Sie sind auf Seite 1von 18

Air Standard and

Actual Diesel Cycle


Table of Contents
1. Diesel Cycle
2. Air standard diesel cycle
3. Actual Diesel cycle
4. Difference between otto and diesel cycle
5. Conclusion
6. References
Diesel Cycle

The Diesel cycle was invented by Rudolf Diesel


in the 1890’s.It is a combustion process of a
reciprocating internal combustion engine. In it,
fuel is ignited by heat generated during the
compression of air in the combustion chamber,
into which fuel is then injected.
1.
Air Standard
Diesel Cycle
Assumptions

▣ Gas in the engine cylinder is perfect gas.


▣ The physical content of gas in the cylinder is
same as those of air at normal operating
temperature.
▣ All processes are frictionless.
▣ The cycle is a closed cycle, ie the same air is
used again and again.
▣ No chemical reaction takes place within the
engine cylinder
▣ The engine is working between the source
and sink of infinite heat capacity.
Ref : http://www.mechanicalbooster.com/2017/10/diesel-cycle.html
Compression Ratio

Expansion Ratio

Cut-off Ratio

From the above ratios

Compression is much higher with a diesel


engine (14:1 to 25:1)
Thermal efficiency

Thermal efficiency is defined as the ratio of


the work it does, W, to the heat input at the high
temperature, QH.

From the first law of thermodynamics , the heat


added and rejected are given by:
▣ QH = mcp (T3 – T2)
▣ QC = mcv (T4 – T1)
Thermal efficiency

In terms of compression and cut-off ratio:

where
▣ α is the cut-off ration V3/V2
▣ CR is the compression ratio
▣ κ = cp/cv = 1.4
MEP

the mean effective pressure is the theoretical


constant pressure that, if it acted on the piston
during the power stroke, would produce the
same net work as actually developed in one
complete cycle. The MEP can be defined as:
2.
Actual Diesel
Cycle
•Closed cycle
‘’
•Isobaric heat addition.

•No heat transfer

•Complete combustion

•No pumping work

•No losses

Ref : https://www.nuclear-power.net/nuclear-
engineering/thermodynamics/thermodynamic-cycles/diesel-cycle-diesel-engine/
Losses
Actual cycle efficiency is much lower than the air standard
efficiency due to various losses occurring in actual engine
operation. These are:
▣ 1. Exhaust blow-down losses
▣ 2. Pumping losses
▣ 3. Friction losses
▣ 4. Time losses
▣ 5. Incomplete combustion losses
▣ 6. Losses due to variation of specific heats with temp
▣ 7. Direct heat losses from combustion gases to surroundings
3.
Otto Cycle Vs.
Diesel Cycle
Differences between otto and diesel cycle:

1: For a given compression ratio,, the efficiency of otto cycle


is higher than diesel cycle.

2: The combustion process occurs at constant volume in case of


otto cycle and occurs at constant pressure in diesel cycle.

3: Combustion in otto cycle occurs due to generation of spark


in the cylinder and is instantaneous. Whereas in case of diesel
cycle combustion is time consuming and occurs due
to injection of fuel in cylinder .

4: Due to the fact that we compress air in diesel cycle rather


than we observe a high compression ratio and higher
efficiency of diesel cycle.

5: The compression ratio in case of otto cycle is


however limited (possiblity of self ignition at high temperature).
Conclusion

▣ Both Otto Cycle and Diesel Cycle are over


simplistic and unrealistic. In actual case,
combustion takes place neither at constant
volume nor at constant temperature.
References

1] Çengel, Yunus A., and Michael A. Boles.


Thermodynamics: An Engineering Approach. Boston:
McGraw-Hill, 2001.
2] Thermodynamics by CP Arora
3] http://www.mechanicalbooster.com/2017/10/diesel-
cycle.html
4] http://www.hkdivedi.com/2016/11/diesel-cycle-
volumetric-compression.html
5] http://slideplayer.com/slide/5756872/
Thanks!
Any questions?

Presented by
Simran Dhingra (15BPE027)
Nikunj Dodhiya (15BPE028)

Das könnte Ihnen auch gefallen