Thermodynamics 3 02/06/2014

1a)

1-2 Reversible adiabatic (isentropic) compression.

2-3 Constant pressure heating heat input to cycle via combustion and
mechanical power delivered by the cycle.
3-4 reversible adiabatic (isentropic) expansion mechanical power delivered
by the cycle.
4-1 Constant volume cooling heat lost from cycle when the exhaust valve
opens.

1b

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1c

1d

1e

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2 (i)

1 to 2 - Ain is compressed reversibly and adiabatically. Work is put in but no heat

v

1
transfer occurs. Isentropic compression (no entropy change) t v = v
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Thermodynamics 3 02/06/2014
2 to 3 - The air is heat at constant volume no work is done, Head is added
( Q i n=m CV ( T 3T 2 ) ) air expands at constant pressure to V3. isochoric expansion no
volume change.

3 to 4 - The air expands reversibly and adiabtically with no heat transfer back to its
original volume. Work output is obtained isentropic expansion.

4 to 1 Air is cooled at constant volume back to its original pressure and temperature.
No work is done. Heat is rejected at constant volume Qo u t =m C v ( T 4T 1 ) .
Real 4 Stroke Cycle SI Engine

Thermodynamics 3 02/06/2014

Also the real 4 stroke cycle includes an exhaust stroke 4-5 and an induction stroke 51. For naturally aspirated spark ignition engines the induction stroke occurs below
atmospheric pressure resulting in a pumping loss. This is exacerbated at part load
conditions. When the throttle is nearly closed. This sub-atmospheric pressured has
to be recovered during the compression stroke and therefore reduces this power and
the efficiency of the cycle.
2 ii)

2 ii) a

Thermodynamics 3 02/06/2014
2 ii) b

2 ii) c

Thermodynamics 3 02/06/2014
2 ii) c

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2 ii) c

2 iii) d

2 iii) d

1-2:- Reversible isothermal compression heat output Qout

2-3:- Reversible adiabatic compression
3-4:- Reversible isothermal expansion. The ideal gas absorbs heat Qin work done.
4-1:- Reversible adiabatic gas expansion/ Gas expands and does work on surrounds
which causes system to cool to a lower temperature.

Thermodynamics 3 02/06/2014

2 iii) e
The importance of the Carnot Cycle
Heat transfer in the carnot cycle is at constant temperature. This is the most efficient
way of transferring heat into or out of a fluid. Heat transfer into the cycle occurs at a
high temperature (That). Heat transfer out of the cycle occurs at a cold temperature
(T cold).
Efficiency of the carnot cycle is as follows:-

Otto, Diesel and mixed cycles all have efficiencies less than the Carnot efficiency
when operating between the same temperature limits.
2 iii) f
Engine Efficiency
No engine can be 100% efficient because some work is dissipated by fiction
between the piston and cylinder as well as into the bearings. Also due to the
inefficiencies in the fuel and air mixing process no all the fuel and air mixing process
not all the fuel that is supplied is burnt some passes straight through the combustion
process unburnt forming hydrocarbons in the exhaust.

3) Introduction
This is a report into the thermodynamic improvements made by supercharging,
turbocharging and engine management systems.
3 a) Superchargers Increase the volumetric efficiency in the cylinder by increasing
the mass flow. As on the inlet stroke the pressure is above atmospheric pressure
pumping losses are reduced. Atmospheric pressure does not need to be recovered
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Thermodynamics 3 02/06/2014
during the induction stroke therefore efficiency is increased. Thereby improving
performance.
Most motorsport superchargers are screw types. The air is drawn into the top of the
supercharger using twin screws.

[William Harris, (2011)]

[(Popular Hot Rodding. (2014)]
The supercharger has a belt which connects to the splined shaft, connect to the pink
screw in fig 2. Superchargers do have the draw backs one is being driven by the
engine as they the can use up to 20% of engine power. Supercharging also places
more stress on other engine components, such as the pistons, con-rods and head
gaskets.
Below is a flow diagram of a supercharger system, the air enters the system at (A)
the air intake it then flows to

the supercharger C and into the intercooler D

which cools the air down to increase its
density. (B) the boost control valves regulate

the air

entering the engine to avoid damage.

[Boattest.com. (2014)]
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Thermodynamics 3 02/06/2014
3 b) Turbochargers Have the same effect as superchargers as they also increase
volumetric efficiency. They also create pressure above atmospheric during the
induction

and

compression

stroke,

therefore as with superchargers pressure

is not recovered during the compression
stroke thereby improving performance.
They decrease pumping losses on the
induction stroke and increase pumping
losses on the exhaust stroke due to back
pressure.
[New Mexico Solar Wind, (2012)]
Whereas superchargers draw air into the engine using a belt driven by the engine
turbocharges have two wheels one which acts as a compressor (compressor wheel)
and another which acts as a turbine (turbine wheel) to drive the compressor wheel. A
drawback of turbochargers is the extra stress on the engine similar to superchargers.
Another difficulty which superchargers dont have is turbo lag this is caused by the
time taken for the turbocharger to achieve sufficient speed to generate the required
boost. Turbo lag can cause a pressure drop in the induction system can have
detrimental effect on the pressure during the induction stroke causing it to
temporarily be below what it would be in a naturally aspirated engine.
Turbocharger flow diagram:- Air is drawn into the compressor case via the
compressor wheel. It them moves down the compressor pipe/hose into the
intercooler, to be cooled to increase its density and therefore the amount of oxygen
in the combustion chamber. The exhaust gasses then flow out of the engine through
the exhaust valve, to the turbine via the turbine pipe/hose. The waste gasses spin
the turbine, the more waste gasses run through the turbine the fast the compressor
wheel spins and hence the more oxygen flows into the engine. Not shown on this
diagram is the waste gate, waste gates direct exhaust gasses away from the turbine
wheel, reducing the RPM of the compressor wheel to prevent damage to the engine.
The compression ratio for turbocharged engines is generally lower than naturally
aspirated engines to limit cylinder pressure.

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Thermodynamics 3 02/06/2014

[Barry Brideau, (2010)]

3 c) Engine management Engine management systems improve engine
performance using techniques such as altering cam profile. Altering the cam profile
for example increasing valve lift and period will improve volume air entering the
cylinders improving volumetric efficiency thereby having a similar effect to that of
compressors such as superchargers and turbochargers. This reduces the pressure
loss on the induction stroke, and the pressure that must be recovered on the
compression stroke. Delayed ignition can also cause a loss of pressure in the
cylinder and therefore a loss of work done. Engine management systems can control
the ignition timing more precisely than mechanical distributors for example. Engine
management systems can also manage fuel timing to the optimum level.
Engine management systems are often combined into
one ECU which also controls engine related ancillaries.
The sensors and actuators may control ignition
timing (which affects the thermodynamic cycle of the
engine) are the spark plugs are connected via on-plug
ignition coils to the ECU (plugs shown in fig 5).
Sensors which may input to ignition timing include
Throttle position sensor (TPS) crank position sensor (CPS), the actuators include the
ignition coils and spark plugs. Engine management systems carry extra cost
because of the additional sensors and actuators compared, to mechanical systems,
but the engines will operate more efficiently with their use they may be more
susceptible to electronic noise and disturbance. Engine management systems are
also more costly to engineer due to the additional time taken for up-front engineering
and development of the engine management system calibration, its communications
and diagnostics. [Modified, (2010)].
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Thermodynamics 3 02/06/2014
Conclusion
Engine management systems are very effective at improving the performance of
engines. Superchargers are very effective at improving volumetric efficiency and
reducing pumping losses on the induction stroke, but do absorb some of the power
they produce as they driven by the engine. Turbo-chargers are also very effective at
improving volumetric efficiency and reducing pumping loses during the induction
stroke but can suffer from a lag whilst the compressor wheel achieves its optimum
speed to achieve sufficient boost pressure. If the compressor is spinning too slowly
the turbocharger may cause a pressure drop in the induction manifold and thereby
restrict performance. Both systems have pros and cons the weighting of these pros
and cons is dictated by the vehicles they are applied to.

4) Acronyms
Mass of fuel (MF)
Fuel Power (Fp)
Brake power (Bp)
Mean effective pressure (MEP)
Indicated Power (IP)
Mechanical efficiency ( m e ch )
Individual thermal efficiency ( I T H )
Overall efficiency ( o v er a l l )

4)

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Bibliography
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Thermodynamics 3 02/06/2014
Barry Brideau, (2010), Turbocharger Flow Diagram [ONLINE]. Available at:
http://www.beamalarm.com/Documents/how_does_a_turbo_work. html [Accessed 02
June 14].
Boattest.com. (2014). Mercury Verado 250 HP. [ONLINE] Available at:
http://www.boattest.com/engine-review/Mercury/7000028_Verado-250HP_2013rel2502. [Accessed 02 June 14].
New Mexico Solar Wind, (2012), Turbocharger Diagram [ONLINE]. Available at:
http://newmexicosolarandwind.com/Turbos%20Simplified.htm [Accessed 02 June
14].
Modified, (2010), THonda Si ECU [ONLINE]. Available at:
http://www.modified.com/tech/modp-1211-2003-honda-civic-si/photo_02.html
[Accessed 02 June 14].
Popular Hot Rodding. 2014. (2008) Pontiac G8 Magna Charger G8 Supercharger Kit
Photor Gallery. [ONLINE] Available at:
http://www.popularhotrodding.com/tech/0808phr_2008_pontiac_g8/photo_05.html.
[Accessed 02 June 14].
William Harris. (2011). How Superchargers Work. [ONLINE] Available at:
http://static.ddmcdn.com/gif/super-charger-13.jpg. [Accessed 02 June 14].

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