ME401

Ideal Models of Engine Cycles

 Introduction

 A model of a physical system (the engine in our case ) is a

system of equations formulated to express the laws (of process)
followed by the system which yields some aspects of the behavior
of the system.
 Usually models involve some assumptions and idealization.

 Typically, engine processes from intake through exhaust

can be analyzed using models (or ''modeled'') and an overall
engine cycle simulation can be built from these models.
 Even specific events like fuel injection, fuel evaporation,
ignition, heat transfer, etc can be modeled.
 Ideal Models of Engine processes
 In this chapter, we will consider the overall processes from
intake through exhaust (open cycle) or only compression and
expansion (closed cycle) and discuss the ideal processes that may
be used to describe them.
 Usually ideal engine cycle models are classified into :
 Constant – volume (combustion) cycle.
(also known as Otto cycle)
 Constant – pr (combustion) cycle.
(also known as Diesel cycle)
 Limited – Pr (combustion) cycle.
(also known as Dual cycle)
 Ideal Models of Engine processes
 To illustrate sequence of
processes, cylinder pr (p), and
cylinder volume (V) data from a
throttle four stroke cycle SI engine
are plotted as a p-V diagram
shown in Fig

 The cycle can be divided into

compression, combustion,
expansion and intake process
 .
Ideal Models of Engine processes
p p

6 ,5
6 1,5
v
v (b)
(a)
Constant. – volume combustion cycle Constant – pr combustion cycle
 Ideal Models of Engine processes

Limited – pr combustion cycle Throttled constant – volume combustion

cycle
Ideal Models of Engine processes

Super charged constant – volume combustion cycle

 Ideal Models of Engine processes

 Set of assumptions which simplify each of processes as

follows: Basic assumptions for ideal engine cycle models:
 Intake (6-7-1) and Exhaust (4-5-6) Process.
1. Adiabatic.
2. Valves open/ close at TDC/BDC.
3. No change in cylinder volume as pr difference
across open valves drop to zero.
4. Inlet and exhaust prs are constant.
5. Velocity effects negligible.
 Ideal Models of Engine processes
 Compression Process(1-2).
1. Adiabatic and reversible (isentropic).
 Combustion Process(2-3).
1. Adiabatic .
2. Complete combustion occurs at constant volume/pr.
3. Part at constant volume and part at constant pr (called
limited pr).
 Expansion Process(3-4).
1. Adiabatic and reversible (isentropic).
 Thermodynamic Relations for
Engine processes
 The overall engine operating parameters of greatest interest
which can be determined from a thermodynamic analysis of the
engine operating cycle are:
 The indicated fuel conversion efficiency ( ,i ):
WC,i
,i = -----------
mf QLHV
 The indicated mean effective pressure (imep):
WC,i mf QLHV  ,i
imep = ------- = --------------
Vd Vd
 Thermodynamic Relations for
Engine processes
 The indicated work (WC,i) per cycle, is the sum of the
compression stroke work and the expansion stroke work:
WC,i = WC + WE
 Compression Stroke:
VI / V2 = r c = Compression ratio
Since the process is adiabatic and reversible
s2 =s1

The compression work is

W = U ─ U = m (u ─u )
 Thermodynamic Relations for
Engine processes
 Combustion Process:
For the constant – volume cycle
V3 =V2 , u3 ─ u2=0

For the constant – pressure cycle

p3 =p2 h 3 ─ h2 = 0

For the limited – pressure cycle

v3a= v2 p3b= p3a

u ─ u =0 h ─h =0
 Thermodynamic Relations for
Engine processes
 Expansion Stroke:
For the constant – volume cycle
V4 / V3= rc , s 4 = s3

and the expansion work: WE = U3 ─ U4 = m(u3 ─ u4)

For the constant – pressure cycle

p3 =p2 , V4 / V2 = rc , s4 = s3

and the expansion work: WE = U3 ─ U4 + p2(V3 ─ V2)

= m [(u3 ─ u4) + p2 (v3 ─ v2)]
 Thermodynamic Relations for
Engine processes
 Expansion Stroke:
For the limited – pressure cycle

V4 / V3a = rc p3b =p3b ,, s4 = s3b

and the expansion work: WE = U3b ─ U4 + p3(V3b ─ V3a)

= m [(u3b ─ u4) + p3(v3b ─ v3a)]
= m [(h3b ─ h4) + p4v4 ─ p3v3b]
 Thermodynamic Relations for
Engine processes
The indicated fuel conversion efficiency:
For the constant volume process:
m [( u3– u4) – ( u2 – u1)]
,i = -------------------------------
mf QLHV
For the constant pr process:
m [ ( h3 – h4) – ( u2 – u1) + p4v4 – p2v2]
,i = ---------------------------------------------------
mf QLHV
 Thermodynamic Relations for
Engine processes
For the limited pr process:
m [ ( h3b – h4) – ( u2 – u1) + p4v4 – p2v2]
,i = ------------------------------------------------------
mf QLHV
 Blow down Process

 The state of the mixture at point 1 p4

in the cycle depends on the intake p1
h
mixture properties and the residual gas
4 pe
properties at the end of the exhaust T4 •
stroke. a
b• • c
 When the exhaust valve opens at
point 4, the cylinder pr is above the T5 •
exhaust manifold pr and a blow down 5
process occurs. In the ideal exhaust
process model , this blow down occurs s
with the piston stationary at BC. During Fig. h-s diagram of gas state during
this blow down process, the gas remains exhaust process.
inside the cylinder expands isentropic ally.
 Blow down Process
 The gases escaping from the cylinder
undergo an unrestrained expansion or p4
throttling process which is irreversible. h p1
4 pe
T4 •
a
 The gas remaining in the cylinder
b• • c
expands isentropic ally along the line 4-5.
The first element of gas which leaves the
T5 •
cylinder at point 4 enters the exhaust
5
manifold at state a on the pr = pe line.
An element that leaves the cylinder at an
s
intermediate state b on the expansion line
4-5 would enter the exhaust manifold at Fig. h-s diagram of gas state during
state c. exhaust process.
 Blow down Process
p4
 At the end of the blow down process
p1
the gas in the cylinder and the last gas to h
leave have the same state 5. There is, 4 pe
T4 •
therefore, a gradient in temp within the a
exhaust gas. The temp of the first element b• • c
exhausted, Ta, is slightly less than T4, the
temp of the last element exhausted is T5. T5 •
5
 A displacement of gas out of the
cylinder follows the blow down process as s
the piston moves from BC to TC. Fig. h-s diagram of gas state during
exhaust process.
 Blow down Process

If heat transfer and KE dissipation effects are neglected, no change in

thermodynamics state of the gas occurs. In this displacement process, the mass
of gas within the cylinder at the end of the blow down process is further
decreased by ratio V5 / V6.

The mass of the residual gas mr in the cylinder at point 6 in the cycle is obtained
by first determining the state of gas at the end of the blow down process
following an isentropic expansion from p4 to pe and then by reducing the
cylinder volume to the clearance volume V6. The residual mass fraction is given
by
mr v4/v5 v2
xr = = =
m rc v5
 Blow down Process
Let mr = mass of residual gas.
mi = mass of fresh air-fuel mixture.
m = Total mass.
xr = mr/m = residual mass fraction
Applying the first law of TD for an open system gives:
U6 – U4 = pe ( V4 – V6) – He

The average sp exhaust enthalpy is,

m4u4– m6u6 + peVd
he = --------------------------
m –m
 Blow down Process
In the four stroke engine cycle:
The work done by the cylinder gases on the piston during exhaust:
We = pe ( V2 – V1)
The work done by the cylinder gases on the piston during intake:
Wi = pi ( V1 – V2)
The net work to the piston over the exhaust and intake strokes,
the pumping work:
Wp = ( pi – pe)(V1 – V2)
 Blow down Process
Natural aspirated un-throttle engine:
pi = p e , so Wp =0
Natural aspirated throttle engine:
pe > pi , so Wp (–)

Super charged engine:

pi > pe, so Wp (+)

The pumping mean effective pr (pmep) is usually defined as a

positive quantity. Thus:
pmep = pe – pi pi < pe
 Blow down Process

The net and gross indicated mean effective pr are related by

imepn = imepg – ( pe – pi )

The net indicated fuel conversion efficiency:

pe – pi
,in = ,ig ( 1 – --------- )
imepg
Cycle Analysis with ideal gas working
fluid with cv and cp Constant
 Constant – Volume Cycle Analysis

p
Line Process

6-1 Const - Pr intake

1-2 Isentropic compression
Q in
2-3 Const - Volm combustion
3-4 Isentropic expansion
4-5 Const-Volm heat rejection
5-6 Const-Pr exhaust
Q out
,5
6 intake exhaust
v
 Constant – Volume Cycle Analysis

 The overall engine operating parameters can be

determined from a thermodynamic analysis of the engine
operating cycle are:
 The indicated fuel conversion efficiency. Indicated
work per cycle (gross) to the amount of fuel energy sup per cycle.

W c,i
,i = ............................................ (1)
mf . QLHV
Notice that W c,i is the sum of compression stroke work and
expansion stroke work.
 Constant – Volume Cycle Analysis

Since the compression process (12) is isentropic, there is no heat

transfer during this process.
From 1st Law for a closed system.
  Q – Wc = U 2 – U 1

  or, – Wc = U2 – U1
...................... (2)
 Wc = U1 – U2 = m cv ( T1 – T2)
 Constant – Volume Cycle Analysis
During combustion process (2 – 3), the energy release can be
assumed to be a heat transfer into the system (working fluid).
Qin – Wc = U3 – U2 [ Wc = 0 at constant volm process]

or, Qin = U3 – U 2

 Qin = m cv (T3 – T2)

For the isentropic expansion process (34), similar to the

compression process (1  2), the work transfer is given by
  WE = U3 – U4 = m cv ( T3 – T4) ............................... (3)
 Constant – Volume Cycle Analysis

Now total (gross) indicated work from the cycle is

  W c,i = Wc + WE

= m cv ( T1 – T2) + m cv ( T3 – T4) .................. (4)

The combustion energy release (Qin) equals mf QLHV if all the fuel is
burned completely and if the heating values at constant volume
and constant pr (of the fuel) are the same.
Then, Qin = m cv (T3 – T2) = mf QLHV ............................ (5)
 Constant – Volume Cycle Analysis

From eqn 1,2,3,4 and 5 the indicated fuel conversion efficiency is

found

Wc,i m cv( T1– T2) + m cv ( T3 – T4)

,i = = -----------------------------------------
Qin m cv (T3 – T2)

m cv [( T1 – T2) + ( T3 – T4)]
= -----------------------------------
m cv (T3 – T2)
T4 – T1
 Constant – Volume Cycle Analysis
Since 12 and 3  4 are isentropic processes between the same
volumes, V1 and V2, so for the reversible adiabatic processes 1  2
and 3  4, we can write,
where,  = cp/cv and V1/V2 = rc
c

and V4 = V1 & V3 = V2

∴ f,i
f,i
c

.................................. (6)
c
 Effect of compression ratio on indicated
fuel conversion efficiency

Compression ratio  indicated fuel conversion efficiency . High pr

waves in cylinder result Auto ignition and Knocking.
 Constant – Volume Cycle Analysis
 Indicated Mean Effective Pressure. The net work per unit
displacement volume of the piston.
W c,i ,I . mf .QLHV
imep = ------- = -----------------
Vd Vd

Note that the heating value at constant volume and constant pr

are the same for this working fluid. For convenience we wil define
mf .QLHV ,I . m.Q*
Q* = ------------  imep = --------------
m Vd

Q* is the sp internal energy (and enthalpy)

 Constant – Volume Cycle Analysis
It is useful to observe the ratio of imep to the initial pr P1 and to
the maxm pr P3 in the cycle. These ratios illustrate how effectively
the cylinder displaced volm has been used for a given intake pr P1
or an attained maxm pr P3.
Now
imep ,I . m .Q* V1
-------- = --------------  -------
P1 Vd m RT1

,I .Q* V1
= ------------  ----- ..................... (7)
 Constant – Volume Cycle Analysis

Again, V1 = VBDC = VC + Vd

V1 VC
or, ------ = 1 + ------ ...............................(8)
Vd Vd
(Vc + Vd)
We know, ----------- = rc
Vc
Vd
or, ---- = rc – 1
Vc
 Constant – Volume Cycle Analysis
Vc 1
or, ----- = ------- ...................................... (9)
Vd rc – 1

From eqn (2) and (3) we can write

V1 VC 1 rc
∴ ----- = 1 + ------ = 1 + ------- = -------- ..............
(10)
Vd Vd rc – 1 rc – 1

Since R = Cv ( ─ 1)
 Constant – Volume Cycle Analysis
R
Also, cv = --------  R = ( – 1) cv .................................... (11)
–1
From eqn 1, 4 and 5 we can write

imep  i .Q* V1
------- = ------------  -----
P1 RT1 Vd
Q* rc
= ,i . ---------------  --------
( – 1) cv T1 ( rc – 1)

Q* 1 rc
= ,i . --------  --------  -------
 Constant – Volume Cycle Analysis

∴ Indicated Mean Effective Pressure is

imep Q* 1 rc 1
------- = --------  --------  --------  1 – .(12)
------ )
P1 Cv T1 ( – 1) ( rc – 1) rc –1
The ratio p3/p1 can be determined from ideal gas law applied at
point 2 and 3, and the relation
T3 Q*
= 1+ ............................... (13)
T2 Cv T1 rc –1
 Constant – Volume Cycle Analysis

Similarly solving eqn 5, 12 and 13 we can write

imep 1 rc 1 – 1/rc –1
------- = -----------  --------  -----------------------
P3 ( – 1) rc ( rc – 1) Cv T1/ Q* + 1/rc –1
Remarks
 
(1) High values of both imep / P1 & imep /P3 are desirable.

(2) Maxm cycle pr (P3) affects the required engine structure (strength).
 
(3) Note : A high max cylinder pr is not always indicative of high imep;
what is important is the phasing of the P-V- Curve (or P- Curve).
 Constant – pr (combustion) cycle

Consider ‘m’ kg of working fluid. Since

the compression and expansion
processes are reversible adiabatic
processes, we can write,

Heat supplied = m Cp (T3  T2) = (h3  h2)

Heat rejected = m Cv(T4  T1) = (u4  u1) 6 ,5
Work done = m Cp (T3T2) ─ m Cv (T4 T1)
v
 Constant – pr (combustion) cycle

Now, we can write, thermal efficiency as,

 Constant – pr (combustion) cycle

∴
Constant – pr (combustion) cycle
 Constant – pr (combustion) cycle

For constant-pr combustion cycle:

P3 = P2 , h3 – h2 =0 , V4/ V2 = rc and s4=s3

The compression work:

Wcomp = U1 – U2 = m ( u1 – u2)

And the expansion work:

W exp = U3 – U4 + P2 ( V3 – V2)

= m [ ( u3 – u4) + p2(v3 – v2)]

=m[(h –h)+pv –pv]
 Constant – pr (combustion) cycle

The indicated work per cycle:

W c,i = Wcomp + Wexp

The indicated fuel conversion efficiency is

Wc,i Wcomp + W exp
,i = ------- = --------------------
Qin mf QLHV

m ( u1 – u2) + m [ ( h3 – h4) + p4v4 – p2v2]

= ------------------------------------------------------
mf QLHV
 Limited - pressure Cycle Analysis

 let us consider zero pumping

3b
work along with combustion at p 3a

constant volume followed by more
combustion at constant pr.
2

The compression work:

4
Wcomp = U1 – U2
= m cv (T1 – T2) 1

The expansion work: v

Wexp = W3a – 3b + W3b – 4
 Limited - pressure Cycle Analysis

Since process 3a – 3b occurs at constant pr

 W3a – 3b = P3 (V3b – V3a) = m R (T3b – T3a)

For the adiabatic process 3b – 4:

W3b-4 = m Cv (T3b – T4)

W exp = m R (T3b – T3a) + m Cv (T3b – T4)

= m Cv [( – 1) (T3b – T3a) + (T3b – T4)]

 Limited - pressure Cycle Analysis

Now the work done in the cycle,

W c,i = W comp + W exp.

∴ Wc,i = m Cv [(T1 – T2) + ( –1) (T3b – T3a) + (T3b – T4)]

For the combustion process (assuming ηc = 1)

Qin = Qin1 + Qin2 = mf .QLHV

For the 1st (constant – volm )combustion process:

Qin1 = m Cv (T3a – T2)
 Limited - pressure Cycle Analysis

For the 2nd (constant – pr) combustion process:

Qin2 – W3a-3b = m Cv (T3b – T3a)

Substituting
W3a – 3b = m R (T3b – T3a) in the above equation,

 Qin2 = m (Cv + R) (T3b – T3a)

or, Qin2 = m Cp (T3b – T3a)

 Q in = m [Cv (T3a – T2) + Cp (T3b – T3a)]

 Limited - pressure Cycle Analysis

The indicated fuel conversion efficiency:

Wc,i
 f,i =
Qin

m Cv [(T1 – T2) + ( –1) (T3b – T3a) + (T3b – T4)]  f,i

= ---------------------------------------------------------------
m [Cv (T3a – T2) + Cp (T3b – T3a)]

m Cv [(T1 – T2) + ( –1) (T3b – T3a) + (T3b – T4)]

= --------------------------------------------------------------
m Cv [(T3a – T2) +  (T3b – T3a)]
 Limited - pressure Cycle Analysis

The indicated fuel conversion efficiency:

[(T3b – T3a) + T1 – T2 –T3b + T3a + T3b – T4]

 f,i = --------------------------------------------------------------
[(T3a – T2) +  (T3b – T3a)]

[(T3a – T2) + (T3b – T3a) + (T1 – T4)]

= ------------------------------------------------
[(T3a – T2) +  (T3b – T3a)]

(T4 – T1)
= 1– ---------------------------------
 Limited - pressure Cycle Analysis

Therefore, the only step remaining is to find relationships between

all the above temps. It is, perhaps, easy to express all temps in
terms of T1.

From process 1-2,

T1V1-1= T2V2  -1

or, T2 = ( V1/V2)  -1.T1

 T2 = rc -1 .T1
 Limited - pressure Cycle Analysis

Now applying the ideal gas relationships at states 2 & 3a and

nothing that m and R are the same at both states, we have,
P3V3a P2 V2 P3
------- = --------  T3a = ---- . T2 [ V3a = V2 ]
T3a T2 P2

P3
let ------- =   T3a =  T2
P2

 T3a =  rc -1 .T1

 Limited - pressure Cycle Analysis

Now between the states 3a and 3b

 
P3V3b P3 V3a V3b
------- = --------  T3b = ---- . T3a
T3b T3a V3a

V3b
let ------- =   T3b =  T3a
V3a

 T3b =   rc -1 .T1

 Limited - pressure Cycle Analysis

Finally for the adiabatic expansion process 3b – 4,

T3b V3b  -1 = T4 V4  -1
  V3b V3a
T4 = T3b.(V3b/ V4)  -1 = T3b. [ ---- . ----- ]  -1
V3a V4

V3a 1 V3b
let ----- = ---- & ---- = 
V4 rc V3a

 T4 =   T1
  -1
T = ------ . T3b  T =   T
 Limited - pressure Cycle Analysis

Substituting the expressions for T2, T3a, T3b, & T4 in the expression
for η f,i and simplifying (eliminating T1) we get,

The indicated fuel conversion efficiency of limited pr cycle:

1   –1
η f,i = 1 – ----- [ ----------------------- ]
rc -1  ( – 1) +  – 1

The parameter  is also known as the pr ratio (P3/P2) during

constant volume ''heat addition''. The parameter  =V3b/V3a is
known as the cut off ratio or the load ratio .
 Limited - pressure Cycle Analysis

Remarks:
 It is obvious that the limited - pr cycle is the more general
cycle. It tends towards the constant volume cycle when 1 and
the constant-pr cycle when   1.

 From the general expression for ηf,i (limited-pr cycle),

setting  = 1, we get the efficiency for constant- pr cycle as :
1  –1
η f,i = 1 – ----- [ ------------ ]
rc -1  ( – 1)

Notice that η f,i for the constant-pr cycle depends on both rc and 
 Limited - pressure Cycle Analysis

 Since  always greater than 1 in the constant-pr cycle, its

efficiency is less than the efficiency of the constant-volm
combustion cycle for the same compression ratio.
 
 The expressions for imep/P1and imep/P3 are that were
previously derived in terms of η f,i are valid for both limited-pr and
constant-pr cycles; only, the appropriate expressions for η f,i have
to be substituted. 
 Limited - pressure Cycle Analysis

 Note:  is called load ratio because if the work output has

to be increased in a constant – pr cycle (at a fixed compression
ratio), then the “heat addition” process (and expansion process)
has to occur for a longer time. Therefore, if  increases, work
output (and hence, load) increases. Also note that if the
compression ratio is fixed, the peak pr of a constant-pr cycle
remains constant, irrespective of work output.

 At any given compression ratio, the constant-volm cycle

has the highest η f,i and the constant-pr cycle has the lowest ηf,I ;
the limited-pr cycle’s η f,i lies in between the two.
 
 Limited - pressure Cycle Analysis

 For a given maxm pr P3, the constant-pr cycle has the maxm η
f,i and the highest compression ratio (requirement) to attain that η

f,i.

 For a given compression ratio and for the same energy

released due to combustion, the highest value of imep/P3 is
obtained for the constant-pr cycle while the lowest value is
obtained for the constant-volm cycle; the ratio imep/P3 decrease
for both constant-pr and constant-volm cycles as compression ratio
increases and so it is not always advantageous to have very high
compression ratios especially if there are restrictions on maxm cycle
prs.
 Cycle Comparison

 =1.3 , rc=12
 At any given compression
ratio, the constant-volm cycle has the Q*/(cv T1)= 9.3(rc-1)/rc=8.525
highest ηf,i and the constant-pr cycle
has the lowest ηf,I ; the limited-pr
cycle’s ηf,i lies in between the two.

 For a given maxm pr P3, the

constant-pr cycle has the maxm ηf,i and
the highest compression ratio
(requirement) to attain that η f,i.  
Cycle Comparison
 Cycle Comparison

 At any given compression ratio (rc), the constant-volm cycle has highest
efficiency and lowest imep /p3 .

 For a given maxm pr P3, the constant-pr cycle has the highest efficiency
(and the highest compression ratio).

 For the limited pr cycle , at constant p3/p1, there is little improvement in

efficiency and imep above a compression ratio of about 8 to 10 as rc is
increased.
 From the above discussion it has been observed that the highest value of
imep/P3 is obtained for the constant-pr cycle while the lowest value is obtained
for the constant-volm cycle; the ratio imep/P3 decrease for both constant-pr and
constant-volm cycles as compression ratio increases and so it is not always
advantageous to have very high compression ratios especially if there are
m
 Fuel Air Cycle Analysis

 This method of engine cycle analysis improves upon the

ideal cycle analysis by “relaxing” some assumptions about the
working fluid and its properties. Usually, the unburned mixture
may be treated as one of “frozen composition” (the composition
does not change) while the burned gas mixture may be
treated/assumed to be in chemical equilibrium (shifting
equilibrium). Usually, the working fluid properties are obtained
from thermodynamic charts for unburned and burned mixtures.

 When these working fluid models are combined with the

ideal engine process model, then the resulting cycles are called fuel
air cycle.
 Fuel Air Cycle Analysis

The basic process in fuel air cycle are :

12. Reversible adiabatic compression of mixture of air, fuel

vapor & residual gas without change in chemical composition.

23. Complete combustion (at constant-volm or limited-pr or

constant-pr) with no heat loss, to burned gases in chemical
equilibrium.

34. Reversible adiabatic expansion of the burned gases which

remain in chemical equilibrium.
 Fuel Air Cycle Analysis

456. Ideal adiabatic exhaust blow down and displacement

processes with the burned gases fixed in chemical composition .

67 1. Ideal intake process with adiabatic mixing between

residual gas and fresh mixture both of which are fixed in chemical
composition.

 The entire fuel air cycle can be analyzed in a similar way to

the ideal cycle. This requires some knowledge of chemical
equilibrium and how to use the burned and unburned mixture
charts. We will not go into the details here.
 Fuel Air Cycle Analysis

Remarks.
a. An increase in compression ratio rc increase ηf,i at a
constant equivalence ratio .

b. At a fixed rc , as  is decreased below unity, η f,i increase; as

the fuel air mixture is leaned, the burned gas temps are lowered,
there by decreasing burned gas specific heats and increasing 
over the expansion stroke.
 c. At a fixed rc as  increase above unity, the burned gas
temps increase and again  increase; however, the efficiency ηf,i
now decreases because there is not enough air to burn all the fuel
 Fuel Air Cycle Analysis

d. Note : The imep is proportional to product of  and ηf,i

therefore, the maxm imep is obtained in the range of  = 1-1·1.
For  less than or more than 1, the imep decreases due to
decreasing fuel mass per unit displaced volume (for  <1) and
decreasing fuel conversion efficiency due to decreasing
combustion efficiency (for >1), respectively.
 
e. The intake pr and temp, residual exhaust gas fraction, and
intake air humidity do not affect η f,i very much but do intimately
affect the cycle imep.
 Over Expanded Engine Cycles

Over expanded cycle :

1–2–3–4–5–6–1
Atkinson cycle :
1–2–3– 5*– 6–1
rc = compression ratio
re = expansion ratio
 The gas pr within the cylinder of a conventional 4-stroke
engine at exhaust valve opening is greater than the exhaust pr.
The available energy of the cylinder gases at this point in the cycle
is then dissipated in the exhaust blow down process.
 Over Expanded Engine Cycles

 Additional expansion within the

engine cylinder would increase the
indicated work per cycle as shown in fig.
where expansion continues beyond point
4′ (the conventional ideal cycle exhaust
valve opening point) at V4′ = rc Vc to point 4
at V4 = re Vc . The exhaust stroke in this
over expanded cycle is 4-5-6. The intake
stroke is 6-1. The area 1-4′-4-5-1 has been
added the conventional cycle p-V diagram
area, for same fuel input, thereby
increasing the engine’s efficiency.
 Over Expanded Engine Cycles

 Complete expansion within the cylinder to

exhaust pr pe ( point 5*) is called the Atkinson
cycle.
 It can be achieved in a conventional 4-stroke
cycle engine by suitable choice of exhaust valve
opening and intake valve closing position relative
to BC.
 If the crank angle between exhaust valve
opening and BC on the expansion stroke is less
than the crank angle between BC and intake valve
closing on the compression stroke, then the actual
volumetric expansion ratio is greater than the
actual volumetric compression ratio.
 Over Expanded Engine Cycles

The basic idea behind the concept of over expanded cycles which in the limit
reach the Atkinson cycle is to extract as much work as possible during the
expansion process. This may be achieved by appropriate timing (late IVC and
late EVO wrt BDC) of the intake valve closing and exhaust valve opening. The
effective expansion ratio would then be greater than the effective compression
ratio of the cycle. The particular expansion ratio which will guarantee that the
pr at the end of expansion equals the starting (initial) pr will lead to the
Atkinson cycle.

The effect of over expansion on efficiency can be estimated from an analysis of

the ideal cycle shown in fig. An ideal gas working fluid with sp heats constant
throughout the cycle will be assumed. The indicated work per cycle for the over
expanded cycle is

W c,i = m [( u3 – u4) – ( u2 – u1) – p1(v5 – v1)]

 Over Expanded Engine Cycles

The isentropic relations for 1 – 2 and 3 – 4

T2 T3
----- = rc-1 and ---- = re-1
T1 T4
Notice that ηf,i in the above expression depends on both rc and re) and load (via
Q*) while for the standard constant volume combustion cycle, η f,i depends only
on rc..

The main disadvantage associate with over expanded cycles is reduced imep
and decreased power density due to very late IVC. Notice that while in normal
engines IVC occurs after BDC in the intake stroke (to take advantage of the RAM
EFFECT) very late IVC will lead to a loss in mass trapped inside the cylinder which
would then decrease the amount of power that can be product.
 Inadequacies associated with ideal
engine cycle models
It is obvious (considering the assumptions made at the beginning of our
analysis) that ideal engine cycle models fail to realistically represent the actual
processes in a real SI or CI engine. Some of the important events/ processes
that are not accounted for in ideal engine cycle models but, nevertheless,
contribute significantly to engine fuel conversion efficiency & imep include :

a. Heat transfer.
b. Finite combustion time.
           

c. Exhaust blow down loss.

            
d. Crevice effect and leakage.
           

e. Incomplete combustion.  
 Inadequacies associated with ideal
engine cycle models
More complete engine cycle models that account for a few or all
of the above effect can be developed to better simulate engine
process. These include phenomenological or multidimensional
engine simulation which may be encountered in later chapters.