Beruflich Dokumente
Kultur Dokumente
SI Engine Cycle
FUEL
A
I
Ignition
Fuel/Air
Mixture
Combustion
Products
Actual
Cycle
Intake
Stroke
Compression
Stroke
Power
Stroke
Exhaust
Stroke
Fuel injected
at TC
A
I
R
Combustion
Products
Air
Actual
Cycle
Intake
Stroke
Compression
Stroke
Power
Stroke
Exhaust
Stroke
A
I
R
Air
Combustion
Products
Actual
Cycle
Intake
Stroke
Compression
Stroke
Power
Stroke
Exhaust
Stroke
Early CI engine
Thermodynamic Modeling
FUEL
A
I
Otto Cycle
Ignition
Fuel/Air
Mixture
Combustion
Products
Actual
Cycle
Intake
Stroke
Otto
Cycle
Compression
Stroke
Qin
Air
Power
Stroke
Exhaust
Stroke
Qout
TC
BC
Compression
Process
Const volume
heat addition
Process
Expansion
Process
Const volume
heat rejection
Process
Isentropic compression
Constant volume heat addition
Isentropic expansion
Constant volume heat rejection
Compression ratio:
r
Qin
Qout
v2
v1
TC
BC
TC
BC
v1 v4
v 2 v3
(u 2 u1 )
AIR
W
Q
( in )
m
m
Win
(u2 u1 ) cv (T2 T1 )
m
T2 v1
T1 v2
k 1
k 1
P2 T2 v1
P1 T1 v2
(u3 u 2 ) (
Qin W
)
m
m
Qin
(u3 u2 ) cv (T3 T2 )
m
P3 T3
P2 T2
AIR
Qin
TC
3 4 Isentropic Expansion
(u 4 u3 )
W
Q
( out )
m
m
AIR
Wout
(u3 u4 ) cv (T3 T4 )
m
T4 v3
T3 v4
k 1
1
r k 1
P4 T4 v3
P3 T3 v4
(u1 u 4 ) (
Qout W
)
m
m
AIR
Qout
(u4 u1 ) cv (T4 T1 )
m
Qout
BC
P4 P1
T4 T1
th
Wcycle
Qin
u3 u4 u2 u1 u3 u2 u4 u1 1 u4 u1
u3 u 2
u3 u 2
u3 u 2
cv (T4 T1 )
T
1
1 1 1 k 1
cv (T3 T2 )
T2
r
imep
Wcycle
V1 V2
imep Qin r
1 Qin / m
th
P1
P1V1 r 1
k 1 u1
th
r 1
th
const cV
1
r k 1
Typical SI
engines
9 < r < 11
k = 1.4
th
const cV
1
r k 1
Specific heat
ratio (k)
Cylinder temperatures vary between 20K and 2000K so 1.2 < k < 1.4
k = 1.3 most representative
imep
(ii)
4
Qin
Wcycle
4
4
(i)
1
V2
V1
Wcycle
V1 V2
Qin r
th
V1 r 1
imep Qin r
1
1 k
P1
P1V1 r 1
r
k = 1.3
Qout
Air
BC
Compression
Process
Const pressure
heat addition
Process
Expansion
Process
Const volume
heat rejection
Process
Isentropic compression
Constant pressure heat addition
Isentropic expansion
Constant volume heat rejection
Cut-off ratio:
Qin
rc
Qout
v2
v1
TC
BC
TC
BC
v3
v2
Thermal Efficiency
Diesel
cycle
Qout m
u4 u1
1
1
Qin m
h3 h2
Diesel
const cV
1 1 rck 1
1 k 1
r k rc 1
recall,
Otto 1
1
r k 1
Note the term in the square bracket is always larger than one so for the
same compression ratio, r, the Diesel cycle has a lower thermal efficiency
than the Otto cycle
Note: CI needs higher r compared to SI to ignite fuel
Thermal Efficiency
Typical CI Engines
15 < r < 20
Dual
Cycle
Qin
Qout
Air
TC
BC
Compression
Process
Const volume
heat addition
Process
Const pressure
heat addition
Process
Expansion
Process
Const volume
heat rejection
Process
Dual Cycle
Process 1 2 Isentropic compression
Process 2 2.5 Constant volume heat addition
Process 2.5 3 Constant pressure heat addition
Process 3 4 Isentropic expansion
Process 4 1 Constant volume heat rejection
2.5
Qin
Qin
4
1
2.5
Qout
Qin
(u2.5 u2 ) ( h3 h2.5 ) cv (T2.5 T2 ) c p (T3 T2.5 )
m
Thermal Efficiency
Dual 1
cycle
Qout m
u4 u1
1
Qin m
(u2.5 u2 ) (h3 h2.5 )
Dual
const cv
where rc
rck 1
1 k 1
r ( 1) k rc 1
1
v3
v2.5
and
P3
P2
Note, the Otto cycle (rc=1) and the Diesel cycle (=1) are special cases:
Otto 1
1
r k 1
Diesel
const cV
1 1 rck 1
1 k 1
r k rc 1
k 1
k
Qin 1
1
k 1
P
V
k
1
r
1 1
1 P3
r k P1
For the same inlet conditions P1, V1 and the same compression ratio:
Pressure, P
Pmax
th 1
Po
Specific Volume
Temperature, T
tto
O al
Du
sel
Die
Entropy
Qout
Qin
Po
Specific Volume
1
4 Tds
3
2 Tds
Tmax
Temperature, T
Pressure, P
x 2.5
el
Dies
al
Du
to
Ot
Entropy