2131905
2131905
2131905
Prepared by,
Brijrajsinh Sarvaiya(13ME548)
Jaypalsinh Jadeja(13ME517)
Pradipsinh Jadeja(13ME518)
Virendrasinh Parmar(13ME539)
Objectives
1. Evaluate the performance of gas power cycles.
2. Develop simplifying assumptions applicable to gas power cycles.
3. Review the operation of reciprocating engines.
4. Analyze both closed and open gas power cycles.
5. Solve problems based on the Otto and Diesel cycles.
6. Solve problems based on the Brayton cycle; Brayton cycle with
Basic Components
The piston reciprocates in the cylinder between two fixed positions called the
top dead centre (TDC) - the position that forms the smallest volume in the
cylinder - and the bottom dead centre (BDC) - position that forms the largest
volume in the cylinder.
The distance between TDC and BDC is called the
stroke of the engine. The diameter of the piston is
called the bore.
Compression ratio:
Performance Characteristics
Net work output per cycle:
Classifications of IC Engines:
1. Spark-ignition (SI) or Petrol engines
2. Compression-ignition (CI) or Diesel engines
Sequence of processes:
Temperature-volume relation,
Thermal efficiency,
Auto ignition places upper limit on compression ratios that can be used in SI
engines.
Specific heat ratio, k affects the thermal efficiency of the Otto cycle.
Fuels that are less refined (thus less expensive) can be used in diesel
engines.
The combustion process takes place over a longer
interval - fuel injection starts when the piston
approaches TDC and continues during the first part
of power stroke.
Hence, combustion process in the ideal Diesel
cycle is approximated as a constant-pressure heataddition process.
Sequence of processes:
1-2 Isentropic compression
2-3 Constant-pressure heat addition
3-4 Isentropic expansion
4-1 Constant-volume heat rejection.
Note:
Petrol and diesel engines differ only in the manner
the heat addition (or combustion) process takes
place.
It is approximated as a constant volume process in
the petrol engine cycle and as a constant pressure
process in the Diesel engine cycle.
Cutoff ratio,
A
I
R
Air
Combustion
Products
Actual
Cycle
Intake
Stroke
Compressio
n
Stroke
Power
Stroke
Qin
Dual
Cycle
Air
Qin
Exhaus
t
Stroke
Qout
TC
BC
Compressio
n
Process
Const
volume
heat
addition
Const
pressure
heat addition
Process
Expansion
Process
Const
volume
heat
rejection
Dual Cycle
Process
Process
Process
Process
Process
2.
5
1 2 Isentropic compression
2 2.5 Constant volume heat addition
2.5 3 Constant pressure heat addition
3 4 Isentropic expansion
4 1 Constant volume heat rejection
Qin
Qin
4
1
2.5
Qout
Qin
(u2.5 u2 ) ( h3 h2.5 ) cv (T2.5 T2 ) c p (T3 T2.5 )
m
Thermal Efficiency
Dual 1
cycle
Qout m
u4 u1
1
Qin m
(u2.5 u2 ) (h3 h2.5 )
Dual
const cv
where rc
rck 1
1 k 1
r ( 1) k rc 1
1
v3
v2.5
and
P3
P2
Note, the Otto cycle (rc=1) and the Diesel cycle (=1) are special cases:
Otto 1
1
r k 1
Diesel
const cV
1 1 rck 1
1 k 1
r k rc 1
rc 1
k 1
Qin 1 1
k 1
P
V
k 1
1 1 r
1 P3
r k P1
For the same initial conditions P1, V1 and the same compression ratio:
volume
are shown in p-V and T- diagram in Fig. (a) and
(b) respectively for the same
compression ratio and heat input.
Volume
Same compression ratio and heat
rejection
Entropy
and (b)],
otto = 1 - QR
Q S
Where, Qs is the heat supplied in the Otto cycle and is equal to the
area under the curve
2-3 on the T-s diagram . The efficiency of the Diesel cycle is given
by,
QR
= 1Dies
Q
el
S
otto
= 1 - QR
QS
Diesel
= 1
QR
Q
S
Work done
Heat supplied
Work done
Work done + Heat rejected
area 1-2-3-4 (work output of Otto cycle) and area 1-2'3'-4' (work output of Diesel cycle) are same. To achieve
this, 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.
The efficiency of Dual cycle lies between the two
cycles.
References:Reference Material
1.Refer lecture by IIT Madras Prof. U.S.P.