B.

E-MECHANICAL ENGINEERING-IV SEMESTER

ME1251-Thermal Engineering-
UNIT I- GAS POWER CYCLES
Syllabus
Otto, Diesel, Dual, Brayton cycles, Calculation of mean effective pressure and air standard
efficiency, Actual and theoretical PV diagram of Four stroke engines, Actual and
theoretical PV diagram of two stroke engines.
PART-A
1. Define Air standard efficiency of a Gas power cycle, and relate the air standard
efficiency with actual thermal efficiency.
Air standard efficiency may be defined as the ratio of work done to the heat supplied
during a thermodynamic cycle when air is employed as the working substance .
Wok done by the system per cycle
Air standard efficiency (
Air std
) = ------------------------------------------------
Heat supplied into the system per cycle
The actual efficiency of a cycle is always less than the air standard efficiency of that cycle
under ideal conditions. This is due to the practical losses such as friction, heat losses,
variation of specific heats of working substance and nature of working substance.
We can relate actual thermal efficiency with air standard efficiency by introducing a new
term, Relative efficiency.
Relative efficiency (
Relative
) = Actual thermal efficiency
Air standard efficiency
2. State the assumptions made for the analysis of the air standard cycles?
The assumptions made for the analysis air standard cycles are,
(i) Air is employed as the working fluid for the whole cycle and air is assumed to
be a perfect gas obeying all gas laws.
(ii) The value of specific heats ( C
p
and C
v
) of working fluid remains constant
throughout the cycle.
TE / UNIT - I
Page 2 of 44

(iii) The compression and expansion processes mare reversible adiabatic(isentropic).
(iv) The addition of heat and rejection of heat is carried out by making hot body and
cold body contacts respectively with the engine cylinder head. Effect of
combustion of fuel is neglected.
(v) The cycle is considered as closed one and the air used in the first cycle is used
again and again.
(vi) At moderate temperatures, the air has the following properties,
Molecular weight = 29
Specific heat at constant pressure C
p
= 1.005 kJ/kg/K
Specific heat at constant pressure C
V
= 0.718 kJ/kg/K
3. Define Mean Effective Pressure of a cyclic heat engine.
Mean effective pressure of a cyclic heat engine may be defined as the average
constant pressure acting on the piston during the whole cycle which will be able to do the
same amount of work as done by the actual varying pressure during the cycle
It may also be defined as the ratio of work done per cycle to the piston
displacement volume or stroke volume per cycle
Workdone per cycle
Mean Effective Pressure = -------------------------
Stroke volume
In actual cycle of an engine, the pressure inside the cylinder keeps on changing
with the position of the piston. The cyclic average of this varying pressure acting on the
piston is termed as Mean Effective Pressure
There are two mean effective pressures,
(i) Brake mean effective pressure
(ii) Indicated mean effective pressure
TE / UNIT - I
Page 3 of 44

4. Draw the P-V and T-S diagram for Otto cycle and diesel cycle?
p-V and T-s diagram for Otto cycle or constant volume cycle or Petrol engines
1.2 - --Isentropic compression 2-3 --- Constant Volume Heating
3.4 ----Isentropic Expansion 4-1 --- Constant Volume Cooling
p-V and T-s diagram for Diesel cycle or constant Pressure cycle
1.2 --- Isentropic compression 2-3 --- Constant pressure Heating
3.4 --- Isentropic expansion 4-1 --- Constant volume cooling
TE / UNIT - I
Page 4 of 44

5. Draw the p-V and T-s diagram for Dual cycle?
p-V and T-s diagram for Duel cycle or Mixed cycle or Limited pressure cycle
1.2 --- Isentropic Compression 2-3 --- Constant Volume Heating
3.4 --- Constant Pressure Heating4-5 --- Isentropic Expansion
5.1 --- Constant Volume Cooling
6. Draw the layout of a closed cycle Gas turbine power plant and Draw the p-V and T-s
diagram for Brayton cycle?
Layout of a closed cycle Gas turbine power plant
p-V and T-s diagram for Brayton cycle or Joules cycle
-2 --- Isentropic compression 2-3 --- Constant pressure heat addition
3-4 --- Isentropic Expansion 4-1 --- Constant pressure heat rejection
TE / UNIT - I
Page 5 of 44

7. Define the terms Stroke volume of an I.C engine
Stroke volume (V
s
)
The volume of working fluid swept inside the engine cylinder when the piston
moves from Top Dead Centre (TDC) and Bottom Dead Centre (BDC) is callede as stroke
volume or swept volume or piston displacement volume (V
s
).
Stroke volume (V
s
) = Cross sectional area of the piston x Stroke length
Stroke volume (V
s
) =
s
l x d
2
4

Where,
d ---Diameter of the piston or cylinder bore in m
l
s
--- Stroke length of the piston in m
Stroke volume (V
s
) = ( Total cylinder volume --- Clearance volume)
Stroke volume
) (
2 1 1
V V V V V
c s

8. Define (i) Clearance volume (ii) Full volume or Total volume of an IC engine
Clearance volume (V
c
)
Clearance volume is the volume occupied by the working fluid when piston is at top dead
centre (TDC). Practically clearance volume is provided for an engine to
(i) accommodate valves and their operations
(ii) avoiding hitting of piston with the cylinder head
(iii) to assist in effective suction
Clearance volume (V
c
) = ( Total cylinder volume --- Stroke volume)
Clearance volume
) (
1 2 s c
V V V V
Full volume or Total volume(V
1
)
Full volume is the volume occupied by the fluid when piston is at bottom
dead centre.
Full volume s
V V V +
2 1
TE / UNIT - I
Page 6 of 44

9. Define Compression ratio.
It is the ratio of the initial volume to the final volume during compression. It may
also be defined as The ratio of total cylinder volume (V
1
= V
s
+ V
c
) to the clearance
volume (V
c
).
Compression ratio (r
c
) =
2
1
V
V
V
V V
c
s c

+
(r
c
) =
c
s
V
V
+ 1
Compression ratio (r
c
) = Expansion ratio (r
e
) -----for Otto cycle
Compression ratio (r
c
) = Expansion ratio (r
e
) x Cut off ratio () ---for Diesel cycle
Compression ratio (r
c
) = Expansion ratio (r
e
) x Cut off ratio () ---for Duel cycle
10. What is Cut-off Ratio?
Cut off ratio is defined as The ratio of volume after the heat addition to before the
heat addition in a thermodynamic gas power cycle. It is denoted by the letter . Also it
may be defined the ratio of the final volume to the initial volume during constant
pressure combustion.
Cut off ratio () =
2
3
V
V
for Diesel cycle
Cut off ratio () =
3
4
V
V
for Duel cycle
In Otto cycle heat is added during constant volume process therefore
cut off ratio for Otto cycle is 1.
In diesel cycle heat is added during constant pressure processes >1
In dual cycle heat is added during both constant volume and constant
Pressure process >1.
11. Define Pressure Ratio in Brayton Cycle. State its significance in a gas turbine
power plant.
Pressure Ratio
It is defined as the ratio of the maximum pressure to the minimum pressure in the
cycle. It is denoted as r
p
.
TE / UNIT - I
Page 7 of 44

The efficiency of a Brayton cycle is given by =
( )
1
1
1

p
r
. If we increase the c
value (by increasing maximum pressure) the efficiency will increase. But the work
required for the compressor also will increase. The r
p
value for the maximum net work
output is derived as (r
p
)
optimum work
=
) 1 ( 2
max
min

,
_

T
T
. The minimum temperature involved is
the atmospheric temperature and maximum temperature is limited by the materials of the
gas turbine equipments. Hence we can not increase the T
max
and r
p
beyond certain limit.
Hence by inventing suitable very high temperature material we can increase the r
p
value
and thus the gas turbine power plant efficiency.
12. Define actual IC engine cycle. Why actual work done is always less than the
theoretical work done of an I.C Engine?
Actual cycle:
The cycle using air-fuel mixture and combustion product instead of only air as
working fluid and consisting irreversible compression and irreversible expansion, heat
losses and rapid heating and cooling is called actual IC engine cycle.
Actual work done is always less than the theoretical work done because of the
following reasons,
(i) Losses due to friction . In theoretical cycle compression and expansion
process are considered as reversible processes. But in the actual case
compression and expansion process are irreversible process.
(ii) Pumping losses
(iii) Chemical equilibrium losses
(iv) Losses due to variation of specific heats with temperature
(v) Direct heat losses because perfect insulation is not possible Therefore, that
actual work done is always less than the theoretical work done of an I.C
Engine.
TE / UNIT - I
Page 8 of 44

13. What is the condition for maximum work of an otto cycle?
1) Temperature at the end of compression 3 1 2
T T T
2) Compression ratio =
( ) ) 1 2
1
2
3

,
_

T
T
r
Where,
T
1
-Temperature at the initial condition of the compression process in K
T
3
-Temperature at the final condition of the combustion process in K
14 Which cycle will be efficient for the same compression ratio and heat input?
All the cycles have same heat rejection and same compression ration. For the same
compression ratio the maximum pressure attained reduced in duel and diesel cycle than
otto cycle. We know that
t cons Q
Q
Q
s
S
R
tan 1
If Q
R
decreases, Efficiency (

) increases and vice versa.

Since all the cycles reject their heat at the same specific volume, On T-s diagram, area
below the process line from state 4 to 1 , 4-1 and 4 -1 gives the heat rejected in Diesel,
dual and Otto cycle. Heat rejected
otto
< Heat rejected
dual
< Heat rejected
diesel
There fore diesel dual otto
> >
15. Which cycle will be efficient for the maximum pressure, and same heat supplied?
TE / UNIT - I
Page 9 of 44

To reach same maximum pressure the compression ratio is to be reduced in Dual and Otto
cycles than diesel cycle.
We know that
t cons Q
Q
Q
s
S
R
tan 1
If Q
R
decreases, Efficiency (

) increases and vice versa.

On T-s diagram, Area below the curve 4-1 < 4-1 < 4-1
Heat rejected
diesel
< Heat rejected
dual
< Heat rejected
otto

Therefore otto dual diesel
> >
at maximum pressure and same heat supplied.
16. Which cycle will be efficient for the maximum pressure and temperature?
To reach same maximum pressure and temperature in all cycles , the compression ratio are to be
reduced in dual and otto cycle than diesel cycle. No change in heat rejection in all cycles. So that
efficiency is proportional to the amount of heat supplied (Q
S
).
We know that
t cons Q Since
Q
t Cons
Q
Q
R
S S
R
tan
tan
1 1
The area below 2 -3 > 2-3-3 > 2-3
Heat supplied
diesel
> Heat supplied
dual
> Heat supplied
otto

Therefore Otto dual diesel
> >
17. Compare Otto cycle with Diesel cycle
S.No Otto cycle Diesel cycle
1 Otto cycle is used in petrol engines Diesel cycle is used in diesel engines.
2
Otto cycle contains two isentropic
processes two constant volume
processes.
Diesel cycle contains two isentropic
processes, one constant pressure one
constant volume pressure.
3 Heat is added at constant volume. Heat is added at constant procure.
4
Compression ratio and expansion ratio
are same.
Compression ratio and expansion ratio are
not same.
5 Air standard efficiency of the cycle
depends on compression ratio.
Air standard efficiency of the cycle
depends compression ratio and cut off
TE / UNIT - I
Page 10 of 44

ratio.
6 Heat rejected is less Heat rejected is more
7
Efficiency is more than diesel cycle for
the same compression ratio
Efficiency is less than otto cycle for the
same compression ratio
18.Compare Diesel cycle with Duel cycle
S.
No
Diesel cycle Duel cycle
1 Diesel cycle is used in diesel engines. Duel cycle is used in crude oil engines.
2
Diesel cycle contains two isentropic
processes, one constant pressure and one
constant volume pressure.
Duel cycle contains two isentropic
processes, two constant volume and one
constant pressure process
3
Heat is added at constant pressure
process.
Partially heat is added at constant volume
process and remaining is in constant
pressure process
4
Compression ratio and expansion ratio are
not equal.
Compression ratio and expansion ratio are
not equal.
5
Air standard efficiency of the cycle
depends compression ratio and cut off
ratio.
Air standard efficiency of the cycle
depends compression ratio, cut off ratio
and pressure ratio.
6 Heat rejected is more Heat rejected is less
7
Efficiency is less than duel cycle for the
same compression ratio
Efficiency is more than duel cycle for the
same compression ratio
19. Draw the Theoretical and Actual P-v diagram for a four stroke Otto engine.
20. Draw the Theoretical and Actual P-v diagram for a four stroke engine
TE / UNIT - I
1
2
3
4
5
1
3
4
5
2
4
Page 11 of 44

20. Draw the Theoretical and Actual P-v diagram for a four stroke diesel engine.

5-1 ----Suction 1-2 ----Compression
2-3 ---- Constant pressure combustion 3-4 ---- Expansion
4-1 ---- Sudden fall in pressure 1-5 ---- Exhaust
TE / UNIT - I
Page 12 of 44

PART - B
1. Derive the efficiency for OTTO cycle
OTTO CYCLE
PETROL AND GAS ENGINES CONSTANT VOLUME CYCLE

1.3 Isentropic compression
2-3 Constant Volume Heating
3.5 Isentropic Expansion
4.1 Constant Volume Cooling
Since combustion takes place at constant volume the Otto cycle is also called
as Constant Volume Cycle.

Heat Supplied = C
v
( T
3
T
2
) ------- (1)
Heat Rejected = C
v
( T
4
T
1
) ------- (2)
.
.
. Work done = Heat Supplied Heat Rejected

TE / UNIT - I
Page 13 of 44

= C
v
( T
3
T
2
) - C
v
( T
4
T
1
)


cycle
=
workdone
Heat Supplied
=
p 3 2 v 4 1
p 3 2
C ( T - T ) - C ( T - T )
C ( T - T )



cycle
=
4 1
3 2
1
T T
T T
1

]


4
1
1
3
2
2
1
1
1
T
T
T
T
T
T
1 _

1
,
1

1
_

1

1
, ]
------- (3)


3 4 4 2
1 3 2 1
T T T T
T T T T


[ ]
1 1
3 3 4 1
1 4 2 2
3 4
3 2 4 1
1 2
&
V T T V
T V T V
T T
V V V V
T T

_ _


, ,
Q
Substituting
3 4
1 2
T T
T T

in equation (3)

1
2
1
cy
T
T



2
1
1
1
T
T
_




_



, ,

cy

( )
1
1
1
r

1
1
1
]


1
1 2 1
1 2
T V
r
T V

_


,
Q

where
1
2
V
r compression ratio
V


Compression ratio ( r) : It is the ratio of the initial volume to the final volume
during compression.
TE / UNIT - I
Page 14 of 44

2. Derive the efficiency for DIESEL cycle.
DIESEL CYCLE
DIESEL ENGINES CONSTANT PRESSURE CYCLE :
1.3 Isentropic compression
2.3 Constant pressure Heating
3.5 Isentropic expansion
4.1 Constant volume Cooling
Since combustion takes place at constant pressure the Diesel cycle is also called
as Constant Pressure Cycle.
Heat Supplied = C
p
( T
3
T
2
) -------(1)
Heat Rejected = C
v
( T
4
T
1
) -------(2)
.
.
. Work done = Heat Supplied Heat Rejected
= C
p
( T
3
T
2
) - C
v
( T
4
T
1
)

cycle
=
workdone
Heat Supplied
=
p 3 2 v 4 1
p 3 2
C ( T - T ) - C ( T - T )
C ( T - T )

4 1
3 2
4 1
3 2
( )
1
( )
( )
1
( )
v
cy
p
cy
C T T
C T T
T T
T T

1

1

]


p
v
C
ratio of specific Heats
C
Q

TE / UNIT - I
Page 15 of 44

4 4
1
1 1
1
3 3
2
2 2
1 1
1 1
1 1
cy
T T
T
T T
T T
T r
T T

1 1

1 1
] ]

1 1

1 1
] ]
--------(3)
where
1
1
2 1
1 2
T V
r
T V

_


,

3 4 4 2
1 3 2 1
T T T T
T T T T


[ ]
1 1
3 3 1
4 2 2
1
3 3
4 1
2 2
V T V
V T V
V T
V V
V T

_ _


, ,
_


,
Q

1
3 3
2 2
V V
V V

_


,

3 3
2 2
, 2-3 constant pressure process
T V
T V
1

1
]
Q

3
2
3
2
c
c
V
r
V
V
where r cutoff ratio
V

_


,

Substituting
4
1
T
T
=
c
r

and
3
2
T
T
=
c
r
in equation (3),
[ ]
1
1
1
1
c
cy
c
r
r r

1

]

' ;

Cutoff ratio (r
c
) : It is the ratio of the final volume to the initial volume during
Constant pressure combustion.
3. Derive the efficiency for semi diesel cycle or dual cycle.
TE / UNIT - I
Page 16 of 44

SEMI DIESEL CYCLE OR DUAL CYCLE
CRUDE OIL ENGINE - LIMITED PRESSURE CYCLE
1.3 Isentropic Compression
2.3 Constant Volume Heating
3.5 Constant Pressure Heating
4.5 Isentropic Expansion
5.2 Constant Volume Cooling
Since part of the combustion takes place at constant volume and part of the combustion takes
place at constant pressure the semi diesel cycle is also called as Dual Cycle.
Heat Supplied = [C
v
(T
3
T
2
) + C
p
(T
4
T
3
)] ------(1)
Heat Rejected = C
v
(T
5
T
1
) ------( 2)
Work Done = [C
v
(T
3
T
2
) + C
p
(T
4
T
3
)] - C
v
(T
5
T
1
)

v 3 2 p 4 3 v 5 1
cy
v 3 2 p 4 3
[C (T -T ) + C (T -T )] - C (T -T )

[C (T -T ) + C (T -T )]

v 5 1
cy
v 3 2 p 4 3
C (T -T )
1
[C (T -T ) + C (T -T )]


5 1
3 2 4 3
(T -T )
1
[(T -T ) + (T -T )]

------(3)
p
v
C
C

1

1
]
Q

5
1
1 3 3 4
2 1 3
T
-1
T
1
T T T
1 + 1
T T T
r

1
1
]

1 1


' ;
1 1
] ]

1
1 2 1
1 2
T V
r
T V

1
1
1
1
1
]
]
Q

5 5 3 4 2
1 4 3 2 1
T T T T T
T T T T T


TE / UNIT - I
Page 17 of 44


1 1
3 4 4 1
5 3 2 2
P V V V
V V V P

1 1

1 1
] ]

[ ]
3 2 5 1
; V V V V Q
=
3 4
3 2
c p
P V
r r
V P

where
3
2
p
P
r
P

= Pressure ratio

( ) [ ]
1
3
1
1
1
1 1
c p
cy
c p c
r r
T
r r r
T

1

]

' ;

+



1 3 3 2
1 2 1
p
T T T
r r
T T T



( ) [ ]
1 1
1
1
1 1
c p
cy
c p p c
r r
r r r r r

1

]

' ;
+



( ) [ ]
{ }
1
1
1
1 1
c p
cy
p p c
r r
r r r r

1

]

' ;
+


Pressure ratio (r
p
) : It is the ratio of the final pressure to the initial pressure during
constant volume combustion.
Mean Effective Pressure
( ) ( ) ( ) { }
( )
1 1
2
1 1 1
1 ( 1)
p p c c p
Pr r r r r r r r
r

4. OTTO CYCLE- PROBLEMS
1. In an ottto cycle air at 15
o
c and 1.02 bar is compressed until the pressure is 12.5 bar.
Heat is added at constant volume until the pressure rises to 35 bar absolute.
Calculate the compression ratio, air standard efficiency and the mean effective
pressure = 1.4.
Given:
P
1
= 1.02 bar;
TE / UNIT - I
Page 18 of 44

T
1
=15
o
C+ 273=288K
P
2
= 12.5 bar;
P
3
= 35 bar;
To find: compression ratio, air standard efficiency and the mean effective pressure.
Compression ratio r:
( ) 98 . 5
02 . 1
5 . 12
02 . 1
5 . 12
4 . 1
1
4 . 1
2
1
1
2

,
_

,
_

r r r
v
v
p
p

Compression ratio: r = 5.98
Air standard efficiency
otto

:
( ) ( )
% 51
51 . 0
98 . 5
1
1
1
1
1 4 . 1 1

otto
otto
r

Mean effective pressure P

m
:
3
2 2
2
1
3
1
5
1
1
1 1 1 1
135 . 0
98 . 5
810 . 0
98 . 5
810 . 0
10 02 . 1
288 287 1
m v v
v
v
m v
p
mRT
v mRT v p
me strokevolu
workdone
p
m

At adiabatic process1-2
( )
( ) ( ) 94 . 588 288 98 . 5 98 . 5
98 . 5
1 4 . 1
1
1 4 . 1
2
1 4 . 1
1
2
1
1
2

,
_

T T
v
v
T
T

T
2
= 588.94K
At constant volume heat addition:
94 . 588
5 . 12
35
94 . 588 5 . 12
35
3
3
2
3
2
3
T
T
T
T
p
p

T
3
= 1649.03K
( ) ( ) KJ T T mC workdone
plied heat workdone
plied heat
workdone
efficiency
v
386 588 1649 717 . 0 1 51 . 0
sup
sup
2 3

5
3
2 1
10 73 . 5
135 . 0 810 . 0
10 386

v v
workdone
me strokevolu
workdone
p
m
Mean effective pressure P
m
=5.73 bar
2. An engine equipped with a cylinder having bore of 150mm and a stroke of 450mm
operated on an otto cycle. If clearance volume is 2000cm
3
compute the air standard
efficiency.
Given:
Bore D = 150 mm = 0.15 m
Stroke L = 450 mm = 0.45m
Clearance volume = 2000 cm
3
= 2000x10
-6
m
3
So V
c =
0.002m
3

TE / UNIT - I
Page 19 of 44

Stroke volume
( )
3 3
3 3
2 2
10 94 . 7
10 94 . 7 45 . 0
4
15 . 0 14 . 3
4
m V
m L
D
V
s
s

Compression ratio r =
9 . 4
002 . 0
10 94 . 7 002 . 0
3

+

c
s c
V
V V
Air standard efficiency
otto

:
( ) ( )
% 47
47 . 0
9 . 4
1
1
1
1
1 4 . 1 1

otto
otto
r

3. In an air standard otto cycle the compression begins at 35

o
C, 0.1 MPa. The maximum
temperature of the cycle is 1100
o
C. Find the temperature and pressure at all corner
points of p-v diagram, the heat supplied per Kg of air, the work done per Kg of air,
air standard efficiency and mean effective pressure.
Given:
7
3
4
2
1

v
v
v
v
r
P
1
= 1. bar;
T
1
=35
o
C+ 273=308K T
3
= 1100+273=1373K
At adiabatic process1-2
( )
( ) ( ) bar P r P
r
v
v
P
P
2 . 15 1 7
4 . 1
1 2
2
1
1
2

,
_

P
2
= 15.2 bar
( )
( ) ( ) 79 . 670 308 98 . 5 98 . 5
1 4 . 1
1
1 4 . 1
2
1
1
2
1
1
2

,
_

T T
r
v
v
T
T

T
2
= 670.79K
At constant volume heat addition 2-3:
bar P T
T
T
p
T
T
c
p
11 . 31
79 . 670
2 . 15 1373
3 2
2
3
3
2
3 3

P
3
= 31.1 bar
At adiabatic expansion 3-4:
bar P
r
P
r v
v
P
P
04 . 2 11 . 31
7
1 1
1
4 . 1
3 4
4
3
3
4

,
_

,
_

,
_

,
_

P
2
= 2.04bar
TE / UNIT - I
Page 20 of 44

( ) ( ) K T T
r v
v
T
T
4 . 630 1373 98 . 5 98 . 5
1
1 4 . 1
3
1 4 . 1
2
1
1
4
3
3
4

,
_

,
_

T
2
= 630.4K
Heat supplied:
( ) ( ) KJ T T mC Q
v s
4 . 532 7 . 670 1373 717 . 0 1
2 3

Q
s
= 532.4 KJ
Heat rejected
( ) ( ) K T T mC Q
v R
16 . 231 308 4 . 630 717 . 0 1
1 4

Work done:
W = heat supplied heat rejected = (532.4-231.16)=301.23 KJ
W=301.23 KJ
Cycle efficiency:=
plied heat
workdone
sup
=
56 . 0
4 . 532
23 . 301

% 56
otto

Mean effective pressure:

3
2 2
2
1
3
1
5
1
1
1 1 1 1
128 . 0
7
88 . 0
7
88 . 0
10 02 . 1
308 287 1
m v v
v
v
r
m v
p
mRT
v mRT v p

2
2 1
/ 64 . 401
128 . 0 88 . 0
23 . 301
m KN
v v
workdone
me strokevolu
workdone
p
m

P
m
=4.01 bar
5. DIESEL CYCLE- PROBLEMS
1. In a diesel cycle engine the compression ratio is 13:1 and the fuel is cut off at 8% of
the stroke. Find the air standard efficiency of the engine.
Take = 1.4.
Given:
Compression ratio = r =
2
1
v
v
=13
Let us assume the clearance volume v
2
= 1 m
3
And stroke volume v
1
-v
2
= 13-1 = 12m
3
TE / UNIT - I
Page 21 of 44

Volume at cut off v
3
= v
2
+ 8 % of stroke volume

( )
( )
3
2 1 2
96 . 1 1 13
100
8
1
100
8
m
v v v
+
+
We know cut off ratio
96 . 1
1
96 . 1
2
3

v
v

Air standard efficiency

diesel

:
( )
( )
( )
( )
% 3 . 58
% 3 . 58 583 . 0 417 . 0 1
1 96 . 1 4 . 1
1 96 . 1
13
1
1
1
1 1
1
4 . 1
1 4 . 1 1

,
_

,
_

diesel
diesel
diesel
r

2. An ideal diesel engine has a diameter 150mm and stroke 200mm. the clearance
volume is 10% of the swept volume. Find the compression ratio and air standard
efficiency of the engine if cut of takes place at 6% of the stroke.
Given:
D = 150 mm = 0.15m
L = 200 mm = 0.2 m
v
c
= 10% of v
s
= 0.1 v
s
Swept volume
3 3
2 2
10 53 . 3 2 . 0
4
15 . 0 14 . 3
4
m L
D
v
s

3 3 3
10 35 . 0 10 53 . 3 1 . 0 1 . 0 m v v
s c


Compression ratio r: =
3
3 3
10 353 . 0
10 353 . 0 10 53 . 3

+
c
c s
v
v v
= 11
r = 11
Air standard efficiency
diesel

:
Cut off takes place at 6% of stroke volume
Cut off volume ( ) ( )
3 3
2 3
10 53 . 3 06 . 0 10 353 . 0 06 . 0

+ +
s
v v v
3 3
3
10 565 . 0 m v


cut off ratio
6 . 1
10 353 . 0
10 565 . 0
3
3
2
3

v
v

( )
( )
( )
( )
% 5 . 57
% 5 . 57 5753 . 0 4246 . 0 1
4246 . 0 1
1 6 . 1 4 . 1
1 6 . 1
11
1
1
1
1 1
1
4 . 1
1 4 . 1 1

,
_

,
_

diesel
diesel
diesel
r

3. The compression ratio of an ideal air standard efficiency of a diesel cycle is 15. The
heat transfer is 1465 KJ/kg. Find the pressure and temperature at the end each
process and determine the cycle efficiency. What is the mean effective pressure of the
cycle if the inlet conditions are 300K and 1 bar?
Given:
TE / UNIT - I
Page 22 of 44

Compression ratio r =
15
2
1

v
v
Heat supplied (2-3) Q
s
= 1465 KJ
T
1
= 300K; P
1
= 1 bar
Adiabatic compression (1-2)
( ) ( ) ( ) bar P r P r
v
v
P
P
3 . 44 1 15
4 . 1
1 2
2
1
1
2

,
_

P
2
= 44.3 bar P
2
=P
3
=44.3bar
( ) ( ) ( ) K T T r
v
v
T
T
2 . 886 300 15 15
1 4 . 1
1
1 4 . 1
2
1
1
2
1
1
2

,
_

T
2
=886.2K
Constant pressure heat addition (2-3):
( )
( ) K T T
T T mC Q
p s
2 . 2351 886
005 . 1
1465
886 005 . 1 1 1465
3 3
2 3
+

T
3
=2351.2K
3
2
2
3
3
2
3
2
3
1523 . 0 0574 . 0
886
3 . 2351
m v
T
T
v
T
T
v
v

v
3
= 0.1574 m
3
At adiabatic expansion 3-4:
3
2 2
2
1
3
1
5
1
1
1 1 1 1
0574 . 0
15
861 . 0
15
861 . 0
10 . 1
300 287 1
m v v
v
v
r
m v
p
mRT
v mRT v p

K T T
v
v
T
T
7 . 1175 2351
861 . 0
1523 . 0
861 . 0
1523 . 0
861 . 0
1523 . 0
1 4 . 1
3
1 4 . 1
2
1 4 . 1
1
4
3
3
4

,
_

,
_

,
_

,
_

T
2
= 1175.7K
Constant volume heat rejection (4-1)
bar p
T
T
p v
T
T
p
p
92 . 3 1
300
7 . 1175
4
1
4
4 3
1
4
1
4

P
4
= 3.92 bar
TE / UNIT - I
Page 23 of 44

Heat rejected
( ) ( ) KJ T T mC Q
v R
4 . 623 300 1175 005 . 1 1
1 4

Air standard efficiency
diesel

=
S
R S
Q
Q Q
plied heat
ed heatreject plied heat

sup
sup
=
5745 . 0
1465
4 . 623 1465

diesel

= 57.45%
Mean effective pressure:
2
2 1
/ 3 . 1047
0574 . 0 861 . 0
4 . 623 1465
m N
v v
Q Q
me strokevolu
workdone
p
R S
m

P
m
=10.47 bar
4. An engine with 200 mm cylinder diameter and 300 mm stroke works on theoretical
diesel cycle. The initial pressure and temperature of air used 1 bar and 27
o
C the cut
off is 8% of stroke determine
a) pressure and temperature at all salient points
b) theoretical air standard efficiency
c) mean effective pressure
d) Power of the engine if the working cycles per minute are 380 assume compression r
= 15.
Given:
D = 200 mm = 0.2m
L = 300 mm = 0.3 m
v
c
= 8% of v
s
= 0.08 v
s
Compression ratio r =
15
2
1

v
v

T
1
= 300K; P
1
= 1 bar
Swept volume
3
2 2
00942 . 0 3 . 0
4
2 . 0 14 . 3
4
m L
D
v
s

3
3
3
2 3
001426 . 0
001426 . 0 00942 . 0 08 . 0 0067 . 0 08 . 0
m v
m v v v
s

+ +
Compression ratio r: =
c
c
c
c s
c
c s
v
v
v
v v
v
v v +

+

+ 00942 . 0
15 15

TE / UNIT - I
Page 24 of 44

3
1 2 1
2
1 3
2
0101 . 0 15 15 0067 . 0
00942 . 0 15
m v v v
v
v
r m v v
v v
c
c c


Adiabatic compression (1-2)
( ) ( ) ( ) bar P r P r
v
v
P
P
3 . 44 1 15
4 . 1
1 2
2
1
1
2

,
_

P
2
= 44.3 bar P
2
=P
3
=44.3bar
( ) ( ) ( ) K T T r
v
v
T
T
2 . 886 300 15 15
1 4 . 1
1
1 4 . 1
2
1
1
2
1
1
2

,
_

T
2
=886.2K
Constant pressure heat addition (2-3):
K T
v
v
T
T
T
v
v
1878 886
00067 . 0
001426 . 0
2
2
3
3
2
3
2
3

T
3
= 1878K
At adiabatic expansion 3-4:
K T T
v
v
T
T
858 300
861 . 0
1523 . 0
861 . 0
1523 . 0
0101 . 0
001426 . 0
1 4 . 1
3
1 4 . 1
2
1 4 . 1
1
4
3
3
4

,
_

,
_

,
_

,
_

T
2
=858K
3 . 44
0101 . 0
001426 . 0
0101 . 0
001426 . 0
0101 . 0
001426 . 0
4 . 1
4 3 4
3
4

,
_

,
_

,
_

p p p
p
p

P
3
= 2.85 bar
We know cut off ratio
12 . 2
00067 . 0
001426 . 0
2
3

v
v

=2.12
Air standard efficiency
diesel

:
( )
( )
( )
( )
598 . 0
1 12 . 2 4 . 1
1 12 . 2
15
1
1
1
1 1
1
4 . 1
1 4 . 1 1

,
_

,
_

r
diesel
% 8 . 59
diesel

Mean effective pressure:

( ) ( )
00942 . 0
1 4 2 3
T T mC T T mC
v
Q Q
me strokevolu
workdone
p
v p
s
R S
m

=
( ) ( )
2
/ 741
00942 . 0
300 858 717 . 0 117 . 0 886 1878 005 . 1 117 . 0
m N

P
m
= 7.41 bar
TE / UNIT - I
Page 25 of 44

Power of the engine:

cycle KJper v P workdone
me strokevolu
workdone
p
s m
m
99 . 6 00942 . 0 10 41 . 7
5

power = work done / cycle x no of cycles per second

= 6.99 x 380/60 = 44.27 KW so power = 44.27 KW
6. DUAL CYCLE (SEMI DIESEL CYCLE)
1. An oil engine working on the dual combustion cycle has a compression ratio 10 and
cut off takes place at 1/10 of the stroke. If the pressure at the beginning of
compression is 1 bar and max. pressure 40 bar, determine air standard efficiency of
the cycle. Take = 1.4.
Given:
r = 10 =
2
1
v
v
;
Cut off =
10
1
of stroke;
P
1
= 1 bar, P
4
= 40 bar,
P
3
= 40 bar.
Pressure ratio =
2
3
P
P
;
Adiabatic compression 1-2
1
2
P
P
=

1
]
1

2
1
v
v
= ( )

P
2
= ( )

r P
1
= ( )
4 . 1
10 X 1

P
2
= 25.1 bar.
=
2
3
P
P
=
1 . 25
40
= 1.59

= 1.59.
Cut off ratio

=
3
4
v
v

v
4
= v
2
+
10
1
of v
s

= v
2
+
10
1
(v
1
-v
2
)
Dividing by v
2
on both sides
+
1
]
1

1
2
4
v
v
10
1

1
]
1

1
2
1
v
v

= 1 +
10
1
(10-1)

= 1.9.
Air standard efficiency of dual cycle.
( )
[ ]
( ) ( ) [ ]
1
]
1

1 1
1 1
1
1

r
= 1-
( )
( )
( ) ( ) [ ]
1
]
1

1 9 . 1 59 . 1 4 . 1 1 59 . 1
1 9 . 1 59 . 1
10
1
4 . 1
1 4 . 1
=
1
]
1

2 59 . 0
1 9 . 3
1
= 1-0.446 = 0.554.
TE / UNIT - I
Page 26 of 44

4 . 55
%
2. The swept volume of a diesel cycle engine working on dual cycle is 0.0053m
3
and clearance
volume is 0.00035 m
3
. The max. Pressure is 65 bar, Fuel injection ends at 5% of stroke. The
temperature and pressure at the shaft of the compression are 80C and 0.4 bar. Determine
the air standard efficiency of the cycle. Take = 1.4.
Given:
Swept volume v
s
= 0.0053 m
3

;
Clearance volume v
c
= v
3
= v
2
= 0.0035 m
3

;
Max. pressure P
3
= P
4
= 65 bar
Initial temp T
1
= 80+273 = 353 K
P
1
= 0.9 bar Find

dual

?
Compression ratio (r) =
c
c s
v
v v +
=
00035 . 0
00035 . 0 0053 . 0 +
= 16.4
Cut off ratio =
2
4
v
v

=
( )
2
2
100
5
v
v v
s
+
=
00035 . 0
) 0053 . 0 ( 05 . 0 00035 . 0 +
. 7757 . 1
Pressure ratio
2
3
p
p

( ) ( ) ( ) . 9 . 0 4 . 16
4 . 1
1
4 . 1
2
4 . 1
2
1
1
2

,
_

p p
v
v
p
p

22 . 44
2
p
bar.
3.The compression ratio for single cylinder engine operating on dual cycle is 9. The max.
pressure in the cylinder is limited to 60 bar. The pressure and temperature of the air at
the beginning of the cycle are 1 bar and 30C and heat added at constant pressure process
upto 4% of the stroke. D=250 mm, L=300mm.
i. Determine the air standard efficiency
ii. The power developed if the number of working cycles are 3 per
second.
Given:
D = 250mm = 0.25m
r=9
TE / UNIT - I
Page 27 of 44

L=300mm=0.3m
Initial pressure
1
1
p
bar.
Initial temperature T1 = 30+273 = 303 K;
Max. pressure

4 3
p p
60 bar.
No. of working cycles = 3/s.
(i). Air standard efficiency.
Swept volume
3 2 2
0147 . 0 3 . 0 25 . 0
4 4
m L D v
s


Compression ratio (r)
r =
c
c s
v
v v +
c
c
v
v +

0147 . 0
9
3
0018 . 0
8
0147 . 0
m v
c

3
0018 . 0 m v
c

3
1
0165 . 0 0018 . 0 0147 . 0 m v v v
c s
+ +
For adiabatic process 1-2
( ) ( ) 67 . 21 1 9
4 . 1
1 2
2
1
1
2

,
_

p r p
v
v
p
p

bar.
67 . 21
2
p
bar.
( ) ( ) ( )

,
_

303 9
4 . 0
1
1
2
1
1
2
1
1
T r T r
v
v
T
T

729.6 K
Constant Volume process 2-3
. 2020
67 . 21
60
6 . 729
2
2
3
3
2
3
2
3
K T
p
p
T
T
T
p
p

T
2
= 2020 K
Also,
8 04 . 0 1 04 . 0
1 9
1
04 . 0
100
4
1
1

r
32 . 1 1 ) 8 04 . 0 ( +
32 . 1
For constant pressure process 3-4
K T T
T
T
v
v
4 . 2666 2020 32 . 1
3 4
3
4
3
4

K T 4 . 2666
4

For adiabatic expansion process 4-5
4
1
5
1
5
2
2
4
1
5
4
4
5
T
r
T
v
v
v
v
v
v
T
T

,
_

,
_

,
_

K T 1237 4 . 2666
9
32 . 1
4 . 0
5

,
_

K T 1237
5

TE / UNIT - I
Page 28 of 44

08 . 4 60
9
32 . 1
4 . 0
4 5
5
4
4
5

,
_

,
_

,
_

p
r
p
v
v
p
p

bar.
08 . 4
5
p
bar.
Total heat supplied = Q
s
at constant volume + Q
s
at constant pressure
= m C
v
(T
3
-T
2
) + m C
p
(T
4
-T
3
)
= +1 X1.005(2666-2020)
Q
s
= 1562.58 kJ/kg.
Heat rejected Q
r
= m C
v
(T
5
-T
1
)
=1 X 0.717 (1237-303)
= 663.14 kJ/kg.
5756 . 0
58 . 1562
14 . 663 85 . 1562

s
r s
Q
Q Q

efficiency
56 . 57
%
Power developed by the engine
Mass of air m =
. 0189 . 0
303 287
0165 . 0 10 1
5
1
1 1
kg
RT
v p

Work done =
( ) kJ Q Q m
r s
999 . 16 ) 14 . 663 1562 ( 0189 . 0
Work done = 16.999 kJ.
Power = Work done per cycle X No. of cycles per second.
= 16.999 X 3 = 50.99 kW. Power = 50.999 kW
RESULT:
Efficiency of the dual cycle = 57.56%
Work done = 16.999 kW.
Power developed P = 50.99 kW.
7. Explain working principle of four stroke S.I. engine with the help of neat sketches.
(Or)
Explain working principle of four stroke petrol engine with the help of neat sketches.
In four stroke petrol engine, the cycle of operation is completed in four strokes of piston or
two revolution of crank. The four strokes are
i. Suction stroke
ii. Compression stroke
iii. Power stroke
iv. Exhaust stroke.
The air fuel is ignited by means of an electric spark at the end of compression stroke and
hence petrol engines are known as spark ignition engines.
Working principle:
Suction stroke
During suction stroke, the inlet valve remains open and the exhaust valve is closed and the
piston moves from the top dead centre (TDC) to bottom dead centre (BDC). The fresh charge of
fuel air mixture is sucked into the cylinder until the piston reaches the BDC. At this position the
inlet valve is closed. Here the crank rotates through an angle of 180.
TE / UNIT - I
Page 29 of 44

Compression stroke
During compression stroke, both the inlet and exhaust valves remain closed and the piston
moves from the BDC to TDC. When the piston moves upwards the charge drawn in the enclosed
cylinder gets compressed. The pressure and temperature of the charge increase. When the piston
reaches the TDC, the spark plug gives a spark by means of which the charge is ignited and hence
combustion takes place. Due to combustion the pressure and temperature of gases inside the
cylinder increased. Here the crank rotates through an angle of 180. This completes one
revolution of crank shaft.
Power stroke
During the power stroke, both the inlet and exhaust valves remain closed. Due to the
increase in pressure and temperature a great force is exerted by the gases which push the piston
downwards. This expansion continues till the piston reaches BDC. This is also known as
expansion stroke. At this position the exhaust valve is opened. Here the crank rotates through an
angle of 180.
Exhaust stroke
As soon as the exhaust valve is opened the pressure falls to atmospheric pressure. This
makes the piston to move from BDC to TDC by pushing all the combustion products through
exhaust valve. Here the crank rotates through an angle of 180 and this completes second
revolution of crank shaft and constitutes one cycle of operation. As soon as the piston reaches, the
inlet valve opens and cycle gets repeated.
8. Explain working principle of four stroke C.I. engine with the help of neat sketches.
(Or)
Explain working principle of four stroke diesel engine with the help of neat sketches.
In four stroke diesel engine, the cycle of operation is completed in four strokes of piston or
two revolution of crank. The four strokes are
i. Suction stroke
ii. Compression stroke
TE / UNIT - I
Page 30 of 44

iii. Power stroke
iv. Exhaust stroke.
In C.E. engine the combustion takes place due to high pressure and temperature generated
during compression stroke. So, spark plug is absent, instead fuel injectors are used.
Working principle:
Suction stroke
During suction stroke, the inlet valve remains open and the exhaust valve is closed and the
piston moves from the top dead centre (TDC) to bottom dead centre (BDC). The fresh air at
atmospheric pressure is sucked into the cylinder until the piston reaches the BDC. At this position
the inlet valve is closed. Here the crank rotates through an angle of 180.
TE / UNIT - I
Page 31 of 44

Compression stroke
During compression stroke, both the inlet and exhaust valves remain closed and the piston
moves from the BDC to TDC. When the piston moves upwards the air drawn in the enclosed
cylinder gets compressed. The pressure and temperature of the air increase. Since the compression
ratio is high in this air, the air is compressed to very high pressure and temperature. Fuel is
injected as fine spray into the cylinder and combustion starts instantaneously. Due to combustion
the pressure and temperature of gases inside the cylinder increased. Here the crank rotates through
an angle of 180. This completes one revolution of crank shaft.
Power stroke
During the power stroke, both the inlet and exhaust valves remain closed. Due to the
increase in pressure and temperature a great force is exerted by the gases which push the piston
downwards. This expansion continues till the piston reaches BDC. This is also known as
expansion stroke. At this position the exhaust valve is opened. Here the crank rotates through an
angle of 180.
Exhaust stroke
As soon as the exhaust valve is opened the pressure falls to atmospheric pressure. This
makes the piston to move from BDC to TDC by pushing all the combustion products through
exhaust valve. Here the crank rotates through an angle of 180 and this completes second
revolution of crank shaft and constitutes one cycle of operation. As soon as the piston reaches, the
inlet valve opens and cycle gets repeated.
9. Explain working principle of two stroke S.I. engine with the help of neat sketches.
(Or)
Explain working principle of two stroke petrol engine with the help of neat sketches
TE / UNIT - I
Page 32 of 44

In two stroke petrol engine, the cycle of operation is completed in two strokes of piston or one
revolution of crank. The two strokes are
i. Compression stroke
ii. Power stroke
Two stroke petrol engine uses petrol air mixture as a fuel charge and spark plug to ignite
the compressed charge. Fig shows the operation cycle of a two stroke petrol engine using
deflection shape piston.
i) Compression stroke
Figure shows the position at the end of the compression stroke. the ignition starts before TDC and
continues after TDC through some crank rotation. The high pressure gases push the piston
downwards with great force and this movement produces the power stroke. This process
continues until piston reaches BDC position. While moving the piston from TDC to BDC, the
piston first uncovers the exhaust port and burnt gases expanded in the cylinder escapes out
through it. A little later, the piston uncovers the transfer port, and the cylinder is directly
connected with the crank case in that position. So, the partially compressed charge (air fuel) is
transferred from crank case to the engine cylinder through transfer port, so, the charge entering
into the cylinder pushes out the remaining burnt gases through exhaust port and thus complete
scavenging is achieved. At the same time, the charge inside the crank case gets compressed by the
down side of the piston and continues till the piston reaches the BDC position. So, during
downward stroke.
Power is developed during expansion stroke.
Exhaust gases are pushed out completely by scavenging.
The charge inside the crank case is compressed to a pressure of about 1.4 bar.
The charge is transferred from the crank case to the engine cylinder through transfer
port.
ii) Expansion stroke (Upward stroke of the piston)
As soon as the piston reaches the BDC position, the piston moves upward and hence it
first covers the transfer port, so, the flow of charge from the crank case to the engine cylinder is
stopped. A little later, the piston covers the exhaust port and thus the two ports are in closed
position. Now the charge inside the cylinder is compressed by the upside piston and is continued
until the piston reaches the TDC position. At the same time, the pressure inside the crank case
becomes low and thus creating the partial vacuum inside it. Due to this action, the charge is drawn
inside the crankcase through inlet port as it is uncovered by the piston. Shortly before the piston
reaches the TDC position, a spark is produced by spark plug by which the compressed charge is
ignited, at the end of compression stroke the pressure and temperature of the gases are very high.
The ignition continues through same degree of crank rotation after TDC position and thus the
cycle gets repeated. So, the cycle of the engine is completed within two strokes of the piston and
makes the crank to turn one revolution.
So, during upward stroke.
Partial scavenging takes place
The fresh charge is drawn into the crank case through inlet port
TE / UNIT - I
Page 33 of 44

The compression of the charge by upside of the piston while it moves from BDC to TDC
position.
Ignition starts at a little before the piston reaches TDC position.

10. Explain working principle of two stroke C.I. engine with the help of neat sketches.
(Or)
Explain working principle of two stroke diesel engine with the help of neat sketches
Compression stroke
Figure shows the position at the end of the compression stroke. The ignition starts before TDC
and continues after TDC through some crank rotation. The high pressure burnt gases pushes the
piston downwards with a great force. and this movement produces the power stroke. This process
continues until piston reaches BDC position. While moving the piston from TDC to BDC, the
piston first uncovers the exhaust port and burnt gases expanded in the cylinder escapes out
through it. A little later, the piston uncovers the transfer port, and the crank case is directly
connected with the cylinder. So, the partially compressed air is drawn into the engine cylinder
from the crank case through transfer port. so, the air entering into the cylinder pushes out the
remaining burnt gases through exhaust port and thus complete scavenging is achieved. At the
same time, the air inside the crank case gets compressed by the down side of the piston and
continues till the piston reaches the BDC position.
So, during downward stroke.
Power is developed during expansion stroke.
Exhaust gases are forced out for complete scavenging.
The charge inside the crank case is compressed to a pressure of about 1.4 bar.
The charge is transferred from the crank case to the engine cylinder through
transfer port.
ii) Expansion stroke (Upward stroke of the piston)
TE / UNIT - I
Page 34 of 44

As soon as the piston reaches the BDC position, the piston moves upward and hence it
first covers the transfer port. So, the flow of charge from the crank case to the engine cylinder is
stopped. A little later, the piston covers the exhaust port and thus the two ports are in closed
position. Now the air inside the cylinder is compressed by the upside piston and is continued until
the piston reaches the TDC position. At the same time, the pressure inside the crank case becomes
low and thus creating the partial vacuum inside it. Due to this action, the air is drawn inside the
crankcase through inlet port as it is uncovered by the piston. Shortly before the piston reaches the
TDC position, the fuel oil is injected into the engine cylinder in the form of very fine spray
through the fuel nozzle known as fuel injector valve. The pressure and temperature of the air at
the end of compression is very high and is enough for better combustion when the fuel oil(diesel)
comes into contact with these gases. So, when the fuel is injected into the engine cylinder,
immediately it starts burn and continuous through some crank rotation after TDC position. thus
the cycle gets repeated and the cycle of operation is completed witin two strokes of the piston.
This makes the crank to turn one revolution.
So, during upward stroke.
Partial scavenging takes place
The fresh air is drawn into the crank case through inlet port
The compression of the air by upside of the piston while it moves from BDC to TDC
position.
Fuel injection starts at a little before the piston reaches TDC position
11. Distinguish Between 2 Stroke and 4 Stroke Engines
Four Stroke Cylinder Engine Two Stroke Cylinder Engine
1. For every two revolution of the crank
shaft, there is one power stroke.
2. Because of the above, turning moment is
not so uniform and hence heavier flywheel is
needed.
3. For the same power more space is
required.
4. Because of one power stroke in two
revolutions, lesser cooling and lubrication
requires. Lower rate of wear and tear.
5. Valves are required inlet and exhaust
valves.
6. Because of heavy weight, complicated
valve mechanism and water cooled, making it
complicated design and difficult to maintain.
7. The air-fuel mixture is completely utilized
thus efficiency is higher.
8. Volumetric efficiency is high due to more
time for induction.
9. Lower fuel consumption per horse power.
10. Used in heavy vehicles, e.g. Buses,
1. For every one revolution of the crank shaft,
there is one power stroke.
2. Because of the above, turning moment is
more uniform and hence a lighter flywheel is
used.
3. For the same power less space is required.
4. Because of one power stroke for every
revolution, greater cooling and lubrication
requirements. Higher rate of wear and tear.
5. Ports are made in the cylinder walls inlet,
exhaust, and transfer port.
6. Simple in design, light weight and air
cooled and easy to maintain.
7. As inlet and exhaust port open
simultaneously, some times fresh charges
may escape with exhaust gases. The exhaust
gases are not always completely removed.
This cause lower efficiency.
8. Volumetric efficiency is low due to lesser
time for induction.
9. The fuel consumption per horse power is
more because of fuel dilution by the exhaust
gas.
10. Used in light vehicles, e.g. Motor cycle,
TE / UNIT - I
Page 35 of 44

lorries, trucks etc.
11. The engine cost is more.
12. The exhaust is less noisy.
scooter, etc.
11. The engine cost is less.
12. The exhaust is noisy due to short time
available for exhaust.
12. Distinguish Between S.I. Engines and C.I. Engines Engines
S.I. Engines C.I. Engines
1. The fuel used is gasoline (Petrol).
2. Air + Fuel mixture is taken during suction.
3. For mixing air and fuel a separate device
called carburettor is required.
4. Since homogeneous mixture is produced in
carburettor, no need of injector.
5. Pressure at the end of compression is about
10 bar.
6. A spark plug is used to ignite the air fuel
mixture.
7. Self ignition temperature of fuel is not
attained. In other words, the fuel is not self
ignited.
8. S.I. Engines works on otto cycle (i.e)
combustion takes place at constant volume.
9. Compression ratio is around 6 to 10.
10. Cold starting of engine is easy.
11. These are very lighter.
12. Cost is comparatively low.
13. Running cost is high.
14. Less maintenance.
15.
thernal
is about 25%.
16. Over heating trouble is more.
17. Spark plug needs frequent maintenance.
18. These are high speed engines.
19. Noiseless operation due to less
compression ratio.
20. Engine weight / kW is less.
21. Vibration is less.
22. Generally employed for light duty
vehicles e.g. two wheeler, otto etc.
1. Fuel used is Diesel.
2. Only air taken during suction.
3. No need of carburetor.
4. For atomizing and spraying the fuel inside
the cylinder, fuel injector is necessary.
5. Pressure at the end of compression is about
35 bar.
6. Spark plug is not necessary.
7. The fuel get ignited due to the high
temperature of compressed air.
8. C.I. Engines works on diesel cycle (i.e)
combustion takes place at constant pressure.
9. Compression ratio is around 15 to 25.
10. Cold starting of engine is diffucult.
11. Heavier engine.
12. Cost is high.
13. Running cost is not high.
14. High maintenance is needed.
15.
thernal
is about 35 to 45%.
16. Over heating trouble is less.
17. Fuel injector needs less maintenance.
18. These are low speed engines.
19. Very noisy operation due to high
compression ratio.
20. Engine weight / kW is more.
21. More vibration is there.
22. Generally employed for heavy duty
vehicles e.g. truks, buses, etc.
13. Explain Brayton Cycle with Regeneration
The temperature of the exhaust gases of the turbine is higher than the temperature of the
air after compression. If the heat energy is used to heat the air after compression in the heat
exchanger called regeneration. It will reduce the energy requirement from the fuel thereby
TE / UNIT - I
Page 36 of 44

increasing the efficiency of the cycle. Fig (a) shows the single stage regenerative gas turbine cycle
and fig (b) is the corresponding cycle represented on T-s diagram.
Fig (a). Bryton cycle with regenerator
Air is drawn from the atmosphere into the compressor and is compressed isentropically to
state 2. It is then heated at constant pressure in the regenerator to state 3 by the exhaust gases from
the turbine. Since the temperature of air is increased before its reaches the combustion chamber,
less amount of fuel will be required to attain designed turbine inlet temperature of the products of
combustion.
After combustion at constant pressure in the combustion chamber, the gas enters the
turbine at stage 4 and expands to 5. It then enters the regenerator as stated earlier, where it gives
up a portion of its heat energy to the compressed air from the compressor and leaves the
regenerator at state 6.
In ideal regenerative cycle, the temperature of the air leaving the regenerator to
combustion chamber is equal to the temperature of exhaust gases leaving the turbine. i.e.,
T3=T5.
But in actual cycle, the temperature of the air leaving the generator is less than T5. i.e.,
T3<T5
The effectiveness of the regenerator is given by the ratio of the actual temperature rise to
the maximum possible rise.
TE / UNIT - I
Page 37 of 44

Effectiveness,
2 5
2 3
6 5
2 3
T T
T T
T T
T T

The regenerative cycle, for unit mass flow rate

Heat supplied, Qs=Cp (T4-T3)
(For process 2-3 heat supplied by regenerator)
Heat rejected,
) (
1 6
T T C Q
p R

(For process 5-6 heat is rejected by regenerator)
Turbine work,
) (
5 4
T T C W
P T

Compressor work,
) (
1 2
T T C W
P C

Efficiency,
S
R
Q
Q
1
Efficiency for regenerative Brayton cycle,

1
4
1
) ( 1


P
R
T
T
From the above formula, it is obvious that the efficiency of the regenerative Brayton cycle
depends not only on the pressure ratio but also on the ratio of the two extreme temperatures.
14. Explain Brayton Cycle with Inter Cooling
The thermal efficiency of the Brayton cycle may further be increased by providing
multistage compression with intercooler between the compressors and multistage expansion with
reheater between the turbines. The work required during multistage compression with intercoolers
is less than the single stage compression. Similarly, the work output from the turbine is increased
by multistage expansion with reheating. As a result, the net work output from the plant increases.
Fig (a) shows an ideal gas plant operated by Brayton cycle with two-stage compression.
Fig (b). Shows the
V p
and s T diagram of the multistage compression Brayton
cycle with intercooler.
Initially the air is compressed in the Low Pressure (L.P.Compressor) and it is passed to an
intercooler, which reduces the temperature of the air to its original temperature at constant
pressure. After that, the compressed air is again compressed in the High-Pressure Compressor
(H.P.Compressor). Then the compressed air is passed through the heating chamber were heat is
TE / UNIT - I
Page 38 of 44

added to the air. Now, the air is expanded through the turbine. Finally the air is cooled in the
cooling chamber to its original temperature.
In fig (b). The ideal cycle without inter cooling is represented by 1-2-5-6-1 and the cycle
with intercooler is represented by 1-2-3-4-5-6-1. The area under the
V p
diagram is increased
by the amount 2-3-4-2-2; therefore the net work output is increased.
The work done by turbine per kg of air,
) (
6 5
T T C W
p T

Work required by the compressor per kg of air
) (
1 2
T T C W
p C

+
) (
3 4
T T C
p

Note:
For perfect cooling
3 1
T T
and
4 2
T T
The intermediate pressure for perfect cooling is
6 5 4 1 2 3
p p p p p p
15. Explain Brayton Cycle with Reheater
TE / UNIT - I
Page 39 of 44

As stated earlier, the work output can be increased by multistage expansion with reheating
between stages. Fig (a) shows the ideal Brayton cycle with reheating and fig (b) shows the
V p
and s T diagrams for the same.
The air is first compressed in the compressor, passed into the heating chamber, and then to
the first turbine. The air is once again passed into the heating chamber called reheater and then to
the second turbine. The area under the
V p
diagram is increased by the amount 4-4-5-6-4.
Therefore the network is increased. In Fig (b), the ideal cycle without reheater is shown the
process 1-2-3-4-1, and the cycle with reheater is shown by 1-2-3-4-5-6-1.
Fig
Work done required by the compressor per kg of air
) (
1 2
T T C
p c
W
Work done by two turbines per kg of air
) ( ) (
6 5 4 3
T T C T T C W
p p T
+
Network,
C T
W W W
Note:
For obtaining maximum work
6
5
4
3
p
p
p
p

2 1 6 3 5 4
p p p p p p
{
3 2
6 1
p p
p p

and}
16. Derive the Expression of Optimum Pressure Ratio For Maximum Net Work Output In
An Ideal Brayton Cycle. What Is The Corresponding Cycle Efficiency?
TE / UNIT - I
Page 40 of 44

Braton cycle is a constant pressure cycle for a perfect gas. It is also called Jule cycle. The hea
tanfers are achieved in reversible constant pressure heat exchangers. An ideal gas turbine plant
would perform the processes that make up a brayton cycle. The cycle is shown in the figure and it
is represented on p-v and T-s diagrams as shown in figure.
The various operations are as follows:
Operation 1-2. the air is compressed isentropically from the lower pressure p
1
to the upper
pressure p
2
, the temperature rising from T
1
to T
2
. No heat flow occurs. Operation 2-3. heat flows
into the system increasing the volume from V
2
to V
3
and temperature from T
2
to T
3
whilst the
pressure remains constant at p
2
.
heat received = mc
p
(T
3
-T
2
)
Operation 3-4. The air is expanded isentropically from p
2
to p
1
, the temperature falling from T
3
to
T
4
. no heat flow occurs.
Operation 4-1. Heat is rejected from the system as the volume decreases from V
4
to V
1
and the
temperature from T
4
to T
1
whilst the pressure remains constant at p
1
.
heat rejected = mc
p
(T
4
-T
1
)
heat received/cycle- heat rejected/cycle
heat

air-standard
=
received heat
workdone
=
cycle received heat
cycle rejecte Heat cycle received heat
/
/ /
=
2 3
1 4
2 3
1 4 2 3
1
) (
) ( ) (
T T
T T
T T mc
T T mc T T mc
p
p p

now from iisentropic expansin,

1
1
2
1
2

,
_

p
p
T
T
( )
1
1 2

p
r T T
where p
r
= pressure ratio
similarly

1
1
2
4
3

,
_

p
p
T
T
or
( )
1
4 3

p
r T T

air-standard
= 1-
( ) ( ) ( )

1 1
1
1
4
1 4
1
1
) (

p p p
r r T r T
T T
TE / UNIT - I
Page 41 of 44

pressure ration for maximum work:
now we shall prove that the pressure ration for maximum work is a function of the limiting
temperature ratio.
Work output during the cycle
=
cycle rejecte Heat cycle received heat / /
=
) ( ) (
1 4 2 3
T T mc T T mc
p p

=
) ( ) (
1 2 4 3
T T mc T T mc
p p

=

,
_

,
_

1
2
1
3
4
3
1
T
T
T
T
T
T mc
p
in case of a given turbine the minimum temperature T
1
being the temperature of the atmosphere
and T
3
the maximum temperature which the metals of turbine would withstand. Consider the
specific heat at constant pressure c
p
to be constant. Then
( )
1
2
1
4
3
T
T
r
T
T
p

using constant z =

1
we have, work output/cycle
W= K
( )
1
1
]
1

,
_

1
1
1
1 3
z
p
z
p
r T
r
T
( ) 0 1
1
1
1 3

1
1
]
1

,
_

z
p
z
p p
r T
r
T K
dr
dW
( )

+
) 1 (
1
1
3
z
p
z
p
r z T
r
zT
1
3 2
T
T
r
z
p

,
_

z
p
T
T
r
2
1
1
3
) 1 ( 2
1
3

,
_

T
T
r
p
17. Problem on brayton cycle
Air enters to the compressor of a gas turbine plant operating on brayton cycle at 101.325
Kpa, 27C.the pressure ratio in this cycle is 6.calculate the maximum temperature in the
cycle and the cycle efficiency. Assume W
T
= 2.5 W
c
where W
T
& W
c
are the turbine and
compressor work respectively. Take = 1.4.
Solution:
TE / UNIT - I
Page 42 of 44

Pressure of intake air P
1
= 101.325 kPa
Temperature of intake air T
1
= 27+273 = 300K
Pressure ratio r
P
= 6
(i). Maximum temperature in the cycle, T
3
:
( ) ( ) 668 . 1 6 4 . 1
1 4 . 1 1
1
1
2
1
2

,
_

p
r
p
p
T
T
T
2
= 1.668 T
1
= 1.668 X 300 = 500.4 K

( ) ( ) 668 . 1 6 4 . 1
1 4 . 1 1
4
3

p
r
T
T
668 . 1
3
4
T
T
W
T
= 2.5 W
c
mC
p
(T
3
-T
4
) = 2.5 mC
p
(T
2
-T
1
)
K T
T
T 1251 501 ) 300 4 . 500 ( 5 . 2
668 . 1
3
3
3

Cycle efficiency:
K
T
T 750
668 . 1
1251
668 . 1
3
4

) (
) ( ) (
2 3
1 2 4 3
T T mC
T T mC T T mC
added heat
work net
p
p p
cycle

4 . 0
) 4 . 500 1251 (
) 300 4 . 500 ( ) 750 1251 (

or 40%
PART-B
1. Derive an expression for the air standard efficiency of Otto cycle in terms of
compression ratio. Show the variation of air standard efficiency with compression
ratio.
TE / UNIT - I
Page 43 of 44

2. Derive an expression for the air standard efficiency of the diesel cycle in terms of
the compression ratio and cut- off ratio.
3. Derive an expression for the air standard efficiency of the dual combustion cycle in
terms of the compression ratio, explosion ratio and cut off ratio.
4. Derive an expression for the air standard efficiency, work ratio and optimum
pressure ratio for maximum work of the Brayton cycle.
5. Derive an expression for the mean effective pressure of the otto cycle in terms of
the compression ratio and pressure ratio.
6. Derive an expression for the mean effective pressure of the diesel cycle in terms of
the compression ratio and cut off ratio.
7. Derive an expression for the mean effective pressure of the dual cycle in terms of
the compression ratio, pressure ratio and cut off ratio.
8. Explain haw the actual indicator diagram deviate from the ideal indicator diagram
for a four stroke diesel engine.
9. Explain how the actual indicator diagram deviates from the ideal indicator diagram
for a four stroke petrol engine.
Problems:
1. The diameter and stroke of the cylinder of an engine working on ideal Otto cycle
are 180mm and 320 mm respectively the clearance volume is 0.002 m
3
. Calculate the
air standard efficiency of the engine.
2. An ideal Otto cycle operator with a compression ratio of 7. The initial conditions
are 30
o
C and 1.03 bars. The maximum temperature of the cycle as 1147
o
C.
Determine,
(i) Net work per kg of air. (iv) Cycle thermal efficiency.
(ii) Peak pressure in the cycle. (v) Heat rejected per kg of air and
(iii) Mean effective pressure.
3. What is the mean effective pressure in an Otto cycle having a compression ratio of 6,
pressure ratio of 3 and the pressure at the beginning of section is 1.0 bar.
4. The compression ratio in a diesel cycle is 15.
If the air before compression is at 15
o
C and 1atm and 1860 kJ/kg of heat is added to
the gas per cycle. Calculate,
(i) Pressure and temperature at each point of the cycle.
(ii) The heat that must be removed.
(iii) The thermal efficiency of the cycle. (iv) The cut off ratio.
TE / UNIT - I
Page 44 of 44

5. A diesel engine has a bore of 150mm and a stroke of 250mm. Its clearance volume is
400 cm
3
. Fuel injection takes place for duration of 5% of the stroke. Calculate the air
standard efficiency of the cycle.
6. A mixed cycle has a compression ratio of 12 and uses air as the working fluid at the
initial conditions of 1.03 bar and 30
o
C. The maximum pressure of the cycle is 41.4 bar
and the maximum temperature is 1393
o
C. Calculate,
(i) Cycle thermal efficiency. (ii) The mean effective pressure.
7. An engine working on dual cycle has cylinder bore of 20cm, and stroke of 40 cm. The
compression ratio is 14.5 and the pressure ratio of the constant volume process is 1.5.
The constant pressure process is cut off at 4.9% of the stroke. Determine the
temperature at the end of heat addition and at the end of expansion. Also calculate the
air standard efficiency. The suction conditions are 1 atm and 17
o
C.
8. An ideal Brayton cycle operates with air at the initial condition of 15
o
C and 1.03 bar.
The pressure ratio is 7 and the maximum temperature is 816
o
C. The efficiency of
compressor and turbine is 85% respectively. Determine (i) the net work of the cycle
(ii) the work ratio (iii) the thermal efficiency of the cycle (iv) mass flow rate of air for
an output of 3750kw.
TE / UNIT - I