Gas power cycle

Prepared by,
Brijrajsinh Sarvaiya(13ME548)
Jaypalsinh Jadeja(13ME517)
Pradipsinh Jadeja(13ME518)
Virendrasinh Parmar(13ME539)
Objectives

1. Evaluate the performance of gas power cycles.

2. Develop simplifying assumptions applicable to gas power cycles.
3. Review the operation of reciprocating engines.
4. Analyze both closed and open gas power cycles.
5. Solve problems based on the Otto and Diesel cycles.
6. Solve problems based on the Brayton cycle; Brayton cycle with
regeneration; and Brayton cycle with intercooling, reheating, and
regeneration.
7. Identify simplifying assumptions and perform second-law analysis
on gas power cycles.
 Basic Considerations In Power Cycles Analysis

Most power-producing devices operate on cycles.

Ideal cycle: A cycle that resembles the

actual cycle closely but is made up
totally of internally reversible
processes is called an ideal cycle.
Recall: Thermal efficiency of heat engines

The analysis of many complex processes

Reversible cycles such as Carnot cycle have the
can be reduced to a manageable level
highest thermal efficiency of all heat engines
by utilizing some idealizations.
operating between the same temperature levels.
Unlike ideal cycles, they are totally reversible, and
unsuitable as a realistic model.
 Idealizations (simplifications) in the analysis of power cycles
On a T-s diagram, the ratio of the area enclosed
by .the cyclic curve to the area under the
heat-addition process curve represents the
thermal efficiency of the cycle.
1. The cycle does not involve any friction.
Therefore, the working fluid does not experience
any pressure drop as it flows in pipes or heat
exchangers.
2. All expansion and compression processes take
place in a quasi-equilibrium manner.
3. The pipes connecting the various components of
a system are well insulated, so heat transfer
through them is negligible.

On both P-v and T-s diagrams, the area enclosed by

Care should be exercised in the
the process curve represents the net work of the
Interpretation of the results from ideal cycles.
cycle.
 Basic Components
The piston reciprocates in the cylinder between two fixed positions called the
top dead centre (TDC) - the position that forms the smallest volume in the
cylinder - and the bottom dead centre (BDC) - position that forms the largest
volume in the cylinder. The distance between TDC and BDC is called the
stroke of the engine. The diameter of the piston is
called the bore.

Compression ratio:
Performance Characteristics

Net work output per cycle:

Mean effective pressure (MEP):

A fictitious pressure that, if it is acted on the piston
during the entire power stroke, would produce the
same amount of net work as that produced during
the actual cycle.

Classifications of IC Engines:
1. Spark-ignition (SI) or Petrol engines
2. Compression-ignition (CI) or Diesel engines
 Otto Cycle: Ideal Spark-Ignition Engines Cycle
The piston executes four complete strokes within the cylinder. The crankshaft completes two
revolutions for each thermodynamic cycle.
These engines are called four-stroke IC engines.

Actual and ideal cycles in spark-ignition engines on a P-v diagram.

T-s Diagram of Ideal Otto Cycle

IC Engines Classifications:
Four-stroke cycle
1 cycle = 4 stroke = 2 revolutions of crankshaft
Two-stroke cycle
1 cycle = 2 stroke = 1 revolution of crankshaft

Sequence of processes:
Thermal Efficiency of Otto Cycle
The heat supplied to the working fluid during constant-
volume heating (combustion),

The heat rejected from the working fluid during

constant-volume cooling (exhaust),

Temperature-volume relation,

Thermal efficiency,

Cold-air standard assumption.

Compression ratio,
Engine Knock (Auto ignition)
Premature ignition of the fuel produces audible noise called engine knock. It hurts
performance and causes engine damage.
Auto ignition places upper limit on compression ratios that can be used in SI
engines.
Specific heat ratio, k affects the thermal efficiency of the Otto cycle.
Diesel Cycle: Ideal Cycle for CI Engines

In diesel engines, only air is compressed during the compression stroke,

eliminating the possibility of autoignition. These engines can be designed to
operate at higher compression ratios, typically between 12 and 24.
Fuels that are less refined (thus less expensive) can be used in diesel
engines. The combustion process takes place over a longer
interval - fuel injection starts when the piston
approaches TDC and continues during the first part
of power stroke.
Hence, combustion process in the ideal Diesel
cycle is approximated as a constant-pressure heat-
addition process.
 Sequence of processes:

1-2 Isentropic compression

2-3 Constant-pressure heat addition
3-4 Isentropic expansion
4-1 Constant-volume heat rejection.

Note:
Petrol and diesel engines differ only in the manner
the heat addition (or combustion) process takes
place.
It is approximated as a constant volume process in
the petrol engine cycle and as a constant pressure
process in the Diesel engine cycle.
Thermal Efficiency of Diesel Cycle

Heat supplied to the working fluid during the

constant-pressure heating (combustion),

Heat rejected from the working fluid during the

constant-volume cooling (exhaust),

Thermal efficiency of Diesel cycle (general),

Cutoff ratio,
For the same compression ratio, thermal efficiency of Otto cycle is
greater than that of the Diesel cycle.

As the cutoff ratio decreases, the thermal efficiency

of the Diesel cycle increases.
When rc =1, the efficiencies of the Otto and Diesel
cycles are identical.
Thermal efficiencies of large diesel engines
range from about 35 to 40 percent.
Higher efficiency and lower fuel costs
make diesel engines attractive in
applications such as in locomotive engines,
emergency power generation units, large
ships, and heavy trucks.
 Modern CI Engine Cycle and the Thermodynamic Dual
Cycle

Fuel
A injected
I at 15o
before TDC
R

Air Combustion
Products
Actual
Cycle

Intake Compressio Power Exhaus

Stroke n Stroke t
Stroke Stroke
Qin Qin Qout

Air
Dual TC
Cycle
BC

Compressio Const Const Expansion Const

n volume pressure Process volume
Process heat heat addition heat
addition Process rejection
 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. 3 Qin
5 3

2 Qin
2.5

4
4 2

1
1 Qout

Qin
(u2.5 u2 ) ( h3 h2.5 ) cv (T2.5 T2 ) c p (T3 T2.5 )
m
 Thermal Efficiency

Qout m u4 u1
Dual 1 1
cycle Qin m (u2.5 u2 ) (h3 h2.5 )

1 rck 1
Dual 1 k 1
const cv r ( 1) k rc 1

v3 P3
where rc and
v2.5 P2

Note, the Otto cycle (rc=1) and the Diesel cycle (=1) are special cases:

Otto 1
1 Diesel 1 k 1

1 1 rck 1
r k 1 const cV
r k rc 1

The use of the Dual cycle requires information about either:
i) the fractions of constant volume and constant pressure heat addition
(common assumption is to equally split the heat addition), or
ii) maximum pressure P3.

Transformation of rc and into more natural variables yields

k 1 Qin 1 1 1 P3
rc 1
k
k 1
1 1 r
PV k 1

r k P1

For the same initial conditions P1, V1 and the same compression ratio:
Otto Dual Diesel

For the same initial conditions P1, V1 and the same peak pressure P3
(actual design limitation in engines):
Diesel Dual otto
Comparison of Otto, Diesel
and Dual Cycles:
The important variable factors which are used as
the basis for comparison of the cycles are
compression ratio, peak pressure, heat addition,
heat rejection and the net work.
In order to compare the performance of the Otto,
Diesel and Dual combustion cycles, some of the
variable factors must be fixed.
In this section, a comparison of these three cycles
is made for the same compression ratio, same heat
addition, constant maximum pressure and
temperature, same heat rejection and net work
output.
This analysis will show which cycle is more efficient
for a given set of operating conditions.
Case 1: Same Compression
Ratio and Heat Addition:
The Otto cycle 1-2-3-4-1, the Diesel cycle 1-2-
3'-4'-1 and the Dual cycle 1-2-2-3-4-1

volume
are shown in p-V and T- diagram in Fig. (a) and
(b) respectively for the same
compression ratio and heat input.
Same compression ratio and heat addition
From the T-s diagram, it can be seen that Area 5-
2-3-6 = Area 5-2-3'-6 = Area 5-2-2"-3"-6" as this
area represents the heat input which is the same
for all cycles.
All the cycles start from the same initial state
point 1 and the air is compressed from state 1 to
2 as the compression ratio is same. It is seen
from the T-s diagram for the same heat input, the
heat rejection in Otto cycle (area 5-1-4-6) is
minimum and heat rejection in
Diesel cycle (5-1-4'-6') is maximum..
Consequently, Otto cycle has the highest work
output and efficiency. Diesel cycle has the least
efficiency and Dual cycle having the efficiency
between the two.
One more observation can be made i.e.,
Otto cycle allows the working medium to
expand more whereas Diesel cycle is least
in this respect.
The reason is heat is added before
expansion in the case of Otto cycle and the
last portion of heat supplied to the fluid has
a relatively short expansion in case of the
Diesel cycle.
Case 2: Same Compression
Ratio and Heat Rejection:

Volume Entropy

Same compression ratio and heat

rejection
 Efficiency of Otto cycle is given by [Figs.(a)
and (b)],

otto = 1 - QR
Q S
Where, Qs is the heat supplied in the Otto cycle and is equal to the
area under the curve
2-3 on the T-s diagram . The efficiency of the Diesel cycle is given
by, QR
= 1-
Dies
Q
el S
Where Qs is heat supplied in the Diesel cycle
and is equal to the area under the curve
2-3' on the T-s diagram [Fig. (b)]. From the T-s
diagram in Fig., it is clear that
Qs > Qs i.e., heat supplied in the Otto cycle
is more than that of the Diesel cycle. Hence,
it is evident that, the efficiency of the Otto
cycle is greater than the efficiency of the
Diesel cycle for a given compression ratio
and heat rejection.
Case 3: Same Peak Pressure,
Peak Temperature and Heat
Rejection:
Figures (a) and (b) show the Otto cycle 1-
2-3-4 and Diesel cycle 1-2'-3-4 on p-V and
T-s coordinates, where the peak pressure
and temperature and the amount of heat
rejected are the same.
The efficiency of the Otto cycle,

= 1 - QR
otto
QS
Where, Qs in the area under the curve 2-3
in Fig. (b). The efficiency of the Diesel
cycle, 1-2-3'-3-4 is,

= 1 QR
Diesel
Q
S
Same peak pressure and temperature
It is evident from Fig. that Qs > Qs.
Therefore, the Diesel cycle efficiency is
greater
than the Otto cycle efficiency when both
engines are built to withstand the same
thermal
and mechanical stresses.
Case 4: Same Maximum
Pressure and Heat Input:

Same maximum pressure and heat input.

For same maximum pressure and heat
input, the Otto cycle (1-2-3-4-1) and Diesel
cycle
(1-2'-3'-4'-1) are shown on p-V and T-s
diagrams in Fig. (a) and (b) respectively. It
is evident from the figure that the heat
rejection for Otto cycle (area 1-5-6-4 on T-s
diagram) is more than the heat rejected in
Diesel cycle (1-5-6'-4').
Hence Diesel cycle is more efficient than
Otto cycle for the condition of same
maximum pressure and heat input.
One can make a note that with these
conditions, the Diesel cycle has higher
compression ratio than that of Otto cycle.
One should also note that the cycle which is
having higher efficiency allows maximum
expansion.
The Dual cycle efficiency will be between
these two.
 Case 5: Same Maximum
Pressure and Work Output:
The efficiency, can be written as

Work done Work done

= =
Heat supplied Work done + Heat rejected
Refer to T-s diagram in (b). For same work output the
area 1-2-3-4 (work output of Otto cycle) and area 1-2'-
3'-4' (work output of Diesel cycle) are same. To achieve
this, the entropy at 3 should be greater than entropy at
3' .
It is clear that the heat rejection for Otto cycle is more
than that of diesel cycle.
Hence, for these conditions, the Diesel cycle is more
efficient than the Otto cycle.
The efficiency of Dual cycle lies between the two
cycles.
References:-
Reference Material
1.Refer lecture by IIT Madras Prof. U.S.P.
Shet , Prof. T. Sundararajan and Prof. J.M .
Mallikarjuna
2.Engineering thermodynamics by P.K.NAG
3.Thermodynamic An Engineering Approach
by Yunus A Cengel and Michael A. Boles