ES3B5 Engines and

Heat Pumps
Week 7 – Lecture 2 IC Engines
2-Stroke Cycles and Examples

Dr Steven Metcalf
Week 7 Office Hours: Mon 13:00-14:00, Thur 15:00-16:00
Engine Components
Ducati V2 Panigale Cylinder liner

899cc (0.899 litres) V-twin (2-cylinder, 4-stroke)

Piston and cylinder liner Piston
Engine Components

O-rings to
seal coolant

Piston rings
2x Compression rings (top)
1x Oil control ring (bottom)
Summary of First Lecture
• 4-stroke spark ignition and compression ignition engines
• Spark ignition engine: Intakes a fuel-air mixture. Ignited by spark plug.
• Compression ignition: Intakes air only. Fuel injected during the power stroke and
ignited by the heat of compression

• Four strokes of the cycle are:

1. Intake
2. Compression
3. Power
4. Exhaust

• Air Standard cycles introduced

• Closed cycles with only air as the working fluid and only heat and work crossing
the system boundaries
• Otto cycle – Spark ignition
• Diesel Cycle – Compression ignition
Summary of First Lecture

Otto Cycle (Spark Ignition) Diesel Cycle

(Compression Ignition)

Qin
p 3 p
2 3
Qin Wout Wout

2 4
4
Qout Win
Win 1 1
V V
1−𝛾 1−𝛾 𝛾
𝜂𝑂𝑡𝑡𝑜 = 1 − 𝑟𝑐 𝑟𝑐
(𝑟𝑐𝑜 − 1)
𝜂Diesel = 1 −
𝑉1 𝛾(𝑟𝑐𝑜 − 1)
𝑟𝑐 = 𝑉3
𝑉2 𝑟co =
𝑉2
Lecture Contents

• 2-stroke engines
• 2-stroke spark ignition
• 2-stroke compression ignition

• Engine work and power output

• Brake output
• Mean Effective Pressure (MEP)

• Simple examples
• 4-stroke spark ignition
• 2-stroke compression ignition
2-Stroke Spark Ignition

Spark Ignition Compression Ignition

(Petrol/Gasoline) (Diesel)

4-Stroke
✓ ✓
2-Stroke
2-Stroke Spark Ignition

• As the name implies, 2-stroke engines

complete a full cycle in 2 strokes of the
piston, i.e. in 1 crankshaft revolution.

• They have a compression and power

stroke, but the exhaust and intake
operations are carried out without
additional strokes of the piston.
2-Stroke Spark Ignition

Transfer port
open/close • The distance between the exhaust
Exhaust port port and transfer port were
open/close exaggerated in the video. The
Yamaha engine on the left is more
typical, with the exhaust port
opening only marginally before the
transfer port

• The true or ‘dynamic’ compression

ratio can only be confirmed by
engine tests. As a lower bound
estimate, compression could be
considered to start on exhaust port
closing.
2-Stroke Spark Ignition – Idealised Cycle

Transfer port

Exhaust port • Idealized p-V diagram for a 2-

p stroke spark ignition engine.
Volume at
exhaust port
opening/closing
• Notice the additional stroke
around BDC required for
patmos
exhaust and transfer port
opening.
VTDC VBDC
V
2-Stroke Spark Ignition – Otto Cycle

• The air standard cycle for a 2-stroke spark ignition

p 3 engine is the Otto cycle, the same as for a 4-stroke.
Remember, the Air Standard cycle is a closed cycle, with
only heat and work crossing the system boundary - the
system is returned to its initial state by rejecting heat, not
by exhausting combustion products and intaking fresh
2 4 air.
patmos 1 • The difference with the 4-stroke Otto cycle is that V1=V4
VTDC VBDC should be taken from exhaust port opening/closing and
Volume at
exhaust port V not VBDC.
opening/closing

• As we shall see later, when calculating power output at a

given RPM, it must also be remembered that a 2-stroke
engine completes a cycle in 1 revolution, as opposed to
2 for a 4-stroke.
2-Stroke Spark Ignition
• 2-stroke spark ignition engines were
traditionally used where high power-to-
weight was important.
• Because there is 1 power stroke for
every crankshaft revolution rather than
every 2 revolutions, 2-stroke engines 2001 Grand Prix Bike: 500cc 2-stroke
theoretically have twice the power
output per unit displacement compared
to 4-strokes.
• Because some of the stroke is ‘wasted’
in uncovering the exhaust and intake
ports and induction and exhaust
processes are less efficient, the ratio in
practice is more like 1.7-1.8 times the
power output.
2002 ‘MotoGP’ Bike: 990cc 4-stroke
2-Stroke Spark Ignition
Grand Prix / MotoGP Engines Exhaust expansion
chambers

2001 Honda NSR500 Engine 500cc (0.5-litre), 2002 Honda RC211V Engine 990cc (0.99-litre),
4-cylinder 2-stroke 5-cylinder, 4-stroke
200bhp@12,000 rpm
2-Stroke Spark Ignition

• Despite exhaust ‘tuning’, the

overlap of transfer port and
exhaust port opening
inevitably leads to some
unburnt fuel escaping in the
exhaust. The engines are
usually lubricated by mixing
oil with the fuel - this leads
to further unburnt
hydrocarbons being
emitted.
• Added to this, the exhaust
tuning will only be optimal in
a narrow engine speed
range.
2-Stroke Spark Ignition

• With increasingly stringent

emissions regulations across
many product categories, 2-
stroke spark ignition engines
were almost completely Exhaust
power
phased out. Chainsaws were valve
almost the only product Transfer
port
remaining.
• They have seen a recent
resurgence though with the Exhaust
introduction of improved fuel port
injection and exhaust ‘power
valves’ Yamaha 2-stroke Exhaust Power Valve
2-Stroke Spark Ignition
Manufacturers such as Yamaha, KTM
and Husqvarna have now begun
making 2-stroke engines again for
applications such as motocross bikes
and snowmobiles. Some motorbikes
are available that are road vehicle
emissions compliant.

KTM 250SX

Yamaha 2-stroke snowmobile

2-Stroke Compression Ignition

Spark Ignition Compression Ignition

(Petrol/Gasoline) (Diesel)

4-Stroke
✓ ✓
2-Stroke
✓
 2-Stroke Compression Ignition – p-V diagram
Intake port
• The 2-stroke compression ignition (CI)
cycle looks much like the 4-stroke CI Exhaust valve
cycle, but with the exhaust and intake
strokes replaced by intake port and
exhaust valve opening at BDC.

• As with 2-stroke spark ignition, some of

the bottom part of the stroke is ‘wasted’ to p
allow for port opening.

• The pressure-volume path taken during

cylinder scavenging (the term given to
replacing the exhaust gases with fresh
charge) will depend on the timing of psuper
exhaust valve and transfer port opening VTDC VBDC
and closing. Here, the intake port is
uncovered as the cylinder reaches the Volume at
supercharge outlet pressure, psuper, after intake port
opening/closing
exhaust valve opening.
2-Stroke Compression Ignition – Air Standard Cycle

• The air standard cycle for 2-stroke compression ignition is p

again the same as for a 4-stroke. 2 3

• The difference with the 4-stroke Diesel cycle is that V1=V4

should be taken from intake port opening/closing and not 4
VBDC.
psuper 1
• Again, when calculating power output at a given RPM, it must
be remembered that a 2-stroke engine completes a cycle in 1 VTDC Vcutoff VBDC
revolution, as opposed to 2 for a 4-stroke. Volume at
intake port
opening/closing
2-Stroke Compression Ignition Engines

• The most common

applications for 2-stroke
compression ignition
engines are in large vehicles EMD 16-710 2-stroke diesel locomotive
such as goods train engine, V16, 186 litres, 3,355 kW (4,500 bhp)
locomotives and cargo
ships.
• The higher power to size
and weight ratio of 2-stroke Sulzer RTA96C 2-stroke diesel
ship engine, in-line 14-cylinder,
makes the engines smaller 25,334 litres, 80,080 kW
than the equivalent 4- (107,390 bhp)

stroke.
2-Stroke Compression Ignition Engines

• Emissions and fuel economy are not

so affected by the 2-stroke cycle with
compression ignition – the intake
charge is air only, so no fuel is lost out
of the exhaust during scavenging.

• The uniflow scavenging arrangement

is also much more effective.

Uniflow scavenging
Operating Cycles

Spark Ignition Compression Ignition

(Petrol/Gasoline) (Diesel)

4-Stroke
✓ ✓
2-Stroke

✓ ✓
Work and Power Output

• The net work output, Wnet, is energy, measured in Joules.

• The net power output, 𝑊ሶ net, is the net work rate, in Watts.
• Lowercase w is the specific work in Joules per kg of
working fluid. To get the work in Joules, uppercase W, you
must multiply by the mass of working fluid.

The net power output will be:

𝑊net 𝑁RPS
𝑊ሶ net =
𝑛𝑐
where
NRPS Engine rotational speed in revolutions per second
nc Number of revolutions per cycle (1 for 2-stroke, 2 for 4-stroke)
Work and Power Output – Mean Effective Pressure

p 3 p

2 Wnet 4
Wnet pme
Win 1

V Vd V

The mean effective pressure (MEP), pme, is the pressure that if acting on the piston for
the complete cycle would produce the same net work output. It is a measure of an
engine’s capacity to do work that is independent of engine displacement.

𝑊net = 𝑝me 𝑉d
Work and Power Output – Mean Effective Pressure

The power-torque relationship can then be used to calculate the torque

output

𝑊ሶ net = 2𝜋𝜏𝑁RPS
𝑊ሶ 𝑛𝑒𝑡 𝑊𝑛𝑒𝑡 𝑝me 𝑉d
𝜏= = =
2𝜋𝑁RPS 2𝜋𝑛c 2𝜋𝑛𝑐
where τ: Torque (Nm)

The mean effective pressure can therefore also be thought of as a

displacement independent measure of an engine’s ability to produce torque.
Work and Power Output – Indicated Work
Indicated work is calculated from the ‘pdV’ work obtained by integrating the area on an
indicator diagram (a p-V diagram for the real engine obtained with a pressure transducer
in the cylinder head and a position sensor on the crankshaft). This data is rare to have
though, so we will take the indicated work to be the net work of the air standard cycle.

p
Indicated work from engine Typical indicator (p-V)
indicator diagram, diagram of a real engine

𝑊ind = ර 𝑝ind 𝑑𝑉

Indicated work from air

standard cycle, patmos Pumping
𝑊ind = 𝜂asc 𝑄in loop (-ve)
V
Work and Power Output – Brake Output
‘Brake' power and torque are based on the actual shaft
work output from the engine. It is the output measured
on a dynamometer which must act as a ‘brake’ against
the engine, providing a reaction torque or ‘load’ and
dissipating its power output. This is where the term
‘brake horsepower’ (bhp) comes from.

The mechanical efficiency, 𝜂mech , of an engine is the

ratio of the brake output to the indicated output

𝑊brake
𝜂mech =
𝑊ind

If the indicated work is based on the real indicator

diagram for the engine, it accounts for the loss of
efficiency due to friction. We will mostly be using the air
standard cycle net work as the indicated work though,
so this mechanical efficiency will also include the effect
of heat losses and non-ideal compression, expansion
and combustion. More on this in Week 9. Engine dynamometer
Work and Power Output – Brake and Indicated Values
The work, power, torque, efficiency and mean effective pressure can all be calculated as
brake or indicated values, with the ratio between them the mechanical efficiency:

𝑊brake 𝑊ሶ brake 𝜏brake 𝑝me,brake 𝜂brake

𝜂mech = = = = =
𝑊ind ሶ
𝑊ind 𝜏 ind 𝑝me,ind 𝜂ind

The Mean Effective Pressure (MEP) is defined as:

𝑊net 𝑊ሶ net 𝑛c
𝑝me = =
𝑉d 𝑉d 𝑁rps

The Brake Mean Effective Pressure (BMEP) is therefore:

𝑊brake 𝑊ሶ brake 𝑛c
𝑝me,brake = =
𝑉d 𝑉d 𝑁rps

and the Indicated Mean Effective Pressure (IMEP):

𝑊ind 𝑊ሶ ind 𝑛c
𝑝me,ind = =
𝑉d 𝑉d 𝑁rps
Work and Power Output – Specific Fuel Consumption

The brake specific fuel consumption (BSFC) of an engine

is the mass of fuel consumed per unit of net work output.

It is calculated, in kg/J, as:

𝑚ሶ fuel
B. S. F. C. kgΤJ =
𝑊ሶ brake
Where 𝑚ሶ fuel is the fuel mass flow rate in kg s -1 and
𝑊ሶ brake is the brake power output in Watts.

It is commonly expressed in units of g/kWh though – the

conversion is:
B. S. F. C. gΤkWh = B. S. F. C. kgΤJ × 3.6 × 109
Work and Power Output – Otto Cycle

• For an Otto cycle engine with a given compression

ratio, the net work output will increase in direct p
proportion to the heat input, 𝑞𝑖𝑛 = 𝑐𝑣 (𝑇3 − 𝑇2 ), since
we have already proven that the efficiency, η, is a
function of compression ratio only and 𝑤net = 𝜂𝑞in = 3
1−𝛾
𝑞𝑖𝑛 (1 − 𝑟𝑐 ). Increasing
heat input

• The effect can be seen in the diagram, which shows 2

how the area of the p-V loop increases with increased 4
heat input. In a real engine of course, the heat input is 1
increased by increasing the quantity of fuel combusted Vmin Vmax
V
per cycle.
Work and Power Output – Diesel Cycle
• For a compression ignition engine, work
output also increases with increased heat
input, which is equivalent to increasing the
cut-off ratio. p

• However, the efficiency drops as the cut-off rc=rco

ratio is increased. The reason for this should
be clear if we look at the extreme case where Increasing heat
the cut-off ratio, rco, is equal to the input/cut-off ratio
compression ratio, rc. Heat added towards
the end of the stroke is wasted in the exhaust
before the resultant pressure/temperature
rise can contribute to the work output.

• In a real engine, heat input and cut-off ratio

are related to the duration and amount of fuel V2 V1 V
injected. 1−𝛾 𝛾
𝑟𝑐 𝑟𝑐𝑜 − 1
𝑤net = 𝜂𝑞in = 𝑞in 1 − Note that qin and cut-off ratio
𝛾 𝑟𝑐𝑜 − 1
are not independent
Work and Power Output – Diesel Cycle
0.7

0.6
rco→1=Otto

0.5 Increasing heat input i.e.

2
increasing load/torque
3
Efficiency, η

rco
0.4
4

5
0.3
rco=rc

0.2

0.1

0
0 2 4 6 8 10 12 14 16 18 20
Compression ratio, rc
Simple Examples

• 4-Stroke Otto Cycle

• 2-Stroke Diesel Cycle

Simple Otto Cycle Example
A 4-stroke Otto cycle has the following parameters:
• Inlet temperature, T1=298 K
• Inlet pressure, p1=1 bar
• Compression ratio, rc=11.5 (Limits to the amount of
fuel injected will become
• Displacement volume = 1.8 litres clear in Week 8)
• Mass of fuel injected per cycle = 0.14 g

Assuming Rair=287 J/kgK, cv=718 J/kgK, γ=1.4 and the heat of

combustion of the fuel (petrol) is 45 MJ/kg, calculate the pressure and
temperature at each point in the cycle and the heat and work input and
output.
Also calculate the efficiency and the power output at 3,000 rpm.
Simple Otto Cycle Example
• Start by sketching the p-V diagram

• Calculate the volumes V1 and V2

Compression ratio, 𝑟𝑐 = 𝑉1 Τ𝑉2 = 11.5
𝑉1 p 3
𝑉1 = 𝑉𝑑 + 𝑉2 = 𝑉𝑑 +
𝑟𝑐
𝑉 𝑟 1.8×11.5 Qin Wout
→ 𝑉1 = 𝑑 𝑐 = = 1.971 litres
𝑟𝑐 −1 10.5
2
𝑉1 1.971 4
𝑉2 = = = 0.171 litres Qout
𝑟𝑐 11.5
Win 1
• Calculate the mass of air from the ideal gas law and
the known conditions at point 1: Vd=V1-V2=1.8 litres V
V1=0.171 V2=1.971
𝑝1 𝑉1 1×105 ×1.971×10−3 litres
𝑚air = = = 0.0023 kg litres
𝑅𝑇1 287×298
Simple Otto Cycle Example

Isentropic Compression from 1→2

Isentropic relationships:
𝛾−1
𝛾−1
𝑇2 𝑉1
𝑇𝑉 = const. → =
𝑇1 𝑉2
𝛾 p 3
𝛾
𝑝2 𝑉1
𝑝𝑉 = const. → =
𝑝1 𝑉2 Qin Wout

2
Therefore: 4
𝛾−1 Qout
𝑉1 𝛾−1 Win 1
𝑇2 = 𝑇1 = 𝑇1 𝑟c = 298 × 11.51.4−1 = 791.6 K
𝑉2
𝛾 Vd=V1-V2=1.8 litres V
𝑉1 𝛾
𝑝2 = 𝑝1 = 𝑝1 𝑟c = 1 × 11.51.4 = 30.5 bar V1=0.171 V2=1.971
litres
𝑉2 litres
Simple Otto Cycle Example

Isentropic Compression from 1→2

• Since process is isentropic and adiabatic (i.e.
Q=0), from the first law: p 3

Qin Wout

𝑊in = Δ𝑈 = 𝑚𝑐𝑣 Δ𝑇 = 𝑚𝑐𝑣 𝑇2 − 𝑇1 2

4
Qout
= 0.0023 × 718 × 791.6 − 298 = 815 J Win 1

The use of cv sometimes causes confusion, Vd=V1-V2=1.8 litres V

V1=0.171 V2=1.971
as the process is not at constant volume. It
litres litres
arises because cvΔT is the relationship for
the change in internal energy, Δu, of an ideal
gas
Simple Otto Cycle Example
Constant volume heat addition 2→3
• Heat input calculated from fuel input:
𝑄in = 𝑚fuel ℎcomb = 0.14 × 10−3 × 45 × 106
= 6,300 J
p 3
• Heat input at constant volume: Qin Wout
𝑄in = Δ𝑈 = 𝑚𝑐𝑣 Δ𝑇 = 𝑚𝑐𝑣 𝑇3 − 𝑇2 2
𝑄in 6,300 4
∴ 𝑇3 = 𝑇2 + = 791.6 + = 4,607 K Qout
𝑚air 𝑐𝑣 0.0023×718
Win 1

Vd=V1-V2=1.8 litres V
• Constant volume process, p/T=constant:
V1=0.171 V2=1.971
𝑇3 4,607 litres litres
𝑝3 = 𝑝2 = 30.5 × = 177.5 bar
𝑇2 791.6
Simple Otto Cycle Example

Isentropic expansion 3→4

Isentropic relationships:
𝛾−1
𝛾−1
𝑇3 𝑉4
𝑇𝑉 = const. → = p 3
𝑇4 𝑉3
𝛾 Qin Wout
𝑝3 𝑉4
𝑝𝑉 𝛾 = const. → =
𝑝4 𝑉3 2
4
Qout
Therefore: Win 1
1−𝛾
𝑉4 1−𝛾 −0.4 Vd=V1-V2=1.8 litres V
𝑇4 = 𝑇3 = 𝑇3 𝑟c = 4,607 × 11.5 = 1,734 K V1=0.171 V2=1.971
𝑉3 litres litres
−𝛾
𝑉4 −𝛾
𝑝4 = 𝑝3 = 𝑝3 𝑟c = 177.5 × 11.5−1.4 = 5.81 bar
𝑉3
Simple Otto Cycle Example

Isentropic expansion 3→4

• Since process is isentropic and adiabatic (i.e. Q=0), from

the first law: p 3

Qin Wout
𝑊out = Δ𝑈 = 𝑚𝑐𝑣 Δ𝑇 = 𝑚𝑐𝑣 𝑇3 − 𝑇4
2
= 0.0023 × 718 × 4,607 − 1,734 = 4,744 J 4
Qout
Win 1

Vd=V1-V2=1.8 litres V
V1=0.171 V2=1.971
litres litres
Simple Otto Cycle Example

Heat rejection 4→1

• Heat rejection at constant volume:

p 3
𝑄out = Δ𝑈 = 𝑚𝑐𝑣 Δ𝑇 = 𝑚𝑐𝑣 𝑇4 − 𝑇1
Qin Wout
= 0.0023 × 718 1,734 − 298 = 2,371 J
2
4
Qout
Win 1

V
V1=0.171 V2=1.971
litres litres
Simple Otto Cycle Example

p 3
Cycle Energy Balance Qin Wout = 4,744 J
• Net Work: = 6,300 J
𝑊net = 𝑊out − 𝑊in 2
= 4,744 − 815 = 3,929 J
4
Qout = 2,371 J
• Net Heat Win = 815 J 1
𝑄net = 𝑄𝑖𝑛 − 𝑄𝑜𝑢𝑡
= 6,300 − 2,371 = 3,929 J V
V1=0.171 V2=1.971
∴ 𝑄net = 𝑊net litres litres
Simple Otto Cycle Example

Efficiency p 3
𝑊net 3,929
𝜂=
𝑄in
=
6,300
= 0.624 Qin Wout = 4,744 J
= 6,300 J
Or from the compression ratio
2
4
relationship:
Qout = 2,371 J
1−𝛾 Win = 815 J 1
𝜂 =1− 𝑟𝑐 =1− 11.5−0.4 = 0.624

V
V1=0.171 V2=1.971
litres litres
Simple Otto Cycle Example

• Finally, the power output at 3,000 rpm:

𝑁rps 3,000/60
𝑊ሶ net = 𝑊net = 3,929 × = 98,225 W = 98.2 kW
𝑛𝑟𝑒𝑣/𝑐 2

where Nrps is the engine speed in revolutions per second and nrev/c is
the number of revolutions per engine cycle (=2 for a 4-stroke and =1
for a 2-stroke)
Simple Diesel Cycle Example

A 4-stroke Diesel cycle has the following parameters:

• Inlet temperature, T1=320 K
• Inlet pressure, p1=2 bar
• Compression ratio, rc=16
• Displacement volume = 1.8 litres
• Mass of fuel injected per cycle = 0.09 g

Assuming Rair=287 J/kgK, cv=718 J/kgK, cp=1,005 J/kgK, γ=1.4 and the
heat of combustion of the fuel (diesel) is 43 MJ/kg, calculate the
pressure and temperature at each point in the cycle and the heat and
work input and output.
Also calculate the efficiency and the power output at 3,000 rpm.
Simple Diesel Cycle Example

From the compression ratio and displacement, we can calculate the maximum and
minimum volumes, V1 and V2, in the air standard Diesel cycle:
𝑉1 𝑉1 𝑟c 𝑉d 16 × 1.8
𝑟𝑐 = = → 𝑉1 = = = 1.92 litres
𝑉2 𝑉1 − 𝑉d 𝑟c − 1 16 − 1 p
𝑉2 = 𝑉1 − 𝑉d = 1.92 − 1.8 = 0.12 litres 2 3

4
From the ideal gas law and the known condition at point 1, the mass
of air is:
pinlet = 2 bar 1
𝑝1 𝑉1 (2 × 105 ) Pa × (1.92 × 10−3 ) m3
𝑚a = = = 0.00418 kg V2=0.12 litres V1=1.92 litres
V
𝑅𝑇1 287 × 320 K
Displacement 1.8 litres
Simple Diesel Cycle Example
Isentropic compression 1→2

𝛾−1
𝑇2 𝑉1
𝑇𝑉 𝛾−1 = const. → =
𝑇1 𝑉2
𝛾 p
𝑝2 𝑉1
𝑝𝑉 𝛾 = const. → = 2 3
𝑝1 𝑉2
𝛾−1
𝑉1 𝛾−1 4
𝑇2 = 𝑇1 = 𝑇1 𝑟c = 320 × 161.4−1 = 970 K
𝑉2
𝛾 pinlet = 2 bar
𝑉1 𝛾 1
𝑝2 = 𝑝1 = 𝑝1 𝑟c = 2 × 161.4 = 97 bar
𝑉2 V2=0.12 litres V1=1.92 litres
V

Compression work input: Displacement 1.8 litres

𝑊12 = 𝑚𝑎 𝑐𝑣 𝑇2 − 𝑇1
= 0.00418 × 718 × 970 − 320 = 1,951 J
Simple Diesel Cycle Example
Isobaric heat addition 2→3
Heat is added at constant pressure with the gas expanding at the same time. There is
therefore simultaneous heat input and work output during this process.

The heat input Q23 = Qin is the heat of combustion of the fuel supplied:
𝑄in = 𝑚fuel ℎcomb = 0.09 × 10−3 × 43 × 106 = 3,870 J p
2 3
Isobaric process for an ideal gas:
𝑄23 = 𝑚a 𝑐𝑝 𝑇3 − 𝑇2
Rearranging for T3: 4

𝑄23 3,870
𝑇3 = 𝑇2 + = 970 + = 1,891 K pinlet = 2 bar 1
𝑚a 𝑐p 0.00418 × 1,005
V2=0.12 litres V1=1.92 litres
For an isobaric process, V/T=constant, therefore: V
𝑉2 𝑉3 𝑉3 𝑇3 1,891 Displacement 1.8 litres
= → = 𝑟𝑐𝑜 = = = 1.95
𝑇2 𝑇3 𝑉2 𝑇2 970
The work output, W23, for the isobaric process is:
𝑊23 = 𝑝Δ𝑉 = 𝑝2 𝑉3 − 𝑉2 = 𝑝2 𝑟co 𝑉2 − 𝑉2 = 97 × 105 0.12 × 10−3 1.95 − 1 = 1,106 J
Simple Diesel Cycle Example
Isentropic expansion 3→4

For an isentropic process

𝛾−1
𝛾−1
𝑇3 𝑉4
𝑇𝑉 = const. → =
𝑇4 𝑉3
𝛾 p
𝑝 3 𝑉4
𝑝𝑉 𝛾 = const. → = 2 3
𝑝4 𝑉3
𝛾−1 0.4
𝑟𝑐𝑜 1.95 4
→ 𝑇4 = 𝑇3 = 1,891 = 814.8 K
𝑟𝑐 16
pinlet = 2 bar 1
𝛾 1.4
𝑟𝑐𝑜 1.95 V2=0.12 litres V1=1.92 litres
→ 𝑝4 = 𝑝3 = 97 × = 5.09 bar V
𝑟𝑐 16 Displacement 1.8 litres

𝑊34 = 𝑚a 𝑐𝑣 𝑇3 − 𝑇4 = 0.00418 × 718 × 1,891 − 814.8

= 3,230 J
Simple Diesel Cycle Example

Isochroric heat rejection 4→1

p
For a constant volume process: 2 3

𝑄 = 𝑚𝑐𝑣 ∆𝑇 4

Therefore: pinlet = 2 bar 1

V2=0.12 litres V1=1.92 litres

V
𝑄out = 𝑚a 𝑐𝑣 𝑇4 − 𝑇1 = 0.00418 × 718 × 814.8 − 320
Displacement 1.8 litres
= 1,485 J
Simple Diesel Cycle Example

WOUT=W23+W34=4,336 J
Cycle Energy Balance Qin=3,870 J
p W23=1,106 J

• Net Work: 2 3 W34=3,230 J

𝑊net = 𝑊out − 𝑊in = 𝑊23 + 𝑊34 − 𝑊12
= 4,336 − 1,951 = 2,385 J
4
• Net Heat
𝑄net = 𝑄𝑖𝑛 − 𝑄𝑜𝑢𝑡 Win=1,951 J Qout=1,485 J
= 3,870 − 1,485 = 2,385pJinlet = 2 bar 1

∴ 𝑄net = 𝑊net V2=0.12 litres V1=1.92 litres

V

Displacement 1.8 litres

Simple Diesel Cycle Example

WOUT=W23+W34=4,336 J
Efficiency Qin=3,870 J
p W23=1,106 J
𝑊net 2,385
𝜂= = = 0.616 2 3 W34=3,230 J
𝑄in 3,870

Alternatively, we could use the Diesel cycle

efficiency equation involving cut-off ratio (1.95) 4
and compression ratio (16):
Win=1,951 J Qout=1,485 J
𝑟𝑐
1−𝛾
−1
𝛾
𝑟𝑐𝑜 pinlet = 2 bar 1
𝜂 =1−
𝛾 𝑟𝑐𝑜 − 1 V2=0.12 litres V1=1.92 litres
16−0.4 1.951.4 − 1 V
=1− = 0.616
1.4 1.95 − 1 Displacement 1.8 litres
Simple Diesel Cycle Example

• Finally, the power output at 3,000 rpm:

𝑁rps 3,000/60
𝑊ሶ net = 𝑊net = 2,385 × = 59,625 W = 59.6 kW
𝑛𝑟𝑒𝑣/𝑐 2

where Nrps is the engine speed in revolutions per second and nrev/c is
the number of revolutions per engine cycle (=2 for a 4-stroke and =1
for a 2-stroke)