IC Engines – Gas Cycle

Lecture 3
Gas Cycle
• Gas Cycle calculations treat the combustion process as an equivalent heat
release.
• The combustion processes are modeled as:
• Constant Volume Model
• Constant Pressure Model
• Finite Heat Release Model

• Moreover it is assumed that:

1. The working fluid used in Otto Cycle is ideal gas.
2. It is assumed that it has constant specific heat.

This simplifies the model.

Air Standard Cycle
• The gas mixture in the cylinder is treated as air for the entire cycle and property values of air are used in the analysis.

• This is a good approximation during the first half of the cycle, when most of the gas in the cylinder is air with only upto

about 7% vapor.

• Even in the second half of the cycle when gas composition changes to CO2, H2O and N2 using air properties does not

create large errors.

• Combustion process is replaced with heat addition term Qin of equal energy value. Air alone cannot combust.

• Open exhaust process which carries a large amount of enthalpy out of the system, is replaced by closed system heat

rejection process Qout of equal energy.

• Compression and expansion processes are considered isentropic processes.

Air Standard Cycle
• Actual Engine processes are approximated with ideal processes:
• The almost constant pressure intake and exhaust strokes are assumed to be constant pressure.

• At WOT the intake stroke is assumed to be at a pressure P 0 of one atmosphere.

• At partially closed throttle or when supercharged inlet pressure will be come constant value other than one atmosphere. Exhaust pressure is

assumed to be one atmosphere.

• Compression and expansion stroke are approximated by isentropic processes. To be truly isentropic these processes are

required to be reversible and adiabatic. (In reality there is some friction between piston and cylinder walls but because the

surfaces are polished and lubricated this processes are considered frictionless and reversible.

• Combustion process is considered constant volume process (SI cycle), constant pressure process (CI cycle) and combination of

both (CI dual cycle).

• Exhaust blowdown is considered constant volume process

• All processes are considered reversible.

Air Standard Cycle
• Air considered an ideal gas with following ideal gas relationships:
• P v = RT
• PV = mRT
• P = ρRT
• dh = cp dT
• du = cv dT
• Pvk = constant (Isentropic process)
• Tv(k-1) = constant (Isentropic Process)
• TP(1-k)/k = constant (Isentropic process)
• w 1-2 = (P2v2 –P1v1)/(1-k) (Isentropic work in closed system)
• C = (kRT)0.5
Symbols in Air Standard Cycle
Where
• P = gas pressure in cylinder
• V = volume in cylinder
• v = specific volume of gas
• R = gas constant of air
• T = temperature (in Kalvin)
• m = mass of gas in cylinder
• ρ = density
• h = specific enthalpy
• u = specific internal energy
• Cp, Cv = specific heat
• k = Cp/Cv
• w = specific work
• c = speed of sound
 Air Standard Cycle
• For thermodynamic analysis the specific heats of air can be treated as functions of temperature, which they are, or they can be treated

as constants, which simplifies calculations at a slight loss of accuracy.

• Because of the high temperatures and large temperature range experienced during an engine cycle, the specific heats and ratios of

specific heats k do vary by a fair amount. At low temp. end of a cycle during intake and start of compression a value of k=1.4 is correct.

However at the end of combustion the temperature has risen such that k=1.3 would be more accurate. A constant average value

between these extremes is found to give better results than a standard condition value.

• When analyzing Compression, Combustion and Expansion following can be used:

cp = 1.108 KJ/Kg-K

Cv = 0.821 KJ/Kg-K

K = cp / cv = 1.108/0.821 = 1.35

R = cp – cv = 0.287 KJ/Kg-K
 Air Standard Cycle
When analyzing intake and Exhaust following can be used:

cp = 1.005 KJ/Kg-K

Cv = 0.718 KJ/Kg-K

K = cp / cv = 1.005/0.718 = 1.4

R = cp – cv = 0.287 KJ/Kg-K
 Terms

• bTDC – Before Top Dead Center

• aTDC – after Top Dead Center

• bBDC - before Bottom Dead Center

• aBDC – After Bottom Dead Center

• WOT – Wide Open Throttle

• Part Load – slightly opened throttle

 OTTO CYCLE
• Intake – Constant Pressure Process

• Compression – Isentropic Process

• Power Stroke:
• Spark – Constant Volume Heat Input

• Expansion/Power Stroke – Isentropic Process

• Exhaust:
• Blowdown – Constant Volume Process

• Exhaust Stroke – Constant Pressure Process

 Otto Cycle - SI Engine
• Four Stroke SI Engines are considered to be Otto Cycle Engines.
• In four stroke process is as follows:
• 1-2 Compression – Isentropic Process

• 2-3 Spark at TDC - Constant Volume Heat Addition (in real world it starts at bTDC and reaches maximum speed near TDC and finishes aTDC. Peak temp. and
pressure of the cycle reaches here)

• 3-4 Expansion (Power Stroke)– Isentropic Process

(very high pressure and enthalpy values generate expansion stroke. High pressure on piston face generates force pushing it down)

• 4-5 BLOW DOWN – Constant Volume Heat Rejection – Opening of valves bTDC affects power stroke. At the opening of Exhaust Stroke Blow Down

occurs releasing a large amount of enthalpy and heat is rejects almost instantaneously. Pressure reduced to atmospheric pressure and temp. has been

substantially reduced.

• 5-6 Exhaust – Constant Pressure – volume reduced to Vc at constant pressure. In reality pressure is slightly higher than atmospheric in

the exhaust manifold.

• 6-1 Intake – Constant Pressure

 Otto Cycle - SI Engine
• Two revolutions complete four strokes.

• In Otto cycle the combustion is so rapid that the piston does not move
during the combustion process. And thus combustion is assumed to take
place at constant volume.

• Exhaust Process 5-6 and Intake Processes 6-1 thermodynamically cancel

each other and not required in analysis

• Since spark initiates combustion, it is called SI Engine.

 Specific Heat Ratio
• ϒ or k = cp / cv
• R = c p – cv
• Mass of air mm = P1V1 / RT1
 Otto Cycle
In Otto Cycle Engine the working fluid is considered to be an ideal gas.
Four basic processes of Otto Cycle Engine are:
• 1 to 2 Isentropic Compression
• 2 to 3 Constant Volume Heat Addition
• 3 to 4 Isentropic Expansion
• 4 to 1 Constant Volume Heat Rejection

Isentropic: No heat is added into the system – Entropy of the system does
not change.
Otto Cycle
Pressure – Volume Graph in Otto
Cycle
Otto Cycle

• Constant Pressure Air Intake:

• P1 = P 6 = P 0
• W6-1 = P0 (v1 – v6)

• Compression Stroke: P2 / P1 = rϒ T2 / T1 = rϒ-1

W = (p v – P V )/(1-k) = R (T -T ) / (1-k)
1-2 2 2 1 1 2 1

W = C (T –T )
1-2 v 1 2
Otto Cycle
• Heat Addition: (2-3)
v3 = v2 = vTDC
w2-3 = 0
Qin = mf . QLHV . Combustion Efficiency
Qin = m cv (T3 – T2)
Qin = (ma + mf) cv (T3 – T2)
qin = cv (T3 – T2)
P3 = mRT3/V3
• Expansion Stroke: (3-4) P4/P3 = (1/rc)k ,
T4/T3 = (1/rc)k-1
W3-4 = (P4 v4 – P3v3) / (1-k)
W3-4 = R (T4 – T3) / (1-k)
W3-4 = Cv (T3 - T4)
• Heat Rejection: (4-5) Qout = m cv (T1 – T4)
q out = Cv (T1 – T4)
• T3 = Combustion Temp. or max. temp. in cylinder, T2 = Temp of Compressed Air (After Compression Stroke)
• T4 = Exhaust Temp., T1 = Atmospheric Temp.
•• m = max.
P3 is mass of gas in the cylinder
Pressure P1V1 = mRT1
• Cv = Constant Volume Specific Heat
• r = Compression Ratio (V1 / V2) where V1 is Volume at CEDC and V2 is Volume at HEDC
• ϒ = Specific Heat Ratio
Otto Cycle
• Constant Pressure Exhaust Stroke
P5 = P6 = P1
W 5-6 = P0 (v6 – v5) = P0 (v6 – V1)
Otto Cycle
Compression Ratio of an engine is :

• ɳ = 1 - r1-ϒ
r = V1 / V2
• ɳ = 1 – (T1 / T2)
Efficiency ɳ = Wout / Qin = (Q in - Qout) / Qin
• Indicated Mean Effective Pressure (imep) is
• ɳ = 1 – Qout /Qin

ɳ = 1 – (T4 – T1) / (T3 – T2)

• IMEP / P1 = Qin / P1V1 x (r / (r-1)) ɳ
•

• Since: v1=v4 and v2 = v3 • IMEP is non- dimensionalized by dividing it with P1

• (T2/T1 ) = (v1/v2) k-1 = (v4/v3) k-1 & Qin is non-dimensionalized by dividing it with

• T /T
= T 3 / T2 P1V1
4 1
Otto Cycle
Compression Ratio of an engine is :
r = V1 / V2
• Thermal Efficiency ɳ = Wout / Qin = (Q in - Qout) / Qin
ɳ = 1 – Qout /Qin
ɳ = 1 – (T4 – T1) / (T3 – T2)
Since: v1=v4 and v2 = v3
(T2/T1 ) = (v1/v2) k-1 = (v4/v3) k-1
4 1 = T 3 / T2
T /T

ɳ = 1 - r1-ϒ
ɳ = 1 – (T1 / T2)

• Indicated Mean Effective Pressure (imep) is

• IMEP / P1 = Qin / P1V1 x (r / (r-1)) ɳ

• IMEP is non-dimensionalized by dividing it with P1 & Qin is non-dimensionalized by

dividing it with P1V1
Example Problem

A four cylinder 2.5 Liter SI automobile Engine operates at WOT on a four stroke air
standard Otto Cycle at 3000RPM. The engine has a compression ratio of 8.6:1, a
mechanical efficiency of 86%, and a stroke to bore ratio S/B=1.025. Fuel is iso-
octane with AF 15, a heating value of 44300KJ/Kg, and combustion efficiency ήc =
100%. At the start of the compression stroke, conditions in the cylinder combustion
chamber are 100kPa and 60C. It can be assumed that there is a 4% exhaust residual
left over from the previous cycle. Do complete thermodynamic analysis of the
engine.
Thermodynamic Analysis of OTTO
CYCLE
Data from engine specifications: S = 1.025B = 0.0942m = 9.42cm

Vd = 2.5 liter/4 = 0.625 L = 0.000625m3 • STATE 1

rc = V1/V2 = (Vc + Vd)/Vc = 8.6 T1 = 60C = 60+273 = 333K

rc = (Vc + 0.000625) / Vc P1 = 100 kPa

V1 = Vd + Vc = 0.000625 + 0.0000822 =
Vc = 0.0000822m = 82.2 cm
3 3

0.000707m3
Vd = (PI/4) B2S = (PI/4) B2(1.025B) = 0.000625m3
Mass of gas mixture can be calculated now:
B = 0.0919m = 9.19cm
Thermodynamic Analysis of OTTO
CYCLE
State 2: Compression stroke is isentropic.
P2 = P1 (rc)k = 100 (8.6)1.35 = 1826 kPa

T2 = T1 (rc)k-1 = (333K) (8.6)0.35 = 707K = 434C

V2 = mRT2 / P2
V2 = (0.000740kg) (0.287 kJ/kg–K)(707K)/1826kPa
V2 = 0.0000822m3 = Vc
V2 could also be found by another way:
V2 = V1 / rc = 0.000707m3/8.6 = 0.0000822 m3
The mass of gas mixture mm in the cylinder is made up of air ma, fuel mf, and exhaust residual mex;
Mass of air ma = (15/16)(0.96)(0.000740) = 0.000666 kg
Mass of fuel mf = (01/16)(0.96)(0.000740) = 0.000044 kg
Mass of exhaust mex = (0.04) (0.000740) = 0.000030kg
Total mm = 0.000740kg
Thermodynamic Analysis of OTTO
CYCLE
State 3:
Qin = mf QHV ηc = mm Cv(T3 – T2)
Qin = mf QHV ηc = (0.000044 kg) (44,300 kJ/Kg) (1.00)=1.9492KJ
Qin = mm Cv(T3 – T2) = (0.000740 kg) (0.821 kJ/kg–K) (T3- 707K)
Solving to T3:
T3 = 3915K = 3642C = Tmax
V3 = V2 = 0.000822 m3
P3 = P2 (T3 / T2) = (1826 kPa) (3915 / 707) = 10,111kPa
P3 = 10,111 kPa = Pmax
Pmax = m R T3 / V3 = 0.000740 X 0.287 X 3915 / 0.0000822 = 10,115kPa
Thermodynamic Analysis of OTTO
CYCLE
State 4: Power stroke 3-4 is isentropic

T4 = T3 (1/rc)k-1 = (3915K) (1/8.6)0.35

T4 = 1844K = 1571C

P4 = P3 (1/rc)k = (10,111kPa) (1/8.6)1.35 = 554kPa

V4 = mRT4/P4 =

V4 = (0.000740)(0.287kJ/kg-K)(1844)/(554kPa)

V4 = 0.000707m3 = V1
Thermodynamic Analysis of OTTO
CYCLE
Work produced in the isentropic power stroke for one cylinder during one cycle is:

W3-4 = mR (T4 - T3)/(1 - k)

W3-4 = (0.000740kg)(0.287kJ/kg-K)(1844-3915)K / (1-1.35)

W3-4 = 1.257 kJ

Work absorbed during the isentropic compression stroke for one cylinder during one cycle is:

W1-2 = mR (T2 – T1)/(1 - k)

W1-2 = (0.000740kg)(0.287kJ/kg-K)(707 - 333)K / (1-1.35)

W1-2 = - 0.227 kJ

W2-3 = 0, W4-5 = 0,

Work of intake stroke is cancelled by the work of the exhaust stroke. W6-1 = 100 (V1-V6) = 100 (0.000707 - 0.0000822) = 0.0625KJ , . W5-6 = 100 (V6-V5) = 100

(0.0000822 - 0.000707 ) = -0.0625KJ

Net indicated work for one cylinder during one cycle is: w1-2 +
Thermodynamic Analysis of OTTO
CYCLE
Work produced in the isentropic power stroke for one cylinder during one cycle:
Work done during isentropic Expansion stroke:
W3-4 = mR (T4-T3) / (1-K)
= (0.000740 kg)(0.287 kJ/Kg-K)(1844-3915)K/(1-1.35)
=1.257 kJ
Work absorbed during isentropic compression stroke:
W1-2 = mR (T2-T1) / (1-K)
= (0.000740 kg)(0.287 kJ/Kg-K)(777-333)K/(1-1.35)
= - 0.227 kJ
Since there is no volume change work done in combustion and blow down is zero.
Work done in exhaust stroke is:
W5-6 = P(V6-V5)
Work done in intake stroke is:
W6-1 = P(V1-V6)
Since there is constant pressure, work done in intake and exhaust cancels each other.
Wnet = W1-2 + W1-2 + W2-3 + W3-4 + W4-5 + W5-6 + W6-1
Wnet = 1.257 – 0.227 KJ
Otto Cycle At Part Load Condition
Four Stroke Otto Cycle
with
Supercharger or Turbocharger
Work done under Part Throttle
Position
Exhaust Stroke

It consists of:
• Blowdown

• Exhaust of gases by upward movement of piston

• Blowdown Process:
• High Kinetic Energy due to high flow velocity

• Energy wasted in exhaust manifold

• There will be subsequent rise in enthalpy and temp.

• Choked Flow (Sonic velocity) will be experienced across exhaust valve at the start of blowdown.

• Turbine of turbo charger can be mounted very close to exhaust manifold.

Exhaust Stroke
Cont.
T ex = T3 (P7 / P3) (k-1)/k
T ex = T3 (Pex / P3) (k-1)/k

T ex = T4 (Pex / P4) (k-1)/k

Cont.
• At the end of the exhaust stroke there is still a residual of exhaust gas trapped in the clearance volume of the cylinder.

• This exhaust gas mixes with inlet fresh air and fuel mixture and carried to the new cycle. Exhaust residual is defined as:

Xr = mex / mm

• mex is the mass of exhaust gas carried into the next cycle

• mm is the mass of gas mixture within cylinder for the entire cycle

• Value of exhaust residual range from 3% to 7% at full load, increasing to as much as 20% at part throttle light load.

• CI Engines generally have less exhaust residual because their higher compression ratios give them smaller relative

clearance volumes.

• Location of valves and amount of overlap also affect the amount of exhaust residual.
Cont.
Finding mex

If the process of blowdown is modeled as an isentropic expansion then:

P4 / P7 = ( v7/v4 )k = P4 / Pex = P4 / P0

P3 / P7 = ( v7/v3 )k = P3 / Pex = P3 / P0

The mass of exhaust in the cylinder after blowdown, but before the exhaust stroke, will be:

m7 = V7/vex = V5 / v7 = V1 / v7

The mass of exhaust in the cylinder at the end of the exhaust stroke will be:

mex = V6 / v7 = V2 / v7
Cont.
Cont.
Mm = V1 / v1 = V2/v2 = V3/v3 = V4/v4 = V7/v7

xr = = V2/V7

xr = (V6 / v7) / (V4/v4) = (V6/V4)(v4/v7)

xr = (1/rc) (v4/v7)

xr = (1/rc) [ (RT4 / P4) / (RT7 / P7) ] = (1/rc )

Xr = (1/rc) (T4/Tex) (Pex/P4)

Where rc = compression ratio

Pex = P7 = Po

Tex = T7
Cont.
Finding Temperature of air entering in intake manifold

mex hex + ma ha = mm hm

mex Cp Tex + ma Cp Ta = mm Cp Tm

Canceling Cp and dividing by mm we have:

(mex / mm) Tex + (ma/mm) Ta = Tm

(Tm)1 = xr Tex + (1 - xr) Ta

Since (ma/mm) = (1-xr)

Where Tex = T7 and Ta is the temp. of the incoming air in the intake manifold.
Cont.

• As air enters in the cylinder, it mixes with the small charge of the
incoming air in the intake manifold, heating the air and reducing its
density. This, in turn, reduces the volumetric efficiency of the engine.

• Part of this loss is gained back by the substantial cooling of the small
amount of exhaust residual, which increases the density. The partial
vacuum this creates in the clearance volume can then by filled with
additional intake air.
Diesel Engines
There are two types of diesel engines:
• Constant Pressure Cycle – Constant Pressure Heat Input

• Dual Cycle – Heat Addition at Constant Volume and Heat Addition at Constant
Pressure
CI Engines - Constant Pressure Cycle
Heat Addition at Constant Pressure

• In Diesel engine ignition is by compression. So diesel engines have high compression ratios. (15 to 22)

• Fuel is directly injected into the combustion chamber. Fuel is injected at about 15 degree before top dead

center position till 5 degree after TDC position.

• Injection duration is a function of engine load.

• Since compressed air is at a temperature above the auto ignition temperature, combustion will begin in

regions of the fuel spray that have an air fuel ratio close to stoichiometric.

• Beginning of the compression stroke occurs at constant pressure.

CI Engines - Constant Pressure Cycle
Heat Addition at Constant Pressure

• Duration of combustion is controlled by the injection and mixing of the fuel spray.

• 4 Strokes of Compression Ignition (Diesel) Engines

1. Intake

2. Compression – beginning of the expansion stroke occurs at constant pressure

3. Expansion

4. Exhaust
 CI Engines - Constant Pressure Cycle
Heat Addition at Constant Pressure

1 to 2 isentropic compression
2 to 3 constant pressure heat addition
3 to 4 isentropic expansion
4 to 1 constant volume heat rejection

• Heat Addition: Qin = m cp (T3-T2)

• Expansion Stroke: P4/P3 = ( β / r ) k
or T4/T3 = ( β / r ) k-1
CI Engines - Constant Pressure Cycle
Heat Addition at Constant Pressure

• PROCESS 6-1: Constant Pressure Air Intake at P0:

P1 = P 6 = P 0

W6-1 = P0 (v1 – v6)

• PROCESS 1-2 – Isentropic Compression Stroke:

P2 / P1 = (V1 / V2) ϒ = (v1 / v2) ϒ = rϒ

T2 / T1 = (V1 / V2) ϒ-1 = (v1 / v2) ϒ-1 = rϒ-1

q1-2= 0
W = (p v – P V ) / (1 - k) = R (T -T ) / (1-k)
1-2 2 2 1 1 2 1

W = C (T –T )
1-2 v 1 2
CI Engines - Constant Pressure Cycle
Heat Addition at Constant Pressure

• Process 2-3: Pressure Constant Heat Addition:

• Qin = m cp (T3 – T2)
• Qin = (ma + mf) cp (T3 – T2)
• qin = cp (T3 – T2)
• W2-3 =P2 (v3 – v2)
• Cutt off Ratio is defined as v3/v2 = T3/T2
CI Engines - Constant Pressure Cycle
Heat Addition at Constant Pressure
• Process 3-4: Expansion Stroke:
• P4/P3 = (1/rc)k ,
• T4/T3 = (1/rc)k-1
• W3-4 = (P4 v4 – P3v3) / (1-k) = R (T4 – T3) / (1-k)
• W3-4 = Cv (T3 - T4)

• Heat Rejection: Qout = m cv (T1 – T4)

• q out = Cv (t4 – T1)

• Constant Pressure Exhaust Stroke

• W5-6 = P0 (v6-v1)

• T3 = Combustion Temp. or max. temp. in cylinder, T2 = Temp of Compressed Air (After Compression Stroke)
• T4 = Exhaust Temp., T1 = Atmospheric Temp.
• P3m = mass
is max. of
gas in the cylinder P1V1 = RT1
Pressure
Cv = Constant Volume Specific Heat
r = Compression Ratio (V1 / V2) where V1 is Volume at CEDC and V2 is Volume at HEDC
ϒ = Specific Heat Ratio
CI Engines - Constant Pressure Cycle
Heat Addition at Constant Pressure

• Constant Pressure Exhaust Stroke

• P5 = P6 = P1
• W 5-6 = P0 (v6 – v5) = P0 (v6 – V1)
Compression Ignition Engines – Diesel Cycle
Constant Pressure Heat Addition
Compression Ignition Engines – Diesel Cycle
Constant Pressure Heat Addition
Compression Ignition Engines – Diesel Cycle
Constant Pressure Heat Addition
Compression Ignition Engines – Diesel Cycle
Constant Pressure Heat Addition
Diesel Engines - Dual Cycle
• Modern Compression Ignition (diesel engines) resemble neither constant volume heat addition
nor constant pressure heat addition, but rather an intermediate cycle in which some heat is
added at constant volume and some heat is added at constant pressure.
• Dual cycle is a gas cycle model that can be used to more accurately model combustion
processes that are slower than constant volume but more rapid than constant pressure.
• The dual cycle also can provide algebraic equations for performance parameters such as
thermal efficiency.
• Designer can specify approximately the distribution of heat added in the two processes by
choice of fuel, the fuel injection system and engine geometry, usually to the limit of peak
pressure in the cycle.
• Consequently this cycle is also referred to as Limited Pressure Cycle
• Heat Addition is:
Qin = mCv (T2.5 – T2) + mCp(T3 – T2.5)
Dual Cycle
Dual Cycle
Dual Cycle
Dual Cycle
Cont.
Cont.
Problem 3-5
A small truck has a four cylinder, four liter CI Engine that operates on the air-standard Dual Cycle (fig 3-11) using light

diesel fuel at an air-fuel ratio of 18. The compression ratio of the engine is 16:1 and the cylinder bore diameter is 10.0

cm. At the start of the compression stroke, conditions in the cylinder are 60C and 100KPa with a 2% exhaust residual. It

can be assumed that half of the heat input from combustion is added at constant volume and half at constant pressure.

a. Calculate Temperature and Pressure at each state of the cycle

b. Indicated thermal efficiency

c. Exhaust temperature

d. Air Temperature in intake manifold

e. Engine volumetric efficiency

Example Problem
A large vintage straight six CI truck engine operates on air standard
Diesel cycle using heavy diesel fuel with a combustion efficiency of
100%. The engine has a compression ratio of 16.5:1. Temperature and
Pressure in the cylinder at the start of the compression stroke are 55C
and 102kPa, and maximum cycle temperature is 2410C. Calculate:
1. Temp, Pressure and specific volume at each state of the cycle
2. Air-fuel ratio of the cylinder gas mixture
3. Cylinder temperature when the exhaust valve opens
4. Indicated thermal efficiency of the engine
 rc = 16.5
P1 = 102KPa
T1 = 55C = 55 + 273 = 328K
T3 = Tmax = 2410C = 2410 + 273 = 2683K
QLHV = 42500 KJ / KG

Compression Stroke:
P2 = P1 (rc)K = 102 (16.5)1.35 = 4489.6 KPa
T2 = T1 (rc)K-1 = 328 (16.5)1.35 -1 = 875K
P2v2 = RT2
v2 = RT2 /P2 = 0.287 KJ/KG-K X 875K / 4489.6 Kpa = 0.0559m3
rc = v1 / v2
v1 = v2 rc = 0.0559m3 X 16.5 = 0.4474m3
Constant pressure heat addition:
P3 = P2 = 4489.6 KPa
Qin = QLHV X mf X ήc = 42500 X mf
42500 X mf = mm Cp (T3 – T2) = qin X mm
qin = cp (T3 – T2) = 1.108 X (2683 – 875) = 2003.3 KJ/KG
mf / mm = 2003.3 / 42500 = 0.0471 = 1 / (AF +1)
0.0471 + 0.0471 AF = 1
0.0471 AF = 1 – 0.0471 = 0.9529
AF = 0.9529 / 0.0471 = 20.23
P3v3 = RT3
4489.6 KPa X v3 = 0.287 KJ/KG-K X 2683K
v3 = 0.287 KJ/KG-K X 2683K / 4489.6 Kpa = 0.1715 m 3
w2-3 = P3(V3 – V2) = 4489.6 ( 0.1715m3 - 0.0559m3) = 518.93KJ/KG
Expansion Stroke:
P4 = P3 (v3 / v4)K = 4489.6 (0.1715 /0.4474)1.35 = 1230.34 KPa
T4 = T3 (v3 / v4)K-1 = 2683 (0.1715 /0.4474)1.35-1 = 1918.28K
w3-4 = R (T4 - T3) / (1 - k) = 0.287KJ/KG-K (1918.28K - 2683K ) / (1-1.35) = 627KJ/KG
wnet:
Since w5-6 + w6-1 = 0
wnet = w1-2 + w2-3 + w3-4 = 627 + 518.93 + 627 = 894.34 KJ/KG
ή = wnet / qin = 894.34 / 2269.3 = 51.57%
 Atkinson Cycle
• The original Atkinson cycle piston engine allowed the intake, compression, power, and exhaust stroke of

the 4 stroke cycle to occur in a single turn of the crankshaft and was designed to avoid infringing certain

patents covering Otto Cycle engines.

• Due to the unique crankshaft design of the Atkinson, its expansion ratio can differ from its compression

ratio and, with a power stroke longer than its compression stroke, the engine can achieve greater thermal

efficiency than a traditional piston engine.

• While Atkinson's original design is no more than a historical curiosity, many modern engines use

unconventional valve timing to produce the effect of a shorter compression stroke/longer power stroke,

thus realizing the fuel economy improvements the Atkinson cycle can provide
Atkinson Cycle

0
Atkinson Cycle
The ideal Atkinson cycle consists of following operations:
Intake Stroke:
• 0-6 Constant Pressure intake
Compression Stroke
• 6-1 Constant Pressure piston movement (Intake Valve still open)
• 1-2 isentropic compression
Power Stroke
Ignition
• 2-3 Constant Volume Heat addition (Qp)
• 3-4 Constant Pressure Heat Addition (Qp')
Expension
• 4-5 Isentropic expansion
Exhaust
• 5-6 Blowdown - Isochoric cooling (Qo)
• 6-1 Constant Pressure exhaust (Isobaric cooling (Qo'))
Usage of Atkinson Cycle
• While a modified Otto cycle engine using the Atkinson cycle provides good fuel economy, it is
at the expense of a lower power-per-displacement as compared to a traditional four-stroke
engine.

• If demand for more power is intermittent, the power of the engine can be supplemented by
an electric motor during times when more power is needed. This forms the basis of an
Atkinson cycle-based hybrid electric drivetrain.

• These electric motors can be used independently of, or in combination with, the Atkinson cycle
engine, to provide the most efficient means of producing the desired power. This drive train
first entered production in late 1997 in the Japanese-market Toyota Prius.
Vehicles using Atkinson cycle
• At this writing, most production full hybrid-electric vehicles use Atkinson cycle engines: • Mazda CX-5 (front- and all-wheel drive) with a 14:1 compression ratio (13:1 for North America)

• Chevrolet Tahoe Hybrid electric (four-wheel drive) with a compression ratio of 10.8:1 • Mercedes ML450 Hybrid (four-wheel drive) electric

• Ford C-Max (front wheel drive / US market) hybrid & plug-in hybrid models • Mercedes S400 Blue Hybrid (rear-wheel drive) electric

• Ford Escape/Mercury Mariner/Mazda Tribute electric (front- and four-wheel drive) with a • Toyota Camry Hybrid electric (front-wheel drive) with a compression ratio of 12.5:1
compression ratio of 12.4:1
• Toyota Highlander Hybrid (2011 and newer)[5]
• Ford Fusion Hybrid/Mercury Milan Hybrid/Lincoln MKZ Hybrid electric (front-wheel drive) with a
compression ratio of 12.3:1 • Toyota Prius hybrid electric (front-wheel drive) with a (purely geometric) compression ratio of
13.0:1
• Honda Accord Plug-in Hybrid[4]
• Toyota Yaris Hybrid (front-wheel drive) with a compression ratio of 13.4:1
• Honda Accord Hybrid (front-wheel drive)

• Hyundai Sonata Hybrid (front-wheel drive)

• Infiniti M35h Hybrid (rear-wheel drive)

• Kia Optima Hybrid (front-wheel drive)

• Lexus CT200h (front-wheel drive)

• Lexus GS450h hybrid electric (rear-Wheel drive) with a compression ratio of 13.0:1

• Lexus HS250h (front-wheel drive)

• Lexus RX 450h hybrid electric (four-wheel drive)

• Mazda 3 SkyActiv (front-wheel drive) with a 13:1 compression ratio (12:1 for North America)

• Mazda 6 SkyActiv-G 2.5L (front-wheel drive) with a 14:1 compression ratio (13:1 for North
America)
Miller Cycle
• Ralph Miller patented his Miller-cycle engine in the 1940s, and for the last several years
Mazda has been using this type of engine in some of its cars.

• A Miller-cycle engine is very similar to an Otto-cycle engine. The Miller-cycle uses pistons,
valves, a spark plug, etc., just like an Otto-cycle engine does. There are two big differences:
• A Miller-cycle engine depends on a supercharger.

• A Miller-cycle engine leaves the intake valve open during part of the compression stroke,
so that the engine is compressing against the pressure of the supercharger rather than
the pressure of the cylinder walls. The effect is increased efficiency, at a level of about 15
percent.
Miller Cycle

7 Intake Valve Close

Miller Cycle
Intake Stroke
• 6-7 Constant Pressure Intake
• 7-1 Isentropic Intake (Expansion)
Compression Stroke
• 1-7-2 Isentropic Compression
Power Stroke
• 2-3 Constant Volume Combustion
• 3-4 Isentropic Expansion
Exhaust Stroke
• 4-5 Blowdown at Constant Volume
• 5-6 Constant Pressure Exhaust
Problem - Miller Cycle
The four-cylinder, 2.5 liter SI automobile engine of problem 3.1 is converted to operate on an air standard Miller
Cycle with early valve closing (cycle 6-7-1-7-2-3-4-5-6). It has a compression ratio of 8:1 and expansion ratio of 10:1.
A supercharger is added that gives a cylinder pressure of 160KPa when the intake valve closes, as shown in Fig 3-
15. The temperature is again 60C at this point. The same fuel and AF are used with combustion efficiency of 100%.

(AF = 15, Qin = 44300 KJ/KG, Exhaust Residual = 3.33%)

Calculate:

1. Temperature and Pressure at all points in the cycle

2. Indicated Thermal Efficiency

3. Indicated mean effective pressure

Miller Cycle – With Turbocharger
or supercharger
Miller Cycle
Intake Stroke
• 6-7 Intake at pressure created by supercharger (Valve Closed at 7)
• 7-1 Isentropic Intake (Expension)
Compression Stroke
• 1-7-2 Isentropic Compression
Power Stroke
• 2-3 Constant Volume Ignition
• 3-4 Isentropic Expension
Exhaust Stroke
• 4-5 Blowdown at Constant Volume
• 5-6 Constant Pressure Exhaust

Intake Stroke for late closing of intake valve:

• 6-8 Intake at pressure created by supercharger (Valve Closed at 8)
Miller Cycle
• A traditional OTTO CYCLE engine uses four "strokes", of which two can be considered "high power" — the compression stroke (high

power consumption) and power stroke (high power production). Much of the internal power loss of an engine is due to the energy needed

to compress the charge during the compression stroke, so systems that reduce this power consumption can lead to greater efficiency.

• In the Miller cycle, the intake valve is left open longer than it would be in an Otto cycle engine. In effect, the compression stroke is two

discrete cycles: the initial portion when the intake valve is open and final portion when the intake valve is closed. This two-stage intake

stroke creates the so called "fifth" stroke that the Miller cycle introduces. As the piston initially moves upwards in what is traditionally the

compression stroke, the charge is partially expelled back out the still-open intake valve. Typically this loss of charge air would result in a

loss of power. However, in the Miller cycle, this is compensated for by the use of a supercharger. The supercharger typically will need to

be of the positive displacement (Roots or Screw) type due to its ability to produce boost at relatively low engine speeds. Otherwise, low-

rpm power will suffer.

• A key aspect of the Miller cycle is that the compression stroke actually starts only after the piston has pushed out this "extra" charge and

the intake valve closes. This happens at around 20% to 30% into the compression stroke. In other words, the actual compression occurs

in the latter 70% to 80% of the compression stroke

Continued
• In a typical spark ignition engine, the Miller cycle yields an additional benefit. The intake air is

first compressed by the supercharger and then cooled by an intercooler.

• This cooling lower intake charge temperature, combined with the lower compression of the

intake stroke, yields a lower final charge temperature than would be obtained by simply

increasing the compression of the piston.

• This allows ignition timing to be advanced beyond what is normally allowed before the onset of

detonation, thus increasing the overall efficiency still further. An additional advantage of the

lower final charge temperature is that the emission of NOx in diesel engines is decreased,

which is an important design parameter in large diesel engines on board ships and power

plants.
Miller Cycle
Compression Ratio

• Efficiency is increased by raising the compression ratio. In a typical

gasoline engine, the compression ratio is limited due to self-ignition
(detonation) of the compressed, and therefore hot, air/fuel mixture.

• Due to the reduced compression stroke of a Miller cycle engine, a

higher overall cylinder pressure (supercharger pressure plus
mechanical compression) is possible, and therefore a Miller cycle
engine has better efficiency.
Thank you