EMM4209: INTERNAL COMBUSTION ENGINE

Abdul Aziz Hairuddin

Department of Mechanical and Manufacturing Engineering,
Faculty of Engineering,
Universiti Putra Malaysia
Office: 03-89466331
Room: L5-21

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• Chapter 1 : Introduction on Internal Combustion Engine
• Chapter 2 : Engine Cycles
• Chapter 3 : Fuel and Thermochemical Properties
• Chapter 4 : Induction System
• Chapter 5 : Combustion in Engine
• Chapter 6 : Heat Transfer in Engine
• Chapter 7 : Cooling System
• Chapter 8 : Engine Friction
• Chapter 9 : Lubrication
• Chapter 10 : Exhaust Flow, Emission and Pollution
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 Contents:
Week 3 and 4
1. Air-standard cycles and analysis
2. Otto, diesel and dual cycle
3. Comparison between Otto, Diesel and dual cycle
Engine Cycles

4. Actual fuel-air engine cycle

5. Standard cycles
6. Engine parameter effect

Assessment Type:
C4, C5 – Test / Final Exam / Laboratory
A4 – Practice Question / Quiz
CTPS – Test / Final Exam / Laboratory
P5 - Laboratory
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 Internal view of an
internal
combustion
engine

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 1 Constant Volume Heat Addition
• Often referred to as the Otto cycle

• Considered the idealized case of an ICE.

• Rapid combustion: the piston does not move during the

combustion process

• The combustion assumes to occur at constant volume

• Also called a spark ignition (SI) engine

• The working fluid considered as an IDEAL gas.

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Some considerations:
• Ideal cycles: resembles the actual cycles,
but totally internally reversible.
• Reversible cycles such as Carnot cycle have
the highest thermal efficiency.
1. Friction is neglected: no pressure drop
when the mixture flows through pipes

2. Quasi-equilibrium for all expansion and

compression processes.
Thermal efficiency
3. Heat transfer through pipes or bodies is of heat engines:
neglected. The system is assumed to be
well insulated.

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 Ideal cycle for spark ignition (SI) engines.

Four-stroke
cycle
1 cycle = 4
stroke = 2
revolution

Two-stroke
cycle
1 cycle = 2
stroke = 1
revolution

Reference: Yunus, A.C. & Michael, A.B., 2015, Thermodynamics an Engineering Approach, 8 th
Edition in SI units, McGraw Hill Education, New York

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 Reference: Yunus, A.C. & Michael, A.B., 2015,
Thermodynamics an Engineering Approach, 8th
Edition in SI units, McGraw Hill Education, New York

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5/4/2020 Abdul Aziz Hairuddin 9
 1 to 2 isentropic compression
2 to 3 constant volume heat addition
3 to 4 isentropic expansion
4 to 1 constant volume heat rejection
𝑉1
𝑟= Compression ratio
𝑉2

𝑃2 𝑇2
= 𝑟𝛾 = 𝑟 𝛾−1 Compression stroke
𝑃1 𝑇1
𝑃3 𝑇3 Constant
𝑄𝑖𝑛 = 𝑚𝑐𝑣 𝑇3 − 𝑇2 = volume heat
𝑃2 𝑇2
addition
𝛾 𝛾−1
𝑃4 1 𝑇4 1
= = Expansion stroke
𝑃3 𝑟 𝑇3 𝑟
The Otto cycle (Ferguson, 2016)
𝑄𝑜𝑢𝑡 = 𝑚𝑐𝑣 𝑇4 − 𝑇1 Heat rejection
𝑊𝑜𝑢𝑡 𝑄𝑜𝑢𝑡
𝜂= = 1− Thermal efficiency
𝑄𝑖𝑛 𝑄𝑖𝑛
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 1 to 2 isentropic compression
𝑉1 Compression
𝑟= 𝛾
𝑃2
𝑉2 ratio 𝑃2 𝑉1
= = 𝑟𝛾
𝑃1 𝑉2 𝑃1
𝛾−1 𝑇2
𝑇2 𝑉1 = 𝑟 𝛾−1
= 𝑇1
𝑇1 𝑉2

𝑞1−2 = 0 𝑃2 𝑣2 − 𝑃1 𝑣1
𝑤1−2 = = 𝑐𝑣 𝑇1 − 𝑇2
1−𝑘

2 to 3 constant volume heat addition

𝑃3 𝑇3 𝑇3 = 𝑇𝑚𝑎𝑥
=
𝑃2 𝑇2 𝑃3 = 𝑃𝑚𝑎𝑥

𝑄𝑖𝑛 = 𝑚𝑓 𝑄𝐻𝑉 𝜂𝑐 = 𝑚𝑚 𝑐𝑣 𝑇3 − 𝑇2
𝑄𝐻𝑉 𝜂𝑐 = 𝐴𝐹 + 1 𝑐𝑣 𝑇3 − 𝑇2

𝑤2−3 = 0
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 3 to 4 isentropic expansion
𝑉1 Compression
𝑟= 𝛾 𝛾
𝑉2 ratio 𝑃4 𝑉3 𝑃4 1
= =
𝑃3 𝑉4 𝑃3 𝑟
𝛾−1 𝛾−1
𝑇4 𝑉3 𝑇4 1
= =
𝑇3 𝑉4 𝑇3 𝑟

𝑞3−4 = 0 𝑃4 𝑣4 − 𝑃3 𝑣3
𝑤3−4 = = 𝑐𝑣 𝑇4 − 𝑇3
1−𝑘

4 to 1 constant volume heat rejection

𝑄𝑜𝑢𝑡 = 𝑚𝑐𝑣 𝑇4 − 𝑇1 𝑤4−1 = 0

Thermal Efficiency
𝑊𝑜𝑢𝑡 𝑄𝑜𝑢𝑡 𝑇4 − 𝑇1
𝜂= =1− 𝜂 =1−
𝑄𝑖𝑛 𝑄𝑖𝑛 𝑇3 − 𝑇2
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 In SI engines, the
compression
ratio is limited by
autoignition or
engine knock.

Reference: Yunus, A.C. & Michael, A.B., 2015, Thermodynamics an Engineering Approach, 8 th Edition
in SI units, McGraw Hill Education, New York

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 Two-stroke Engines
• The two-stroke engines are generally less efficient
• but they are relatively simple and inexpensive
• they have high power-to-weight ratios.

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 Process 6-1: Constant
pressure intake at Po

P1 = P6 = Po
6−1 = Po (1 − 6 )

Process 5 – 6: constant-
pressure exhaust
P5 = P6 = Po
5−6 = Po (6 − 5 ) = Po (6 − 1 )

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• Thermal efficiency of Otto cycle:
wnet  qout 
(t )OTTO = = 1 −  

qin  qin 
 cv (T4 − T1 ) 
= 1−  
(
 v 3 2 
c T − T )
 (T4 − T1 ) 
= 1−  
( −
 3 2 
T T )
– Only one cycle temperature need to be known to
determine thermal efficiency.
– Simplified using ideal gas, so
k −1 k −1
T2  1   4  T3 1 = 4 and 2 = 3
=   =   =
T1   2   3  T4
rearrangin g temperatu re terms,
T4 T3
= , thermal efficiency can rearranged to
T1 T2
T2  (T4 / T1 ) − 1 
( t )OTTO = 1 −   = 1 −
T1
or
T1  (T3 / T2 ) − 1  T2
 
  k −1
   1 
( t )OTTO 1 INDICATED THERMAL
= 1− = 1 −  
     (rc ) 
k −1 EFFICIENCY
   
1
 2 
Problem 2.1
 2 Constant Pressure Heat Addition
• Referred to as Diesel cycle: developed by Rudolph diesel (1897)

• Energy is added at constant pressure

• Also called compression ignition engine

• The actual diesel engines do not have a constant pressure

combustion process

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• In diesel engines, only air is compressed during
the compression stroke, eliminating the
possibility of autoignition (engine knock).
• Therefore, it can operates at much higher
compression ratios, typically between 12 and 24.

1-2 isentropic
compression
2-3 constant-
pressure heat
addition
3-4 isentropic
expansion
4-1 constant-
volume heat
rejection.

Reference: Yunus, A.C. & Michael, A.B., 2015, Thermodynamics an Engineering Approach, 8th Edition
in SI units, McGraw Hill Education, New York
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 𝑄𝑜𝑢𝑡 = 𝑚𝑐𝑝 𝑇3 − 𝑇2 Heat addition
𝛾 𝛾−1
𝑃4 𝛽 𝑇4 𝛽
= = Expansion stroke
𝑃3 𝑟 𝑇3 𝑟

𝛽 is cutoff ratio, or a measure of the

combustion duration:
𝑉3 𝑇3
𝛽= =
𝑉2 𝑇2

Indicated efficiency
1 𝛽𝛾 − 1
𝜂 =1−
𝑟 𝛾−1 𝛾 𝛽−1
1 to 2 isentropic compression
2 to 3 constant pressure heat addition
3 to 4 isentropic expansion
4 to 1 constant volume heat rejection
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 1 to 2 isentropic compression
𝛾
𝑃2 𝑉1 𝑃2
= = 𝑟𝛾
𝑃1 𝑉2 𝑃1
𝛾−1 𝑇2
𝑇2 𝑉1 = 𝑟 𝛾−1
= 𝑇1
𝑇1 𝑉2

𝑞1−2 = 0 𝑃2 𝑣2 − 𝑃1 𝑣1
𝑤1−2 = = 𝑐𝑣 𝑇1 − 𝑇2
1−𝑘

2 to 3 constant pressure heat addition

𝑉3 𝑇3 𝑇3 = 𝑇𝑚𝑎𝑥
𝛽 is cutoff ratio: 𝛽= =
𝑉2 𝑇2

𝑄𝑖𝑛 = 𝑚𝑓 𝑄𝐻𝑉 𝜂𝑐 = 𝑚𝑚 𝑐𝑝 𝑇3 − 𝑇2
𝑄𝐻𝑉 𝜂𝑐 = 𝐴𝐹 + 1 𝑐𝑝 𝑇3 − 𝑇2

𝑤2−3 = 𝑃2 𝑣3 − 𝑣2
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 3 to 4 isentropic expansion
𝛾 𝛾
𝑃4 𝑉3 𝑃4 𝛽
= =
𝑃3 𝑉4 𝑃3 𝑟
𝛾−1 𝛾−1
𝑇4 𝑉3 𝑇4 𝛽
= =
𝑇3 𝑉4 𝑇3 𝑟
𝑞3−4 = 0 𝑤3−4 = 𝑐𝑣 𝑇4 − 𝑇3

4 to 1 constant volume heat rejection

𝑄𝑜𝑢𝑡 = 𝑚𝑐𝑣 𝑇4 − 𝑇1

Thermal Efficiency
1 𝛽𝛾 − 1
𝜂 =1−
𝑟 𝛾−1 𝛾 𝛽−1

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 Process 6 – 1: Constant pressure intake
of air

2 3
P1 = P6 = Po
6−1 = Po (1 − 6 )
4
6 Process 5 – 6: constant-pressure

5 1 P5 = P6 = Po
5−6 = Po (6 − 5 ) = Po (6 − 1 )

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• Thermal efficiency of diesel cycle:
wnet  qout 
(t )DIESEL = = 1 −  

qin  qin 
 cv (T4 − T1 ) 
= 1−  
 c p (T3 − T2 ) 
 (T4 − T1 ) 
= 1−  
(
 3 2 
k T − T )
rearrangement can be shown equal to
 ( k − 1) 
k −1
1
(t )DIESEL = 1 −    
 rc   k ( − 1) 
– Main differences between Diesel and Gasoline engine:
• A gasoline engine intakes a mixture of gas and air,
compresses it and ignites the mixture with a spark.
• A diesel engine takes in just air, compresses it and then
injects fuel into the compressed air. The heat of the
compressed air ignites the fuel spontaneously
– Some diesel engines contain a glow plug when a diesel
engine is cold, the compression process may not raise
the air to a high enough temperature to ignite the fuel.
– The glow plug is an electrically heated wire (think of
the hot wires you see in a toaster) that helps ignite the
fuel when the engine is cold so that the engine can
start.
 3 Limited Pressure Cycle
• Also known as dual cycle

• Can also be considered as modified

OTTO CYCLE with limited upper
pressure

• Dual because heat is added at constant

volume and the remaining heat is added
at constant pressure: modern
compression ignition engines
Heat addition:
𝑄𝑖𝑛 = 𝑚𝑐𝑣 𝑇2.5 − 𝑇2 + 𝑚𝑐𝑝 𝑇3 − 𝑇2.5

Indicated efficiency
1 𝛼𝛽 𝛾 − 1
𝜂 =1−
𝑟 𝛾−1 𝛼 − 1 + 𝛼𝛾 𝛽 − 1

𝑉3 𝑃3
𝛽= 𝛼=
𝑉2.5 𝑃2

𝛼: Pressure ratio
𝛽: Cutoff ratio
Problem 2.2
Problem 2.3
Problem 2.4
 Reference: Ferguson, C.R. and Kirkpatrick, A.T. (2016), Internal Combustion
Engines: Applied Thermosciences, 3rd Edition, Wiley

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