4

TOPIC

Ideal models
of engine cycle
Chapter 5
Sections 5.1 5.4

Engine modeling purpose

Development of more complete understanding of
engine processes
Identification of key controlling variables to
decrease experimental work
Prediction of engine behavior over wide range of
design and operating parameters prior to
experiments
Design optimization

Classification of models
Thermodynamic models (based on energy
conservation)
zero dimensional
phenomenological
quazi-dimensional

Fluid dynamic models (energy conservation &

equation of motion)
Ideal models
ideal gas standard cycle
fuel-air cycle

Closed or open system?

Engine is not a closed
system, working fluid
does not execute a
thermodynamic cycle

Cycles analyzed here are not thermodynamic cycles, they

are sequences of processes: intake, compression,
combustion, expansion, and exhaust

Real engine cycle

Pressure-volume diagram of SI engine.

rc = 8.4, 3500 rpm, pi = 0.4 atm, pe = 1 atm, imep = 2.9 atm (fig 5-1)

Ideal models of engine processes

Process

Assumptions

Compression (1-2)

1. Adiabatic and reversible (isentropic)

Combustion (2-3)

1. Adiabatic
2. Combustion occurs at
(a) Constant volume
(b) Constant pressure
(c) Part at constant volume and part at constant
pressure (limited pressure)
3. Combustion is complete

Expansion (3-4)

1. Adiabatic and reversible (isentropic)

Exhaust (4-5-6)
Intake (6-7-1)

1. Adiabatic
2. Valve events occur at top- and bottom center
3. No change in cylinder volume as pressure differences
across open valves drop to zero
4. Inlet and exhaust pressures constant
5. Velocity effects negligible

Ideal cycles (unthrottled)

(a) constant-volume combustion

(b) constant-pressure combustion
(c) limited pressure combustion

Ideal cycles (throttled and supercharged)

(d) Throttled constant-volume cycle, pi<pe

(e) supercharged constant-volume cycle, pi>pe

Thermodynamic relations for engine processes

Indicated fuel conversion efficiency

Indicated mean effective pressure

Indicated work per cycle

f ,i

Wc ,i
m f QLHV

imep

Wc ,i
Vd

m f QLHV f ,i

Wc ,i WC WE

Vd

Constant-volume cycle
Compression

v1
rc
v2

s1 s2

WC U1 U 2 m u1 u2
Combustion

v3 v2

u3 u2 0

Expansion

v4
rc
v3
Efficiency

s4 s3

f ,i

WE U 3 U 4 m u3 u4
m u3 u4 u2 u1
m f QLHV

Constant-pressure cycle
Compression

v1
rc
v2

s1 s2

WC U1 U 2 m u1 u2
Combustion

p3 p2

h3 h2 0
WE U 3 U 4 p2 V3 V2

Expansion

p3 p2

Efficiency

v4
rc
v2

s4 s3

f ,i

m h3 h4 p4 v4 p2 v2

m h3 h4 u2 u1 p4v4 p2v2
m f QLHV

Limited-pressure cycle
Compression

v1
rc
v2

s1 s2

WC U1 U 2 m u1 u2
Combustion

v3a v2

u3a u2 0

p3b p3a
h3b h3a 0

Expansion

v4
rc
v3a
Efficiency

p3b p3a

f ,i

s4 s3b

WE U 3b U 4 p3 V3b V3a
m h3b h4 p4 v4 p3v3a

m h3b h4 u2 u1 p4v4 p3v3a

m f QLHV

Ideal gas standard cycles

Ideal engine processes (with all assumptions
taken above)
Working fluid is an ideal gas
cv and cp are constant throughout cycle
(independent of temperature)
Equations which describe engine performance
and efficiency can be further simplified

Constant-volume ideal gas standard cycle

Compression work

WC U1 U 2 mcv T1 T2

Expansion work

WE U 3 U 4 mcv T3 T4

Temperature rise during combustion is related to the heating value by

mcv T3 T2 m f QLHV
For convenience we will define

Q
*

m f QLHV
m

Where Q* is the specific internal energy decrease, during isothermal

combustion, per unit mass of working fluid

Constant-volume ideal gas standard cycle

Indicated fuel conversion efficiency becomes

T3 T4 T2 T1

f ,i
T3 T2

T4 T1
1
T3 T2

Since 1-2 and 3-4 are isentropic processes between the same volumes, V1
and V2
1
1

T2 V1

T1 V2

1
c

V4

V3

c c

p
v
where
. Hence T4 T1 T3
conversion efficiency can be written as

f ,i 1

1
rc 1

T2

T3

T4

and indicated fuel

Constant-volume ideal gas standard cycle

Fuel conversion efficiency as a
function of compression ratio

f ,i 1

1
rc 1

In cycle analysis the value of

can be taken:

= 1.3

Constant-volume ideal gas standard cycle

Two more useful relations. Dimensionless numbers rc, , and Q*/(cvT1) are
sufficient to describe the characteristics of the constant-volume ideal gas
standard cycle, relative to its initial conditions p1, T1

imep Q*

p1
c
T
v 1

1
rc
1
1 1

1 rc 1
rc

or relative to the maximum pressure in the cycle, p3

r
imep
1
1 1 rc 1

p3
1 rc rc 1 cv T1 Q* 1 rc 1

A high value of imep/p3 is desirable. Engine weight will increase with

increasing p3 to withstand the increasing stresses in components

Limited-pressure ideal gas standard cycle

p3
Denoting
p2

and

V3b

V3a

we get for the limited-pressure cycle

f ,i

1
1 1

rc 1 1

imep
Q*

p1
c vT1 1
imep
1

p3
rc

rc

f ,i
rc 1

Q*
rc
1

f ,i
cvT1 1 rc 1

Constant-pressure ideal gas standard cycle

Taking = 1 we get for the constant-pressure cycle

f ,i

1
1 1

rc 1

imep
Q*

p1
c vT1 1

rc

f ,i
rc 1

rc
imep 1 Q*
1

f ,i
p3
rc cvT1 1 rc 1

Cycle comparison. Some assumptions

1. = 1.3
2. Q* is defined as the internal energy decrease during isothermal
combustion per unit mass of working fluid. Hence

Q
*

m f QLHV
m

m f
ma

QLHV

m
m

A simple approximation for (ma/m) is ((rc-1)/rc, ; i.e., fresh air fills the
displaced volume and the residual gas fills the clearance volume ant the
same density. Then (A is a constant)

rc 1
Q*
A

cvT1
rc
*
Q
cvT all cycles would be burning a
For this value of

stiochiometric mixture with an appropriate residual gas fraction

Cycle comparison
rc 12

1.3

Q*
8.525
cvT1

p3a
67
p1

f ,i

imep
p1

imep
p3

pmax
p1

Constant volume

0.525

16.3

0.128

128

Limited pressure

.500

15.5

0.231

67

11.8

0.466

25.3

Constant pressure 0.380

Cycle comparison

Fuel-Air Cycle Analysis