Friction
Unrestrained expansion
Mixing of different substances
Transfer of heat across a finite temperature difference
5
Categorize Cycles
Air-Standard Assumptions
To reduce the analysis of an actual gas power cycle to a
manageable level, we utilize the following
approximations, commonly know as the airstandard assumptions:
Air-Standard Cycle
Bore and
stroke of a
cylinder
MEP
Wnet
Vmax Vmin
10
11
heatengine cycle and is the only one of the three ideal power
cycles that has seen considerable practical application.
It is composed of two reversible isothermal processes
and two reversible isometric (constant volume)
processes.
12
th ,Carnot
TL
1
TH
13
14
15
16
Isentropic compression
Constant volume heat addition
Isentropic expansion
Constant volume heat rejection
17
wnet
qout
T4 T1
1
1
qin
qin
T3 T2
T1 T4 / T1 1
T
1
1 1 1 k 1
T2 T3 / T2 1
T2
r
T1 2
Where,
T2 1
k 1
3
4
k 1
Vmax V1 1
T4
;and r
T3
Vmin V2 2
18
Solution:
19
a Maximum
P2 P1 100
8 1799.7 kPa
T2
T1
290
T1 v2
Process 2 - 3 (constant volume heat addition) :
qin u3 u 2 u3 qin u 2 800 475.11 1275.11kJ / kg T3 1575.1 K
T3 v2
P3v3 P2 v2
1575.1
P3 P2 1.797 MPa
1 4.345MPa
T3
T2
652.4
T2 v3
Note : The property vr (relative specific volume) is a dimensionl ess
quantity used in the analysis of isentropic processes,and should not
be confused w ith the property specific volume.
20
wnet 418.17
th
0.523 or 52.3%
qin
800
Under the cold - air - standard assumption s :
1
th 1 k 1 1 r1 k 1 811.4 0.565 or 56.5%
r
Care should be exercised in utlizing this assumption s.
21
kPa.m 3
0.287
290K
RT1
m3
kg .K
v1
0.832
P1
100kPa
kg
wnet
wnet
418.17 1kPa.m 3
Thus, mep
574.4 kPa
v
0
.
832
v1 v2 v 1 0.832
1 kJ
1
8
r
Therefore, a constant pressure of 574.4 kPa during the pow er stroke
w ould produce the same net w ork output as the entire cycle.
Note that this problem could be solved by using equations show non
Slide #17 w ith given constant specific heats c p , cv (at room temperatur e).
22
The diesel cycle is the ideal cycle for CI (CompressionIgnition) reciprocating engines. The CI engine first
proposed by Rudolph Diesel in the 1890s, is very
similar to the SI engine, differing mainly in the method
of initiating combustion. In SI engines (also known as
gasoline engines), the air-fuel mixture is compressed
to a temperature that is below the autoignition
temperature of the fuel, and the combustion process is
initiated by firing a spark plug. In CI engines (also
known as diesel engines), the air is compressed to a
temperature that is above the autoignition temperature
of the fuel, and combustion starts on contact as the
fuel is injected into this hot air. Therefore, the spark
plug and carburetor are replaced by a fuel injector in
diesel engines.
23
24
wnet
qout
T4 T1
1 rck 1
th ,Diesel
1
1
1 k 1
qin
qin
k T3 T2
r
k rc 1
Where,
1
r
2
and
rc 3
2
26
Internal-Combustion Engines
The two basic types of ignition or firing systems are
the four-stroke-cycle engines, commonly called fourcycle engines, and the two-stroke-cycle engines,
commonly called two-cycle engines.
The four-cycle engines has a number of advantages
over the usual two-cycle engine, including better fuel
economy, better lubrication, and easier cooling.
The two-cycle engine has a number of advantages,
including fewer moving parts, lighter weight, and
smoother operation. Some two-cycle engines have
valves and separate lubrication systems.
28
29
Engine Performance
There are several performance factors that are common
to all engines and prime movers. One of the main
operating parameters of interest is the actual output of
the engine. The brake horsepower (Bhp) is the power
delivered to the driveshaft dynamometer.
The brake horsepower is usually measured by
determining the reaction force on the dynamometer
and using the following equation:
2FRNd
Bhp
33,000
Horsepower
For a particular engine, the relationship between the
mean effective pressure (mep) and the power is:
Bhp
mepVdis N p
33,000
Wnet
w here mep
Vmax Vmin
Vdis
and N p
bore2 stroke
CN e
4
is the number of pow er strokes per minute.
33
External-Combustion Systems
External-combustion power systems have several
advantages over internal-combustion systems. In
general, they are less polluting. The primary pollutants
from internal-combustion engines are unburned
hydrocarbons, carbon monoxide, and oxides of
nitrogen.
In external-combustion engines, the CHx and CO can
be drastically reduced by carrying out the combustion
with excess air and the NOx production can be
markedly reduced by lowering the combustion
temperature. By burning the fuel with excess air, more
energy is released per pound of fuel.
There are three general ideal external-combustion
engine cycles, the Stirling and Brayton are ideal gaspower, and vapor power cycles.
35
Brayton Cycle:
The Ideal Cycle for Gas-Turbine Engines
The Brayton cycle was first proposed by George Brayton
for use in the reciprocating oil-burning engine that he
developed around 1870.
Fresh air at ambient conditions is drawn into the compressor,
where its temperature and pressure are raised. The highpressure air proceeds into the
combustion chamber, where
the fuel is burned at constant
pressure. The resulting hightemperature gases then enter
the turbine, where they
expand to the atmospheric
pressure, thus producing
power. (An open cycle.)
36
23
34
41
th ,Brayton
wnet
qout
1
qin
qin
C p T4 T1
T1 T4 / T1 1
1
1
C p T3 T2
T2 T3 / T2 1
1
rp k 1 / k
T P
w here 2 2
T1 P1
k 1 / k
P
3
P4
k 1 / k
T3
P
, and rp 2 is the pressure ratio.
T4
P1
39
41
42
43
Intake
Exhaust
Lubricating
Electrical
Cooling
Fuel
Hydraulic
Drive Train
44
Parts:
1.
Pre-Cleaner
2.
Air Cleaner
3.
Intake Manifold
4.
Intake Valve
5.
6.
Turbocharger (if
used)
Intercooler (if used)
45
Parts:
1.
Exhaust Valve
2.
Exhaust Manifold
3.
Muffler
4.
Cap
46
1.
Parts:
2.
Oil Pump
3.
Oil Filter
4.
Oil Passages
5.
1.
Camshaft Bearings
2.
3.
4.
47
Parts:
1.
Battery
2.
Ground Cable
3.
Key Switch
4.
Ammeter
5.
Voltage Regulator
6.
Starter Solenoid
7.
Starter
8.
Distributor * Gasoline
Only
9.
Coil
10.
Alternator
11.
Spark Plug
12.
Power Cable
48
Cooling System
Liquid & Air
Parts:
1.
Radiator
2.
Pressure Cap
3.
Fan
4.
Fan Belt
5.
Water Pump
6.
7.
Thermostat
8.
Connecting Hoses
9.
Liquid or Coolant
49
Cooling System
Air cooled
Fins are used to dissipate heat
Liquid cooled
Coolant is used to dissipate heat.
50
Gasoline
Diesel
Liquid Propane (LP)
Alternate Fuels
51
Parts:
Fuel Tank
Fuel Pump
Carburetor
Fuel Filter
Fuel Lines
52
1. Fuel Tank
2. Fuel Pump
3. Fuel Filters
4. Injection Pump
5. Injection Nozzles
53
Power Transmission
Mechanical & Hydraulic
Parts:
1.
Clutch Pedal
2.
Clutch
3.
Shift Controls
4.
Transmission
5.
Differential
6.
7.
Final Drives
8.
54
CONVENTIONAL INTERNAL
COMBUSTION ENGINES
55
57
FUEL
INTAKE
60
COMPRESSION
61
COMBUSTION
&
EXHAUST
62
TWO STROKE
OPERATION
TWO
STROKE
OPERATI
ON
63
64
ROTARY ENGINES
WANKEL ENGINE
RCV ENGINE
67
ROTARY ENGINES
Wankel Engine
68
Intake
Compression
Power
Exhaust
Each stroke = 180 of
crankshaft revolution.
Each cycle requires two revolutions
of the crankshaft (720 rotation), and
one revolution of the camshaft to complete
(360 rotation).
72
Intake Stroke
First Stroke
74
Compression stroke
Second stroke
The piston moves from BDC to TDC
Compression starts
at bottom dead
center and ends at
top dead center.
76
Power stroke
Third stroke
At the end of compression stroke
the sparkplug fires, igniting the air/fuel
mixture.
Both the valves stay closed in
this stroke.
The expanding gases from the
combustion in the cylinder
(with no escape) push the piston
down.
The piston travels from TDC to BDC.
77
In engines the
amount of force
exerted on the top of
a piston is
determined by the
cylinder pressure
during the
combustion process.
Pr e s s u r e
A re a
78
79
Exhaust stroke
Fourth and last stroke
The momentum created by the
Counter-weights on the crankshaft,
move the piston from BDC to TDC.
The exhaust valve opens and
the burned gases escape into the
exhaust system.
80
82
Pressure
Spark
Exhaust valve
opens
Exhaust
valve
closes
Intake valve
closes
1 atm
Intake
valve
opens
TC
BC
Cylinder volume
83
Pcyl
Patm
84
Pcyl
Patm
85
86
Efficiency
In general, energy conversion efficiency is the ratio between
the useful output of a device and the input. For thermal
efficiency, the input, to the device is heat, or the heat-content
of a fuel that is consumed. The desired output is mechanical
work, or heat, or possibly both. Because the input heat
normally has a real financial cost, a memorable, generic
definition of thermal efficiency is;
87
89
The term indicated work is used to define the net work done
on the piston per cycle
90
91
Mechanical Efficiency
Some of the power generated in the cylinder is used to overcome engine
friction and to pump gas into and out of the engine.
Wi , g
Wi , g
Wi , g
92
93
94
95
Volumetric Efficiency
Volumetric efficiency a measure of overall effectiveness of
engine and its intake and exhaust system as a natural
breathing system.
It is defined as:
2 ma
v
r a , 0Vd N
96
97
98
99
10
0
10
1
10
2
10
3
10
4
10
5
10
6
Fuel Requirements
Gasoline is a mixture of hydrocarbons (with 4 to
approximately 12 carbon atoms) and a boiling point range of
approximately 30-200C. Diesel fuel is a mixture of higher
molarmass hydrocarbons (typically 12 to 22 carbon atoms),
with a boiling point range of approximately180-380C. Fuels
for spark ignition engines should vaporize readily and be
resistant to self-ignition, as indicated by a high octane rating.
In contrast, fuels for compression ignition engines should selfignite readily, as indicated by a high cetane number.
10
7
10
8
10
9
11
0
Charge Stratification
11
2
11
3
11
4
11
5
11
6
11
7
11
8
Turbocharging
A turbocharger, or turbo, is a centrifugal compressor
powered by a turbine that is driven by an engine's exhaust
gases. Its benefit lies with the compressor increasing the
mass of air entering the engine (forced induction), thereby
resulting in greater performance (for either, or both, power
and efficiency). They are popularly used with internal
combustion engines (e.g., four-stroke engines like Otto
cycles and Diesel cycles).
11
9
Turbo-Charged Engine
12
0
Turbo -Charger
12
1