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Internal Combustion Engines

Cycle Analysis (L03)

Dr. Fengjun Yan

Office:ITB-161
Email: yanfeng@mcmaster.ca

January 16, 2017

 Cycle

Actual Cycle:

Variable Composition (combustion) with Gas

Mixtures (CO2, H2O, N2)

Ideal Cycle :

• Simplified and more manageable

• Determines important design parameters
• Reasonable accuracy, particularly w.r.t. sensitivity to design
parameters
 Cycle

Assumptions:

• Working Fluid is air

• Mass is constant (actually variation 7%)
• Closed Cycle
• Recirculated Air
• Heat Exchangers for heat rejection and addition
• No Internal Combustion
• Ideal Processes
•Heat addition is at constant volume (SI) or constant pressure (CI)
•Exhaust blowdown at constant volume
• All processes are reversible
 Cycle

Ideal Process:

• Constant pressure exhaust at 1 atms.

• Normally aspirated cycles have constant pressure intake at 1 atms
• Turbo/Supercharged cycles have constant pressure > 1 atms.
• Compression and Expansion are adiabatic isentropic with contant
specific heats
 Ideal Cycle Analysis Principles

Ideal gas law:

pV  mRT

dh  c p dT

du  cv dT
 Ideal Cycle Analysis Principles

Isentropic compression and expansion:

pV  Const.
k

TV k 1  Const.
1 k  / k
Tp  Const.

k Heat capacity ratio

 Ideal Cycle Analysis Principles

Work in isentropic process:

W1,2 
 p2V2  p1V1  R T2  T1 

1 k 1 k
 Ideal Cycle Analysis

Otto cycle:

1-2: Compression
2-3: Constant Volume Heat Addition
3-4: Power Stroke (Expansion)
4-5: Constant Volume Heat Rejection
5-6: Exhaust
6-1: Intake
 Ideal Cycle Analysis

Otto cycle:

1-2: Isentropic Compression

2-3: Constant Volume Heat Addition
3-4: Isentropic Expansion
4-5: Constant Volume Heat Rejection
5-6: Exhaust at Ambient Pressure
6-1: Intake at 1 atms( higher than 1 atms if
super/turbo-charged)
 Ideal Cycle Analysis

Otto cycle efficiency :

k 1
 1 
t ,otto  1  
rc 
 Ideal Cycle Analysis

Diesel cycle:

1-2: Isentropic Compression

2-3: Constant Pressure Heat Addition
3-4: Isentropic Expansion
4-5: Constant Volume Heat Rejection
5-6: Exhaust at Ambient Pressure
6-1: Intake at 1 atms( higher than 1 atms if
super/turbo-charged)
 Ideal Cycle Analysis

Diesel cycle:

k 1
 1   1
k
t ,diesel  1  
rc  k   1

V3
 “cut-off ratio” or “load ratio”
V2
 Ideal Cycle Analysis

Limited pressure cycle:

1-2: Isentropic Compression

2-3: Constant Volume Heat Addition
3-4: Constant Pressure Heat Addition
4-5: Isentropic Expansion
5-6: Constant Volume Heat Rejection
6-7: Exhaust at Ambient Pressure
7-1: Intake at 1 atms( higher than 1 atms if
super/turbo-charged)
 Ideal Cycle Analysis

Limited pressure cycle:

k 1
 1   k  1
t ,lim  1  
rc    1  k    1

V4 p3
 
V3 p2
 Ideal Cycle Analysis

Efficiency Comparison:
k 1
 1 
t ,otto  1  
rc 
k 1
 1   k 1
t ,diesel  1  
rc  k   1

k 1
 1   k  1
t ,lim  1  
rc    1  k    1

t ,otto  t ,lim  t ,diesel for fixed compression ratio

 Ideal Cycle Analysis

Efficiency Comparison:
In SI engine, compression ratio is from 10 to 12
(limited due to engine knock)

In CI engine, compression ratio is higher than 14

(temperature and pressure required for self ignition of the fuel)

high compression ratio increases thermal and mechanical stresses

 Real Cycle Analysis

 Changing gas composition via combustion

 Changing mass for CI Cycle via fuel addition
 Properties differ from air
• fuel & combustion products
 Specific Heat Varies by up to 30%
• Large Temperature Variation (20C to 3600C)
 Combustion Requires Finite Time
• 30 to 60 Degrees of Crank Rotation
• More Compression Work
• Less Expansion Power Stroke Work
 Real Cycle Analysis

•Combustion time
•Heat transfer
•Exhaust blowdown
•Incomplete combustion and leakage

t ,act  0.85t ,otto