Lecture Notes : RME-051: IC Engines and Compressors : Unit-1
Lecture # 01 : Introduction to IC Engines, Engine’s Classif ication and Terminology
Engine / Heat Engine
A device, where phase / form transformation of energy takes place, is termed as engine. Heat
Engines is the engine that converts thermal energy into mechanical energy or work as output. In the
fuels, energy is stored in chemical form and get liberated upon combustion. Engine utilize this
heat energy and generates mechanical work as output.
There are two type of engines : External Combustion Engine and Internal Combustion Engine; based
on condition of combustion. If the combustion of fuel takes place at atmospheric conditions (in
open, not in controlled condition), the engines are known as External Combustion Engine and when
combustion of fuel takes place inside the cylinder (at controlled condition, temperature and
pressure – not atmospheric), the engines are termed as Internal Combustion Engines (IC Engines).
IC Engines are of Rotary / Reciprocating or Wankle type. Reciprocating IC Engines may be of 2-stroke
/ 4- stroke Engines (on the basis of strokes required to complete the cycle of operation) and of
Spark Ignition (SI) Engines or Compression Ignition (CI) Engines (on the basis of initialization of
combustion).
Nomenclature Bore
Nominal inner diameter of cylinder is called bore. It is represented by ‘d’ in mm.
Piston
The cross-sectional area of piston or cylinder bore is called Piston Area. It is represented by ‘A’ in
mm 2.
Stroke
The nominal distance by which the piston moves between two successive reversals of its direction
of motion is known as Stroke or Stroke Length. It is represented by ‘L’ in mm. It is the distance
between dead centers, i.e. between Top Dead Centre (TDC) and Bottom Dead Centre (BDC) in case
of vertical engine or between the Inner Dead Centre (IDC) and Outer Dead Centre (ODC), in case of
horizontal engine. In one stroke, piston moves from one dead centre to another and crank rotates by
1800 (half rotation).
Dead Centre :
The extreme position on either side of piston movement, beyond which reversal of direction of
motion takes place, are termed as dead centre. It is the point at which velocity of piston is zero.
These are Top Dead Centre (TDC) and Bottom Dead Centre (BDC) in case of vertical engine or Inner
Dead Centre (IDC) and Outer Dead Centre (ODC) in case of horizontal engine.
Displacement Volume / Swept Volume
The volume swept by the piston in cylinder during its suction stroke or movement from TDC to BDC
is called Swept Volume (Vs). It is V s = A x L = (/4) d2 L mm 3 (or in cubic
cm; cc; 1000 cc = 1 Liter)
Notes : IC Engines : RME-051 : Dr. Brijesh 1
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Clearance Volume
The volume of combustion chamber is called clearance volume. The volume of entrapped charge
(or air) in combustion chamber, when the piston is at TDC (or IDC), is termed as Clearance Volume
(Vc).
Total Cylinder Volume
It is the sum of swept volume and clearance volume (VT ). VT = Vs + Vc
Compression Ratio
It is the ratio of total cylinder volume when the piston is at BDC (or ODC) to the volume when the
piston is at TDC (or at IDC). It is represented by ‘r’.
CR = r = VT / Vc = (Vc + Vs) / Vc = V1 / V2
Cut-off Ratio
It is the ratio of volume at which fuel injection is stopped to the volume at which fuel injection is
started.
= V3 / V2
COMPONENTS OF AN ENGINE
An engine comprises of a few hundred components : small and big; stationary and moving,
m eta llic a n d non-m eta llic, ca sted a n d forged a nd m a de by other processes. Th e
components of an engine can be grouped under two categories.
Stationary or Structure forming components
Moving or Mechanism forming components
The stationary components constitute the structural parts and the moving components
synthesize the mechanism parts of an engine. Important components among these are listed
below.
1. Cylinder block
It consists of three parts the cylinder in which the piston slides up & down, the ports or
openings for the valves & the passages for the f low of cooling water.
Notes : IC Engines : RME-051 : Dr. Brijesh 2
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1. Cylinder head:
The top of the cylinder is covered by a
spout ate canst piece known as the
cylinder head. It consists of combustion
chamber, spark plug & valves.
1. Crankcase:
It is attached to the bottom face of the
cylinder block. It acts as the base of the
cylinder. It supports the crank shaft &
ca m sh a ft i n su i t a b l e b ea ri n g s&
provides the arms for supporting the
engine on the frame. Cylinder block.
Cylinder head & crank case these three
pa rts form the founda tion & m a in
stationary body of the engine.
1. Piston:
It is just like a cylindrical plug that
moves up & down in the cylinder. It is
equipped with piston rings to provide a
good seal between the cylinder wall &
piston. It converts chemical energy
obtained by the combustion of fuel in
to mechanical power. It is connected to
the small end of the connecting rod by
means of position pin.
1. Piston Rings:
P i sto n ri n g s a re f it t ed i n to t h e
grooves of the position to monition
good seal between the piston & cylinder
wall.
1. Piston Pin:
It is a lso kn own a s gu dgeon p in . It
connects the piston & the small end of
connecting rod.
1. Connecting Rod:
It is connection between the piston &
crank shaft. It joints the piston pin with
crank pin. Small end of the connecting
rod is connected to the potion pin & big
end to the crack pin. The function of
the connecting rod is to convert liner
Notes : IC Engines : RME-051 : Dr. Brijesh 3
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motion of the piston in to rotary motion
of crank shaft.
1. Crank Shaft:
I t i s t h e f ir s t p a r t o f t h e p o w e r
transmission system on to which the
reciprocating motion of the piston is
converted in the rotary motion with the
help of connecting rod.
1. Fly Wheel:
A f ly wheel is a fairly heavy steel wheel
attached to the roast & of the crank
shaft. It maintains smooth rotation of
the crank shaft.
1. Valve:
Va lve is a device to close & open a
passage. Two valves are provided on a
cylinder inlet valve & exhaust valve. Fuel
is admitted in to the cylinder by the inlet
valve & burned gasses escape by the
exhaust valve.
1. Cam Shaft:
It is simply a shaft in which cams are
mounted. It is driven by the crankshaft.
When it rotate, the cam mounted on it
gives motion to the valve up & down to
open & closed the valve.
1. Spark Plug:
It g i v es s p a r k s a t t h e en d o f t h e
compression stroke to burn the air fuel
mixture inside the cylinder. It is screwed
in the cylinder head & projects in to the
combustion chamber.
1. Ports:
There are three ports in two stroke cycle
engine. Fresh charge is admitted in
cra n kca se th ro u g h in let p o r t . It is
transferred in the cylinder above the
piston through the transfer port. The
ex h a u st g a ses l ea v e t h e cy l i n d er
through the exhaust port. All the three
ports a re closed and opened by the
movement of the piston
1. Injector:
It is f it ted at the top of the cylinder &
Notes : IC Engines : RME-051 : Dr. Brijesh 4
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projects in combustion chamber that
injects fuel in CC.
Notes : IC Engines : RME-051 : Dr. Brijesh 5
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Lecture – 2 to
Cycle of Operation
5
CYCLE OF OPERATION
Otto Cycle
3
Processes in Air Standard Otto Cycle (1-2-3-4-1)
P
In case of Air Standard Otto Cycle, working
medium is only air, having no fuel. Heat is added
2
at c ons t ant vol um e f r om he at s our c e and
4
rejected to heat sink, again at constant volume.
The processes of Air Standard Otto Cycle are as
follows :
0
1
1-2 : Isentropic Compression
Vc
2-3 : Constant Volume Heat Addition 3-4 :
Isentropic Expansion
Vs
V
4-1 : Constant Volume Heat Rejection
TDC
BDC
Ef ficiency of Otto Cycle
The efficiency of the cycle is as follows:
Net Work Done = Heat Supplied – Heat
Rejected
Thermal Ef ficiency = Work Done / Heat Supplied
1
Thermal Ef ficiency Otto = 1 Where, r = Compression Ratio = V1 /
-
-1
V2
r
Construction Details of 4-stroke SI Engine:
Components
Cylinder Piston Cyl i nder Head / Spark
Plug
Piston Rings
Block Combustion Inlet Exhaust
Valve
Valve
Exhaust Chamber Inlet
Manifold Manifold
TDC
Carburetor Valves Spark Plug
Piston
Connectin
Cylinder Liner Connecting Rod g
Rod
Crank Shaft Cam and Cam Shaft BDC
Cylinder
Gudgeon Pin Fly Wheel
Crank Shaft
Crank Case Gasket
Mufflers
Notes : IC Engines : RME-051 : Dr. Brijesh 6
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Working of 4-stroke SI Engine
Let, piston is at TDC and is coming downward (to BDC). Intake Valve is open and exhaust valve is
closed. Charge (mixture of petrol and air in prescribed ratio) is prepared by carburetor and is
supplied from carburetor to cylinder through inlet manifold.
When piston moves downward, volume inside the cylinder (free space where charge is to be sucked)
increases and thus pressure get reduces. Outside the cylinder, the pressure is atmospheric.
Hence, partial vacuum is created and owing to this pressure difference charge enters into the
cylinder. This is known as Suction process and at the end of this process, piston reaches to BDC.
Now, piston starts moving upward (from BDC to TDC). Inlet valve and exhaust valve, both are
closed. Charge is now compressed. Compression is done to increase temperature so that upon
spark, combustion of entire mixture / charge can take place instantaneously. In case of SI Engines,
temperature after compression remains below the self ignition temperature of fuel. Just before the
end of compression (when piston is about to reach at TDC), spark is given (by Spark Plug; SP) to
initiate the combustion of fuel. This is known as Compression.
When combustion of charge takes place, an explosive force is generated instantaneously and the
only movable part is piston that stats moving downward (from TDC to BDC) under the inf luence of
this generated explosive force. It gives power. During this time, both the valves (inlet and exhaust
valve) are closed. This is known as Power.
Now, burnt gases are to be removed from the cylinder. Exhaust valve opens and piston starts moving
upward (from BDC to TDC). Burnt f lue gases moves from cylinder to exhaust manifold through
exhaust valve and escaped to atmosphere through muf fler or silencer. This is known as Exhaust.
In this way, piston completes four strokes (movements from one dead centre to another) in two
rotation of crank to complete one cycle of operation. In actual cycle, the processes are :
0-1 : Suction
1-2 : Compression
2-3 : Heat
Addition
3-4 : Power / Expansion
4-1 : Heat Rejection
1-0 : Exhaust
Diesel
Cycle
Processes in Air Standard Diesel Cycle (1-2-3-4-1)
P
In case of Air Standard Diesel Cycle, working
3
medium is only air, having no fuel. Heat is added
2
at const ant pressure from heat source and
rejected to heat sink at constant volume. The
4
processes of Air Standard Diesel Cycle are as
follows :
1-2 : Isentropic Compression
0
1
2-3 : Constant Pressure Heat Addition 3-4 :
Vc
Isentropic Expansion
4-1 : Constant Volume Heat Rejection
Vs
V
TDC
BDC
Notes : IC Engines : RME-051 : Dr. Brijesh 7
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Ef ficiency of Diesel Cycle
The efficiency of the cycle is as follows:
Thermal Ef ficiency = Work Done / Heat
Supplied
Thermal Ef ficiency -1
Where, r = Compression Ratio = V1 /
Diese = 1 - r
-1
l
(-1)
V2 ; and, = cut-off ratio ( V3 / V2)
Construction Details of 4-stroke CI Engine :
Components
Cylinder Piston Cyl i nder Head /
Piston Rings
Block Combustion
Exhaust Manifold Chamber Inlet Nozzle/
Injector
Inlet Exhaust
Injector
Manifold
Valve
Valve
Crank Shaft Valves Connecting
Gudgeon Pin Rod
TDC
Crank Case Cam and Cam Shaft Piston
Connectin
Mufflers
Fly Wheel
g
Rod
Fuel Injection Gasket Cylinder BDC
Cylinder
Pump
Liner
Crank Shaft
Working of 4-stroke CI Engine
Let, piston is at TDC and is coming downward (to BDC). Intake Valve is open and exhaust valve is
closed. Air from air cleaner is supplied to cylinder through inlet manifold. Fuel is supplied by Fuel
Injection Pump at correct timing in metered quantity.
When piston moves downward, volume inside the cylinder (free space where charge is to be sucked)
increases and thus pressure get reduces. Outside the cylinder, the pressure is atmospheric.
Hence, partial vacuum is created and owing to this pressure difference, air enters into the cylinder.
This is known as Suction process and at the end of this process, piston reaches to BDC.
Now, piston starts moving upward (from BDC to TDC). Inlet valve and exhaust valve, both are closed.
Air is now compressed. Compression is done to increase temperature so that upon injection of
fuel (diesel), combustion of entire mixture (air + diesel) can take place instantaneously. In case of
CI Engines, temperature after compression remains above the self ignition temperature of fuel
(diesel). Thus, compression ratio required in CI Engines is more than SI Engines. Just before the
end of compression (when piston is about to reach at TDC), diesel is injected into the cylinder (by
Nozzle, supplied from FI Pump in correct quantity) and combustion of fuel and air starts. This is
known as Compression.
When combustion of mixture takes place, an explosive force is generated instantaneously and the
only movable part is piston that stats moving downward (from TDC to BDC) under the inf luence of
this generated explosive
Notes : IC Engines : RME-051 : Dr. Brijesh 8
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force. It gives power. During this time, both the valves (inlet and exhaust valve) are closed. This is
known as Power.
Now, burnt gases are to be removed from the cylinder. Exhaust valve opens and piston starts moving
upward (from BDC to TDC). Burnt f lue gases moves from cylinder to exhaust manifold through
exhaust valve and escaped to atmosphere through muf fler or silencer. This is known as Exhaust.
In this way, piston completes four strokes (movements from one dead centre to another) in two
rotation of crank to complete one cycle of operation. In actual cycle, the processes are :
0-1 : Suction
1-2 : Compression
2-3 : Heat Addition (Constt. 3-4 : Power /
Pressure) 4-1 : Heat Rejection Expansion 1-0 :
(Constt. Volume)
Exhaust
Construction Details of 2-stroke SI Engine :
Spark
Components
Cylinder Piston Cylinder Head / Plug
Block
TDC
Piston Rings
Combustion Exhaust Port
Transfer
Exhaust Chamber Inlet Port
Manifold Manifold Mufflers
Deflector
Inlet Port
BDC
Carburetor Spark Plug Cylinder
Piston
Cylinder Liner Connecting Rod
Connecting Rod
Crank Shaft Gasket
Crank Case
Gudgeon Pin Fly Wheel
Crank Case
Crank Shaft
Ports (Exhaust, Transfer &
Intake)
Working of 2-stroke SI Engine
Let, charge is in the cylinder and piston is moving upward.
Piston is moving Upward (BDC to TDC) : First, piston closes Transfer port. Upon further upward
movement of piston closes exhaust port. The charge that came inside the cylinder (when transfer
port was open) gets now compressed. It completes Compression. At the end of compression (just
prior), spark is given by the spark plug that starts combustion. At the same time, when piston is
moving upward (when it closes transfer port and exhaust port), it opens intake port and partial
vacuum is created in crank case. Owing to this pressure difference, charge comes inside (from
carburetor to crank case). It completes partial Suction.
Piston is moving Downward (TDC to BDC) : Now, explosive force (generated owing to combustion)
pushes piston to move down. It gives Power (Expansion). Downward movement of piston opens
exhaust port that allow burnt gases to move out (from cylinder to atmosphere via exhaust port and
exhaust manifold). Further downward movement of piston opens transfer port. Downward
movement of piston compresses the charge which is available in crank case and thus it allows
the movement of charge from crank case to cylinder via
Notes : IC Engines : RME-051 : Dr. Brijesh 9
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transfer port. It completes the Suction. The charge which enters into cylinder from transfer
port, strikes on def lector and def lector changes its director to upward that helps in escaping of
burnt gases.
In this way, piston completes two strokes (movements from one dead centre to another) in one
rotation of crank to complete one cycle of operation. In actual cycle, the processes are :
0-1 : Suction
1-2 : Compression
2-3 : Heat
Addition
3-4 : Power / Expansion
4-1 : Heat Rejection
1-0 : Exhaust
In short, all of these are completed as :
Piston moves from TDC to BDC (Downward) Expansion, Suction (b), Exhaust, Heat
Rejection
Piston moves from BDC to TDC (Upward) Compression, Suction (a), Heat Addition
Suction is in two parts (Charge):
(a) From Carburetor to Crank Case via Inlet Port; and
(b) Crank Case to Cylinder through Transfer Port
In case of 2-strok SI Engines, dilution of fresh charge may occur and fresh charge may escape out to
atmosphere after getting mix with burnt gases.
Construction Details of 2-stroke CI Engine: Nozzle/
Components
Injector
Cylinder Piston Cylinder Head /
TDC
Block
Piston Rings
Combustion Transfer Exhaust Port
Exhaust Port
Chamber Inlet
Deflector
Inlet Port
Manifold Manifold
BDC
Cylinder
Injector
Fuel Injection Pump Piston
Crank Shaft Connecting Rod Connecting Rod
Gudgeon Pin Cylinder Liner
Crank Case
Crank Case Fly Wheel Gasket
Crank Shaft
Mufflers
Ports (Exhaust, Transfer &
Intake)
Working of 2-stroke SI Engine
Let, charge is in the cylinder and piston is moving upward.
Piston is moving Upward (BDC to TDC) : First, piston closes Transfer port. Upon further upward
movement of piston closes exhaust port. The air that came inside the cylinder (when transfer port
was open) gets now compressed. It completes Compression. At the end of compression (just
prior), fuel is injected by the injector (or nozzle) that starts combustion. At the same time, when
piston is moving upward (when it closes transfer port
Notes : IC Engines : RME-051 : Dr. Brijesh 10
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and exhaust port), it opens intake port and partial vacuum is created in crank case. Owing to this
pressure difference, air comes inside (from air cleaner to crank case). It completes partial Suction.
Piston is moving Downward (TDC to BDC) : Now, explosive force (generated owing to combustion)
pushes piston to move down. It gives Power (Expansion). Downward movement of piston opens
exhaust port that allow burnt gases to move out (from cylinder to atmosphere via exhaust port and
exhaust manifold). Further downward movement of piston opens transfer port. Downward
movement of piston compresses the air which is available in crank case and thus it allows the
movement of air from crank case to cylinder via transfer port. It completes the Suction. The air
which enters into cylinder from transfer port, strikes on deflector and def lector changes its director
to upward that helps in escaping of burnt gases. Scavenging is a process of supplying extra air to
remove burnt / f lue gases from the cylinder.
In this way, piston completes two strokes (movements from one dead centre to another) in one
rotation of crank to complete one cycle of operation. In actual cycle, the processes are :
0-1 : Suction
1-2 : Compression
2-3 : Heat
Addition
3-4 : Power / Expansion
4-1 : Heat Rejection
1-0 : Exhaust
In short, all of these are completed as :
Piston moves from TDC to BDC (Downward) Expansion,
Suction (b), Exhaust, Heat Rejection
Piston moves from BDC to TDC (Upward) Compression,
Suction (a), Heat Addition
Suction is in two parts (Air):
(a) From Air Cleaner to Crank Case via Inlet Port; and
(b) Crank Case to Cylinder through Transfer Port
In case of 2-strok CI Engines, dilution of fresh air with burnt gases may
occur.
Notes : IC Engines : RME-051 : Dr. Brijesh 11
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Difference between SI and CI
Engines
S.
Parameter
SI (Spark Ignition) Engines
CI (Compression Ignition) Engines
No.
1
Cycle of Operation
Otto Cycle or Constant Vol. Cycle
Diesel Cycle or Constant Pr. Cycle
2
Heat Addition
At Constant Volume
At Constant Pressure
3
Fuel Used
Petrol (Volatile)
Diesel
Mixture of air and petrol in vapour Only air
4
Charge that enters into
cylinder
form (in proper ratio)
Compressed charged is ignited by
Ignition takes place owing to high compression
5
Method of Ignition
(Te m p . o f air aft e r c o m p r e s s io n
Spark
becomes more than self ignition temp.
of diesel)
6
Compression Ratio
Low (1:6 to 1:12)
High (1:14 to 1:22)
7
Weight of Engine
Less
More
8
Spark Plug / Nozzle
It has Spark Plug
It has Nozzle / Injector
9
Carburetor / Fuel Injection It has Carburetor
It has Fuel Injection (FI) Pump
Pump
10
Cut-off Ratio
Not Applicable
Exists
Difference between 2-stroke and 4-stroke IC
Engines
S.
Parameter
2-stroke
4-stroke
No.
Completion of Cycle completes in one rotation of crank i.e. Cycle completes in two rotations of
1
Thermodynamic Cycle
per 360 0 rotation of crank
crank
i.e. per 720 0 rotation of crank
in two movement of piston between the
dead centres or per rpm of crank, ideally double in four movement of piston between
2
Power or Expansion
poweris to be generated (practically – 1.6 dead centres or per two rpm of crank
times) wrt 4- stroke engine
Torque or Power
Per rpm of crank, more uniform torque is Per two rpm of crank, less uniform
3
generated, for same size engine – less torque is generated, for same size
developed
power is generated
engine – more power is generated
Slow as power is generated per two
4
Pick-up
Fast as power is generated per rpm of crank
rpm of crank
Less weight flywheel is required as power is More flywheel weight is required as
5
Flywheel requirement
generated per rpm of crank
power is generated per 2 rpm of crank
It has ports (inlet port, transfer port and exhaustport)
6
Construction Details
It has two valves (inlet and exhaust
valve)
7
Piston (Deflector)
Piston has deflector
No deflector is provided
Better as fuel is supplied per two rpm
8
Mileage / Fuel Economy
Poor as fuel is supplied per rpm of crank
of crank
9
Pollution
More
Less
Wherehigh torque / poweris important, e.g. – Where fuel economy is important, e.g.
10
Application
Tractors, Ships
– Automobiles
11
Initial Cost
Less
More
12
Volumetric Efficiency
Poor
Better
13
Thermal Efficiency
Better (higher value)
Poor (lower value)
Notes : IC Engines : RME-051 : Dr. Brijesh 12
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Valve Timing Diagram
The time valves in a 4-stroke engine cycle
actually open and close can be measured
by angles. These angles can be easily read
using a valve-timing diagram. This intake
valve opens 12° before the piston reaches
top dead center. And it closes 40° after
bottom dead center. The exhaust valve
opens 47° before bottom dead center - and
stays open - until 21° past top dead center.
This gives exhaust gases more time to
leave. By the time the piston is at 47°
before bottom dead center on the power
s t r ok e , c om bus t i on pr e s s ur e s have
dropped considerably and little power is
lost by letting the exhaust gases have
more time to exit.
When an intake valve opens before top
dead center and the exhaust valve opens
before bottom dead center, it is called lead.
When an intake valve closes after bottom
dead center, and the exhaust valve closes
after top dead center, it is called lag. On
the exhaust stroke, the intake and exhaust
valve are open at the same time for a few
degrees around top dead center. This is
called valve overlap. On this engine, it is 33°.
Different engines use different timings.
Manufacturer specif ic ations contain the
exact information.
Notes : IC Engines : RME-051 : Dr. Brijesh 13
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Lecture – 6
Dual Cycle
The dual combustion cycle (also known as the mixed cycle, Trinkler cycle, Seiliger cycle or
Sabathe cycle) is a thermal cycle that is a combination of the Otto cycle and the Diesel cycle,
f ir st introduced by Russian-German engineer Gustav Trinkler. Heat is added partly at
constant volume and partly at constant pressure, the advantage of which is that more time
is available for the fuel to completely combust. Because of lagging characteristics of fuel
this cycle is invariably used for Diesel and hot spot ignition engines. It consists of two
adiabatic and two constant volume and one constant pressure processes. Ef ficiency lies
between Otto and Diesel cycle.
Pressure-Volume diagram of Sabathe cycle
Temperature-Entropy diagram of Sabathe
cycle
The dual cycle consists of following
operations:
Process 1-2: Isentropic compression
Process 2-3: Addition of heat at constant
volume.
Process 3-4: Addition of heat at constant
pressure.
Process 4-5: Isentropic expansion.
Process 5-1: Rejection of heat at constant
volume. The cycle is applicable for automobile
sector.
Notes : IC Engines : RME-051 : Dr. Brijesh 14
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Stirling Cycle
The Stirling cycle is a thermodynamic cycle that describes the general class of Stirling devices.
This includes the original Stirling engine that was invented, developed and patented in 1816
by Robert Stirling with help from his brother, an engineer.[1]
The idealized Stirling cycle consists of four thermodynamic processes acting on the working
fluid (See diagram to right):
1. Isothermal expansion. The expansion space is heated externally, and the gas
undergoes near-isothermal expansion.
2. Constant-volume (known as isovolumetric or isochoric) heat removal. The gas is
passed through the regenerator, thus cooling the gas, and transferring heat to the
regenerator for use in the next cycle.
3. Isothermal compression. The compression space is intercooled, so the gas undergoes
near- isothermal compression.
4. Consta nt-volum e h ea t a ddition. The com pressed a ir f lo ws ba ck through the
regenerator and picks up heat on the way to the heated expansion space.
The ideal Otto and Diesel cycles are not totally reversible because they involve heat transfer
through a f in ite temperature difference during the irreversible isothermal heat-addition and
heat-rejection processes. The irreversibility renders the thermal ef ficiency of these cycles less
than that of a Carnot engine operating within the same limits of temperature. Another cycle
that features isothermal heat- addition and heat-rejection processes is the Stirling cycle,
which is an altered version of the Carnot cycle in which the two isentropic processes featured
in the Carnot cycle are replaced by two constant- volume regeneration processes.
The cycle is reversible, meaning that if supplied with mechanical power, it can function as a
heat pump for heating or cooling, and even for cryogenic cooling. The cycle is def in ed as a
closed regenerative cycle with a gaseous working f lu id. "Closed cycle" means the working
f lu id is permanently contained within the thermodynamic system. This also categorizes
the engine device as an external heat engine. "Regenerative" refers to the use of an internal
heat exchanger called a regenerator which increases the device's thermal ef ficiency.
The cycle is the same as most other heat cycles in that there are four main processes:
compression, heat addition, expansion, and heat removal. However, these processes are not
discrete, but rather the transitions overlap. The Stirling cycle is a highly advanced subject that
has def ied analysis by many experts for over 190 years. Highly advanced thermodynamics is
required to describe the cycle. Professor Israel Urieli writes: "...the various 'ideal' cycles (such
as the Schmidt cycle) are neither physically realizable nor representative of the Stirling cycle".
Notes : IC Engines : RME-051 : Dr. Brijesh 15
Singh
Ericsson Cycle
The Ericsson cycle is named after inventor John Ericsson, who designed and built many
unique heat engines based on various thermodynamic cycles. He is credited with inventing
two unique heat engine cycles and developing practical engines based on these cycles. His
f irst cycle is now known as the closed Brayton cycle, while his second cycle is what is now
called the Ericsson cycle.
The following is a list of the four processes that occur between the four stages of the ideal
Ericsson cycle:
Process 1 -> 2: Isothermal compression. The compression space is assumed to be
intercooled, so the gas undergoes isothermal compression. The compressed air f lows
into a storage tank at constant pressure. In the ideal cycle, there is no heat transfer
across the tank walls.
Process 2 -> 3: Isobaric heat addition. From the tank, the compressed air f lo ws
through the regenerator and picks up heat at a high constant-pressure on the way to
the heated power- cylinder.
Process 3 -> 4: Isothermal expansion. The power-cylinder expansion-space is heated
externally, and the gas undergoes isothermal expansion.
Process 4 -> 1: Isobaric heat removal. Before the air is released as exhaust, it is passed
back through the regenerator, thus cooling the gas at a low constant pressure,
and heating the regenerator for the next cycle.
Comparison with Carnot, Diesel, Otto, and Stirling cycles
The ideal Otto and Diesel cycles are not totally reversible because they involve heat transfer
through a f in ite temperature difference during the irreversible isochoric/isobaric heat-
addition and isochoric heat-rejection processes. The aforementioned irreversibility renders
the thermal ef ficiency of these cycles less than that of a Carnot engine operating within the
same limits of temperature. Another cycle that features isobaric heat-addition and heat-
rejection processes is the Ericsson cycle. The Ericsson
Notes : IC Engines : RME-051 : Dr. Brijesh 16
Singh