KNOW THE THEORETICAL BASIS

OF HEAT ENGINES
C Eng Rakesh Roshan Gupta
 THERMODYNAMIC PROPERTIES OF FLUIDS

Types of Properties
Thermodynamic properties are divided into two broad types: intensive properties and extensive properties.
An extensive property is any property that depends on the size (or extent) of the system under consideration.
Volume is an example. If you double the length of all edges of a solid cube, the volume increases by a
factor of eight.
Mass is another. The same cube will undergo an eight-fold increase in mass when the length
of the edges is doubled.

An intensive property is any property that can exist at a point in space.

Temperature, pressure and density are good examples.
You could imagine moving a thermometer about a room or a pressure sensor about a swimming pool so as to record the
property at each location (point in space). You also know that the density of the atmosphere is different from point to
point, with air nearest the ground having the highest density and air far above the earth's surface having the lowest.
 THERMODYNAMIC PROPERTIES OF FLUIDS

Intensive and extensive properties

Thermodynamic properties can be divided into 2 (two) general classes such as intensive and extensive properties. An intensive
property, is a physical property of a system that does not depend on the system size or the amount of material in the system. By
contrast, an extensive property of a system does depend on the system size or the amount of material in the system. According to
the definitions, density, pressure and temperature are intensive porperties and volume, internal energy are extensive properties.

Symbols for representing properties: Extensive properties are symbolized by upper case (capital) letter such as V (volume), KE
(kinetic energy), PE (potential energy), etc. Intensive properties are symbolized by lower case letters such as v (specific volume), ke
 etc. Mole based properties are symbolized by lower case
(specific kinetic energy), e, u (specific internal energy), h (specific enthalpy),

letters with overbars. For example , , , and are molar specific voulme, molar specific energy, molar
specific kinetic energy and molar specific potential energy respectively.

Exceptions: Temperature (intensive), mass (extensive), and number of moles (extensive). The use of symbols for temperature,
mass and moles are traditional.
THERMODYNAMIC PROPERTIES OF FLUIDS

 There are 8 (eight) properties describing

the behavior of a system. They
are pressure, temperature, volume,
entropy, internal energy, enthalpy,
Gibbs function and Helmholtz
functions.
GIBBS AND HELMHOLTZ FUNCTIONS

 The main difference between Gibbs and

Helmholtz free energy is that Gibbs free
energy is defined under constant
pressure while Helmholtz free energy is
defined under constant volume.
REVERSIBILITY OF A HEAT ENGINE

 What is reversibility in thermodynamics?

 Reversibility, in thermodynamics, a characteristic of certain processes
(changes of a system from an initial state to a final state spontaneously or
as a result of interactions with other systems) that can be reversed, and the
system restored to its initial state, without leaving net effects in any of the
systems .
 Reversible heat engines operating between two heat reservoirs have the
same thermal efficiency that depends only on the temperatures of the two
heat reservoirs regardless of the working fluids, and no heat engine can
exceed this thermal efficiency. You can find from Carnot efficiency in Eq.
REVERSIBILITY OF A HEAT ENGINE
CARNOT CYCLE PRINCIPLE AND
EFFICIENCY
 Carnot's theorem, also known as Carnot's rule, or the Carnot principle, can
be stated as follows: No heat engine operating between two heat
reservoirs can be more efficient than a reversible heat engine
operating between the same two reservoirs.
WHY IS CARNOT CYCLE MOST
EFFICIENT?
 According to the Carnot theorem, the
reversible engine will always have a greater
efficiency than the irreversible one. ... The
Carnot cycle achieves maximum
efficiency because all the heat is added to
the working fluid at the maximum
temperature.
CARNOT CYCLE

 P-V Diagram
 The P-V diagram of the Carnot cycle is
shown in Figure in next slide. In
isothermal processes I and III, ∆U=0
because ∆T=0. In adiabatic processes II
and IV, q=0.
CARNOT CYCLE
CARNOT CYCLE

 T-S Diagram
 The T-S diagram of the Carnot cycle is shown
in next slide. In isothermal processes I and
III, ∆T=0. In adiabatic processes II and IV,
∆S=0 because dq=0.
CARNOT CYCLE
CARNOT CYCLE EFFICIENCY

 Efficiency
 The Carnot cycle is the most efficient engine possible based on the assumption of
the absence of incidental wasteful processes such as friction, and the assumption
of no conduction of heat between different parts of the engine at different
temperatures. The efficiency of the carnot engine is defined as the ratio of the
energy output to the energy input.
 Efficiency=(Thigh−Tlow)/Thigh
 Summary
 The Carnot cycle has the greatest efficiency possible of an engine (although other
cycles have the same efficiency) based on the assumption of the absence of
incidental wasteful processes such as friction, and the assumption of no conduction
of heat between different parts of the engine at different temperatures.
SECOND LAW OF THERMODYNAMICS

 The second law of thermodynamics states that the total entropy of an

isolated system (the thermal energy per unit temperature that is
unavailable for doing useful work) can never decrease.
 The second law of thermodynamics says that when energy changes from
one form to another form, or matter moves freely, entropy (disorder) in a
closed system increases. Differences in temperature, pressure, and density
tend to even out horizontally after a while.
SECOND LAW OF THERMODYNAMICS
SECOND LAW OF THERMODYNAMICS
SECOND LAW OF THERMODYNAMICS
OTTO CYCLE

The air-standard Otto cycle is the idealized cycle for the

spark-ignition internal combustion engines. This cycle is
shown above on p-v and T-s diagrams. The Otto cycle 1-2-
3-4 consists of following four process:
Process 1-2 Reversible adiabatic compression of air
Process 2-3 Heat addition at constant volume
Process 3-4 Reversible adiabatic expansion of air
Process 4-1 Heat rejection at constant volume
OTTO CYCLE
DIESEL CYCLE

This cycle was introduced by Dr. R. Diesel in

1897. It differs from Otto cycle in that heat is
supplied at constant pressure instead of at
constant volume. This cycle comprises of the
following operations:
DIESEL CYCLE

1-2 Adiabatic compression

2-3 Addition of heat at constant pressure
3-4 Adiabatic expansion
4-1 Rejection of heat at constant volume
Point 1 represents that the cylinder is full of air Let p 1 , V1 and T1 be
the corresponding pressure, volume and absolute temperature. The
piston then compresses the air adiabatically (ie pv γ = constant) till
the values become p2, V2 and T2: respectively (at the end of the
DIESEL CYCLE
DUAL COMBUSTION CYCLES

This cycle (also called the limited pressure cycle or mixed cycle) is a combustion
of Otto and pressure: the advantage of which is that more time is available to fuel
(which is injected into the engine cylinder before the end of compression stroke) for
combustion. Because of lagging characteristics of fuel this cycle is invariably used
for diesel and hot spot ignition engines. The dual combustion cycle consists of the
following processes:
1-2 Adiabatic compression
2-3 Addition of heat at constant volume
(3-4 Addition of heat at constant pressure
4-5 Adiabatic expansion
DUAL COMBUSTION CYCLES
DUAL COMBUSTION CYCLES
THE PRACTICAL ENGINES THAT OPERATES ON
THESE CYCLES
The air-standard-Otto cycle is the idealized cycle for the spark-ignition internal combustion
engine mostly employed in vehicles.
The Diesel cycle is used by Diesel engines for vehicles, trucks and vessels ship power
plants.
The dual combustion cycle engines are commonly used for mobile propulsion in vehicles
and portable machinery. These cycles are advantageous since it can provide high power to
weight. Ratios. Generally using fossil fuel (mainly petroleum), these engines have appeared
in transport in almost all vehicles (automobiles, trucks, motorcycles, boats, and in a wide
variety of aircraft and locomotives). Very high power-to-weight ratios are required, dual
combustion engines appear in the form of gas turbines. These applications, include jet
aircraft, helicopters large ships and electric generators. There is a role for dual combustion
engines for future energy use because – dual combustion engine has high power to weigh
COMPARE THE IDEAL CYCLE WITH THE
PRACTICAL FOUR STROKE CYCLE
Theoretical and actual cycles four stroke diesel engine (a) and (b) shows the actual p -V diagram and
theoretical P-V diagram of four stroke Diesel engine.
 In the figure, line 5-1 represents the suction stroke in which the air enters into the cylinder. The suction
of mixture is possible only if the pressure inside the cylinder is below atmospheric pressure. That’s the
reason line 5-1 lies below the atmospheric pressure line. The burnt gases can be pushed out only if the
pressure of the exhaust gas is above atmospheric pressure. This is represented by the line 1-5. The air
is compressed adiabatically in the cylinder during 1-2 process which takes place after inlet valve closed.
Before the end of compression stroke fuel is injected through the fuel injector. The fuel is ignited due to
the temperature of highly compressed air inside the cylinder. The combustion takes places at constant
pressure as shown in line 2-3. Actually, combustion at constant pressure is not possible as the fuel will
not burn completely as it is introduced into the cylinder. Then the charge is expanded adiabatically is
shown by the line 3-4. The exhaust valve opens (EVO) little before 4. The burnt gases are exhausted to
atmosphere. Theoretically, the compression and expansion are followed adiabatically. But in actual it is
not so. Because of heat and pressure losses are involved.
COMPARE THE IDEAL CYCLE WITH THE
PRACTICAL FOUR STROKE CYCLE
COMPARE THE IDEAL CYCLE WITH THE
PRACTICAL FOUR STROKE CYCLE
REASON FOR THE DIFFERENCE BETWEEN THE
IDEAL AND THE PRACTICAL CYCLE

Actually, the basic reason for the difference between the

ideal and actual cycle is that combustion at constant
pressure is not possible in the actual cycle as the fuel will
not burn completely as it is introduced into the cylinder.
Theoretically, the compression and expansion are
followed adiabatically. But in actual cycle it is not so.
Because of heat and pressure losses are involved.
REASON FOR THE DIFFERENCE BETWEEN THE
IDEAL AND THE PRACTICAL CYCLE
Air-Standard cycle differs from the actual by the following:
1. The gas mixture in the cylinder is treated as air for the entire cycle, and property values of air are
used in the analysis
2. The real open cycle is changed into a closed by assuming that the gases being exhausted are
feedback into the intake system.
3. The combustion process is replaced with a heat addition term Qin of equal energy value
4. The open exhaust process, which a large amount of enthalpy is denoted by Qout of the equal
energy value.
5. Actual engine processes are approximated with ideal processes
a. The almost-constant-pressure intake and exhaust strokes are assumed to be constant pressure
b. Compression strokes and expansion strokes are approximated by isentropic processes
c. The combustion process is idealized by a constant-volume process (Slcycle), a constant pressure
process (Clcycle), or a combination of both (CIDualcycle).
d. Exhaust blow down is approximated by a constant-volume process
PROBLEM

A gas engine working on the Otto cycle has a

cylinder of diameter 100 mm and stroke 150
mm. The clearance volume is 175 cc. Find
the air-standard efficiency. Assume Cp =
1.004 kj/kg.K and Cv = 0.717kj/kg K air.
SOLUTION

Stoke volume Vs = π/d2L = π/4 x 102 x 15 = 1178cc

Compression ratio r = Vc +Vs/Vc = 175 +1178/175 =
7.7
 γ= Cp/Cr = 1.004/0.717 = 1.4
Otto = 1-1 /(r) y-1 = 1-1/ 7.70.4 = 55.8%
PROBLEM

 A diesel engine works on Diesel cycle with a

compression ratio of 1.5 and cut-off ratio of 1.75.
Calculate the air-standard efficiency assuming y =
1.4.
SOLUTION

ηDiesel = 1 - [(1/ rγ-1)][(rcγ-1/ γ(rc – 1)]

= 1 – [1/150.4 ]X [1/1.4 x (1.751.4 -1/ 1.75 -1)
= 61.7%
PROBLEM

1.A Carnot engine working between 4000C and

400C produces 130 kJ of work. Determine
(i)The Engine Thermal Efficiency
(ii)The Heat Added
(iii)The Entropy Changes during heat rejection
process
SOLUTION

Temperature, T1 = T2 = 400+273 = 673 K

Temperature, T3 = T4 = 40+273 = 313 K
Work Produced, W = 130 kJ
(i) Engine Thermal Efficiency, ηth = (673-313)/673 = 0.535 or 53.5%
(ii) Heat Added:
Ηth = Work Done/ Heat Added
i.e. 0.535 = 130/ Heat Added
So, Heat Added = 130/0.535 = 243 kJ
SOLUTION CONTD.

Entropy Change During the Heat Rejection

Process (S3 - S4) :
Heat Rejected = Heat Added – Work Done =
243 – 130 = 113 kJ
Also, Heat Rejected = T3 (S3 – S4) = 113
So, (S3 - S4) = 113/T3 = 113/313 = 0.361 kJ/kg
UNDERSTAND CONCEPT OF INDICATED POWER, BRAKE POWER AND
MECHANICAL EFFICIENCY OF AN IC ENGINE AND SOLVE PROBLEMS
INVOLVING POWER, EFFICIENCY, FUEL CONSUMPTION AND HEAT
BALANCE
DEFINE MEAN EFFECTIVE PRESSURE (MEP)

Mean effective pressure is defined as a hypothetical/average pressure which is assumed

to be acting on the piston throughout the power stroke. It can also be the theoretical
parameter used to measure the performance of an internal combustion engine (ICE). Even
if it contains the word ‘’pressure’’ it’s not an actual pressure measurements within the
engine cylinder. Therefore.
Pm = ip x 60 / LANk

where Pm = Mean effective pressure, M/m2

Ip = Indicated power. Watt.
L= length of the stroke m, A = Area of the piston, m2, N = Rotational speed of the engine
And K = Number of cylinders
DETERMINE THE AREA OF AN INDICATOR
CARD USING THE MID ORDINATE RULE
Indicator diagram is one of the most important ratings for assessing the internal
combustion engine. Indicator diagrams indicates, simultaneously, the pressures and
the relative position of the piston for a particular engine cylinder. They are taken for
every voyage both in loaded and ballast condition.
 Diagram is used to:
• Calculate indicated power of the engine
• Determine peak pressures and compression pressures,
• Evaluate the process of combustion inside the engine
• Evaluate scavenging and exhausting conditions
Average indicated pressure is a constant pressure to perform the same work as the
variables pressure in the cylinder.
MEASURING INDICATED POWER OF DIESEL
ENGINE
 The area can be measured by an instrument known
as ‘Planimeter’ or by the use of the mid ordinates
rule [On modern engines this diagram can be
continuously taken by employing two transducers,
one pressure transducer in the combustion space
and other transducer on the shaft. Through the
computer we can thus get on line indicated diagram
and power of all cylinders].
CALCULATIONS

Area of the indicator diagram = a [ mm2 ]


Average height of the diagram = a [ mm2 ] / 1 [mm ]

Average means indicator pressure = a [ mm2 ] / 1 [mm ] x k [ bar
/ mm ]

Or Pm = (a/ 1) x k [bar]
CALCULATIONS

Work done in one cycle = Mean Indicated Pressure x Area of the Piston x
Length of stroke
= [Pm] x [ A ] x [ L ]
To obtain the power of this unit. It is necessary to determine the rate at which
work is done.
The area is then divided by the length of the diagram in order to obtain mean
height. This means height. When multiplied by the spring scale of the indicator
mechanism, gives the indicated mean effective pressures for the cylinder. The
mean effective or average pressure [Pm] can now be used to determine the work
done in the cylinder. Following calculations can be made to the area of indicator
DETERMINE THE INDICATED MEP FROM AN
ACTUAL INDICATOR DIAGRAM

Typical indicator diagram for a 2 stroke engine is

shown in figure below. This power card or pv
diagram can be used to measure indicated power in
diesel engines. The area within the diagram
represents the work done within the cylinder in one
cycle.
MEASURING INDICATED POWER OF DIESEL
ENGINE
DETERMINE THE INDICATED MEP FROM AN
ACTUAL INDICATOR DIAGRAM
The area can be measured by an instrument known as ’Planimeter’ or by the
use of the mid ordinates rule. [One modern engines this diagram can be
continuously taken by employing two transducers one pressure transducer in
the combustion space and other transducer on the shaft. Through the computer
we can thus get on line indicated diagram and power of all cylinders.]
The area is then divided by the length of the diagram in order to obtain mean
height. This mean height, when multiplied by the spring of the indicator
mechanism, gives the indicated mean effective pressures for the cylinder. The
mean effective or average pressure [Pm] can now be used to determine the
work done in the cylinder. Following calculations can be made to the area of
indicator diagram to measure indicated power.
DEFINE INDICATED POWER AND BRAKE
POWER
Indicated power is defined as the total Powe developed by combustion of fuel in the
combustion chamber. It is the power developed in the cylinder and thus, forms the basis
of evaluation of combustion efficiency or the head release in the cylinder.
Note that:
• The number of power strokes per second is the same as the rev/s for a 2 stroke engine
because there is a power stroke every revolution of the crank.
• For a 4 – stroke engine, n is the rev/s divided by 2 because there is a power stroke
once every two revolutions of the crank.
 IP = Pm LANk / 60
where Pm = Mean effective pressure N/m 2, L = Length of the stroke m, A = Area of
the piston m2, N = Rotational speed of the engine RPM (It is N/2 for four stroke
DEFINE INDICATED POWER AND BRAKE
POWER

Brake power
Brake power is the actual power available at the output
shaft or crankshaft of an IC engine. It is given by:
 Brake power = (2ԓNT) / 60
Where:
N = rpm of the engine
T = Torque produced by engine in Nm
DERIVE AN EXPRESSION FOR CALCULATING
INDICATED POWER AND BRAKE POWER
The brake power of an I.C. engine is, usually, measured by means of a brake mechanism
B.P = Torque in N =m x angle turned in radians through / revolution / 60 (in watts)
 = T x 2 ᵑ N / 60= W1 x 2ᵑ N / 60 watts
 Where, W = Brake load in newtons, I = Length of arm in metres and,
N = Speed of the engine in r.p.m
B.P = (W – S) x DN / 60 watts = (W – S) x (D + d) N / 60 watts, Considering diameter (d)
of the rope
Where, W = Dead load in newtons. S = Spring balance reading in newtons,
D = Diameter of the brake drum in metres
d = Diameter of the rope in metres, and N = Speed of the engine in r.p.m
DERIVE AN EXPRESSION FOR CALCULATING
INDICATED POWER AND BRAKE POWER

Note: The brake power (H.P) of an engine is always less

than the indicated (I.P) of an engine, because some
power is lost in overcoming the engine friction (known as
frictional power) Mathematically,

Frictional power. F. P. = I. P. - B. P.
DEFINE BRAKE MEAN EFFECTIVE PRESSURE (BMEP) AND
USE THIS TERMS IN THE DETERMINATION OF BRAKE POWER

Brake Mean Effective Pressure (Bmep) is the average (mean) pressure which, if
imposed on the pistons uniformly from the top to the bottom of each power stroke
would produce the measured (brake) power output. Note that BMEP is purely
theoretical and has nothing to do with actual cylinder pressure. it is simply a tool to
evaluate the efficiency of a given engine at producing torque from a given
displacement.
 Brake Mean Effective Pressure (BMEP) = work done per cycle
 Stroke volume
 BMEP = Work done per cycle x number of cycles per second
 Stroke volume x number of cycle per second

DEFINE BRAKE MEAN EFFECTIVE PRESSURE (BMEP) AND
USE THIS TERMS IN THE DETERMINATION OF BRAKE POWER

 BMEP = Brake power / Aln x N/r

 BMEP = (B x r) / (A x L x n x N)

Where, B = Brake power in kW

R = Number of revolution required for each power stroke (1 for
2 stroke engines: 2 for 4 stroke engines)
N = Number of piston, A = Cylinder Area (m 2), L = Stroke Length
(m), N = engine Speed in rev/sec.
DERIVE AN EXPRESSION FOR BRAKE POWER IN
TERMS OF TORQUE AND ANGULAR VELOCITY

Brake power is the actual power available at the output shaft or

crankshaft of an it engine. While indicated power is the theoretical power
of the engine. Brake power is always less than indicated power. Recall
that brake power is.
 Brake power (2nNT) / 60
Where, N = rpm of the engine, T = Torque produced by engine in Nm
Since, ω = 2πN/60,
Brake power can also be calculated by
 brake power = ωT
PROBLEM

 An engine consumes 0.01573 kg/s of air. The air

fuel ratio is 12/1. The calorific value is 46 MJ/kg.
Calculate the Fuel Power.
SOLUTION

Air consumed, m2 =0.01573 kg/s

Mass of fuel, mf = 0.01573/12 = 0.00131 kg/s
Heat released EF = calclonfic value x mf
= 46,000 kJ/kg x 0.0013 kg/s F.P = 60 3 KW
PROBLEM

A 4 cylinder 4 stroke engine gave the following results on a test bed

Shaft speed, N = 2 500 rev mn, Torque arm, R = 0.4 m, Net Brake
Load F = 200 N, Fuel consumption mf = 2 g
Calonfic value, C V = 42 MJ kg, Area of indicator diagram, Ad =
300 mm2, Pressure scale, Sp = 80 kPa mm
Stroke, L = 100 mm, Bore, D = 100 mm, Base length of diagram, Y
= 60 mm
Calculate the B.P. F. P. I. P. MEP ᵑBTh ᴫTh and ᴫmech
SOLUTION

BP = 2 ᴫNT = 2ᴫx (2500/60) x (200 x 0.4) = 20.94 KW

FP = mass x C V = 0.002 kg s x 42,000 kJ kg = 84 kW
IP = pLAN, P = MEP = Ad/Y x Sp = (300/60) x 80 = 400 kpa
IP = 400 x 0.1 x (ᴫ x 0.12.4) x 2500 600) 2 per cylinder, IP = 6.54 kW per
cylinder
For 4-cylinder LP = 6.54 x 4 = 26.16 kW
 ᴫBTh = 20.94 / 84 = 24.9%
ᴫITh = 26.18 / 84 = 31.1%
ᴫ = 20.94 / 26 18 = 80%
DEFINE EFFICIENCY AND HEAT BALANCE

Thermal efficiency of an engine is defined as the ratio of the output to that

of the chemical energy input in the form of fuel supply. It may be based on
brake or indicated output. It is the true indication of the efficiency with
which the chemical energy of fuel (input) is converted into mechanical
work.
Thermal Efficiency and Heat Balance
Thermal efficiency also accounts for combustion efficiency i.e for the fact
that whole of the chemical energy of the fuel is not converted into heat
energy during combustion.
DEFINE EFFICIENCY AND HEAT BALANCE

 Brake thermal efficiency = bp / m1 x C

 where C = colonic value of fuel kJ/kg

and
 m = Mass of fuel supplied kg/sec
• The energy input to the engine goes out in various forms – a part is in the form of brake output a part into
exhaust and the rest is taken by cooling water and the lubricating oil.
• The break-up of the total energy input into the e different parts in called the heat balance
• The main component in a heat balance are brake output coolant losses heat going to exhaust radiation and
other losses.
• Preparation of heat balance sheet gives us an idea about the amount of energy worked in various parts and
allows us to think of methods to reduce the losses so incurred.
DIFFERENTIATE BETWEEN BRAKE AND
INDICATED THERMAL EFFICIENCIES
Brake thermal Efficiency is defined as break power of a heat engine as a
function of the thermal input from the fuel. That is it is the ratio of the break
power to the fuel power. Mathematically.
 Brake thermal efficiency = brake power
 Fuel power
The brake thermal efficiency BTE is the product of mechanical efficiency
ME and indicated thermal efficiency ITE, taking account of the friction
between the moving mechanical parts, fluid p[umping and operation of
auxiliaries. Brake thermal efficiency can also be defined as the ratio of
brake power (bp) to input fuel energy in appropriate units.
DIFFERENTIATE BETWEEN BRAKE AND
INDICATED THERMAL EFFICIENCIES

ηbth = bp / Energy in fuel per second


Indicated thermal efficiency is the ratio of indicated power
(ip) and energy in fuel per second. Indicated thermal
efficiency of engine is ratio of IP and FP. Indicated efficiency
is used to evaluate how well an engine converts the heat
from a fuel to mechanical energy.
CALCULATION OF THERMAL EFFICIENCY FROM
ENGINE DATA

 An engine working on Otto cycle has the following

conditions. Pressure at the beginning of
compression is 1 bar (initial temperature 170C) and
pressure at the end of compression is 15 bar.
Calculate the compression ratio and air standard
efficiency of the engine. Assume γ = 1.4 P,= 1 bar
(100 k N/m2 )and P2 = 15 bar (1500 k N/m2).
SOLUTION

 P1 V1γ =P2 V2γ , P2/ P1 = (V1γ / V2 γ), V1 / V2 = (P2/ P1) 1/γ = (15/1) 1/1.4 = 6.92
 ηotto = 1 - 1/(r)γ -1 = 1 - 1 /(6.92) 1.4-1 = 53.9%
Heat is added at constant volume until the pressure rises to 40 bar. Mean
effective pressure for the cycle assume Cv = 0717 kJ/kgK and R= 8314 kJ/kmol
K

 T2/T1 = (V1/V2) γ -1 = 6.92) 1.4-1 = 217, T2 = (273 + 17) 217 = 6293K
Consider process 2-3
 P2/T2 = P2/T3, T3/T2 = P3/P2, T2 = 40/15 x 629.3 = 1678.13 K
SOLUTION

Heat supplied
qs Cp (T2 – T2) =0.717x 1678.13 – 62931 = 752kj/kg
Work Done = ηotto X q = 0.539X752 = 405.33 kJ/kg
 Pm = workout / swept volume

V1 = nRT1 / p1 = m RT1 / Mp1= 1/29 x 8314 x 290 / 1 x 105 = 0.8314 m3 / kg
V1 – V2 = V1 (1 – 1/r) = 0.8314 x 5.92 / 6.92 = 0.711 m3/ kg

 Pm = 405.33 = 570 k N/m2 = 5.70 bar

DEFINE SPECIFIC FUEL CONSUMPTION BASED ON INDICATED
POWER AND BRAKE POWER AND RELATE IT TO THERMAL
EFFICIENCY
Specific Fuel Consumption
Specific Fuel Consumption is defined as the amount of fuel
consumed for each unit of brake power developed per hour. It is a
clear indication of the efficiency with which the engine develop
power from fuel.

Specific fuel consumption (sfc) =
 (Actual fuel - Air ratio) / (Stochiometric fuel - Air ratio)

SOLVED EXAMPLE

A gas engine operating on the ideal Otto cycle has a

compression ratio of 6.1. The pressure and temperature
at he commencement of compression are 1 bar and 27
0C. Heat added during the constant volume combustion
process is 1170 kJ/kg. Determine the peak pressure and
temperature, work output per kg of air and air standard
efficiency. Assume.
 C = 0.717kJ/kg C = 1.004 kJ/kg: γ = 1.4
SOLUTION

P2/P1 = rγ = 6 1.4 = 12.28 bar

P2 = 12.28 x 1 x 105 = 12.28 x 105 N/m2
T2/T1 = rγ-1 = 60.4 = 2.048 T2 = 2048 x 300 = 614.4 K = 341.40C
Consider the process 2-3
Heat input (qs) = Cv (T3 – T2):
T3 – T2 = 1170 kJ/kg/ 0.717 = 1631.8:
SOLUTION

Peak Temperature,T3 = 1631.8 + 614.4 = 2246.8K = 1973.80C

P2/P2 = T1/ T2 = 2246.8/615 = 3.65 Peak pressure (p 3) = 3.65 x
12.28 = 4482 bar

ηotto = 1 - 1/ rγ -1 = 1 – 1/6 0-4 = 51.16%
Work output = motto x Heat input qs)
 Heat input qs) = 1170kJ / kg
EXAMPLE

Determine the ideal efficiency of the diesel engine

having a cylinder with bore 250 mm, stroke 375 mm
and a clearance volume of 1500 cc, with fuel cut-off
occurring at 5% of the stroke. Assume γ = 1.4 for
air.
SOLUTION

V1 = π/4 d2L = π /4 252 x 37.5 = 18407.8 cc

 r = 1 + Vs/ Vr = 1 + 18407.8/ 1500 = 13.27
 Vs = V1/5 - V2 = 13.27V2 – V2 = 1227V2
 V3 – V2 = 5/100 12.27V2 = 06135 V2; V3 = 1.6135V2
 r – 1 = 1/ᵑ (rc – 1); rc = 1.6135 V2/ V2 = 1.6135
ᵑdiesel = 1 – 1/ rγ -1 (γ (rcγ – 1 / y(rc – 1) = 1 – 1/ 13.27 1.4 -1
1.4 - 1
PROBLEM

 For an engine working on the ideal duel cycle, the

compression ratio is 10 and the maximum
pressure is limited to 70 bar. If the heat supplied is
1680 kJ/kg. find the pressure and temperature at
the various salient points of the commencement of
compression are 1 bar and 1000C respectively.
SOLUTION

Assume γ = 1.4 Cp = 0.717 kJ /kg: Cp = 1.004 kJ/kg


 r = V2/ V2 = 10
Consider process 1.2
 P2/P1 = rγ : P2 = P2rγ = 1 x 101.4 = 25.12 bar
 T2/ T1 = rγ -1: T2 = T2rγ -1 = 373 x 10 1.4-1 = 936.9k
Consider process 2.3
 T = T P /P = 936.9 70/25.12 = 2611 K
SOLUTION

Heat added during constant volume process

 = Cp (T1 – T2) = 0.717 (2611 - 936.9) = 1200.4kJ/kg
Total Heat addition = 1680 kJ/kg
 = Cp (T4 - T3) = 1680 - 1200.4 = 479.6k/kg
 T4 – T3 = 479.6/1.004 = 477.7: T4 = 477.7 + 2611 = 30088.7
K
 Cut off ratio
 rc = V /V = T / T = 3088.7/ 2611 = 1.183
SOLUTION

consider the Process 4-5

T4/T5 = (V5/V4) γ -1 = rcγ -1 = (r/rc)γ -1 = 8.4530.4 = 2.35; Ts =
3088.7/ 2.35 = 1314.4 K
P4/P5 (V5/V4)γ -1 = rc γ -1 = 8.4531.4 = 19.85: Ps = 70/19.85 = 3.53
bar
Heat rejected - Cp (Ts - T1) = 0717 (1314.4 - 373) = 674.98kJ/kg
ᵑdiesel = (Heat supplied – Heat rejected)/ Heat rejected = (1680
– 674.98)/ 1680 = 59.82%
THANK YOU

 Queries / Comments