines
r ⎢⎣ γ (β − 1) ⎥⎦ 12 < r < 20
1
recall, ηOtto = 1 − γ −1
r Can you derive this?
Note the term in the square bracket is always larger than one so for the
same compression ratio, r, the Diesel cycle has a lower thermal efficiency
than the Otto cycle
η Diesel
(
= 1 − γ −1 ⎢ ⋅
γ
1 ⎡ 1 β −1 ⎤ ) β = 1+
γ − 1 ⎛ Qin ⎞ 1
⎜⎜ ⎟⎟ γ −1
⎥ as QinÆ 0, βÆ1
r ⎢⎣ γ (β − 1) ⎥⎦ γ ⎝ P1V1 ⎠ r
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Modern CI Engine Cycle and the
Thermodynamic Dual Cycle
The Dual Cycle is more representative of the actual cycle behaviour
(particularly the Diesel cycle or any other that requires significant time for
heat addition) as in real systems energy addition occurs over a finite time
and therefore can not be at constant volume
Air
TC
BC
2.5 3 Qin
3
2 Qin
2.5
4
4 2
1
1 Qout
Qin
= (u 2.5 − u2 ) + ( h3 − h2.5 ) = cv (T2.5 − T2 ) + c p (T3 − T2.5 )
m
Dual Cycle
1Æ2 Isentropic Compression
γ −1 P2 T2 v1
Win T2 ⎛ v1 ⎞ γ −1 = ⋅
= (u1 − u 2 ) = cv (T1 − T2 ) = ⎜⎜ ⎟⎟ =r P1 T1 v2
m T1 ⎝ v2 ⎠
2Æ3 Heat addition
2-2.5: constant volume
2.5-3: constant pressure
Qin = m(u 2.5 − u 2 ) + m( h3 − h2.5 ) = mcv (T2.5 − T2 ) + mc p (T3 − T2.5 )
Wout T2.5 p3
= p3 (V3 − V2.5 ) =
m T2 p2
3 Æ 4 Isentropic Expansion
γ −1 γ −1
P4 T4 v3 T4 ⎛ v3 ⎞ ⎛β ⎞
Wout
= (u3 − u 4 ) = cv (T3 − T4 ) = ⋅ = ⎜⎜ ⎟⎟ =⎜ ⎟
m P3 T3 v4 T3 ⎝ v4 ⎠ ⎝r⎠
4 Æ 1 Constant Volume Heat Removal
P4 P1
Qout
= (u1 − u 4 ) = cv (T1 − T4 ) =
m T4 T1
Thermal Efficiency for Dual Cycle
Qout m u4 − u1
η Dual = 1 − = 1−
cycle Qin m (u2.5 − u2 ) + (h3 − h2.5 )
1 ⎡ αβ γ − 1 ⎤
η Dual = 1 − γ −1 ⎢ ⎥
cycle r ⎢⎣ (α − 1) + αγ (β − 1) ⎥⎦
v3 P3
where β = and α =
v2.5 P2
Note, the Otto cycle (β=1) and the Diesel cycle (α=1) are special cases:
ηOtto = 1 −
1
η Diesel = 1 − γ −1 ⎢ ⋅
(
γ
1 ⎡ 1 β −1 ⎤ )
⎥
r γ −1 const cV r ⎣⎢ γ (β − 1) ⎦⎥
Examples
A small truck has a four-cylinder, four-liter CI engine that operates
on the air-standard Dual cycle using light diesel fuel at an air-fuel
ratio of 18. The compression ratio of this engine is 16 and the
cylinder bore diameter is 10.0cm. At the start of the compression
stroke, conditions in the cylinders are 60°C and 100kPa with a 2%
exhaust residual. It can be assumed that half of the heat input from
combustion is added at constant volume and half at constant
pressure. Calculate:
a) Temperature and pressure at each state of the cycle
b) Indicated thermal efficiency
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The use of the Dual cycle requires information about either:
i) the fractions of constant volume and constant pressure heat addition
(common assumption is to equally split the heat addition), or
ii) maximum pressure P3.
γ − 1 ⎡⎛ Qin ⎞ 1 α − 1⎤ 1 P3
β = 1− ⎢⎜⎜ ⎟⎟ γ −1 − ⎥ α=
αγ ⎣⎝ P1V1 ⎠ r γ −1 ⎦ r γ P1
For the same inlet conditions P1, V1 and the same compression ratio:
ηOtto > η Dual > η Diesel
For the same inlet conditions P1, V1 and the same peak pressure P3
(actual design limitation in engines):
η Diesel > η Dual > ηotto
For the same inlet conditions P1, V1 For the same inlet conditions P1, V1
and the same compression ratio: and the same peak pressure P3:
Pmax
Pressure, P
“x” →“2.5”
Pressure, P
Qout
ηth = 1 − Po
Qin
1
∫
Po
Tds Specific Volume
Specific Volume = 1− 4
3
∫ Tds
2 Tmax
tto
O al
Du
sel el
Temperature, T
Die Dies
Temperature, T
al
Du
to
Ot
Entropy Entropy
For the same inlet conditions P1, V1 and the same compression ratio:
ηOtto > η Dual > η Diesel
For the same inlet conditions P1, V1 and the same peak pressure P3
(actual design limitation in engines):
η Diesel > η Dual > ηotto