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    POWER PLANT Presentation

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    mhawan104
    This document compares real combustion cycles in internal combustion engines to idealized air standard cycles. It discusses key differences between the two, such as changing chemical composition in real cycles, non-constant specific heats, and dissociation occurring in real cycles but not ideal cycles. Real cycles experience pressure drops, non-reversible processes, and maximum temperatures lower than ideal cycles due to dissociation. The document also notes ignition timing affects maximum pressure development and power output.

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    POWER PLANT Presentation

    Uploaded by

    mhawan104
    9 views21 pages
    This document compares real combustion cycles in internal combustion engines to idealized air standard cycles. It discusses key differences between the two, such as changing chemical composition in real cycles, non-constant specific heats, and dissociation occurring in real cycles but not ideal cycles. Real cycles experience pressure drops, non-reversible processes, and maximum temperatures lower than ideal cycles due to dissociation. The document also notes ignition timing affects maximum pressure development and power output.

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    POWER PLANT presentation

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    POWER PLANT presentation

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    This document compares real combustion cycles in internal combustion engines to idealized air standard cycles. It discusses key differences between the two, such as changing chemical composition in real cycles, non-constant specific heats, and dissociation occurring in real cycles but not ideal cycles. Real cycles experience pressure drops, non-reversible processes, and maximum temperatures lower than ideal cycles due to dissociation. The document also notes ignition timing affects maximum pressure development and power output.

    Copyright:

    © All Rights Reserved
    Download as PPTX, PDF, TXT or read online from Scribd
    Download as pptx, pdf, or txt
    9 views21 pages

    POWER PLANT Presentation

    Uploaded by

    mhawan104
    This document compares real combustion cycles in internal combustion engines to idealized air standard cycles. It discusses key differences between the two, such as changing chemical composition in real cycles, non-constant specific heats, and dissociation occurring in real cycles but not ideal cycles. Real cycles experience pressure drops, non-reversible processes, and maximum temperatures lower than ideal cycles due to dissociation. The document also notes ignition timing affects maximum pressure development and power output.

    Copyright:

    © All Rights Reserved
    Download as PPTX, PDF, TXT or read online from Scribd
    Download as pptx, pdf, or txt
    of 21

    POWER PLANT-I

    GROUP MEMBERS
     KASHAN BASHIR (18PWMEC4564)
     MUHAMMAD WAJID ALI (18PWMEC4646)
     NADIR ULLAH (18PWMEC4531)
     MUHAMMAD HASSAN (18PWMEC4533)
     MUHAMMAD HAMMAD (18PWMEC4647)
    Real Cycle & Air Standard Cycles
    Actual Cycle(Real Cycle)
    The actual cycle experienced by internal combustion
    engines is an open cycle with changing composition, actual
    cycle efficiency is much lower than the air standard
    efficiency due to various losses occurring in the actual
    engine.
    Air Standard Cycle
    Air standard cycles are idealized cycles based on the following
    assumptions:
     The working fluid (air) has a constant mass throughout the entire air cycle and air is
    taken to be ideal.
     The air maintains a constant specific heat capacity throughout the cycle.
     The combustion process is replaced by a heat transfer process from an external heat
    source.
     The cycle is completed by the heat transfer to the surrounding in contrast to the
    exhaust and the intake processes of an actual engine.
     All the processes are internally reversible
    Otto Cycle (Constant Volume Cycle)
    The Otto Cycle is the ideal air standard cycle for petrol engine, the gas
    engine, & the high speed oil engine.
    The Cycle is shown on p-v diagram.
    Process 1 -2: Isentropic compression of the air as the piston moves from bottom dead center(BDC) to top
    dead center (TDC)
    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 indented to represent the ignition of the fuel-air mixture & the subsequent rapid
    burning.
    Process 3–4: Isentropic expansion (power stroke)
    Process 4-1: constant volume process in which heat is rejected from the air while the piston is at bottom
    dead center.
    Real cycle vs Air standard cycle

    There are fundamental mechanical and thermodynamic difference between real cycle and air
    standard cycle. Few of main differences are provided here;

    1. Chemical composition of working fluid:


    In ideal case working fluid is air only. While, working fluid of the
    actual cycle is the mixture of the air and fuel vapour along with their
    unburned mixture and residual gases.
    2. Change in the composition:
    In air standard cycle composition of air doesn’t change but in real
    cycle fuel is burnt in presence of air so, air charge is consumed and its
    composition is changed. These combustion products aren’t exhausted
    completely.
    Real cycle vs Air standard cycle
    3. Difference in indicator diagram :
     In real cycle there is pressure drop along valve throttling and hence there the pressure and
    volume are not constant in case of diesel cycle combustion process and volume and not purely
    constant in combustion process of Otto cycle that’s why rounding off takes place. While, in ideal
    cases of both cycles combustion takes place at constant pressure and volume.

    Diesel cycle Otto cycle


    Real cycle vs Air standard cycle
    4. Nature of process:
    In air standard cycle the heat losses are minimum so, process there is reversible adiabatic
    or isentropic. Heat losses must be avoided to reach maximum pressure and temperature .
    But in case of real cycle the process is Polytropic as there is heat loss because of cooling
    that is essential to avoid the temperature that can cause the failure of engine material.
    Real cycle vs Air standard cycle
    5. Specific heat:
    In case of air standard cycle the perfect gas is assumed. One of the properties of perfect
    gas is that its specific heat remains constant but in real cycle the value of specific heat is
    considerably changed because high temperature is reached. Kinetic energy and thus
    collision increased when a substance is heated so, as a result value of specific heat is
    raised.
    Dissociation in real cycle VS air standard
    cycle
     The maximum temperature attained in the real cycle of an IC engine is much less than that
    of the air standard cycle. On of the reasons for this is the phenomena of dissociation.
     Dissociation process can be considered as the disintegration of combustion products at
    high temperature.
     Dissociation is Endothermic ( Heat absorbed ) process while combustion is Exothermic
    ( Heat released ) process.
     In IC engines, mainly dissociation of CO2 into CO and O2 occurs, whereas there is very
    little dissociation of H2O.
     It occurs slightly about 2000 degrees when combustion chamber reaches this
    temperature. Heat is utilized in the process given below

     The effect of on engine behavior is more than . Also , if there is formation of


    nitric oxide during the combustion process then the temperature is even lowered.
    WHY TO MINIMIZE
    DISSOCIATION
     Due to Dissociation temperature drops
    and power output reduce.
     Due to Dissociation the efficiency of
    engine decreases .
     Due to dissociation pressure decreases
    because of temperature drops, So the
    actual out put is from 3/.
     Dissociation has also a bad impact on
    environment as it releases oxides.
    HOW TO MINIMIZE
    DISSOCIATION
     The presence of CO and O2 in the
    gases tends to prevent dissociation
    of CO2; this is noticeable in a rich
    fuel mixture, which by producing
    more CO , suppresses dissociation
    of CO2.
     With dissociation maximum
    temperature is obtained when mixture
    is slightly rich.
    Effects of air-fuel mixture strength on combustion
    temperature

     For air standard cycle the maximum combustion


    temperature occurs at stoichiometric mixture
    (A balanced mixture of fuel and oxidizer such
    that no excess of either remains after
    combustion).
     But for real cycle it has been found that
    maximum combustion temperature occurs for a
    mixture of air and fuel that is 20% rich in
    mixture.
    COMPARISON:

     If there is no dissociation, the brake


    power output is maximum when the
    mixture ratio is stoichiometric.
     The shaded area between the brake power
    graphs shows the loss of power due to
    dissociation.
     When the mixture is quite lean there is no
    dissociation.
    Ignition Timing and Maximum pressure
    Developed
     Standard air cycle assumes that when ignition take place , full combustion and
    maximum combustion pressure develops instantaneously .
     In real cycle, full combustion takes time to be completed and maximum pressure is developed
    after combustion is completed.
     It is important to determine correct ignition time.
     For maximum power output, it is desired to get maximum combustion pressure just after the
    piston reaches TDC.

     graph shows that for specific air fuel mixture, Maximum power is produced when ignition
    Take place 40 degree before the crank angle leads the piston to TDC.
     What if ignition takes place to early?
    knocking
    detonation
    can be detrimental to Engine
    What if there is delay in ignition?
    Maximum pressure develops in expansion stroke.
    Decreased performance.
    Emissions and overheating issues.
    Ignition timing depends upon;
    Air fuel mixture.
    Fuel octane.
    Engine temperature, speed, loud.
    Thanks

    Any Questions?

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