Analysis of Internal Combustion Engines: Applied Thermodynamics & Heat Engines

Analysis of Internal Combustion Engines
Analysis of
Internal Combustion Engines
Applied Thermodynamics & Heat Engines
S.Y. B. Tech.
ME0223 SEM - IV
Production Engineering
ME0223 SEM-IV Applied Thermodynamics & Heat Engines S. Y. B. Tech. Prod Engg.
Outline
• Otto, Diesel and Dual Combustion Cycles, Air Standard Efficiency and
Mean Effective Pressure.
• Constructional Details of I.C. Engines.
• Four and Two – Stroke Cycles, S.I. and C.I. Engines.
• Ignition System of S.I. Engines.
• Valve Timing Diagram.
• Calculation of I.P., F.P. and B.P. Determination of Indicated and Brake

Thermal Efficiency and Specific Fuel Consumption , Heat Balance
Sheet.
Heat Engines
Any type of engine or machine which derives Heat Energy from the combustion of the
fuel or any other source and converts this energy into Mechanical Work is known as a
Heat Engine.
Classification :
1. External Combustion Engine (E. C. Engine) :
Combustion of fuel takes place outside the cylinder.

e.g. Steam Turbine, Gas Turbine Steam Engine, etc.
Heat Engines
2. Internal Combustion Engine (I.C. Engine) :
Combustion of fuel occurs inside the cylinder.

e.g. Automobiles, Marine, etc.
Heat Engines
Advantages of External Combustion Engines over Internal Combustion Engines :
1. Starting Torque is generally high.
2. Due to external combustion, cheaper fuels can be used (even solid fuels !).
3. Due to external combustion, flexibility in arrangement is possible .

4. Self – Starting units.
Internal Combustion Engines require additional unit for starting the engine !
Advantages of Internal Combustion Engines over External Combustion Engines :
1. Overall efficiency is high.
2. Greater mechanical simplicity.
3. Weight – to – Power ratio is low.

4. Easy Starting in cold conditions.
5. Compact and require less space.

Classification of I. C. Engines
A. Cycle of Operation :
1. Two – Stroke Engine. 2. Four – Stroke Engine
A. Cycle of Combustion :
1. Otto Cycle (Combustion at Constant Volume).
2. Diesel Cycle (Combustion at Constant Pressure).
3. Dual Cycle (Combustion partly at Constant Volume + Constant Pressure).
A. Arrangement of Cylinder :
1. Horizontal Engine. 2. Vertical Engine
3. V – type Engine 4. Radial Engine
A. Uses :
1. Automobile Engine. 2. Marine Engine
3. Stationary Engine 4. Portable Engine
A. Fuel used :
1. Oil Engine. 2. Petrol Engine
3. Gas Engine 4. Kerosene Engine
A. Speed of Engine :
1. High Speed 2. Low Speed
A. Method of Cooling :
1. Air – Cooled Engine. 2. Water – Cooled Engine
A. Method of Ignition :
1. Spark – Ignition (S.I.) Engine. 2. Compression – Ignition (C.I.) Engine
I. No. of cylinders :
1. Single Cylinder Engine. 2. Multi - Cylinder Engine
Application of I. C. Engines
Road vehicles. Aircrafts.

Locomotives.
APPLICATIONS
Generators for Hospitals,
Construction
Cinema Hall, and Public Places. Pumping Sets Equipments
Air – Standard Cycles

OPERATING Cycle of an I. C. Engine ≡ Sequence of separate Processes.
• Intake
• Compression
• Combustion
• Expansion
• Exhaust
I.C. Engine DOES NOT operate on a Thermodynamic Cycle, as it is an Open System.

i.e. Working Fluid enters the System at 1 set of conditions (State 1) and leaves at another
(State 2).
⇒ Accurate Analysis of I. C. Engine processes is very complicated.
⇒ Advantageous to analyse the performance of an Ideal Closed Cycle that closely

approximates the real cycle.
i.e. Air – Standard Cycle.
Assumptions
1. The working medium is assumed to be a Perfect Gas and follows the relation PV = mRT
2. There is no change in the mass of the working medium.

3. All the processes that contribute the cycle are reversible.
4. Heat is assumed to be supplied from a constant high temperature source; and not
from chemical reactions during the cycle.
5. Some heat is assumed to be rejected to a constant low temperature sink during the cycle.
6. It is assumed that there are no heat losses from the system to the surrounding.
7. Working medium has constant specific heat throughout the cycle.

8. Physical constants viz. Cp, Cv, γ and M of working medium are same as those of air at
standard atmospheric conditions.
Cp = 1.005 kJ / kg.K Cv = 0.717 kJ / kg.K
γ = 1.4 M = 29 kg / kmole
Otto Cycle
Basis of Spark – Ignition Engines.
3 0 -1 : Suction
Qs 3
1 -2 : Isentropic Isochoric
Temperature, T
Isentropic
Pressure, P
Compression
Qs
2 2 -3 : Constant Vol.
4 2
Heat Addition
4
QR
3 -4 : Isentropic QR
0 1 1
Expansion
Volume, V 4 -1 : Constant Vol. Entropy, s

Heat Rejection
1 -0 : Exhaust
Otto Cycle – Thermal Efficiency

QS − QR
η otto =
QS
m CV (T3 − T2 ) − m CV (T4 − T1 )
3 η otto =
m CV (T3 − T2 )
Qs (T3 − T2 ) − (T4 − T1 )
Isentropic η otto =
Pressure, P
(T3 − T2 )
2 4 (T4 − T1 )
η otto = 1−
QR (T3 − T2 )
0 1 ( γ −1) ( γ −1)
T2  V1  T3  V4 
=   AND =  
T1  V2  T4  V3 
Volume, V
 V1   V4 
r = Compression Ratio =   AND  
 V2   V3 

 V  V  T  T 
r =  1  =  4  ⇒  2  =  3 
 V2   V3   T1   T4 
3
T   T  T −T
⇒  4  =  1  = 4 1
Qs  T3   T2  T3 − T2
Isentropic
Pressure, P
 T1 
η otto = 1 −  
2 4  T2 
QR 1
= 1− ( γ −1)
0 1  V1 
 
 V2 
Volume, V
1
η otto = 1 −
r ( γ −1)
Qs Thermal Efficiency is a function of :

Isentropic
Pressure, P
2.Compression Ratio (r) and

3.Ratio of Specific Heat (γ)
2 4
QR
0 1 ηth = f (r , γ )
Volume, V
Thermal Efficiency is a Independent of :
2.Pressure Ratio (P2 / P1) and
1
η otto = 1 − 3.Heat Supplied (Qs)
r ( γ −1)
Otto Cycle – Work Output

P3 V3 − P4 V4 P2 V2 − P1 V1 V1 = r V2 AND V4 = r V3
W= −
γ −1 γ −1
3  P2   P3  γ  P3   P4 
  =   = r AND   =   = rP ....( say )
Qs
 P1   P4   P2   P1 
Isentropic
P3 V3 − P4 V4 P2 V2 − P1 V1
Pressure, P
⇒ W= −
γ −1 γ −1
2 4
P1 V1  P3 V3 P4 V4 P2 V2 
QR W=  − − + 1
γ − 1  P1 V1 P1 V1 P1 V1 
0 1
P1 V1  rP r γ rγ 
W=  − rP − + 1
Volume, V γ −1  r r 
W=
P1 V1
γ −1
[ (rP − 1) ( r γ −1
− 1) ]
Otto Cycle – Mean Effective Pressure

Work Output
Pm =
Swept Volume
3 Swept Volume = V1 − V2 = V2 (r − 1)
Qs
Isentropic
1
γ −1
[
P1 V1 ( rP − 1) ( r γ −1 − 1) ]
Pressure, P
⇒ Pm =
V2 (r − 1)
2 4
QR P1 r ( rP − 1) ( r γ −1 − 1)
⇒ Pm =
0 1 ( γ − 1) (r − 1)
Volume, V Work Output α Pr. Ratio, (rp)
&, MEP α Internal Work Output
⇒ Pr. Ratio ↑ ≡ MEP ↑

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
Qs 3 3
1 -2 : Isentropic
Temperature, T
2 Isentropic
Pressure, P
Compression Isobaric
Qs
2 -3 : Constant Pr.
4 2
Heat Addition
4
QR
3 -4 : Isentropic QR
0 1 1
Expansion Isochoric

Heat Rejection
1 -0 : Exhaust
Diesel Cycle – Thermal Efficiency

V1 V3
Compression Ratio = r = Cut − off Ratio = rC =
V2 V2
Q − QR
η Diesel = S
Qs QS
3
2 Isentropic m C P (T3 − T2 ) − m CV (T4 − T1 )
η Diesel =
Pressure, P
m C P (T3 − T2 )
4 C P (T3 − T2 ) − CV (T4 − T1 )
η Diesel =
QR C P (T3 − T2 )
0 1 1 (T4 − T1 )
η Diesel = 1−
γ (T3 − T2 )
Volume, V
V2 V3 T3 V3
= ......Isobaric ⇒ = = rC
T2 T3 T2 V2

( )
γ −1
T2  V1  T3 = rC ∗ T2 = rC ∗ r γ −1 T1
=   =r γ −1 AND
T1  V2 
γ −1 γ −1 γ −1
 T4   V3   V3 V2  r  γ −1
  =   ⇒ T4 = T3  ∗  = T3  C  = T1 ∗ rC
 T3   V4   V2 V4  r 
Qs 3
η otto
1  T1 rC − 1
= 1 − 
( γ
) 

2 Isentropic (
γ  T1 r γ −1.rC − r γ −1 ) 
Pressure, P

1 r −1
= 1 −  γ −1 C
( γ
) 

( )
4
γ  r .rC − r γ −1 
QR 
0 1
η otto
1  rC − 1 
= 1 − ( γ −1) 
γ
( 
)
Volume, V r γ
 C ( r − 1) 

Efficiency of Diesel Cycle is different than that of
the Otto Cycle by the bracketed factor.
Qs 3
2 This factor is always more than unity. (> 1)
Isentropic
Pressure, P
⇒ Otto Cycle is more efficient than Diesel Cycle, for

4
given Compression Ratio
QR
0 1 In practice, however, operating Compression Ratio
for Diesel Engines (16 – 24) are much higher than
Volume, V that for Otto Engines (6 – 10).
η otto = 1 − ( γ −1) 
(
1  rC − 1 
γ
)

⇒ Efficiency of Diesel Engine is higher than that of
 γ ( rC − 1) 
r Otto Engine
Diesel Cycle – Work Output
P3 V3 − P4 V4 P2 V2 − P1 V1
W = P2 (V3 − V2 ) + −
γ −1 γ −1
P r V − P rV P V − P rV
Qs 3 W = P2 V2 ( rC − 1) + 3 C 2 4 4 − 2 2 1 2
2 Isentropic
γ −1 γ −1
Pressure, P
 P ( r − 1) ( γ − 1) + P3 rC − P4 r − ( P2 − P1.r ) 
W = V2  2 C 
4  γ − 1 
QR ( ) (
 ( rC − 1) ( γ − 1) + rC − rC γ .r 1−γ − 1 − r 1−γ 
W = P2 V2  
)
0 1  γ − 1 
Volume, V
γ −1
W = P1 V1.r 
 γ ( rC − 1) − r 1−γ
. (
r
γ
C −1


)
 γ − 1 
Diesel Cycle – Mean Effective Pressure
Work Output
Pm =
Swept Volume
Qs 3
2 Isentropic  
Pressure, P
 γ −1
Pm = P1 V1 
r .γ .( rC − 1) − (
rC
γ
− 1 )


4   γ −1  
 ( γ − 1) V1   
QR   γ  
0 1
Volume, V
 γ .r γ .( rC − 1) − r. rC γ − 1 
⇒ Pm = P1  
( )
 ( γ − 1) ( r − 1) 
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
Qs
4 1 -2 : Isentropic Isobaric
3 4
Compression
Temperature, T
Qs Isentropic Isochoric Qs
Pressure, P
2 -3 : Constant Vol.
2
Heat Addition Qs 3
5 2 5
2 -3 : Constant Pr.
QR Heat Addition
QR
0 1 1
3 -4 : Isentropic Isochoric
Expansion
Heat Rejection
1 -0 : Exhaust
Dual Cycle – Thermal Efficiency

V1 V3 P3
Compression Ratio = r = Cut − off Ratio = rC = Pr Ratio = rP =
V2 V2 P2
Qs QS − QR
4 η Dual =
3 QS
Qs Isentropic
m CV (T3 − T2 ) + m C P (T4 − T3 ) − m CV (T5 − T1 )
Pressure, P
2 η Dual =
m CV (T3 − T2 ) + m C P (T4 − T3 )
5
(T5 − T1 )
QR η Dual =
(T3 − T2 ) + γ (T4 − T3 )
0 1
γ −1
T2  V1 
Volume, V =   ⇒ T2 = T1 .r γ −1
T1  V2 
T3 P3  P3 
= ⇒ T3 = T2   = T1 .rP . r γ −1
T2 P2  P2 

T4  V4 
=   = rC ⇒ T4 = T3 . rC = T1.rC .rP .r γ −1
T3  V3 
Qs γ −1
4  V4 
3 T5 = T4 . 
Qs Isentropic  V5 
Pressure, P
2 γ −1
γ −1  V4 
5 T5 = T1 . rC .rP .r ∗  
 V5 
QR γ −1
0 1 γ −1  rC 
T5 = T1 . rC .rP .r ∗  
r 
γ
Volume, V T5 = T1 . rC .rP .
η Dual
1 
= 1 − ( γ −1) 
( γ
rP .rC − 1 ) 

r (
 P r − 1 ) + rP .γ ( rC − 1) 
For ( rp ) > 1;
Qs
4
3 ηDual ↑ for given ( rc ) and ( γ )
Qs Isentropic
Pressure, P
2 ⇒ Efficiency of Dual Cycle lies in

5 between that of Otto Cycle and Diesel
QR Cycle.
0 1
With ( rc ) = 1 ≡ Otto Cycle
Volume, V
With ( rp ) = 1 ≡ Diesel Cycle
η Dual
1 
= 1 − ( γ −1) 
( γ
rP .rC − 1 ) 

r (
 P r − 1 ) + rP .γ ( rC − 1) 
Dual Cycle – Work Output

P4 V4 − P5 V5 P2 V2 − P1 V1
W = P3 (V4 − V3 ) + −
γ −1 γ −1
Qs
4
3
Isentropic
Qs P1 V1   P4 V4 P3 V3  P4 V4 P5 V5 P2 V2 
Pressure, P
2 = ( γ − 1)  −  + − − + 1
γ −1   P1 V1 P1 V1  P1 V1 P1 V1 P1 V1 
5
QR
0 1  γ . rC .rP .r γ −1 − γ . rP .r γ −1 + rP .r γ −1 − rP .rC γ − r γ −1 + 1
= P1 V1  
 γ − 1 
Volume, V
(
 γ . rP .r γ −1 ( rC − 1) + r γ −1 ( rP − 1) − rP .rC γ − 1 
W = P1 V1  
)
 γ − 1 
Dual Cycle – Mean Effective Pressure

Work Output
Pm =
Swept Volume
Qs
4
( )
3
Qs 1  γ .rP .r γ −1.( rC − 1) + r γ −1.( rP − 1) − rP .rC γ − 1 
Pressure, P
Pm = .P1 V1  
2 (V1 − V2 )  ( γ − 1) 
5
QR
0 1
Volume, V
(
 γ .rP .r γ .( rC − 1) + r γ .( rP − 1) − r. rP .rC γ − 1 
Pm = P1  
)
 ( γ − 1) ( r − 1) 
Four – Stroke / Compression Ignition (C.I.) Engine
Four – Stroke / Compression Ignition (C.I.) Engine
Four – Stroke Engine – Valve Timing Diagram
Two – Stroke / Spark Ignition (S.I.) Engine
Two – Stroke / Spark Ignition (S.I.) Engine
Two – Stroke Engine – Valve Timing Diagram
Comparison : Two – Stroke Vs. Four Stroke

Sr. Two – Stroke
Particulars Four – Stroke Cycle
No. Cycle
1. Cycle Completion 4 strokes 2 strokes
/ 2 revolutions / 1 revolution
2. Power Strokes 1 in 2 revolutions 1 per revolution
3. Volumetric Efficiency High Low
4. Thermal and
High Low
Part – Load Efficiency
5. Small; Large;
as 1 power stroke for as 1 power stroke
Power for same Engine Size
2 revolutions per revolutions
6. Flywheel Heavier Lighter

7. Cooling / Lubrication Lesser Greater
8. Valve Mechanism Required Not Required
9. Initial Cost Higher Lower
Comparison : S.I. Vs. C.I. Engines

Sr.
Particulars S. I. Engine C. I. Engine
No.
1. Thermodynamic Cycle Otto Diesel
2. Fuel Used Gasoline Diesel

3. Air : Fuel Ratio 6 : 1 – 20 : 1 16 : 1 – 100 : 1
4. Compression Ratio Avg. 7 – 9 Avg. 15 – 18
5. Combustion Spark Ignition Compression Ignition
6. Fuel Supply Carburettor Fuel Injector
7. Operating Pressure 60 bar max. 120 bar max.
8. Operating Speed Up to 6000 RPM Up to 3500 RPM
9. Calorific Value 44 MJ/kg 42 MJ/kg
10. Running Cost High Low
11. Maintenance Cost Minor Major
Comparison : Gasoline Vs. Diesel Engines

Sr. No. Gasoline Engine Diesel Engine
1. Working : Otto Cycle Working : Diesel Cycle
2. Suction Stroke : Suction Stroke :
Air / Fuel mixture is taken in only Air is taken in
3. Spark Plug Fuel Injector
4. Spark Ignition generates Power Compression Ignition generates Power
5. Thermal Efficiency – 35 % Thermal Efficiency – 40 %
6. Compact Bulky
7. Running Cost – High Running Cost – Low
8. Light – Weight Heavy – Weight
9. Fuel : Costly Fuel : Cheaper
10. Gasoline : Volatile and Danger Diesel : Non-volatile and Safe.
11. Less Dependable More Dependable
Battery / Coil Ignition Systems

• The Connector is introduced in the
circuit.
2. Current flows from Battery to the
Circuit Breaker.
3. Condenser prevents the sparking.
4. Rotating cam of the Contact
Breaker successively connects
and disconnects the circuit.
5. This introduces the high magnetic

field, thereby generating high voltage.
( 8,000 – 12,000 V).
6. Spark Jumps in the gaps of the Spark

Plug. and the air / fuel mixture gets
ignited.
Magneto – Ignition Systems
Magneto – Ignition Systems

• The Rotating Magnet offers positive
and negative magnetic field.
2. As the magnetic field changes from

positive to negative, current and
voltage is induced in the Primary
Windings.
3. Turning of magnet results in breaking
the circuit.
4. This introduces the high magnetic

field, thereby generating high voltage.
5. Spark Jumps in the gaps of the Spark
Plug. and the air / fuel mixture gets
ignited.
Comparison : Battery Vs. Magneto Ignition
Sr. No. Battery Ignition System Magneto – Ignition System

1. Current obtained from Battery Current generated from Magneto
2. Sparking is good even at low speeds Poor sparking at low speeds
3. Engine starting is easier Difficult starting
4. Engine can not be started, No such difficulty,
if battery is discharged as battery is not needed
5. More space requirement Less space requirement
6. Complicated wiring Simple wiring
7. Cheaper Costly
8. Spark intensity falls as engine speed rises Spark intensity improves
as engine speed rises
9. Used in cars, buses and trucks Used in motorcycles, scooters and
racing cars
Performance of I.C. Engines

Engine Performance ≡ Indication of Degree of Success for the work assigned.
(i.e. Conversion of Chemical Energy to useful Mechanical Work)
Basic Performance Parameters :
•Power & Mechanical Efficiency 2. Mean Effective Pressure & Torq

•Specific Output 4. Volumetric Efficiency
•Air : Fuel Ratio 6. Specific Fuel Consumption
•Thermal Efficiency and Heat Balance 8. Exhaust Emissions
7.Specific Weight

A. Power and Mechanical Efficiency :
Indicated Power ≡ Total Power developed in the Combustion Chamber,
due to the combustion of fuel.
n pi (105 ) L A k N
I .P. = (kW )
103 60
n = No. of Cylinders
Pmi = Indicated Mean Effective Pressure (bar)
L = Length of Stroke (m)
A = Area of Piston (m2)
k = ½ for 4 – Stroke Engine,
= 1 for 2 – Stroke Engine
N = Speed of Engine (RPM)

A. Power and Mechanical Efficiency :
Brake Power ≡ Power developed by an engine at the output shaft.
2π N T
B.P. = (kW )
60 X 103
N = Speed of Engine (RPM)

T = Torque (N – m)
Frictional Power (F. P.) = I. P. – B. P.
B.P.
η mech =
I .P.

B. Mean Effective Pressure :
Mean Effective Pressure ≡ Hypothetical Pressure which is thought to be
acting on the Piston throughout Power Stroke.
Imep ≡ MEP based on I.P.
Bmep ≡ MEP based on B.P.
Fmep ≡ MEP based on F.P.
Fmep = Imep – Bmep
Power and Torque are dependent on Engine Size.
Thermodynamically incorrect way to judge the performance w.r.t. Power / Torque.

MEP is the correct way to compare the performance of various engines.

C. Specific Output :
Specific Output ≡ Brake Output per unit Piston Displacement.
B.P.
Sp. Output =
AX L
Sp. Output = Const. X Bmep X N ( Speed in RPM )
D. Volumetric Efficiency :
Volumetric Efficiency ≡ Ratio of Actual Vol. (reduced to N.T.P.) of the Charge
drawn in during the suction stroke, to the Swept Vol. of
the Piston.
Avg. Vol. Efficiency = 70 – 80 %

Supercharged Engine ≈ 100 %

E. Fuel : Air Ratio :
Fuel : Air Ratio ≡ Ratio of Mass of Fuel to that of Air, in the mixture.
Rel. Fuel : Air Ratio ≡ Ratio of Actual Fuel : Air Ratio to that of
Schoichiometric Fuel : Air Ratio.
F. Sp. Fuel Consumption :
Sp. Fuel Consumption ≡ Mass of Fuel consumed per kW Power.
•
m
s. f .c = (kg / kW .hr )
B.P.

G. Thermal Efficiency :
Thermal Efficiency ≡ Ratio of Indicated Work done, to the Energy Supplied by the fuel.
•
m f = mass of fuel used (kg / sec)
C.V . = Calorific Value of fuel ( MJ / kg )
I .P.
Indicated Thermal Efficiency, ηth ( I . P.) = •
m f X C.V .
B.P.
Brake Thermal Efficiency, ηth ( B.P.) = •
m f X C.V .

H. Heat Balance :
Heat Balance ≡ Indicator for Performance of the Engine.
Procedure :
• Engine run at Const. Load condition.
2. Indicator Diagram obtained with help of the Indicator.
3. Quantity of Fuel used in given time and its Calorific Value are measured.
4. Inlet and Outlet Temperatures for Cooling Water are measured.
5. Inlet and Outlet Temperatures for Exhaust Gases are measured.

H. Heat Balance :
•
Heat Supplied by Fuel = m f X C.V . (kJ )
Heat equivalent of I.P. = I .P. X 60 (kJ )
Heat taken away by Cooling Water = mw X Cw X ( T2 − T1 ) (kJ )
mw = Mass of Cooling Water used (kg/min)
Cw = Sp. Heat of Water (kJ/kg.°C)
T1 = Initial Temp. of Cooling Water (°C)
T2 = Final Temp. of Cooling Water (°C)
Heat taken away by Exhaust Gases = me X C Pg X Te − Tr ( ) (kJ )
me = Mass of Exhaust Gases (kg/min)
CPg = Sp. Heat of Exhaust Gases @ Const. Pr. (kJ/kg.°C)
Te = Temp. of Exhaust Gases (°C)
Tr = Room Temperature (°C)

H. Heat Balance :
Sr. Amount Per cent Amount Per cent

Input Output
No. (kJ) (%) (kJ) (%)
Heat Supplied Heat equivalent
1.
by Fuel
A 100
to I.P.
B α
Heat taken by
2.
Cooling Water
C β
Heat taken by γ
3. D
Exhaust Gases
Heat
δ
4. Unaccounted E
E = A – (B+C+D)
Total A 100 Total A 100
Thank Y ou !

Analysis of Internal Combustion Engines: Applied Thermodynamics & Heat Engines

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Analysis of Internal Combustion Engines: Applied Thermodynamics & Heat Engines

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Analysis of Internal Combustion Engines

Applied Thermodynamics & Heat Engines

• Constructional Details of I.C. Engines.

• Four and Two – Stroke Cycles, S.I. and C.I. Engines.

• Ignition System of S.I. Engines.

• Valve Timing Diagram.

• Calculation of I.P., F.P. and B.P. Determination of Indicated and Brake

Combustion of fuel takes place outside the cylinder.

Combustion of fuel occurs inside the cylinder.

1. Starting Torque is generally high.

3. Due to external combustion, flexibility in arrangement is possible .

Advantages of Internal Combustion Engines over External Combustion Engines :

1. Overall efficiency is high.

2. Greater mechanical simplicity.

3. Weight – to – Power ratio is low.

5. Compact and require less space.

1. Two – Stroke Engine. 2. Four – Stroke Engine

1. Horizontal Engine. 2. Vertical Engine

3. V – type Engine 4. Radial Engine

3. Stationary Engine 4. Portable Engine

1. Spark – Ignition (S.I.) Engine. 2. Compression – Ignition (C.I.) Engine

1. Single Cylinder Engine. 2. Multi - Cylinder Engine

Road vehicles. Aircrafts.

Air – Standard Cycles

I.C. Engine DOES NOT operate on a Thermodynamic Cycle, as it is an Open System.

⇒ Advantageous to analyse the performance of an Ideal Closed Cycle that closely

2. There is no change in the mass of the working medium.

7. Working medium has constant specific heat throughout the cycle.

Volume, V 4 -1 : Constant Vol. Entropy, s

Otto Cycle – Thermal Efficiency

Otto Cycle – Thermal Efficiency

Otto Cycle – Thermal Efficiency

Qs Thermal Efficiency is a function of :

2.Compression Ratio (r) and

Otto Cycle – Work Output

Otto Cycle – Mean Effective Pressure

&, MEP α Internal Work Output

⇒ Pr. Ratio ↑ ≡ MEP ↑

at the time of combustion.

This is known as Compression Ignition (C. I.) Engine.

Ideal Cycle corresponding to this process is known as Diesel Cycle.

Otto Cycle ≡ Heat Addition at Constant Volume.

Diesel Cycle ≡ Heat Addition at Constant Pressure.

Volume, V 4 -1 : Constant Vol. Entropy, s

Diesel Cycle – Thermal Efficiency

Diesel Cycle – Thermal Efficiency

Diesel Cycle – Thermal Efficiency

⇒ Otto Cycle is more efficient than Diesel Cycle, for

Diesel Cycle – Work Output

Diesel Cycle – Mean Effective Pressure

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 – Thermal Efficiency

Dual Cycle – Thermal Efficiency

Dual Cycle – Thermal Efficiency

2 ⇒ Efficiency of Dual Cycle lies in

Dual Cycle – Work Output

Dual Cycle – Mean Effective Pressure