Lecture No.

14

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Ch. 3: Fuel-Air Cycles and their
Analysis

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Introduction Fuel-Air Cycle
 The basic problem in the air-cycle analysis is that it
is based on highly simplified assumptions.
 The results obtained from such analysis are much
greater than the actual performance.
 For example: an engine with CR=7 has a thermal
efficiency (based on air cycle analysis) equals to
54% while the actual value does not exceed 30%.

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Introduction Fuel-Air Cycle
This is mainly due to the following reasons:
 Instantaneous burning of the fuel in F-A Cycle, which is NOT possible in
actual cycle. No burning in A-S cycle.
 Non-instantaneous operation of the valves in F-A Cycle and actual cycle,
while instantaneous in A-S cycle.
 Incomplete combustion of the fuel in F-A Cycle and actual cycle. No
combustion in A-S cycle.
 Assuming constant specific heat of the working fluid in A-S Cycle which
will NOT possible in F-A Cycle and Actual cycle.
 Assuming the working fluid to be only air in A-S cycle, such cycle is
impossible in real practice.

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Otto Cycle (Air Standard
Cycle)

 A German scientist, A. Nicolaus Otto in 1876 proposed an

ideal air-standard cycle with constant volume heat addition,
which formed the basis for the practical spark-ignition
engines (petrol and gas engines).
pV   const.
dQ  0

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Lecture No. 15

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 Introduction Fuel-Air Cycle
The Fuel-Air cycle takes into account the following:
 Effect of Fuel-Air ratio alongwith compression ratio on thermal efficiency and it is
observed that actual efficiency of engine is about 85% of the estimated fuel-air cycle
efficiency. (Note: Only compression ratio is taken into account to predict the thermal
efficiency in air-standard cycle since working medium is assumed to be ONLY air)
 The actual composition of the cylinder gases (air + fuel + water vapor + residual
gases).
 The variation of the specific heat of these gases with temperature.
 The dissociation (disintegration of combustion products at high temperature).
 The variations in the number of molecules present in the cylinder after the combustion based
on fuel-air ratio, pressure and temperature after combustion.

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Introduction Fuel-Air Cycle
 The fuel-air cycle analysis are based on the following
assumptions:
 No chemical change in either fuel or air before combustion.[6]
 The processes are frictionless [9] and adiabatic [7]
 Fuel is completely vaporized and perfectly mixed with the air
(for SI and CI engines). [6]
 Combustion process is instantaneous at top dead centre
(at constant volume. For SI engines only). [6], [8]

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Composition of Cylinder Gases

 The air-fuel ratio changes during the engine operation.

 It affects the composition of the gases after combustion i.e
it affects the % of carbon dioxide, carbon monoxide. Water
vapour etc in the exhaust gases.
 Fuel-air cycle analysis takes into account the amount of
exhaust gases left in the combustion chamber which varies
with speed and load on the engine.
 This analysis can be done by computer simulation rather
than through manual calculations.
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Dissociation

 Dissociation is defined as the disintegration of burnt gases

at high temperatures.
 During dissociation the heat is absorbed whereas during
combustion the heat is liberated.
 In IC Engine, dissociation of CO2 into CO and O2 occurs,

whereas there is very little dissociation of H2O.

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Dissociation

 The dissociation mainly is of CO2 into CO and O2. This

process commences at about 1000oC.

 Similarly, the dissociation of H2O occurs at temperature

above 1300oC,

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Lecture No. 16

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Dissociation

Effect of Dissociation on Exhaust Gas Temperature

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Chemically Correct mixture: Points 1 and 4
Point 1: Without dissociation. Highest temperature since
complete combustion of fuel is there. CO2 but no CO
production since complete combustion is there without
dissociation.

Point 4: With dissociation so temperature is less than point

1. Temperature is less than point 5 since less fuel is
completely combusted at point 4. Both CO2, CO will be
produced at point 4 since there is dissociation.

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Rich mixture: Points 2 and 5
Point 2: Without dissociation. Temperature at 2 is less than point 1 due to incomplete combustion
although rich mixture is there. CO2 production will be there but CO production will also be
there due to incomplete combustion.

Point 5: With dissociation at point 5 temperature is less than point 2. Temperature is more than
point 4 due to excess fuel is combusted at point 5 and for this excess fuel required excess
oxygen (O2) is required which is generated due to dissociation at point 5. Both CO2, CO will
be produced since there is dissociation.

Lean mixture: Points 3 and 7

Point 3: Without dissociation. Temperature at 3 is less than point 1 due to less fuel is completely
combusted at point 3. CO2 is produced but no CO production since complete combustion is
there without dissociation.

Point 7: With dissociation so temperature is less than point 3. Temperature is less than point 4
since less fuel is completely combusted at point 7 than 4. Both CO2, CO will be produced
since there is dissociation.

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Lecture No. 17

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Dissociation

Dissociation effects are NOT so

pronounced in a CI engine because
peak gas temperature attained is less
compared to SI engine. This is mainly
due to
(i)Presence of heterogeneous mixture
(ii)Excess air used to ensure the
complete combustion
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Dissociation

Effect of Dissociation on shown on p-V Diagram of SI Engine

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Dissociation

Effect of Dissociation on Power

(4 Strokes SI Engine operating at constant Speed)
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Variable Specific Heats
 Specific Heat is defined as the amount of heat required to
raise the temperature of unit mass by 1 degree.
 Generally, all gases, except monatomic gases, show an
increase in specific heat at high temperatures as shown
below.

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 Variable Specific Heats
 This increase, however, does not follow any particular law. However over the
temperature range generally encountered for gases in heat engines (300 K to
1500 K) the specific heat curve is nearly straight line.
 It can be divided into two main regimes :
 For 300 K < T <1500 K
Cp = a1 + k1T C v = b1 + k 1T
 For T >1500 K, increases more rapidly
Cp = a1 + k1T + k2T2 C v = b 1 + k 1T + k 2T2

 CP at 300 K = 1.005 and at 2000 K = 1.345 kJ/kg-K

 Cv at 300 K = 0.717 and at 2000 K = 1.057 kJ/kg-K
 With increase in temperature, ratio of sp. heat decreases.

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Variable Specific Heats

 Losses due to variation of specific heat.

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Effect Fuel-Air Ratio on
Indicated Thermal Efficiency

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Fuel-Air Ratio: Maximum T,
P

Effect of Equivalence ratio Effect of Equivalence ratio

on T3 and P3 on exhaust gas temperature
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Lecture No. 18

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Solve

Q. 1
MEP at a given compression ratio is maximum when the
air-fuel ratio is
(a)Higher than stoichiometric
(b)Lower than stoichiometric

Q.2
Solve All Multiple Choice Questions of Chapter 3, 4th Ed,
Ganesan.

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Q. 1
A petrol engine of compression ratio 6 uses a fuel of
calorific value 44000 kJ/kg. The air fuel ratio is 15:1.
The temperature and pressure of the charge at the
end of the suction stroke are 60 deg Cel and 1 bar,
respectively. Determine the maximum pressure in the
cylinder if the index of compression is 1.32 and the
specific heat at constant volume is expressed by the
relation, Cv = 0.71 + 20 x 10^-5 T kJ/kgK where T is
the temperature in K. Compare this value with that of
constant specific heat Cv = 0.71 kJ/kgK and hence
take index of compression as 1.41.

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Q.1 Solution

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Q.1 Solution Continues

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BITS Pilani, K K Birla Goa Campus
Lecture No. 19

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Q.3.4 (Exercise Unsolved
Problem 4th Ed. Ganesan)
An engine working on the Otto cycle, uses hexane
(C6H14) as fuel. The engine works on chemically
correct air fuel ratio and the compression ratio is 8.
Pressure and temperature at the beginning of
compression are 1 bar and 77 deg Cel, respectively.
If the calorific value of the fuel is 43000 kJ/kg and
Cv = 0.7171 kJ/kgK, find the maximum temperature
and pressure of the cycle with and without
considering the effects of number of moles. Assume
the compression follows the law P*V^1.3 = C.

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Q.3.4 Solution

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BITS Pilani, K K Birla Goa Campus
Solve

Solved Problems: 3.3, 3.6

PREPARE UPTO THIS SLIDE FOR

MID SEMESTER EXAMINATION

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BITS Pilani, K K Birla Goa Campus
Q.3.3 (Exercise Unsolved
Problem 4th Ed. Ganesan)
The air-Fuel ratio of a diesel engine is 31:1. If
the compression ratio is 15:1 and
temperature at the end of compression is
1000 K, find at what percentage of stroke is
the combustion complete if the combustion
begins at TDC and continuous at constant
pressure. Calorific value of the fuel is 40000
kJ/kg. Assume the variable specific heat, Cp
= a+bT, where a = 1 and b = 0.28 x 10^-4.

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Q.3.3 Solution

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BITS Pilani, K K Birla Goa Campus
Q.3.6 (Exercise Unsolved
Problem 4th Ed. Ganesan)
It is estimated that for air operating in
a given Otto engine, the ratio of
specific heats decreases by 2%
from its original value of 1.4. Find
the change in efficiency. The
pressure at the end of compression
is 18 bar. Assume compression ratio
remains constant.

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Q.3.6 Solution

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Assignment (4th Ed.
Ganesan Textbook)
Unsolved Exercise Problems: 3.1, 3.2

Solved Problems: 3.1, 3.3, 3.4, 3.6

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