Models of engine cycle

Engine modeling purpose

• Development of more complete understanding of

engine processes
• Identification of key controlling variables to
decrease experimental work
• Prediction of engine behavior over wide range of
design and operating parameters prior to
experiments
• Design optimization
 Classification of models
• Thermodynamic models (based on energy
conservation)
– zero dimensional
– phenomenological
– quazi-dimensional
• Fluid dynamic models (energy conservation &
equation of motion)
• Ideal models
– ideal gas standard cycle
– fuel-air cycle
 Classification of models
• Thermodynamic models (based on energy
conservation)
– zero dimensional
A zero-dimensional model is a mathematical or physical
model with no spatial extent or dimensions. This model is
capable of predicating the in-cylinder parameters as well
as the average performance of the whole cycle with
accuracy and a suitable calculation time.
– Phenomenological
A phenomenological model is a scientific model that
describes the empirical relationship of phenomena to each
other, in a way which is consistent with fundamental
theory, but is not directly derived from theory.
a phenomenological model handling both chemistries of
fuels with different reactivities and flame propagation
 Classification of models
- quazi-dimensional
Quasi-dimensional modelling describes the flame front
development assuming a simplified spherical geometry, as
well as infinitesimal thickness.
The flame front subdivides the in-cylinder volume into a
zone of unburned mixture, and a second zone of burned
gases.
 Classification of models

Fluid dynamic models (energy conservation &

equation of motion)
An IC engine is modelled and simulated in three dimensions using
computational fluid dynamics.

Ideal models
- ideal gas standard cycle
-fuel-air cycle
-Duel cycle/limited pressure cycle

Actual Models
 Closed or open system?
• Engine is not a closed
system, working fluid
does not execute a
thermodynamic cycle

• Cycles analyzed here are not thermodynamic cycles, they

are sequences of processes: intake, compression,
combustion, expansion, and exhaust
 Real engine cycle

Pressure-volume diagram of SI engine.

rc = 8.4, 3500 rpm, pi = 0.4 atm, pe = 1 atm, imep = 2.9 atm (fig 5-1)
 Ideal models of engine processes
Process Assumptions
Compression (1-2) 1. Adiabatic and reversible (isentropic)
Combustion (2-3) 1. Adiabatic
2. Combustion occurs at
(a) Constant volume
(b) Constant pressure
(c) Part at constant volume and part at constant
pressure (limited pressure)
3. Combustion is complete

Expansion (3-4) 1. Adiabatic and reversible (isentropic)

Exhaust (4-5-6) 1. Adiabatic
Intake (6-7-1) 2. Valve events occur at top- and bottom center
3. No change in cylinder volume as pressure differences
across open valves drop to zero
4. Inlet and exhaust pressures constant
5. Velocity effects negligible
 Ideal cycles (unthrottled)

(a) constant-volume combustion

(b) constant-pressure combustion
(c) limited pressure combustion
Ideal cycles (throttled and supercharged)

(d) Throttled constant-volume cycle, pi<pe

(e) supercharged constant-volume cycle, pi>pe
 Thermodynamic relations for engine processes

Indicated fuel conversion efficiency

Indicated mean effective pressure

Indicated work per cycle

 Constant-volume cycle
Compression

Combustion

Expansion

Efficiency
 Constant-pressure cycle
Compression

Combustion

Expansion

Efficiency
 Limited-pressure cycle
Compression

Combustion

Expansion

Efficiency
 Ideal gas standard cycles

• Ideal engine processes (with all assumptions

taken above)
• Working fluid is an ideal gas
• cv and cp are constant throughout cycle
(independent of temperature)

• Equations which describe engine performance

and efficiency can be further simplified
Basic differences between Models/Cycles

Air Standard Cycles

• Idealized Process
• Idealized working fluid

Fuel-Air Standard Cycles

• Idealized process
• Actual Working Fluid Models

Actual Cycles
• Accurate Models of Processes
• Accurate Working Fluid Model
 Air Standard Cycles

Air Standard Cycles are idealized cycles based on the following

approximations/assumptions

• The working fluid is assumed to be a perfect gas (air as

ideal gas) and follows PV = mRT

• No change in the mass of working media

• No Heat loses from the system to surroundings

• All the processes are internally reversible

 Otto Cycle (Constant Volume Cycle)
• The air standard Otto Cycle is an ideal cycle that approximates a
Spark-Ignition internal combustion engines.
• It assumes that the heat addition occurs instantaneously while the piston is at
TDC.

Processes:
i. Process 1-2: Isentropic Compression of the air as the piston moves from bottom dead
center to top dead center.
ii. Process 2 -3 is a constant-volume heat transfer to the air from an external source while
the piston is at top dead center. This process is intended to represent the ignition of the
fuel-air mixture and the subsequent rapid burning.
iii. Process 3-4 is an isentropic expansion (power stroke).
iv. Processs 4-1 complete the cycle by a constant volume process in which heat is rejected
from the air while the piston is at bottom dead center.
 Constant-volume ideal gas standard cycle
Compression work

Expansion work

Temperature rise during combustion is related to the heating value by

For convenience we will define

Where Q* is the specific internal energy decrease, during isothermal

combustion, per unit mass of working fluid
 Constant-volume ideal gas standard cycle
Indicated fuel conversion efficiency becomes

Since 1-2 and 3-4 are isentropic processes between the same volumes, V1
and V2

where . Hence and indicated fuel

conversion efficiency can be written as
Constant-volume ideal gas standard cycle

Fuel conversion efficiency as a

function of compression ratio

In cycle analysis the value of γ

can be taken:
γ = 1.3
Constant-volume ideal gas standard cycle
Two more useful relations. Dimensionless numbers rc, γ, and Q*/(cvT1)
are sufficient to describe the characteristics of the constant-volume ideal
gas standard cycle, relative to its initial conditions p1, T1

or relative to the maximum pressure in the cycle, p3

A high value of imep/p3 is desirable. Engine weight will increase with

increasing p3 to withstand the increasing stresses in components
 Diesel Cycle (Constant Pressure Cycle)

i. Process 1-2: Isentropic Compression

ii. Process 2-3: Constant Pressure Heat Addition
iii. Process 3-4: Isentropic expansion (power stroke)
iv. Process 4-1: Constant Volume Heat Rejection
Constant-pressure ideal gas standard cycle
Taking = 1 we get for the constant-pressure cycle
 Duel Cycle/Limited Pressure Cycle

i. Process 1-2: Isentropic Compression

ii. Process 2-3: Constant Volume Heat Addition
iii. Process 3-4: Constant Pressure Heat Addition
iv. Process 4-5: Isentropic expansion (Power stroke)
v. Process 5-1: Constant Volume Heat Rejection
 Limited-pressure ideal gas standard cycle
Denoting

we get for the limited-pressure cycle

 Cycle comparison. Some assumptions

1. γ = 1.3
2. Q* is defined as the internal energy decrease during isothermal
combustion per unit mass of working fluid. Hence

A simple approximation for (ma/m) is ((rc-1)/rc, ; i.e., fresh air fills the
displaced volume and the residual gas fills the clearance volume and the
same density. Then (A is a constant)

For this value of all cycles would be burning a

stiochiometric mixture with an appropriate residual gas fraction
 Cycle comparison

Constant volume 0.525 16.3 0.128 128

Limited pressure .500 15.5 0.231 67

Constant pressure 0.380 11.8 0.466 25.3

Cycle comparison
 Fuel-Air Cycle Considerations

Fuel-Air cycle is defined as the theoretical cycle that is

based on the actual properties of the cylinder gases

•Actual composition of the cylinder gas > fuel + air +

water vapor in air + residual gas
•The incomplete mixing (in-homogeneous) of fuel and
air at higher temperatures @ above 1600degK).
•Specific heat changes with temperature and hence,
ratio of specific heats (k) also changes.
•Changes in no. of molecules in cylinder with the change
in pressure and temperature.
 Fuel-Air Cycle Considerations

• The basic advantage of the fuel-air analysis is that

while the air cycle studies the effect of CR only on
other parameters.

• With fuel-air cycle we can also study the effect of CR,

F/A ratio, inlet pressure and temperature, variable
specific heat and other factors on engine
performance.
 Effect of Specific Heat

• Specific heat is defines as the amount of heat

required to raise the temperature of water by 1
degree.
• Generally, all gases, except monatomic gases
(helium, neon, argon, krypton, xenon and radon),
show an increase in specific heat at high
temperatures as shown in figure.
 Effect of Dissociation

• The process of dissociation is nothing but disintegration of

combustion products at high temperature.

• Dissociation is the heat absorption process.

• In IC engine, mainly dissociation of CO2 and little dissociation of

H2O

2CO2 = 2CO +O2 + Heat

H2O = 2H2 + O2 + Heat
 Effect of Dissociation

Because of lower maximum temperature due to dissociation, the

maximum pressure is also reduced and state after combustion will
be replaced by 3’ instead of 3.
 Comparison

Air Cycle
•The air standard cycle analysis only shows how the efficiency is
improved by raising the compression ratio of air.
•It does not give any idea on the effect of F/A ratio on thermal
efficiency.

Fuel-Air Cycle
•Allows study of fuel air ration on thermal efficiency.
•Allows study of fuel air ratio gives the effects of Pmax, Tmax as
fuel air ratio is varied.
•This helps in structural design of engine.
•F/A ratio and Compression ratio play major role.
•Fuel Air cycle gives good estimate of the power expected from an
actual engine.
Energy Losses in a Typical IC Engine
Efficiency of the IC engine
 Actual Cycles

Petrol Cycle Diesel Cycle