Chapter Three

Thermodynamic Analysis of
IC Engine
Introduction
 The three steps of Thermodynamic Analysis of IC Engines are
 Ideal Gas Cycle (Air Standard Cycle)
 Idealized processes
 Idealize working Fluid
 Fuel-Air Cycle
 Idealized Processes
 Accurate Working Fluid Model
 Actual Engine Cycle
 Accurate Models of Processes
 Accurate Working Fluid Model
 1. Air Standard Cycle
 The operating cycle of an IC engine can be broken down into
a sequence of separate processes
 Intake, Compression, Combustion, Expansion and Exhaust.
 Actual IC Engine does not operate on a thermodynamic cycle,
But are operated on open cycle.
 The accurate analysis of IC engine processes is very
complicated.
 In order to understand them it is advantageous to analyze the
performance of an Idealized closed cycle
 Air-standard analysis is used to perform
elementary analyses of IC engine cycles
 Air-Standard Cycle Assumptions
 Simplifications to the real cycle include:
 Fixed amount of air (ideal gas) for working fluid
 Combustion process not considered
 Intake and exhaust processes not considered (There is Heat
addition and heat rejection source and Sink)
 There is no heat losses from the system to the surrounding
 Engine friction and heat losses not considered
 All the processes that constitute the cycle are reversal
 Specific heats independent of temperature
 For Air Cp = 1.005 kJ/kg K Cv = 0.717kJ/kgK , γ = 1.4 M=
29kg/kmol
 1.1 CARNOT CYCLE
P 1
 Sadi Carnot, a French engineer, absorbs
heat
proposed a reversible cycle in
2
1824,
TH
 the working medium receives heat
4 3
at a higher temperature and TC
rejects heat
rejects heat at a lower temperature V
S
3 2
1–2

contained in gas
isothermal heat addition (in contact with TH)
2–3 isentropic expansion to TC

entropy
3–4 isothermal heat rejection (in contact with TC)
4
4–1 isentropic compression to TH 1
(isentropic  adiabatic+quasistatic)
TC TH T
 CARNOT CYCLE
 The areas under the process curves on
 the P-v diagram represent the work done for closed
systems. (W net)
 T-s diagram represent the heat transfer for the
processes. (Q net)
 W net = Qnet Because  dU  0   TdS   PdV
W   Q1 2  Q3 4   TH ( S 2  S 1 )  TL ( S 3  S 4 )  S
 Carnot   net        3 2
 Qin   Q1 2   TH ( S 2  S 1 ) 

contained in gas
 TH  T L  T 

entropy
 Carnot     1   L 
 TH   TH 
4 1

TC TH T
 1.2. STRIRLING CYCLE
 The Carnot cycle has a low mean effective pressure
because of its very low work output. Hence, one of the
modified forms of the cycle to produce higher mean
effective pressure while theoretically achieving full Carnot
cycle efficiency is the Stirling cycle
 Stirling engine – a simple, practical heat engine using a
gas as working substance.
 It’s more practical than Carnot, though its efficiency is
pretty close to the Carnot maximum efficiency
 STRIRLING CYCLE
 It consists of
 two isothermal and

 two constant volume processes.

 The heat rejection and addition take

place at constant temperature.

T
3-4 Isothermal Heat Addition 3 4
T2
4-1 Con Vol Expansion
1-2 Isothermal Heat rejection
T1 1
2-3 Con Vol Compression 2

V1 V2
 STRIRLING CYCLE
 W3 4  W21 
 Stirling    
 W3 4 
  V 
  RT3 log e ( 4 V   RT1  log e  1 V  
V
 3  2

 V4  
 RT log  V  
 3
3
 

 But V3=V2 and V4=V1

 T3  T1 
 Stirling    Same as Carnot Cycle efficiency
 T3 
 1.3. ERICSSON CYCLE

 The Ericsson cycle consists of

 two isothermal processes and
 two constant pressure processes.
 The heat addition and rejection take place at constant pressure as
well as isothermal processes
 the process 2 3 and 1 4 are parallel to each other on the T-s
diagram,
 the net effect is that the heat need be added only at constant
temperature T3 = T4 and rejected at the constant temperature Tl = T2
 The advantage of the Ericsson cycle over the Carnot and Stirling
cycles is its smaller pressure ratio for a given ratio of maximum to
minimum specific volume with higher mean effective pressure.
 1.4. OTTO CYCLE
 The main drawback of the Carnot cycle is its impracticability
due to high pressure and high volume ratios employed with
comparatively low mean effective pressure.
 Nicolaus Otto (1876), proposed a constant-volume heat
addition cycle which forms the basis for the working of
today's spark-ignition engines.
 It consists of
 Two Constant Volume Processes

 Two Isentropic Processes

OTTO CYCLE
1-2 Isentropic
compression
2-3 Constant volume
heat addition
3-4 Isentropic
expansion
4-1 Constant volume
heat rejection
OTTO CYCLE
 Thermal Efficiency of the Otto cycle
Wnet Qnet Qin  Qout Q
 th     1  out
Qin Qin Qin Qin

Now to find Qin and Qout.

Apply first law closed system to process 2-3, V = constant.

Qnet , 23  U 23
Thus, for constant specific heats,
Qnet , 23  Qin  mCv (T3  T2 )
 OTTO CYCLE
Similarly apply first law closed system to process 4-1, V = constant.
Qnet , 41  U 41
Qnet , 41  Qout  mCv (T1  T4 )
Qout  mCv (T1  T4 )  mCv (T4  T1 )
The thermal efficiency becomes
Qout
 th , Otto  1
Qin
mCv (T4  T1 )
 1
mCv (T3  T2 )
(T4  T1 )
 th , Otto  1
(T3  T2 )
T1 (T4 / T1  1)
 1
T2 (T3 / T2  1)
OTTO CYCLE
Recall processes 1-2 and 3-4 are isentropic, so
T2 T3

T1 T4 T2 T3
T T
Since V3 =orV2 and 4 3T1,4 we see that
2 VT1= V

T4 T3 T1 or T4
T2 TT3 T or T4 T3
 1 2 
T1 T4 T1 T2 Is this the same as the
T4 T3
or (T4  T1 ) Carnot cycle efficiency?
 th , Otto  1 T1 T
(T3  T2 )2
T4 T3 T1
 T1 (T4 / T1  1)  th , Otto  1 
T1 T2 1  T2
T2 (T3 / T2  1)
 OTTO CYCLE
Since process 1-2 is isentropic,

This looks like the Carnot efficiency, but it

is not! T1 and T2 are not constant.

where the compression ratio is r = V1/V2 and

1 What are the limitations for

 th , Otto  1  k 1 this expression?
r
 1.5. DIESEL CYCLE
 The difference between Otto and Diesel
cycles is in the process of heat addition. In
Otto cycle the heat addition takes place at
constant volume whereas in the Diesel
cycle it is at constant pressure
 1-2 Isentropic Compression
 2-3 Con Pre. Heat Addition
 3-4 Isentropic Expansion
 4-1 Con Vol. Heat Rejection
 Thermal efficiency of the Diesel cycle
Wnet Qout
 th , Diesel   1
Qin Qin
Now to find Qin and Qout.

Apply the first law closed system to process 2-3, P = constant.

Thus, for constant specific heats

Qnet , 23  U 23  P2 (V3  V2 )
Qnet , 23  Qin  mCv (T3  T2 )  mR (T3  T2 )
Qin  mC p (T3  T2 )
Apply the first law closed system to process 4-1, V = constant (just as we
did for the Otto cycle)

Thus, for constant specific heats

Qnet , 41  U 41
Qnet , 41  Qout  mCv (T1  T4 )
Qout  mCv (T1  T4 )  mCv (T4  T1 )
The thermal efficiency becomes

Qout
 th , Diesel  1
Qin
mCv (T4  T1 )
 1
mC p (T3  T2 )
 Cv (T4  T1 )
 th , Diesel  1
C p (T3  T2 )
1 T1 (T4 / T1  1)
 1
k T2 (T3 / T2  1)

PV PV
3 3
 2 2 where P3  P2
T3 T2
What is T3/T2 ?
T3 V3
  rc
T2 V2
where rc is called the cutoff ratio, defined as V3 /V2, and is a measure of the
duration of the heat addition at constant pressure.

Since the fuel is injected directly into the cylinder, the cutoff ratio can be
related to the number of degrees that the crank rotated during the fuel
injection into the cylinder.
 PV PV
4 4
 1 1 where V4  V1
T4 T1
What is T4/T1 ?
T4 P4

T1 P1
Recall processes 1-2 and 3-4 are isentropic, so

PV  PV
1 1
k
2 2
k
and PV  PV
4 4
k
3 3
k

Since V4 = V1 and P3 = P2, we divide the second equation by the first equation and
obtain
 DIESEL CYCLE
Therefore, The Thermal Efficiency is

1 T1 (T4 / T1  1)
 th , Diesel  1
k T2 (T3 / T2  1)
1 T1 r  1 k
 Diesel

 1  k 1  

1  1 rck  1 
 1  
c
k T2 (rc  1) const cV r  rc  1 
k

1 rck  1
 1
r k 1 k ( rc  1)
Note the term in the square bracket is always larger than unity so for the
same compression ratio, r, the Diesel cycle has a lower thermal efficiency
than the Otto cycle

Note: CI needs higher r compared to SI to ignite fuel

 1.6. DUAL CYCLE
 In the Otto cycle, combustion is assumed at constant volume while in
Diesel cycle combustion is at constant pressure

 In practice they are far from real.

 Since, some time interval is required for the chemical
reactions during combustion process, the combustion cannot
take place at constant volume.
 Similarly, due to rapid uncontrolled combustion in diesel
engines, combustion does not occur at constant pressure.
 The Dual cycle, also called a mixed cycle or limited
pressure cycle, is a compromise between Otto and Diesel
cycles.
 DUAL CYCLE
1  2 Isentropic compression
2  3 Constant volume heat addition
3  4 Constant pressure heat addition
4  5 Isentropic expansion
5  1 Constant volume heat rejection
 Wnet   Qin  Qout 
 Dual       
 Qin   Qin 
 mCV (T3  T2 )  mC p (T4  T3 )  mCV (T5  T1 ) 
 
 mC (T  T )  mC (T  T ) 
 V 3 2 p 4 3 
1  rp rc  1 
  1   1   Where rp=p3/p2
r  rp  1   rp rc  1 Pressure Ratio
Comparison of Otto, Diesel & Dual Cycles

 The important variable factors which are used as the basis for comparison of the
cycles are
 compression ratio,
 peak pressure,
 heat addition,
 heat rejection and
 the net work
 a comparison of these three cycles is made for the
 same compression ratio,
 same heat addition,
 constant maximum pressure and temperature,
 same heat rejection and net work output
 Comparison of Otto, Diesel & Dual Cycles

 Same Compression Ratio and Heat Addition

 Otto   Dual   Diesel

All the cycles start from the same initial
state point 1 and the air is compressed from
state 1 to 2 as the compression ratio is same
 Comparison of Otto & Diesel

 Same Compression Ratio and Heat Rejection

heat supplied in the Otto cycle is more than that of the Diesel cycle.
Hence, it is evident that, the efficiency of the Otto cycle is greater
Comparison of Otto & Diesel

 Same Peak Pressure, Peak Temperature and Heat

Rejection

 Diesel   Otto
Comparison of Otto & Diesel

 Same Maximum Pressure and Heat Input

 Diesel   Otto

the heat rejection for Otto cycle is more than the heat rejected in
Diesel cycle, Hence Diesel cycle is more efficient than Otto cycle
Comparison of Otto, Diesel & Dual Cycles

 Same Maximum Pressure & work Output

For same work output, the' entropy at
3 should be greater than entropy at
3'.

It is clear that the heat rejection for

Otto cycle is more than that of Diesel
cycle.

Hence, for these conditions the

Diesel cycle is more efficient than the
Otto cycle.
 1.7.LENIOR CYCLE
 The Lenoir cycle consists of the following processes
 Constant volume heat addition (1-2)
 isentropic expansion (2-3);
 constant pressure heat rejection (3-1).
 The Lenoir cycle is used for pulse jet engines.
 LENIOR CYCLE

p2
rp  and T2  T1 rp
p1
  1 
 
T3  p3    
  
T2  p 2 
  1    1 
   
1     1     1
T3  T2    T1 rp    
Tr 
1 p 
r  r 
 p   p 

 1
     1  
 T1 rp     T1   rp     1 
  1     1   
 1 p
T r  T1   pr  1 
   
 1.8.ATKINSON CYCLE
 Atkinson cycle is an ideal cycle for Otto engine
exhausting to a gas turbine.
 In this cycle the isentropic expansion (3-4) of an Otto
cycle (1234) is further allowed to proceed to the lowest
cycle pressure so as to increase the work output. With
this modification the cycle is known as Atkinson cycle.

 Qin  Qout   mCV (T3  T2 )  mC p (T4'  T1 ) 

 Lenoir      
 Qin   mCV (T3  T2 ) 
T T 
 1    4' 1 
 T3  T2 
 er 
 1     
e r  e=Expansion ratio=V4’/V3
 1.9.The Miller Cycle
 Introduced by Ralph Miller in the 1940s
 It is a modified Otto Cycle that improves fuel efficiency by
10%-20%.
 It relies on a supercharger/turbocharger, and takes advantage
of the supercharger’s greater efficiency at low compression
levels. This is applicable for the late closing cycle
Examples
 A gas engine operating on the ideal Otto cycle has a
compression ratio of 6:1. The pressure and
temperature at the commencement of compression
are 1 bar and 27 oC. The heat added during the
constant volume combustion processes is 1170 kJ/
kg. Determine the peak pressure and temperature,
work out put per kg of air and air standard efficiency.
Assume Cv=0.717 kJ/kg K and γ=1.4 for air
Solution
 Given Data
 Operating Cycle
 Otto Cycle
 Compression Ratio
 6:1
 At Point ‘1’
 P1=1 bar, T1=27 oC Required Values
 Heat added • Peak Pressure (p3)
• Peak Temperature (T3)
 Q2-3=1170 kJ/kg • work out put per kg of air
• Efficiency
Solution
 Consider pro 1-2
P2
 r 
 6 1 .4
 12.3
P1  r  6  12.3
P2  1.4

P1  12.3  1bar   12.3 bar

P
T22  12 
2
P  V.131bar  12.3 bar
    r  1  6 0.4  2.05
TT21 V12  0.4
 r  6  2.05
T12  2.05  300   615 K  342 o C
T
T2  2.05  300  615 K  342o C
Solution
 Consider the Pro 2-3
 For Unit mass flow
q s  q 23  C v T3  T2   1170 kJ
kg
 q 23   1170 
T3  T2        1631.8
 CV   0.717 
T3  1631.6  615  2246.8 K  1973.8 oC

P3  T3   2246.8 
       3.65
P2  T2   615 
 
P3  3.65  12.3  10 5  44.8  10 5 N
m 2  44.8 bar
Solution
 Work output
= Area of the p-v diagram
=Area under (3-4) – Area under (2-1)
 P V  P4V4   P2V2  P1V1   RT3  RT4   RT2  RT1 
  3 3          
  1    1    1    1 
 R 
  T3  T4   T2  T1 
  1
R  C P  CV   1.004  0.717   0.287 kJ
kg K
 1
T3  V3 
    r  1  6 0.4  2.048
T4  V4 
 T   2246.8 
T4   3      1097.1 K
 2.048   2 .048 
Solution
 0.287 
 Work output/kg  2246.8  1097.1  615  300
 0.4 
 0.287
598.9 kJ

 2246.8  1097.1  615  300
 0.4  1   1   1   1   0.5116
Otto   1   0.4 
 598.9 kJ  r  6 
 51.16 %
 Efficiency  1   1 
 Otto  1   1   1   0.4   0.5116
r  6 
 51.16 %
Example-2
 Determine the ideal efficiency of the diesel engine
having a cylinder with bore 250 mm, stroke 375 mm and
a clearance volume of 1500 cc, with fuel cut-off occurring
at 5 % of the the swept. Assume γ=1.4 for air
 Given Data
 Bore Dia b=250 mm
 Stroke length s=375 mm
 Clearance Volume Vc=1500 cc
 Cut-off volume (V3-V2)= 0.05 (Vs)
Solution
 To determine Compression ratio
  2   2
Vs   b S   25  37.5  18407.8 cc
4 4
 Vs   18407.8   V3 
 
r  1    1    13.27 Cut  off ratio  rc   
 Vc   1500   V2 
 To determine Cut-off ratioCut  off Volume  V 3  V2   0.05Vs
 0.05  12.27 Vc 
 V3   0.6135Vc
Cut  off ratio  rc   
 V2  V 2  Vc
Cut  off Volume  V3  V2   0.05Vs  V3  Vc  0.6135(Vc )  1.6135(Vc )
 0.05  12.27 Vc   V3
rc  
  1.6135Vc
  

  1.6135
 0.6135Vc  V2   Vc 

  0.05  12.27 Vc 
 0.6135Vc
V 2  Vc
Solution
V  V  0.6135(V )  1.6135(V )
3 c c c

r To
 
Vdetermine  
1.6135Vcefficiency
   
c 
3
   1.6135
 V 2   Vc 

 
 c 1   1   1.6135  1 
1.4
1 r
 Diesel  1    1     1   
r    rc  1   13.27     
0.4
1 . 4 1 . 6135 1 
 0.60502
 60.52 %