Mechanical Engineering Dept.

CEME NUST 1
ENGINE CYCLES

Mechanical Engineering Dept. CEME NUST 2

 REAL AIR-FUEL ENGINE CYCLES
 Real engines operate on an open cycle with changing composition
 Air-standard analysis treats the fluid flow through the entire engine as air
and approximates air as an ideal gas
 There are heat losses during the cycle of a real engine which are neglected
in air-standard analysis
 Combustion requires a short but finite time to occur, and heat addition is
not instantaneous at TDC, as approximated in an Otto cycle
 The blowdown process requires a finite real time and a finite cycle time,
and does not occur at constant volume as in air-standard analysis
 With ignition occurring before bTDC, temperature and pressure rise
before combustion is less than predicted by air-standard analysis
 Valve overlap period causes a deviation from the ideal cycle
Mechanical Engineering Dept. CEME NUST 3
 ENGINE CYCLE AT PART THROTTLE

 A four-stroke cycle SI engine running at less than WOT conditions,

 Air-fuel input is reduced by partially closing the throttle (butterfly
valve) in the intake system creating a flow restriction and consequent
pressure drop in the incoming air
 Fuel input is then also reduced to match the reduction of air
 Air experiences an expansion cooling because of the pressure drop
across the throttle valve, but its temperature is about the same as at
WOT because it first flows through the hot intake manifold.

Mechanical Engineering Dept. CEME NUST 4

 ENGINE CYCLE AT PART THROTTLE
 The net indicated work for the Otto cycle engine will be less at part
throttle than at WOT
 The upper loop of the cycle made up of the compression and power
strokes represents positive work output, while the lower loop
consisting of the exhaust and intake strokes is negative work
absorbed off the rotating crankshaft
 Two main factors contribute to the reduced net work at part-
throttle operation
 The lower pressure at the start of compression results in lower
pressures throughout the rest of the cycle except for the exhaust
stroke lowering mep and net work
Mechanical Engineering Dept. CEME NUST 5
 ENGINE CYCLE AT PART THROTTLE
 When less air is ingested into the cylinders during intake
because of this lower pressure, fuel input by injectors or
carburetor is also proportionally reduced resulting in less
thermal energy from combustion in the cylinders and less
resulting work out
 It should be noted that although qin is reduced, the
temperature rise in process 2-3 for WOT and part throttle is
almost the same
 This is because the mass of fuel and the mass of air being
heated are both reduced by an equal proportion

Mechanical Engineering Dept. CEME NUST 6

ENGINE CYCLE AT PART THROTTLE

Mechanical Engineering Dept. CEME NUST 7

ENGINE CYCLE AT PART THROTTLE
Work done during intake stroke

Work done during exhaust stroke

Net indicated pumping work

Pump mean effective pressure

Mechanical Engineering Dept. CEME NUST 8

ENGINE WITH TURBO /SUPER CHARGER

 Higher Intake pressure than

atmospheric pressure
 More air and fuel in the combustion
chamber
 Increased net indicated work

Mechanical Engineering Dept. CEME NUST 9

 ENGINE WITH SUPER / TURBO CHARGER
 Higher intake pressure increases all pressures through the cycle,
and increased air and fuel give greater Qin in process 2-3
 When air is compressed to a higher pressure by a supercharger or
turbocharger, the temperature is also increased due to
compressive heating
 This would increase air temperature at the start of the
compression stroke, which in turn raises all temperatures in the
remaining cycle
 This can cause self-ignition and knocking problems in the latter
part of compression or during combustion.
Mechanical Engineering Dept. CEME NUST 10
 ENGINE WITH SUPER / TURBO CHARGER

 For this reason, engine compressors can be equipped with an

aftercooler to again lower the compressed incoming air temperature
 Aftercoolers are heat exchangers which often use outside air as the
cooling fluid
 In principle, aftercoolers are desirable, but cost and space limitations
often make them impractical on automobile engines
 Instead, engines equipped with a supercharger or turbocharger will
usually have a lower compression ratio to reduce knocking problems

Mechanical Engineering Dept. CEME NUST 11

 DIESEL CYCLE

 Early CI engines injected fuel into the combustion chamber

very late in the compression stroke
 Due to ignition delay and the finite time required to inject the
fuel, combustion lasted into the expansion stroke
 This kept the pressure at peak levels well past TDC
 This combustion process is best approximated as a constant-
pressure heat input in an air-standard cycle
 The rest of the cycle is similar to the air-standard Otto cycle.
The diesel cycle is sometimes called a Constant pressure cycle

Mechanical Engineering Dept. CEME NUST 12

 DIESEL CYCLE
 The difference between Otto and diesel cycle is method of
heat addition

Mechanical Engineering Dept. CEME NUST 13

INDICATOR DIAGRAM OF HISTORIC DIESEL ENGINE

Mechanical Engineering Dept. CEME NUST 14

DIESEL CYCLE

Mechanical Engineering Dept. CEME NUST 15

THERMODYNAMIC ANALYSIS OF AIR STANDARD DIESEL CYCLE

Mechanical Engineering Dept. CEME NUST 16

THERMODYNAMIC ANALYSIS OF AIR STANDARD DIESEL CYCLE

Mechanical Engineering Dept. CEME NUST 17

THERMODYNAMIC ANALYSIS OF AIR STANDARD DIESEL CYCLE

Mechanical Engineering Dept. CEME NUST 18

THERMODYNAMIC ANALYSIS OF AIR STANDARD DIESEL CYCLE

Mechanical Engineering Dept. CEME NUST 19

THERMODYNAMIC ANALYSIS OF AIR STANDARD DIESEL CYCLE

Mechanical Engineering Dept. CEME NUST 20

THERMODYNAMIC ANALYSIS OF AIR STANDARD DIESEL CYCLE

Mechanical Engineering Dept. CEME NUST 21

 DUAL CYCLE
 In Otto cycle combustion is assumed to be at constant volume and
in Diesel cycle it is at constant pressure

 This is far from real as some time interval is required for the
chemical reactions during combustion

 The Dual cycle also called mixed cycle is a compromise between

Otto and Diesel cycles

 In a Dual cycle part of heat is supplied at constant volume and then

at constant pressure
Mechanical Engineering Dept. CEME NUST 22
 DUAL CYCLE

Mechanical Engineering Dept. CEME NUST 23

 DUAL CYCLE

Mechanical Engineering Dept. CEME NUST 24

THERMODYNAMIC ANALYSIS OF AIR-STANDARD DUAL CYCLE

The analysis of an air-standard Dual cycle is the

same as that of the Diesel cycle except for the
heat input process (combustion) 2-x-3.

Mechanical Engineering Dept. CEME NUST 25

THERMODYNAMIC ANALYSIS OF AIR-STANDARD DUAL CYCLE

Mechanical Engineering Dept. CEME NUST 26

THERMODYNAMIC ANALYSIS OF AIR-STANDARD DUAL CYCLE

Mechanical Engineering Dept. CEME NUST 27

THERMODYNAMIC ANALYSIS OF AIR-STANDARD DUAL CYCLE

Mechanical Engineering Dept. CEME NUST 28

THERMODYNAMIC ANALYSIS OF AIR-STANDARD DUAL CYCLE

Mechanical Engineering Dept. CEME NUST 29

COMPARISON OF OTTO, DIESEL, AND DUAL CYCLES SAME INLET PRESSURE
AND SAME COMPRESSION RATIO

Mechanical Engineering Dept. CEME NUST 30

COMPARISON OF OTTO, DIESEL, AND DUAL CYCLES

Otto, Diesel, and Dual cycles with the

same inlet conditions and the same
compression ratios

Mechanical Engineering Dept. CEME NUST 31

 COMPARISON OF OTTO, DIESEL, AND DUAL CYCLES

 The area under the process lines

on T-s coordinates is equal to the
heat transfer, so the thermal
efficiencies can be compared
 For each cycle, qout is the same
(process 4-1). qin of each cycle is
different
 ŋtOtto > ŋtDual > ŋtDiesel
Mechanical Engineering Dept. CEME NUST 32
 Comparison of Otto, Diesel and Dual Cycles
 The important variable factors which are used as the basis for
comparison of the cycles are compression ratio, peak pressure, heat
addition, heat rejection and the net work
 In order to compare the performance of the Otto, Diesel and Dual
combustion cycles, some of the variable factors must be fixed
 In this section, a comparison of these three cycles is made for the
same compression ratio, same heat addition, constant maximum
pressure and temperature, same heat rejection and net work
output
 This analysis will show which cycle is more efficient for a given set
of operating conditions
Mechanical Engineering Dept. CEME NUST 34
 Comparison of Otto, Diesel and Dual Cycles
 The important variable factors which are used as the basis for
comparison of the cycles are :-
 Compression ratio,
 Peak pressure,
 Heat addition,
 Heat rejection
 Net work

Mechanical Engineering Dept. CEME NUST 35

 Comparison of Otto, Diesel and Dual Cycles

 Case 1: Same Compression Ratio and Heat Addition:

 The Otto cycle 1-2-3-4-1, the Diesel cycle 1-2-3'-4'-1 and the Dual cycle 1-2-2”-3”-4”-1
are shown in p-V and T-s diagram in Fig. (a) and (b) respectively for the same
compression ratio and heat input
Mechanical Engineering Dept. CEME NUST 36
 Comparison of Otto, Diesel and Dual Cycles
 Case 1: Same Compression Ratio and Heat Addition:
 From the T-s diagram, it can be seen that Area 5-2-3-6 = Area 5-2-3'-6’ =
Area 5-2-2"-3"-6" as this area represents the heat input which is the same
for all cycles
 All the cycles start from the same initial state point 1 and the air is
compressed from state 1 to 2 as the compression ratio is same
 It is seen from the T-s diagram for the same heat input, the heat rejection
in Otto cycle (area 5-1-4-6) is minimum and heat rejection in Diesel cycle
(5-1-4'-6') is maximum
 Consequently, Otto cycle has the highest work output and efficiency
 Diesel cycle has the least efficiency and Dual cycle having the efficiency
between the two Mechanical Engineering Dept. CEME NUST 37
 Comparison of Otto, Diesel Cycles

Case 2: Same Compression Ratio and Heat Rejection:

Mechanical Engineering Dept. CEME NUST 38

 Comparison of Otto, Diesel Cycles
 Case 2: Same Compression Ratio and Heat Rejection:
 Efficiency of Otto cycle is given by [Figs (a) and (b)],

 Where, Qs is the heat supplied in the Otto cycle and is equal to the area under the
curve 2-3 on the T-s diagram [Fig.4.7.2 (b)]. The efficiency of the Diesel cycle is given by,

 Where Q’s is heat supplied in the Diesel cycle and is equal to the area under the curve
2-3' on the T-s diagram [Fig. (b)].
 From the T-s diagram in Fig., it is clear that Qs > Q’s i.e., heat supplied in the Otto cycle
is more than that of the Diesel cycle
 Hence, it is evident that, the efficiency of the Otto cycle is greater than the efficiency of
the Diesel cycle for a given compression ratio and heat rejection.

Mechanical Engineering Dept. CEME NUST 39

 Comparison of Otto, Diesel Cycles
Case 3: Same Peak Pressure, Peak Temperature and Heat Rejection:

Mechanical Engineering Dept. CEME NUST 40

 Comparison of Otto, Diesel Cycles
 Case 3: Same Peak Pressure, Peak Temperature and Heat Rejection:
 Figures (a) and (b) show the Otto cycle 1-2-3-4 and Diesel cycle 1-2'-3-4 on p-V and T-
s coordinates, where the peak pressure and temperature and the amount of heat
rejected are the same . Efficiency of Otto cycle is

 The efficiency of the Diesel cycle is given by,

 It is evident from Fig. that Qs > Q’s. Therefore, the Diesel cycle efficiency is
greater than the Otto cycle efficiency when both engines are built to withstand
the same thermal and mechanical stresses

Mechanical Engineering Dept. CEME NUST 41

 Comparison of Otto, Diesel Cycles
 Case 4: Same Maximum Pressure and Heat Input:

Mechanical Engineering Dept. CEME NUST 42

 Comparison of Otto, Diesel Cycles
Case 4: Same Maximum Pressure and Heat Input:
 For same maximum pressure and heat input, the Otto cycle (1-2-3-4-1) and
Diesel cycle (1-2'-3'-4'-1) are shown on p-V and T-s diagrams in Fig. (a) and
(b) respectively
 It is evident from the figure that the heat rejection for Otto cycle (area 1-5-
6-4 on T-s diagram) is more than the heat rejected in Diesel cycle (1-5-6'-4')
 Hence Diesel cycle is more efficient than Otto cycle for the condition of
same maximum pressure and heat input
 One can make a note that with these conditions, the Diesel cycle has higher
compression ratio than that of Otto cycle
 One should also note that the cycle which is having higher efficiency allows
maximum expansion. The Dual cycle efficiency will be between these two
Mechanical Engineering Dept. CEME NUST 43
 Comparison of Otto, Diesel Cycles
 Case 5: Same Maximum Pressure and Work Output

 Refer to T-s diagram in Fig.4.7.4 (b). For same work output the area 1-2-3-4
(work output of Otto cycle) and area 1-2'-3'-4' (work output of Diesel cycle)
are same
 To achieve this, the entropy at 3 should be greater than entropy at 3'
 It is clear that the heat rejection for Otto cycle is more than that of diesel cycle
 Hence, for these conditions, the Diesel cycle is more efficient than the Otto
cycle
 The efficiency of Dual cycle lies between the two cycles
Mechanical Engineering Dept. CEME NUST 44
 SUMMARY -Comparison of Otto, Diesel Cycles
Case 1: Same Compression Ratio and Heat Addition
 Otto cycle has the highest work output and efficiency
Case 2: Same Compression Ratio and Heat Rejection:
 Efficiency of the Otto cycle is greater than the efficiency of the
Diesel cycle
Case 3: Same Peak Pressure, Peak Temperature and Heat Rejection:
 Diesel cycle efficiency is greater than the Otto cycle efficiency
when both engines are built to withstand the same thermal and
mechanical stresses
Case 4: Same Maximum Pressure and Heat Input:
 Diesel cycle is more efficient than Otto cycle
Case 5: Same Maximum Pressure and Work Output
 Diesel cycle is more efficient than the Otto cycle
Mechanical Engineering Dept. CEME NUST 45
Thank You

Mechanical Engineering Dept. CEME NUST 46