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Internal Combustion Engine

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11 views12 pages

Internal Combustion Engine

engine

Uploaded by

thdcync6dj
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Chapter 5

ACTUAL CYCLES AND THEIR ANALYSIS

5.1 Introduction

➢ According to the fuel-air cycle approximation, 32% of the input heat can be converted into
useful work .

➢ An actual four-stroke cycle spark-ignition engine operating at r = 6 and F = 0.0782.

➢ The indicated thermal efficiency of a well-adjusted actual engine with r=6 and F=0.0782 should
be about 28%.
➢ The actual cycle takes into account the following losses;
(i) Time losses
(ii) Losses due to imperfect mixing of the charge
(iii) Exhaust blowdown losses
(iv) Direct heat loss to cylinder walls
5.2 Time Losses

➢ The ignition timing (or spark timing) controls when the spark plug fires during the
compression Stroke.

➢ Ignition timing is measured in degrees of crankshaft rotation, before top dead center (TDC).
(i) Retard or late ignition turning ( timing ) (spark at TDC )

➢ Retarding the timing means the spark plug fires later in the compression stroke (closer to
TDC).

➢ The spark happens too late, lose power.

➢ This is because the cylinder pressure won't reach it's max until the piston is already headed
back down on the power Stroke.
➢ (ii) Early spark ignition turning (timing ) (Early spark to complete burning at TDC)

➢ If the ignition is take place early on the compression stroke, burning completed as the piston
reaches top center .

➢ The additional work required to compress burning gases, so that the power and efficiency are
lost.
(iii) Optimum ignition advance (Optimum spark advance) .

➢ A moderate ignition advance ( spark at between 15 and 30 before TDC , optimum spark
advance is the best compromise , resulting in small losses on both the expansion and
compression strokes.

➢ The time losses are became large, if

(1) the fuel air ratio is very rich or very lean


(2) the cylinder pressure low
(3) the ignition advance is not optimum
5.3 Imperfect Mixing of the Charge

➢ It is impossible to obtain perfect homogeneity in the mixture of fuel vapour, air, and residual gas present in
the cylinder because of previous cycle.

➢ Under these conditions it is possible to have excess oxygen in one part of the cylinder, and excess fuel in
another.

➢ Some fuel doesn't burn or partially burn, CO,HC, O2 will appear in the exhaust and called incompletes
combustion.

➢ For maximum economy it is necessary completely to use all the fuel in the cylinder.

➢ Imperfect mixing of fuel and air in the inlet manifold may result in a given cylinder receiving a different
fuel-air ratio on succeeding suction strokes.

➢ Lean mixture- too much air compared to fuel

➢ Rich mixture- too much fuel compared to air

➢ Correct mixture- precise ratio of fuel-air to burn most efficiency.


Heat loss to Cylinder Wall

➢ This loss is due to the leaking of gas flow through gaps between the piston, piston rings and cylinder
wall.

➢ During the Combustion process and expansion stroke , the temperature of the cylinder gases is high.

➢ Some amount of heat flows from the hot gases through the cylinder wall and cylinder head into the
cooling fins or water jacket.

➢ Some heat enters the piston head and flows through the piston rings into the cylinder wall or is carried
away by the engine oil.

➢ Due to heat loss, temperature decreases and specific heat gets reduced .This decrease the efficiency.
(ii) Exhaust Blowdown Loss

➢Exhaust blowdown loss is due to the early opening of exhaust valves.

➢This results in drop in pressure, and a loss of work output during expansion stroke.

➢With proper designing and timing of the exhaust valve the blowdown loss is ordinarily
quite small.
5.4 Power and Efficiency of the Actual-Cycle
Actual indicated thermal Efficiency

Energy Input
(a) Chemical energy in the fuel…………………………………………. ……………. ……………….. … 100 Btu.
Energy Losses
(a) Unrecoverable energy loss to the exhaust gases due to the impossibility …………………………… ....68 Btu
of further expansion of the gases in the engine cylinder (as calculated from the fuel-air cycle )

(b) Burning time losses (which increase the exhaust temperature because the gases …………………….1.5 Btu
covert less energy into useful work on the piston)

(c) Direct heat losses from the cylinder gases (estimated ) 8.0Btu. Most of this heat would have ……….....1.6 Btu
been lost to the exhaust system and is merely transferred to the engine cooling system. That part
of the direct-heat loss which would have become useful work,if it heat not escaped through the
cylinder wall is

(d) Mixing and blowdown losses (which mostly increase the exhaust gas temperature)……………… … 1.0 Btu

Total Losses……………………………………………………………………………………………………………..72.1Btu

Net work………………………………………………………………………………………………………………..27.9Btu

100−72
The indicated thermal efficiency of a typical engine with r=6 and in good adjustment would be about == = 28%
100
➢ At a fuel-air ratio and optimum ignition advance, the time
losses may account for a loss in efficiency of about 1.5 per
cent , or only enough to drop the efficiency from a fuel-air-
cycle value of 32 per cent to 30.5per cent .

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