OTTO CYCLE

Basis of Spark Ignition Engines.

0 -1 : Suction
1 -2 : Isentropic
Compression
2 -3 : Constant Vol.
Heat Addition
3 -4 : Isentropic
Expansion
1 -0 : Exhaust
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
Qs
1
2
T
e
m
p
e
r
a
t
u
r
e
,

T

Entropy, s
3
Isochoric
4
Q
R
4 -1 : Constant Vol.
Heat Rejection
OTTO CYCLE

) (
) (
1
) (
) ( ) (
) (
) ( ) (
2 3
1 4
2 3
1 4 2 3
2 3
1 4 2 3
T T
T T
T T
T T T T
T T C m
T T C m T T C m
Q
Q Q
otto
otto
V
V V
otto
S
R S
otto

=
q
q
q
q
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
( ) ( ) 1
3
4
4
3
1
2
1
1
2

|
|
.
|

\
|
=
|
|
.
|

\
|
=
k k
V
V
T
T
AND
V
V
T
T
|
|
.
|

\
|
|
|
.
|

\
|
= =
3
4
2
1
V
V
AND
V
V
Ratio n Compressio r
OTTO CYCLE THERMAL EFFICIENCY
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
|
|
.
|

\
|
=
|
|
.
|

\
|

|
|
.
|

\
|
=
|
|
.
|

\
|
=
4
3
1
2
3
4
2
1
T
T
T
T
V
V
V
V
r
2 3
1 4
2
1
3
4
T T
T T
T
T
T
T

=
|
|
.
|

\
|
=
|
|
.
|

\
|

( ) 1
2
1
2
1
1
1
1

|
|
.
|

\
|
=
|
|
.
|

\
|
=
k
otto
V
V
T
T
q
( ) 1
1
1

=
k
otto
r
q
OTTO CYCLE THERMAL EFFICIENCY
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
( ) 1
1
1

=

q
r
otto
Thermal Efficiency is a function of :
1. Compression Ratio (r) and
2. Ratio of Specific Heat (k)
) , ( k r f
th
= q
Thermal Efficiency is a Independent of :
1. Pressure Ratio r
p
= (P
2
/ P
1
) and
2. Heat Supplied (Qs)
OTTO CYCLE THERMAL EFFICIENCY
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
1 1
1 1 2 2 4 4 3 3

=
k
V P V P
k
V P V P
W
) ....(
1
4
2
3
4
3
1
2
say r
P
P
P
P
AND r
P
P
P
P
P
k
=
|
|
.
|

\
|
=
|
|
.
|

\
|
=
|
|
.
|

\
|
=
|
|
.
|

\
|
3 4 2 1
V r V AND V r V = =
|
|
.
|

\
|
+

=
|
|
.
|

\
|
+

=
1
1
1
1
1 1
1 1
1 1
2 2
1 1
4 4
1 1
3 3 1 1
1 1 2 2 4 4 3 3
r
r
r
r
r r
k
V P
W
V P
V P
V P
V P
V P
V P
k
V P
W
k
V P V P
k
V P V P
W
k
P
k
P
( ) ( ) | | 1 1
1
1
1 1

=
k
P
r r
k
V P
W
OTTO CYCLE THERMAL EFFICIENCY
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
( ) ( ) | |
) 1 (
1 1
1
1
2
1
1 1

=

r V
r r V P
k
P
k
P
m
Volume Swept
Output Work
P
m
=
) 1 (
2 2 1
= = r V V V Volume Swept
( ) ( )
( ) ) 1 ( 1
1 1
1
1


=

r k
r r r P
P
k
P
m
Work Output Pr. Ratio, (r
p
)
&, MEP Internal Work Output
Pr. Ratio MEP

OTTO CYCLE MEAN EFFECTIVE PRESSURE

DIESEL CYCLE
In S. I. Engines, max. compression ratio (r) is limited by self ignition of the fuel.
This can be released if air and fuel are compressed separately and brought
together
at the time of combustion.
i.e. Fuel can be injected into the cylinder with compressed air at high temperature.
i.e. Fuel ignites on its own and no special device for ignition is required.
This is known as Compression Ignition (C. I.) Engine.
Ideal Cycle corresponding to this process is known as Diesel Cycle.
Main Difference :
Otto Cycle Heat Addition at Constant
Volume.
Diesel Cycle Heat Addition at Constant Pressure.
DIESEL CYCLE
Basis of Compression Ignition Engines.
0 -1 : Suction
1 -2 : Isentropic
Compression
2 -3 : Constant Pr.
Heat Addition
3 -4 : Isentropic
Expansion
1 -0 : Exhaust
Qs
1
2
T
e
m
p
e
r
a
t
u
r
e
,

T

Entropy, s
3
Isobaric
4
Q
R
4 -1 : Constant Vol.
Heat Rejection
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
Isochoric
DIESEL CYCLE
) (
) ( 1
1
) (
) ( ) (
) (
) ( ) (
2 3
1 4
2 3
1 4 2 3
2 3
1 4 2 3
T T
T T
k
T T C
T T C T T C
T T C m
T T C m T T C m
Q
Q Q
Diesel
P
V P
Diesel
P
V P
Diesel
S
R S
Diesel

=
q
q
q
q
C
r
V
V
T
T
Isobaric
T
V
T
V
= = =
2
3
2
3
3
3
2
2
......
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
2
1
V
V
r Ratio n Compressio = =
2
3
V
V
r Ratio off Cut
C
= =
DIESEL CYCLE THERMAL EFFICIENCY
1
1
2
1
1
2

=
|
|
.
|

\
|
=
k
k
r
V
V
T
T
1
1
1
3
1
4
2
2
3
3 4
1
4
3
3
4

- =
|
.
|

\
|
=
|
|
.
|

\
|
- =
|
|
.
|

\
|
=
|
|
.
|

\
|
k
C
k
C
k k
r T
r
r
T
V
V
V
V
T T
V
V
T
T
( )
( )
( )
( )
|
|
.
|

\
|

=
|
|
.
|

\
|

=


1 1
1 1
1
1
.
1 1
1
.
1 1
1
k
C
k
k
C
k
C
k
k
C
otto
r r r
r
k
r r r T
r T
k
q
( )
( )
( )
(

=

1
1 1
1
1
C
k
C
k
otto
r k
r
r
q
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
( )
1
1
2 3
T r r T r T
k
C C

- = - =
AND
DIESEL CYCLE THERMAL EFFICIENCY
Efficiency of Diesel Cycle is different than that
of the Otto Cycle by the bracketed factor.
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
( )
( )
( )
(

=

1
1 1
1
1
C
k
C
k
otto
r k
r
r
q
This factor is always more than unity. (> 1)

Otto Cycle is more efficient than Diesel Cycle,

for given Compression Ratio
In practice, however, operating Compression
Ratio for Diesel Engines (16 24) are much
higher than that for Otto Engines (6 10).
Efficiency of Diesel Engine is higher than that
of Otto Engine

DIESEL CYCLE THERMAL EFFICIENCY

( )
( )( ) ( )
( )( ) ( ) ( )
(

+
=
(

+
=

+ =

+ =

1
1 . 1 1
1
. 1 1
1 1
1
1 1
) (
1 1
2 2
1 2 4 3 2
2
2 1 2 2 4 4 2 3
2 2
1 1 2 2 4 4 3 3
2 3 2
k
r r r r k r
V P W
k
r P P r P r P k r P
V W
k
V r P V P
k
V r P V r P
r V P W
k
V P V P
k
V P V P
V V P W
k k
k
C C C
C C
C
C
( ) ( )
(

1
1 . 1
.
1
1
1 1
k
r r r k
r V P W
k
C
k
C
k
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
DIESEL CYCLE WORK OUTPUT
( ) ( )
( )
(
(
(
(

|
.
|

\
|

=

k
k
V k
r r r
V P P
k
C C
k
m
1
1
1 1 . .
1
1
1 1

Volume Swept
Output Work
P
m
=
( ) ( )
( )( )
(

=
1 1
1 . 1 . .
1
r k
r r r r
P P
k
C C
k
m

0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
DIESEL CYCLE MEAN EFFECTIVE PRESSURE
DUAL CYCLE
Combustion process is neither Constant Volume nor Constant Pressure
Process.
Real engine requires :
1. Finite time for chemical reaction during combustion process.

Combustion can not take place at Constant Volume.

2. Rapid uncontrolled combustion at the end.

Combustion can not take place at Constant Pressure.

Hence, a blend / mixture of both the processes are proposed as a
compromise.
DUAL CYCLE
0 -1 : Suction
1 -2 : Isentropic
Compression
2 -3 : Constant Vol.
Heat Addition
3 -4 : Isentropic
Expansion
1 -0 : Exhaust
4 -1 : Constant Vol.
Heat Rejection
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
5
Qs
Qs
1
2
T
e
m
p
e
r
a
t
u
r
e
,

T

Entropy, s
3
Isobaric
4
Q
R
Isochoric
Isochoric
5
Qs
2 -3 : Constant Pr.
Heat Addition
DUAL CYCLE
) ( ) (
) (
) ( ) (
) ( ) ( ) (
3 4 2 3
1 5
3 4 2 3
1 5 3 4 2 3
T T k T T
T T
T T C m T T C m
T T C m T T C m T T C m
Q
Q Q
Dual
P V
V P V
Dual
S
R S
Dual
+

=
+
+
=

=
q
q
q
1
1 2
1
2
1
1
2
.

=
|
|
.
|

\
|
=
k
k
r T T
V
V
T
T
2
1
V
V
r Ratio n Compressio = =
2
3
V
V
r Ratio off Cut
C
= =
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
5
Qs
2
3
Pr
P
P
r Ratio
P
= =
1
1
2
3
2 3
2
3
2
3
. .

=
|
|
.
|

\
|
= =
k
P
r r T
P
P
T T
P
P
T
T
DUAL CYCLE THERMAL EFFICIENCY
1
1 3 4
3
4
3
4
. . . .

= = =
|
|
.
|

\
|
=
k
P C C C
r r r T r T T r
V
V
T
T
( )
( )
( ) ( )
(

+

=

1 . 1
1 . 1
1
1
C P P
k
C P
k
Dual
r k r r
r r
r
q
. . .
. . .
. . .
.
1 5
1
1
1 5
1
5
4
1
1 5
1
5
4
4 5
P
k
C
k
C
k
P C
k
k
P C
k
r r T T
r
r
r r r T T
V
V
r r r T T
V
V
T T
=
|
.
|

\
|
- =
|
|
.
|

\
|
- =
|
|
.
|

\
|
=

0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
5
Qs
DUAL CYCLE THERMAL EFFICIENCY
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
5
Qs
( )
( )
( ) ( )
(

+

=

1 . 1
1 . 1
1
1
C P P
k
C P
k
Dual
r k r r
r r
r
q
For ( r
p
) > 1;

Dual
for given ( r
c
) and ( k )

Efficiency of Dual Cycle lies in

between that of Otto Cycle and
Diesel Cycle.
With ( r
c
) = 1 Otto Cycle
With ( r
p
) = 1 Diesel Cycle
DUAL CYCLE THERMAL EFFICIENCY
( )
(

+ +
=
(

+ +
|
|
.
|

\
|

+ =

1
1 . . . . . . .
1 1
1
1 1
) (
1 1 1 1
1 1
1 1
2 2
1 1
5 5
1 1
4 4
1 1
3 3
1 1
4 4 1 1
1 1 2 2 5 5 4 4
3 4 3
k
r r r r r r r k r r r k
V P
V P
V P
V P
V P
V P
V P
V P
V P
V P
V P
k
k
V P
k
V P V P
k
V P V P
V V P W
k
k
C P
k
P
k
P
k
P C
( ) ( ) ( )
(

+
=

1
1 . 1 1 . .
1 1
1 1
k
r r r r r r r k
V P W
k
C P P
k
C
k
P
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
Isentropic
2
Qs
3
4
Q
R
5
Qs
DUAL CYCLE WORK OUTPUT
( )
( ) ( ) ( )
( )
(

=

1
1 . 1 . 1 . . .
.
1
1 1
1 1
2 1
k
r r r r r r r k
V P
V V
P
k
C P P
k
C
k
P
m
Volume Swept
Output Work
P
m
=
( ) ( ) ( )
( )( )
(

+
=
1 1
1 . . 1 . 1 . . .
1
r k
r r r r r r r r k
P P
k
C P P
k
C
k
P
m
0 1
P
r
e
s
s
u
r
e
,

P

Volume, V
2
Qs
3
4
Q
R
5
Qs
DUAL CYCLE MEAN EFFECTIVE PRESSURE
Four Stroke / Compression Ignition (C.I.)
Engine
Four Stroke / Compression Ignition (C.I.)
Engine
Two Stroke / Spark Ignition (S.I.) Engine
Two Stroke / Spark Ignition (S.I.) Engine
FUNDAMENTALS OF ENGINEERING
THERMODYNAMICS (MORAN J.)

Sheet 6: on chapter 9 (Gas cycle, I.C. Engine)

Questions: (9.7), (9.17) & (9.26)