An engine converts the chemical energy of a fuel into mechanical energy. It does this through a process of internal combustion, where fuel is burned within the system. There are two main types - spark ignition engines where a spark plug ignites the fuel-air mixture, and compression ignition engines where heat from compression causes ignition without a spark plug. The ideal cycles that model these are the Otto cycle for spark ignition engines and the Diesel cycle for compression ignition engines.
An engine converts the chemical energy of a fuel into mechanical energy. It does this through a process of internal combustion, where fuel is burned within the system. There are two main types - spark ignition engines where a spark plug ignites the fuel-air mixture, and compression ignition engines where heat from compression causes ignition without a spark plug. The ideal cycles that model these are the Otto cycle for spark ignition engines and the Diesel cycle for compression ignition engines.
An engine converts the chemical energy of a fuel into mechanical energy. It does this through a process of internal combustion, where fuel is burned within the system. There are two main types - spark ignition engines where a spark plug ignites the fuel-air mixture, and compression ignition engines where heat from compression causes ignition without a spark plug. The ideal cycles that model these are the Otto cycle for spark ignition engines and the Diesel cycle for compression ignition engines.
converts chemical energy of a fuel into the mechanical energy INTERNAL-COMBUSTION ENGINES INTERNAL-COMBUSTION ENGINES
In a steam power plant, heat transfer requires
medium which limit on the temperature of heat absorption.
In an internal-combustion engine, High
temperatures are internal, and do not involve heat-transfer surfaces. Gas Power Cycles In gas power cycles, the working fluid remains a gas throughout the entire cycle. Spark-ignition engines, diesel engines, and conventional gas turbines are familiar examples. In all these engines, energy is provided by burning a fuel within the system boundaries That is, they are internal combustion engines. Burning of fuel within the internal-combustion engine complicates thermodynamic analysis. Moreover, fuel and air flow steadily into an internal-combustion engine, and combustion products flow steadily out of it; no working medium undergoes a cyclic process, as does steam in a steam power plant. However, for making simple analyses, one imagines cyclic engines with air as the working fluid, equivalent in performance to actual internal-combustion engines. Gas Power Cycles Working fluid closely resembles air at all times. Internal combustion engines operate on a mechanical cycle (the piston returns to its starting position at the end of each revolution) Not a complete thermodynamic cycle. An open cycle. In open cycles, the working fluid is renewed at the end of each cycle instead of being recirculated. AIR-STANDARD ASSUMPTIONS 1. The working fluid is air, which continuously circulates in a closed loop and always behaves as an ideal gas. 2. All the processes that make up the cycle are internally reversible. 3. The combustion process is replaced by a heat- addition process from an external source. 4. The exhaust process is replaced by a heat- rejection process that restores the working fluid to its initial state. The idealizations and simplifications commonly employed in the analysis of power cycles can be summarized as follows: 1.The cycle does not involve any friction. Therefore, the working fluid does not experience any pressure drop as it flows in pipes or devices such as heat exchangers. 2.All expansion and compression processes take place in a quasi-equilibrium manner. 3.The pipes connecting the various components of a system are well insulated, and heat transfer through them is negligible. Classification of I.C. Engines The internal combustion engines may be classified in the following ways: 1. According to the type of fuel used a) Petrol engines, b) Diesel engines, and c) Gas engines. 2. According to the method of igniting the fuel a) Spark ignition engines, and b) Compression ignition engines. 3. According to the number of strokes per cycle a) Four stroke cycle engines, and b) Two stroke cycle engines. 4. According to the cycle of operation a) Otto cycle engines, b) Diesel cycle engines, and c) Dual cycle engines. Classification of I.C. Engines 5. According to the speed of the engine a) Slow speed engines, b) Medium speed engines, and c) High speed engines. 6. According to the cooling system a) Air-cooled engines, and b) Water-cooled engines. 7. According to the method of fuel injection a) Carburettor engines, and b) Air injection engines. 8. According to the number of cylinders a) Single cylinder engines, and b) Multi-cylinder engines. Constructional details of I.C. Engines A cross-section of an air-cooled I.C. engine with principal parts is shown in Fig. (Air-cooled I.C. engine). A. Parts common to both Petrol and Diesel engine: 1. Cylinder, 2. Cylinder head, 3. Piston, 4. Piston rings, 5. Gudgeon pin, 6. Connecting rod, 7. Crankshaft, 8. Crank, 9. Engine bearing, 10. Crank case. 11. Flywheel, 12. Governor, 13. Valves and valve operating mechanism. B. Parts for Petrol engines only: 1. Spark plug, 2. Carburettor, 3. Fuel pump. C. Parts for Diesel engine only : 1. Fuel pump, 2. Injector. Fig. Air-cooled I.C. engine DETAILED VIEW OF THE COMPONENTS CRANKSHAFT – Singular costliest item. – Medium of transforming reciprocating motion to rotary motion. – Balance weights can be either bolted up or welded. CAM SHAFT – Performs the vital role of opening & closing inlet & exhaust valves. – Allow timely injection of fuel inside the cylinder. – Usually 3 cams for each cylinder- 2 outer cams for exhaust & inlet valves 1 central cam for fuel injection. PISTON – Compresses the air to required pressure & temperature – Receives the thrust of expanding gases & transmits the force through connecting rod. – With the help of piston rings, prevents leakage of gas from combustion chamber. AN OVERVIEW OF RECIPROCATING ENGINES The reciprocating engine has proved to be very versatile and to have a wide range of applications. For example, automobiles, trucks, light aircraft, ships, and electric power generators.
The basic components of a reciprocating engine are
shown in Fig. The piston reciprocates in the cylinder between two fixed positions called the top dead center (TDC)—the position of the piston when it forms the smallest volume in the cylinder. AN OVERVIEW OF RECIPROCATING ENGINES The bottom dead center (BDC)— the position of the piston when it forms the largest volume in the cylinder. The distance between the TDC and the BDC is the largest distance that the piston can travel in one direction, and it is called the stroke of the engine. The diameter of the piston is called the bore. Reciprocating engines are classified as spark-ignition (SI) engines or compression-ignition (CI) engines, depending on how the combustion process in the cylinder is initiated. In SI engines, the combustion of the air–fuel mixture is initiated by a spark plug. In CI engines, the air–fuel mixture is self-ignited.
We discuss the Otto and Diesel cycles, which are the
ideal cycles for the SI and CI reciprocating engines, respectively. OTTO CYCLE: THE IDEAL CYCLE FOR SPARK-IGNITION ENGINES The Otto cycle is the ideal cycle for spark-ignition reciprocating engines. It is named after Nikolaus A. Otto, who built a successful four-stroke engine in 1876 in Germany. In most spark-ignition engines, the piston executes four complete strokes (two mechanical cycles) within the cylinder, and the crankshaft completes two revolutions for each thermodynamic cycle. These engines are called four-stroke internal combustion engines. The minimum volume formed in the cylinder when the piston is at TDC is called the clearance volume. The volume displaced by the piston as it moves between TDC and BDC is called the displacement volume. The ratio of the maximum volume formed in the cylinder to the minimum volume is called the compression ratio r of the engine: Actual Otto engine cycle on PV Diagram Intake stroke at essentially constant pressure, during which a piston moving outward draws a fuel air mixture into a cylinder. This is represented by line 0 ---1
During the second stroke (1 -- 2 --3),
all valves are closed, and the fuel air mixture is compressed, approximately adiabatically along line segment 1 -- 2; shortly before the piston reaches its highest position (TDC), the spark plug fires and the mixture ignites, increasing the pressure and temperature of the system. combustion occurs so rapidly that the volume remains nearly constant while the pressure rises along line segment 2 --3. It is during the third stroke (3 – 4 -- 1) that work is produced. The high-temperature, high-pressure products of combustion expand, approximately adiabatically along line segment 3 -- 4; the exhaust valve then opens and the pressure falls rapidly at nearly constant volume along line segment 4 -- 1.
During the fourth or exhaust stroke (line 1 -- 0), the piston
pushes the remaining combustion gases (except for the contents of the clearance volume) from the cylinder. Ideal Otto engine cycle on PV Diagram Two Stroke Engine Two Stroke Engine In two-stroke engines, all four functions described above are executed in just two strokes: the power stroke and the compression stroke. In these engines, the crankcase is sealed, and the outward motion of the piston is used to slightly pressurize the air–fuel mixture in the crankcase. Also, the intake and exhaust valves are replaced by openings in the lower portion of the cylinder wall The two-stroke engines are generally less efficient than their four-stroke counterparts because of the incomplete expulsion of the exhaust gases and the partial expulsion of the fresh air–fuel mixture with the exhaust gases.
However, they are relatively simple and inexpensive,
and they have high power-to-weight and power-to- volume ratios, which make them suitable for applications requiring small size and weight such as for motorcycles, and lawn mowers. Thermal Efficiency of Ideal Otto Cycle The thermal efficiency of the ideal Otto cycle increases with both the compression ratio and the specific heat ratio of working fluid. This is also true for actual spark-ignition internal combustion engines. For a given compression ratio, the thermal efficiency of an actual spark-ignition engine is less than that of an ideal Otto cycle because of the irreversibilities, such as friction, and other factors such as incomplete combustion. At high compression ratios, air fuel mixture reaches its auto ignition temperature.(temperature at which fuel ignites without the help of spark). Premature ignition of fuel is called auto ignition, produces an audible noise called engine knock. So high compression ratios are used in spark ignition engines. Gasoline blend that have good anti-knocking characteristics, such as gasoline with tetraethyl lead. This addition is done in 1920’s . Inexpensive method of raising octane rating, which is the measure of engine knock resistance of the fuel. High Octane Fuels Mixture of Iso- Butane and heptane, Hexadecane, n- octane are some example of high octane fuels. Also, owing to the improvements in other areas (reduction in overall automobile weight, improved aerodynamic design, etc.), today’s cars have better fuel economy. The second parameter affecting the thermal efficiency of an ideal Otto cycle is the specific heat ratio k. For a given compression ratio, an ideal Otto cycle using a monatomic gas (such as argon or helium, k 1.667) as the working fluid will have the highest thermal efficiency. The specific heat ratio k, and thus the thermal efficiency of the ideal Otto cycle, decreases as the molecules of the working fluid get larger. At room temperature it is 1.4 for air, 1.3 for carbon dioxide, and 1.2 for ethane. The thermal efficiencies of actual spark-ignition engines range from about 25 to 30 percent. DIESEL CYCLE: THE IDEAL CYCLE FOR COMPRESSION-IGNITION ENGINES The Diesel cycle is the ideal cycle for CI reciprocating engines. The CI engine, first proposed by Rudolph Diesel in the 1890s, is very similar to the SI engine discussed in the last section, differing mainly in the method of initiating combustion. In spark-ignition engines (also known as gasoline engines), the air–fuel mixture is compressed to a temperature that is below the auto ignition temperature of the fuel, and the combustion process is initiated by firing a spark plug. In CI engines (also known as diesel engines), the air is compressed to a temperature that is above the auto ignition temperature of the fuel, and combustion starts on contact as the fuel is injected into this hot air. Therefore, the spark plug and carburetor( is a device that blends air and fuel for an internal combustion engine) are replaced by a fuel injector in diesel engines.
Diesel engines can be designed to operate at much
higher compression ratios, typically between 12 and 24. when both cycles operate on the same compression ratio. Efficiency For otto Cycle
For Diesel Cycle
Thermal efficiencies of large diesel engines range from about 35 to 40 percent. The higher efficiency and lower fuel costs of diesel engines make them attractive in applications requiring relatively large amounts of power, such as in locomotive engines, emergency power generation units, large ships, and heavy trucks. JET ENGINES; ROCKET ENGINES In the power cycles so far considered the high- temperature, high-pressure gas expands in a turbine (steam power plant, gas turbine) or in the cylinders of an Otto or Diesel engine with reciprocating pistons. In either case, the power becomes available through a rotating shaft. Another device for expanding the hot gases is a nozzle. Here the power is available as kinetic energy in the jet of exhaust gases leaving the nozzle. The entire power plant, consisting of a compression device and a combustion chamber, as well as a nozzle, is known as a jet engine. Since the kinetic energy of the exhaust gases is directly available for propelling the engine and its attachments, jet engines are most commonly used to power aircraft. Since the air striking the engine has kinetic energy (with respect to the engine), its pressure may be increased in a diffuser. The turbojet engine takes advantage of a diffuser to reduce the work of compression. The compressor completes the job of compression, and then the fuel is injected and burned in the combustion chamber. The hot combustion-product gases first pass through a turbine where the expansion provides just enough power to drive the compressor The remainder of the expansion to the exhaust pressure is accomplished in the nozzle. Thus, net work output of jet propulsion cycle is zero. Here, the velocity of the gases with respect to the engine is increased to a level above that of the entering air. This increase in velocity provides a thrust (force) on the engine in the forward direction. The turbojet power plant Rocket Engine A rocket engine differs from a jet engine in that the oxidizing agent is carried with the engine. Instead of depending on the surrounding air for burning the fuel, the rocket is self contained. This means that the rocket can operate in a vacuum such as in outer space. In fact, the performance is better in a vacuum, because no 'thrust' is required to overcome friction forces. In rockets burning liquid fuels the oxidizing agent (e.g., liquid oxygen) is pumped from tanks into the combustion chamber. Simultaneously, fuel (e.g., hydrogen, kerosene) is pumped into the chamber and burned. The combustion takes place at a constant high pressure and produces high-temperature product gases that are expanded in a nozzle. In rockets burning solid fuels the fuel (organic polymers) and oxidizer (e.g., ammonium perchlorate) are contained together in a solid matrix and stored at the forward end of the combustion chamber. A solid-fuel rocket requires no compression work, and in a liquid-fuel rocket the compression energy is small, since the fuel and oxidizer are pumped as liquids. Liquid-fuel rocket engine Thermodynamic cycles can be categorized yet another way: closed and open cycles.
In closed cycles, the working fluid is returned to
the initial state at the end of the cycle and is re- circulated.
In open cycles, the working fluid is renewed at the
end of each cycle instead of being re-circulated. The ratio of the maximum volume formed in the cylinder to the minimum (clearance) volume is called the compression ratio r of the engine.
Efficiency of Otto cycle is given by
Cutoff Ratio rc: The ratio of the cylinder volumes after and before the combustion process.
Efficiency of diesel engine is given by
An Open-cycle Gas-turbine Engine •Gas turbines usually operate on an open cycle. •Fresh air at ambient conditions is drawn into the compressor, where its temperature and pressure are raised. •The high pressure air proceeds into the combustion chamber, where the fuel is burned at constant pressure. •The resulting high-temperature gases then enter the turbine, where they expand to the atmospheric pressure while producing power. •The exhaust gases leaving the turbine are thrown out (not recirculated), causing the cycle to be classified as an open cycle. An Open-cycle Gas-turbine Engine BRAYTON CYCLE THE IDEAL CYCLE FOR GAS TURBINE ENGINES A Closed-cycle Gas-turbine Engine The open gas-turbine cycle described above can be modeled as a closed cycle by utilizing the air-standard assumptions.
The ideal cycle that the working fluid undergoes in this
closed loop is the Brayton cycle, which is made up of four internally reversible processes:
1-2 Isentropic compression (in a compressor)
2-3 Constant-pressure heat addition 3-4 Isentropic expansion (in a turbine) 4-1 Constant-pressure heat rejection A Closed-cycle Gas-turbine Engine The T-s and P-v diagrams of an ideal Brayton cycle BRAYTON CYCLE
Under the cold-air-standard
assumptions, the thermal efficiency of an ideal Brayton cycle depends on the pressure ratio of the gas turbine and the specific heat ratio of the working fluid. The thermal efficiency increases with both of these parameters Assignment