L34: Internal Combustion Engine Cycles: Otto, Diesel, and Dual or Gas Power Cycles Introduction to Gas Cycles Definitions
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1 Page L: Internal Combustion Engine Cycles: Otto, Diesel, and Dual or Gas Power Cycles Review of Carnot Power Cycle (gas version) Air-Standard Cycles Internal Combustion (IC) Engines - Otto and Diesel Cycles Introduction to Gas Cycles Definitions Carnot Cycle Limits Air-Standard Assumptions for More Realistic Modeling Introduction to IC Engines Definitions Gas Power Cycles: utilize a gas that does not change phase as the working fluid (as opposed to vapor cycles, e.g., Rankine) Internal Combustion Engine: fuel and air are burned within the boundaries of a system (e.g., an automotive engine). Other than suction and compression strokes, the mass in the cylinder remains fixed and control mass equations must be remembered and applied or derived from control volume equations by integrating the transient form and dropping the inflow and outflow terms. External Combustion Engine: heat is supplied to the working fluid through a heat exchanger (e.g., an electric steam power plant cycle) Open Cycles: the working fluid is exhausted after each cycle (e.g., internal combustion engines) Closed Cycles: the working fluid is re-circulated within the cycle (e.g., external combustion engines) Ideal Engine Cycles: cycles that have no internal irreversibilities (note that Carnot cycles have no internal and external irreversibilities more realistic ideal cycles have external heat transfer irreversibilities)
2 Page Carnot Power Cycle Piston Cylinder Device Energy source at TH QH Ideal IC Engine TH = const. (a) Process : rev., isothermal heat input : rev., adiabatic expansion : rev., isothermal heat rejection : rev., adiabatic compression P-V Representation Insulation TH TL (b) Process P QH TH=const. Energy Sink at TL QL TL= const. (c) Process Wnet, out QL TL=const. V TL TH (d) Process T T S Representation QH TH QH QL TL Wnet QL A S=S S=S B S
3 Page Carnot Power Cycle Steady-Flow Devices Ideal Gas Turbine Engine Isothermal Compresso r Isentropic Compresso r Isotherm al turbine Isentropic turbine wnet qout qin Carnot Cycle Comments Provides upper bound to engine efficiency for all engines (including internal combustion and gas turbine engines) Carnot efficiency tells us we want to increase the temperature for heat additional and reduce the temperature for heat rejection also true for real engines It s difficult and expensive to achieve isothermal compression and expansion we want a more realistic performance limit Air-Standard Assumptions & Models More realistic & Specific ideal cycle models for gas power cycles (separate models for different engine types) than Carnot cycle Open cycles are replaced with closed cycle equivalents o Internal combustion processes are replaced by heat additional processes from external sources (external combustions processes) o Exhaust processes are replaced by heat rejection processes to external sinks Incorporates non-isothermal heat addition and rejection processes has external heat transfer irreversibilities All processes are assumed to be internally reversible : no friction, no internal temperature or pressure gradients Working fluid is air that acts as an ideal gas
4 Page Often employ cold-air-standard assumptions which utilize constant specific heats evaluated at room temperature cold air-standard cycle Internal Combustion Engines Exhaust Spark plug or Fuel injector Power Valve Intake Top Dead center Stroke Clearance Volume Cylinder wall Compression Ignition Exhaust valve opens Bottom Dead center Reciprocating Motion Crank mechanism Rotary motion Piston Exhaust Valve Closes Top dead Center (TDC) Exhaust Intake Displacement Bottom Dead center (BDC) Intake valve closes Spark ignition (SI): o Combustions initiated by spark o Air and fuel can be added together Compression ignition (CI): o Combustion initiated by auto ignition o Required fuel injection to control ignition Diesel Cycle Air standard model for an CI engine SI engines Air-fuel mixture compressed to below fuel auto ignition temperature Limits compression ratio and efficiency to avoid knocking Combustion initiated by a spark near TDC Combustion process modeled as constant volume Diesel engines Air compressed above fuel auto ignition temperature Fuel injection via liquid spray near TDC Evaporates and ignites on contact with hot compression ignition Combustions process modeled as constant pressure-slower than otto cycle Air-Standard Diesel Cycle
5 Page 5 Diesel Cycle Efficiency Assumptions: closed system, 0, ideal gas behavior st Law applied to gas in the cylinder for each process 0 : : 0 : : For each cycle ; 0 So use ideal gas tables to evaluate properties*** Cold-Air-Standard Efficiency Otto cycle with contant specific hets Useful for illustration perfomance trends But for ideal gas & isentropic process & constant k So Otto Cycle with Constant Specific Heat
6 Page 6 Otto Cycle Trends Compression Ratio Typical Compression Ratios for gasoline engines Why not use higher compression ratios? For gasoline engines r is limited due to auto ignition (knock) Diesels have higher compression ratios Compression ratio, r Use P-V and T-S diagrams to show why efficiency increase with compression ratio Extra work Extra work P T V S Higher average pressure and more displacement for expansion work Higher average temperature for heat addition
7 Page 7 Otto Cycle Air standard model for an SI engine Actual SI Engines vs. Otto Cycle T How does the Otto Cycle Compare with the Carnot Cycle? TH qh V = C Wnet, otto V = C Carnot: TL ql s
8 Page 8 Otto Cycle Efficiency Assumptions: closed system, 0, ideal gas behavior st Law applies to gas in the cylinder for each process :. :.. :. :.. For each cycle,, So General for variable specific heat ***use ideal gas tables to evaluate properties*** Mean Effective Pressure P MEP Wnet Vmin Vmax V MEP produces same net work with constant pressure as for actual cycle (includes both expansion and compression) TDC BDC
9 Page 9 Compression Ratio Want high MEP for high power density Increasing r leads to higher MEP Trends r is limited by fuel ignition properties Fuel Ratings Octane Rating: composition of iso-octane and heptane mixture that gives same auto-ignition temperature as actual fuel Gasoline: 85 to 9 to avoid auto-ignition Diesel: 60 to have auto-ignition Higher octane fuel allows higher compression ratios (and therefore greater efficiency and power density) there is no benefit in using higher octane fuel in a low compression ratio engine. Cold-Air-Standard Efficiency Diesel cycle with constant specific heats Useful for illustration performance trends Can show that For For Where For a given r(v /V ),
10 Page 0 However, diesels have higher compression ratios For same compression ratio T qh V = const Otto Diesel P = const V = const ql S = s s = s S Diesel Cycle Performance Trends, Typical Compression Ratio for diesel engines R c = (Otto) Cold air standard Assumption with K = Compression ratio, r Dual Cycle P X qin Isentropic Isentropic qout Combustion process in actual IC engines is neither constant volume nor constant pressure Better model is combined part constant volume/part constant pressure combustion process This results in dual cycle Adjust X to match actual cycle v
11 Page Cold-Air Standard Efficiency, For same r, Diesel Cycle Example Given: Ideal Diesel Cycle, r = 8, r c = P = 0. MPa, T = 00 K Find: T and P fore states,, and, th, w net, & MEP Assumptions: Diesel Cycle with variable spec. heats. P T 8 v S State T P u h : /r.5 ~900. Table 00 K (Table A )
12 Page : , 00. :.99 8 r /rc 5.95 ~ r C
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