Gas Power Cycles

Deal with systems that produce power in which the

working fluid remains a gas throughout the cycle, i.e., no
change in phase.
Internal Combustion (IC) Engine
There are two types of reciprocating engines:
1) Spark ignition Otto cycle
2) Compression Diesel cycle
Terminology:

167
Engine displacement =
(# of cylinders)
x (stroke length)
x (bore area)
(usually given in cc or liters)
1 stroke = revolution
of the crank shaft
Crank shaft
(BDC)
(TDC)
Compression ratio =
cylinder volume (BDC)
cylinder volume (TDC
Four stroke Spark Ignition Engine: Cycle consists of
four distinct strokes (processes)
A complete cycle (4 strokes) requires two revolutions of
the crank shaft
168
Intake
valve
opens
A
I
R
Exhaust valve
opens
Combustion
Products
Ignition
Intake
Stroke
Compression
Stroke
Power
Stroke
Exhaust
Stroke
FUEL
Fuel/Air
Mixture
x
Ignition
1 atm
A comprehensive study of IC engines requires
consideration of the details of the air intake, combustion,
and exhaust processes (MECH 435 4
th
year elective)
Thermodynamic Air-Standard Analysis
Used to perform elementary analyses of IC engines.
Simplifications to the real cycle include:
1) Fixed amount of air (ideal gas) for working fluid
2) Combustion process replaced by constant volume
heat addition with piston at TDC
3) Intake and exhaust not considered, cycle completed
with constant volume heat removal with piston at
BDC
4) All processes considered internally reversible
Air-Standard Otto cycle
Process 1 2 Isentropic compression
Process 2 3 Constant volume heat addition
Process 3 4 Isentropic expansion
Process 4 1 Constant volume heat removal
169
compression ratio
3
4
2
1
V
V
V
V
r

since fixed mass
3
4
2
1
v
v
v
v
r
170
(2)

(3) (1)

(2) (3)

(4) (4)

(1)
AIR AIR
AIR
AIR
Q
in
Q
out
v
2
TDC
v
1
BDC
BDC
BDC
TDC
Q
in
Q
out
Apply First Law (
)
m
W
m
Q
u
to each process:
12 Isentropic Compression
) ( ) (
1 2
m
W
m
Q
u u
in

) (
1 2
u u
m
W
in


r v
v
v
v
r
r
1
1
2
1
2


2
1
1
2
1
2
1
1 1
2
2 2
v
v
T
T
P
P
T
v P
T
v P
R
23 Constant Volume Heat Addition
m
W
m
Q
u u
in
+ ) ( ) (
2 3
) (
2 3
u u
m
Q
in

2
3
2
3
3
3
2
2
T
T
P
P
RT
P
RT
P
v
171
AIR
AIR
Q
in
3 4 Isentropic Expansion
) ( ) (
3 4
m
W
m
Q
u u
out
+
) (
4 3
u u
m
W
out


r
v
v
v
v
r
r

3
4
3
4

4
3
3
4
3
4
3
3 3
4
4 4
v
v
T
T
P
P
T
v P
T
v P

4 1 Constant Volume Heat Removal
m
W
m
Q
u u
out
) ( ) (
4 1
) (
1 4
u u
m
Q
out

1
1
4
4
1
1
4
4
T
P
T
P
RT
P
RT
P
v
172
AIR
AIR
Q
out
Otto cycle thermal efficiency is
( ) ( )
( )
2 3
1 2 4 3
u u
u u u u
m Q
m W m W
m Q
m W
in
in out
in
cycle
cycle

( ) ( )
2 3
1 4
2 3
1 4 2 3
1
u u
u u
u u
u u u u
cycle
otto

Cold Air-Standard Analysis
The specific heats are assumed to be constant at their
ambient temperature values.
For the two isentropic processes in the cycle, assuming
constant specific heat yields:
1 2 :
1
1
2
1
1
2

,
_

k
k
r
v
v
T
T
and
k
k
P
P
T
T
1
1
2
1
2

,
_

3 4 :
1
1
4
3
3
4
1

,
_

,
_

k
k
r v
v
T
T
and
k
k
P
P
T
T
1
3
4
3
4

,
_

where k= 1.4 for air at ambient temperature.

173
Furthermore, for constant specific heats
T c u
V

so
( )
( )

,
_

,
_

1
1
1 1 1
2
3
2
1
4
1
2 3
1 4
2 3
1 4
T
T
T
T
T
T
T T c
T T c
u u
u u
V
V
cycle
otto

but
2
3
1
4
4
3
1
2
1
T
T
T
T
T
T
T
T
r
k

so
1
2
1
1
1 1


k
const c
otto
r
T
T
V

For high thermal efficiency want a high compression ratio

174
Current
spark ICE
7 < r < 10
Spark ignition engine compression ratio limited due to a
phenomenon known as knock
Knock refers to the noise produced when combustion
occurs explosively damaging to engine.
In order to reduce knock between 1920 and 1975
tetraethyl lead added to gasoline r = 12 possible
Also, larger r higher T
2
higher T
3

more emissions
such as NOx and Sox
175
Engine Power W

(horse power)
(rev/s) speed shaft crank N re whe
2
cycle per revs shaft crank 2 engine, stroke 4 a For
sec sec


N
W W
revs crank
revs crank
cycles
cycle
work cycles
cycle
work
time
work
cycle

Increase power by increasing the engine speed N

Another way to increase power is to increase the net work
output per cycle W
cycle
by either:
(i) Increasing the compression ratio, or
(ii) Increase Q
in
(increase the engine displacement).
176
V
Another Parameter used to indicate engine performance is
the mean effective pressure (mep) the theoretical
constant pressure that, if it acted on the piston during the
power stroke, would produce the same net work as
actually developed in one cycle, i.e.,
2 1
nt volume displaceme
cycle per net work
V V
W
mep
cycle

For two engines with same displacement volume, the one
with a higher mep produces more net work, and at the
same engine speed would produce more power.
177
Four stroke Compression Engine
No spark plug for ignition, rely on autoignition at high
temperature for initiating combustion
When piston approaches TDC when air is near its
maximum temperature fuel injection is started
combustion initiated.
Continue to inject fuel as the piston is moving down
(mixture volume is increasing) at the same time liquid
fuel evaporates and reacts as it passes through the
standing flame combustion occurs at roughly constant
pressure
178
Intake
valve
opens
A
I
R
Exhaust valve
opens
Combustion
Products
Intake
Stroke
Compression
Stroke
Power
Stroke
Exhaust
Stroke
Air
Fuel Injector
Air-Standard Diesel cycle
Process 1 2 Isentropic compression
Process 2 3 Constant pressure heat addition
Process 3 4 Isentropic expansion
Process 4 1 Constant volume heat removal
179
(2)

(3) (1)

(2) (3)

(4) (4)

(1)
AIR AIR
AIR
AIR
Q
in
Q
out
BDC
TDC
Recall compression ratio
2
1
v
v
r
Define the cut-off ratio
2
3
2
3
v
v
V
V
r
c

Apply First Law (
)
m
W
m
Q
u
to each process:
12 Isentropic Compression
) ( ) (
1 2
m
W
m
Q
u u
in

) (
1 2
u u
m
W
in

180
Q
in
Q
out
v
1
BDC
v
2
TDC
AIR

r v
v
v
v
r
r
1
1
2
1
2


2
1
1
2
1
2
1
1 1
2
2 2
v
v
T
T
P
P
T
v P
T
v P
R
181
23 Constant Pressure Heat Addition
( )
m
V V P
m
Q
u u
in 2 3 2
2 3
) ( ) (

+
) ( ) (
2 2 2 3 3 3
v P u v P u
m
Q
in
+ +
) (
2 3
h h
m
Q
in

c
r
v
v
T
T
v
RT
v
RT
P
2
3
2
3
3
3
2
2
3 4 Isentropic Expansion
) ( ) (
3 4
m
W
m
Q
u u
out
+
) (
4 3
u u
m
W
out

3
4
3
4
v
v
v
v
r
r

note v
4
=v
1

c
r
r
v
v
v
v
v
v
v
v
v
v

3
2
2
1
3
2
2
4
3
4

c r
r
r
r
v
v
v
v

3
4
3
4
and
c
r
r
T
T
P
P
T
v P
T
v P

3
4
3
4
3
3 3
4
4 4
182
AIR
Q
in
AIR
4 1 Constant Volume Heat Removal
m
W
m
Q
u u
out
) ( ) (
4 1
) (
1 4
u u
m
Q
out

1
1
4
4
1
1
4
4
T
P
T
P
RT
P
RT
P
v
Diesel cycle thermal efficiency is
m Q
m Q m Q
m Q
m W m W
m Q
m W
in
out in
in
in out
in
cycle
cycle

2 3
1 4
1 1
h h
u u
m Q
m Q
in
out
cycle
Diesel

183
AIR
Q
out
Cold Air-Standard Analysis
The specific heats are assumed to be constant at their
ambient temperature values.
For the two isentropic processes in the cycle, assuming
constant specific heat yields:
1 2 :
1
1
2
1
1
2

,
_

k
k
r
v
v
T
T
and
k
k
P
P
T
T
1
1
2
1
2

,
_

3 4 :
1
1
4
3
3
4

,
_

,
_

k
c
k
r
r
v
v
T
T
and
k
k
P
P
T
T
1
3
4
3
4

,
_

where k= 1.4 for air at ambient temperature.

For constant specific heats
T c u
V

and
T c h
P

so
( )
( )

,
_

,
_

1
1
1
1 1 1
2
3
2
1
4
1
2 3
1 4
2 3
1 4
T
T
T
T
T
T
k T T c
T T c
h h
u u
P
V
cycle
Diesel

184
recall:
1
2
1
1

k
r
T
T

c
r
T
T

2
3

1
3
4

,
_

k
c
r
r
T
T
k
c
k
c
k
c
r r r
r
r
T
T
T
T
T
T
T
T

,
_

1
1
1
2
2
3
3
4
1
4
substituting yields
( )
( )
1
]
1

1
1 1 1
1
1
c
k
c
k
const c
Diesel
r
r
k
r
V

For given r
c
higher thermal efficiency is obtained via
higher compression ratio r
For a given r higher thermal efficiency is obtained via
lower cut-off ratio r
c

However a smaller r
c
yields less net work per cycle, so to
achieve the same power need higher engine speeds
185
Compare Efficiency of Otto and Diesel Cycles
( )
( )
1
]
1

1
1 1 1
1
1
1
1 1
c
k
c
k
const k
Diesel
k
const k
Otto
r
r
k
r r

Note: for a given compression ratio the diesel engine is
less efficient than the spark ignition engine
[ ] 1
1
1
1
1
1 1
>
k
const c
Diesel
k
const c
Otto
r r
V V

186
Current Diesel ICE
12 < r < 23
Compare the Otto cycle (1-2-3O-4O) and the Diesel cycle
(1-2-3D-4D) for:
- the same compression ratio,
( ) ( )
Diesel Otto
v v v v
2 1 2 1

- the same heat input,


O D
Tds Tds
3
2
3
2
(same area
under the curve 2-3 for both cycles)
187
1
4D
3D
2
4O
3O
V= const
V= const
P= const
The heat rejected by the Otto cycle Q
out
is less than that
for the Diesel cycle:

<
1
4
1
4 D O
Tds Tds
Since W
cycle
= Q
in
Q
out
the net cycle work for the Otto
cycle is greater than that for the Diesel since Q
out
is
smaller for the Otto cycle
Since
in
cycle
cycle
Q
W


cycle
Diesel
cycle
Otto
>
However, since one can use a higher compression ratio
for the Diesel one can achieve obtain a higher cycle
efficiency!
188