Fuel-Air Cycle Analysis: Lecture-4
Fuel-Air Cycle Analysis: Lecture-4
Fuel-Air Cycle Analysis: Lecture-4
Analysis
Lecture-4
Content
Introduction
Assumptions
Factors considered
Composition of cylinder Gases
Variable Specific Heat
Dissociation
Number of Moles
Comparison with Air-Standard Cycle
Effect of Operating Variables
Compression ratio
Fuel-Air ratio
Exercises
Introduction
Air-Standard Cycle Analysis gives an estimate engine
performance which is much greater than the actual
performance, For Example
Fuel-Air Cycle
Idealized Processes
Accurate Working Fluid Model
Residuals = f(1+F)
1
Mass of fresh air in chart 1 f 1 F
1 F
1 f kg
F
Mass of fresh Fuel in Chart
1 f 1 F
1 F
1 f F kg
Example
If f=0.06 and F=0.0782
Total Mass in chart = (1+F)=(1+0.0782) kg=1.0782 kg
= 0.0647+1.0135=1.0782 kg
= (0.94)+(0.0735)=1.0135 kg
For further detail read:
John B. Heywood, Chapter 4&5 (page 100- 204)
Variable Specific Heats
All gases except mono-atomic gases, show an increase in
specific heat with temperature.
The increase in specific heat does not follow any particular
law.
However between the temperature range 300 K – 2000 K the
specific heat curve is nearly a straight line which may be
approximately expressed in form
CP a1 K1T
CV b1 K1T
Where a1, b1, and k1 are constants
The gas constant R= Cp-Cv = a1-b1
Variable Specific Heats
Above 1500 K the
specific heat increases
much more rapidly and
may be expressed in the
form
CP a1 K1T K 2T 2
CV b1 K1T K 2T 2
Variable Specific Heats
Physical expression for increasing S.P when temp
increases
Large fractions of the heat would be required to produce
motion of the atoms within the molecules. Since
temperature is the result of motion of the molecules, as
a whole, the energy which goes in to moving the atoms
does not contribute to proportional temperature rise.
Hence more heat is required to raise the temperature of
unit mass through one degree at higher level. This heat
by definition is the specific heat
Variable Specific Heats
Since the deference between Cp & Cv is constant,
the value of γ decreases with increase in
temperature.
Thus, if the variation of specific heats is taken in to
account during the compression stroke, the final
temperature and pressure would be lower than if
constant values of specific heat are used.
Variable Specific Heats
q Wothers dU
dU Cv dT h Wb u
U h
CV Cp
T V T p
h xi hi
Tds du pdv
Tds Cv dT pdv
Tds dh vdp
Tds C p dT vdp
Loss Due to Variable Specific Heats
The magnitude of drop of temperature at the end of
compression is proportional to the drop in values of
ratio of specific heats.
For process 1-2
With constant S.H
1
v1
T2 T1
v
2
With variable S.H
k 1
v1
T2 ' T1
v
2 Cp v1 v1
Where k , v2' v1' , r
Cv v2 v2 '
Loss Due to Variable Specific Heats
Process 2-3
Constant volume combustion (Heat addition), from point 2’ will
give a temperature T3’ with the variation in specific heat, instead
of T3. This is due to the rise in the value Cv BeCoz of variable
specific heat, which reduces the temperature
Process 3-4
If the expansion takes place at constant S.H the pro is (3’ 4’’)
If the expansion takes place with variable S.H the pro is (3’ 4’)
4’ is higher than 4’’
The magnitude in the difference b/n 4’ & 4’’ is proportional to the
reduction in the value of γ
Loss Due to Variable Specific Heats
For process 3’-4’’ (Con S.H)
1
v3
T4 '' T3'
v 4 ''
For the process 3’-4’
k 1
v3
T4 ' T3'
v4 '
Reduction in the value of k due to variable specific heat
results in increase of temperature from T4’’ to T4’.
Dissociation
Dissociation is the disintegration of combustion
products at high temperature.
Dissociation is the reverse process to combustion
Dissociation is the heat absorption (endothermic
process)
Combustion is heat liberation (Exothermic process)
In IC engine, mainly dissociation of CO2 and little
dissociation of H20.
Dissociation
The dissociation of CO2 into CO and O2 starts commencing
around 1000 0C
CO2 2CO O2 Heat
The dissociation of H2O occurs at temperature above 1300 0C
The presence H
of2O
CO and
2 H 2 O2 Oin2 the
Heat
gases tends to prevent
dissociation of CO2; this is noticeable in a rich fuel mixture which by
producing more CO, suppresses dissociation of CO2
Dissociation
There is no dissociation in the burnt gases of a lean
fuel-air mixture. This mainly due to the fact that the
temperature produced is too low for this phenomenon
to occur.
The maximum dissociation occurs in the burnt gases of
the chemically correct fuel-air mixture when the
temperature are expected to be high but decreases
with the leaner and richer mixtures.
The Effect of Dissociation
On Exhaust Gas Temperature
Fig shows the reduction in the temperature of the exhaust
gas mixtures due to dissociation w.r.t air-fuel ratio
with no dissociation
maximum temperature is attained @
chemically correct A-F ratio
With dissociation
maximum temp is obtained when
mixture is slightly rich
The Effect of Dissociation
On Power output
If there is no dissociation
The Brake power output is max @ stoichiometric mix
If there is dissociation
The Brake Power
is Max @ slightly
Rich Mixture
The shaded area shows
the loss of power due to
dissociation
The Effect of Dissociation
Dissociation effect are not pronounced in CI engine
as in an SI engine. This is mainly due to
The presence of a heterogeneous mixture and
Excess air to ensure complete combustion
Both these factors tend to reduce the peak gas
temperature attained in CI engine
The Effect of Dissociation
On the p-v diagram of Otto Cycle
BeCoz of lower maximum temperature due to dissociation. the maximum
pressure is also reduced and state after combustion will be replaced by 3’
instead of 3.
If there was no re-association due to fall of temp during Exp proc.
Would be represented by 3’ 4’’
If there is re-association
the Expansion follows the path
3’ 4’
During the recombination the heat is given
back it is too late to contribute a convincing
positive increase in the out put of the engine
so that the heat is carried away by the
exhaust gas
Effect of Number of Moles
The number of molecules percent in the cylinder after
combustion depends up on the fuel-air ratio, type and
extend of reaction in the cylinder
According to the gas low pV N RT
The pressure depends on the number of molecules or
moles present. This has direct effect on the amount of
work the cylinder gases can impart on the piston
ln Pr xi ln Pri
Effect of Number of Moles
Tds dh vdp
vdp C p dT
Tds C p dT vdp
pv RT
0 C p dT vdp dp C p dT
p R T
T
1 dT
R T0
ln Pr C p
T
Pr can be tabulated in terms of temperature from state 1 & 2 along isentropic path
P1
Pr1 Po P1
P
Pr2 2 P2
Po
Comparison of Air-Standard & Fuel-Air cycles
Cp C p Cv R
1 1
Cv Cv Cv
Solution
Differentiating both sides
1 R 1 R ln r
d 2 ln r (dCv )
1 Cv d 2
dCv
Cv
d 1 1 ln r dCv
Cv
1 0.4
1 1
1 1 0.565 56.5 %
r 8
d 1 0.5651.4 1 ln 8 1.6
0.565 100
1.025 %
Actual Cycle
Lecture-5
Introduction
Ideal Gas Cycle (Air Standard Cycle)
Idealized processes
Idealize working Fluid
Fuel-Air Cycle
Idealized Processes
Accurate Working Fluid Model
IV
Useful work
0o degree
35o degree
Spark advance
Spark advance
Time Loss Factor
With or without spark advance
the work area is less and the
power output and efficiency are
lowered.
Therefore a moderate or
optimum spark advance is the
best compromise resulting in
minimum losses on both the
compression and expansion
strokes
Time Loss Factor
Table shows the engine performance for various ignition
timings.
The effect of spark advance on the power output by means of
the p-V diagram
Time Loss Factor
The effect of spark advance on imep and power loss
carbon monoxide
Time Loss Factor
...
Time Loss Factor
Only about 95 % of the energy is released with stoichiometric
fuel-air ratios.
Energy released in actual engine is about 90% of fuel energy
input.
It should be noted that it is necessary to use a lean mixture to
eliminate wastage of fuel,
while a rich mixture is required to utilize all the oxygen.
Slightly leaner mixture would give maximum efficiency but too
lean a mixture will burn slowly increasing the time losses or will
not burn at all causing total wastage of fuel
In a rich mixture a part of the fuel will not get the necessary
oxygen and will be completely lost.
Time Loss Factor
the flame speed in mixtures more than 10% richer is low,
thereby, increasing the time losses and lowering the
efficiency. Even if this unused fuel and oxygen eventually
combine during the exhaust stroke and burn, the energy
which is released at such a late stage can not be utilized.
Imperfect mixing of fuel and air may give different fuel-air
ratios during suction stroke or certain cylinders in a multi
cylinder engine may get continuously leaner mixtures than
others.
Heat Loss factor
During combustion the heat
flows in the cylinder gases
through
Cooling water
Lubricating oil
Conduction and convection
and radiation
Heat loss during combustion will
have the maximum effect on the
cycle efficiency
The heat lost during combustion
does not represent a complete
loss.
Heat Loss factor
The effect of heat loss during combustion is
reduce the maximum temperature and therefore
the specific heats are lower.
Out of various losses heat losses contribute
around 12 %
ii) Displacement
Products
Blowdown Displacement
Blowdown – At the end of the power stroke when the exhaust valve opens
the cylinder pressure is much higher than the exhaust manifold pressure
which is typically at 1 atm (P4 > Pe), so the cylinder gas flows out through the
exhaust valve and the pressure drops to Pe.
W34 W12
imep IV closes (state1)
EV closes
Vd
IV opens
Supercharged: Pi > Pe
IV opens
6’
1
EV closes
Exhaust Gas Blowdown