Dr. P.

Suresh Kumar

 Air standard cycle: I.C engine

terminology, Otto, Diesel and Dual
cycle, Mean effective pressure,
indicator diagram, 2 and 4 stroke
petrol and diesel cycle.

Some nomenclature before starting

internal combustion engine cycles

More terminology

Terminology

Bore = d
Stroke = s
Displacement volume =DV = d 2

s
Clearance volume = CV
4
Compression ratio = r

VBDC
DV CV

r
CV
VTDC

Mean Effective Pressure

Mean Effective Pressure (MEP) is a fictitious
pressure, such that if it acted on the piston
during the entire power stroke, it would
produce the same amount of net work.

Wnet
MEP
Vmax Vmin

Comparison of SI and CI engines

Description

SI Engine

CI Engine

Basic cycle

Works on Otto cycle or constant

volume heat addition cycle.
Gasoline, a highly volatile fuel.
Self ignition temperature is high.

Works on Diesel cycle or constant

pressure heat addition cycle.
Diesel oil, a non- volatile fuel. Self
ignition temperature is
comparatively low.
Fuel is injected directly in to the
combustion chamber at high
pressure at the end of the
compression stroke. A fuel pump
and injector are necessary.

Fuel

Introduction of fuel

Load control
Ignition

Compression ratio
Speed

Thermal efficiency

Weight

A gas mixture of fuel air is

introduced during the suction
stroke. A carburetor and an
ignition system are necessary.
Modern engines have gasoline
injection.
Throttle controls the quantity of
fuel air mixture introduced.
Requires ignition system with
spark plug in the combustion
chamber. Primary voltage is
provided by either battery or a
magneto.
6-10. upper limit is fixed by anti
knock quality of the fuel.
Due to light weight and also due
to homogeneous combustion,
they are high speed engines.
Because of the low CR, the
maximum value of thermal
efficiency that can be obtained is
lower.
Lighter due to lower peak
pressures.

The quantity of fuel is regulated.

Air quantity is not controlled.
Self ignition occurs due to high
temperature of air because of the
high compression. Ignition
system and spark plug are not
necessary.
16-20 Upper limit is limited by
weight increase of the engine.
Due to heavy weight and also
due to heterogeneous
combustion. They are low speed
engines.
Higher Because of higher CR, the
maximum value of thermal
efficiency that can be obtained is
Heavier due to higher peak
pressures.

Comparison of four and two- stroke Engines

Four- Stroke Engine

Two- Stroke Engine

The thermodynamic cycle is completed in four strokes of the

piston or in two revolutions of the crank shaft. Thus one power
stroke is obtained in every two revolutions of the crank shaft.

The thermodynamic cycle is completed in two strokes of the

piston or in one revolution of the crank shaft. Thus one power
stroke is obtained in each revolution of the crank shaft

Because of the above, turning moment is not so uniform and

hence heavier flywheel is needed.

Because of the above, turning moment is more uniform and

hence lighter flywheel can be used.

Again, because of one power stroke for two revolutions, power

produced for same size of engine is less, or for the same
power of the engine is heavier and bulkier.

Because of one power stroke for every revolution, power

produced for same size of engine is twice, or for the same
power of the engine is lighter and more compact.

Because of one power stroke in two revolutions lesser cooling

and lubrication requirements. Low rate of wear and tear.

Because of one power stroke in one revolution greater cooling

and lubrication requirements. Higher rate of wear and tear.

Four- stroke engines have valves and valve actuating

mechanisms for opening and closing of the intake and exhaust
valves.
Because of comparatively higher weight and complicated
valve mechanism, the initial cost of the engine is more.
Volumetric efficiency is more due to more time for induction

Two- stroke engines have no valves but only ports.(some twostroke engines are fitted with conventional exhaust valve or
reed valve)
Because of light weight and simplicity due to the absence of
valve actuating mechanism, the initial cost of the engine is
less.
Volumetric efficiency is less due to lesser time for induction

Thermal efficiency is higher; part load efficiency is better.

Thermal efficiency is lower; part load efficiency is poor.

Used where efficiency is important, viz., in cars, buses, trucks,

tractors, industrial engines, aero planes, power generation
etc.

Used where low cost, compactness and light weight are

important, viz., in mopeds, scooters, motorcycles, hand
sprayers etc.

Sample Problem 1
The air at the beginning of the compression
stroke of an air-standard Otto cycle is at 95
kPa and 22C and the cylinder volume is
5600 cm3. The compression ratio is 9 and
8.6 kJ are added during the heat addition
process. Calculate:
(a) the temperature and pressure after the
compression and heat addition
process
(b) the thermal efficiency of the cycle
Use cold air cycle assumptions.

Draw cycle and label points

3

r = V1 /V2 = V4 /V3 = 9

P
Q23 = 8.6 kJ
2

T1 = 295 K
P1 = 95 kPa

Carry through with solution

Calculate mass of air:
P1V1
m
6.29 x 10-3 kg
RT1

Compression occurs from 1 to 2:

V1

T2 T1
V2

k 1

isentropic compressio n

T2 22 273 K 9

T2 705.6 K

1.4 1

But we need T3!

Get T3 with first law:

Q 23 mc v T3 T2
Solve for T3:

q
8.6 kJ 6.29x10 3 kg
T3 T2
705.6 K
cv
0.855 kJ
kg

T3 2304.7 K

Thermal Efficiency

1
r

k 1

0.585

1
1.4 1

Sample Problem 2

Solution
P

Diesel Cycle P-V & T-s

Diagrams

Sample Problem 3