2. Fuel Air Cycles and Actual Cycles Internal Combustion Engine (2161902) 040 Indicated thermal ficiency o4 06 08 10 12 14 16 Equivalence ratio Fig. 2.6 Effect of mixture strength o1 thermal efficiency for various compression ratios = The maximum pressure and temperature increase with compression ratio since the temperature, Tz, and pressure, pz, tthe end of compression are higher. However, it can be noted from the experimental results that the ratio of fuel-air cycle efficiency to air-standard efficiency is independent of the compression ratio for given equivalence ratio for the constant volume fuet-air cycle. 2.7.2. Fuel Air ratio a) Efficiency = As the mixture is made lean (less fuel) the temperature rise due to combustion will be lowered as a result of reduced energy input per unit mass of mixture. This will result in lower specific heat. — Further, it will lower the losses due to dissociation and variation in specific heat. The efficiency is therefore, higher and, in fact, epproaches the air-cycle efficiency as the fuel-air ratio is reduced as shown in Fig. 2.7. b) Maximum Power = Fig. 2.8 gives the cycle power as affected by fuel-air ratio. By alr-standard theory maximum power is at chemically correct mixture, but by fuel-air theory maximum ‘Thermal efficiency Mixture strength 1. 2.7 Effect of mixture strength on thermal efficiency Ai Prepared By: Darshit S. Dadhaniya Department of Mechanical Engineering Page 2.12 Darshan Institute of Engineering & Technology, RajkotInternal Combustion Engine (2161902) 2, Fuel Air Cycles and Actual Cycles power is when the mixture is about 10% rich. As the mixture becomes richer the efficiency falls rapidly. Cycle power ow 9% 10 10 1% ‘Mistare strength expressed a a percentage of chemically correct Fig, 2.8 Effect of fuel-oir ratio on power = This is because in addition to higher specific heats and chemical equilibrium losses, there is insufficient air which will result in formation of CO and H2 in combustibles, Which represents a direct wastage of fuel. ©) Maximum temperature = Ale given compression ratio the Hass temperature after combustion ra reaches a maximum when the 4 7 ‘ mixture is slightly rich, i.e., around nee $ 6 % OF $0 (F/A = 0.072 oF Ay avo as shown in Fig. 2.9. aa =~ At chemically correct ratio there is ‘0 still some oxygen present at the point A 3 because of chemical equilibrium te ie 10 effects a rich mixture will cause more 80 8 fuel to combine with oxygen at that 3° 6 feete AE point thereby raising the aa hi Il 7 temperature Ts. However, at richer ae mixtures increased formation of CO oie eee epee ee tt counters this effect. © 80 100 12 140160 4d) Maximum Pressure ‘Mixture strength expressed as a percentage fof ctoishiomotie mixtaro — The pressure of a gas in a given space depends upon its temperature and the number of molecules The curve of ps, therefore follows Ts, but because of the increasing number of molecules ps does not start to decrease until the mixture is, somewhat richer than that for maximum Ts (at F/A = 0.083 or A/F = 12:1), ie. about 20 per cent rich (Fig,2.9) Fig. 2.9 Effect of equivalence ratio on Ts and Py Department of Mechanical Engineering Prepared By: Darshit S. Dadhaniya Darshan Institute of Engineering & Technology, Rajkot Page 2.132. Fuel Air Cycles and Actual Cycles Internal Combustion Engine (2161902) e) Exhaust Temperature The exhaust gas temperature, Ts is 200, maximum at the chemically correct mixture as show in Fig, 2.20. AL this point there is reassociation as 704 the temperature decrease so heat ~ will be released these heat cannot S180 be used in engine cylinder so the exhaust gases carry these heat with 2 them andit result in higher exhaust ie g |, temperature. é BE ‘At lean mixtures, because of less 1409] SE fuel, Ts is less and hence Ts is less. 2 ‘At rich mixtures less sensible energy is developed and hence Ts is 120 ‘0 1 0 less, That is, Ts varies with fuel-air Bes cen of hocecdcal el ratio in the same manner as Ts except that maximum Ts isa the 8° 220 et of feta ratio onthe ext gs chemically correct fuel-air ratio in place of slightly rich fuel-air ratio (6 %) as in case of Ts, However, the behaviour of Ts with compression ratio is different from that of Ts as shown in Fig. 2.10 Unlike Ts, the exhaust gas temperature, Ta is lower at high compression ratios, because the increased expansion causes the gas to do more work on the piston leaving less heat to be rejected at the end of the stroke. The same effect is present in the case of air-cycle analysis also. 2.8 Comparison of air standard and actual cycles The actual cycles for internal comtustion engines differ from alr-standard cycles in many respects. These differences are mainly due to: The working substance being @ mixture of air and fuel vapour or finely atomized liquid fuel in air combined with the products of combustion left from the previous cycle. The change in chemical composition of the working substance. The variation of specific heats with temperature. The change in the composition, temperature and actual amount of fresh charge because of the residual gases The progressive combustion rather than the instantaneous combustion. The heat transfer to and from the working medium The substantial exhaust blowdown loss, ie, loss of work on the expan-sion stroke due to early opening of the exhaust valve. Gas leakage, fluid friction ete, in actual engines. Prepared By: Darshit S. Dadhaniya Department of Mechanical Engineering Page 2.14 Darshan Institute of Engineering & Technology, Rajkot