The Miller Cycle

Introduction
The Miller cycle was proposed by Ralph Miller with the main objective of improving
engine efficiency. It is an over-expanded cycle which means a cycle with an
expansion ratio higher than its compression ratio. Recently, the Miller cycle has also
been proposed as a means of reducing harmful NOx emissions while maintaining a
high engine efficiency, by reducing the engine compression ratio and thereby also
peak in-cylinder gas temperatures and pressures. A number of reports have
described the Miller cycle engine
concept
and investigated various aspects of
its
design and operation.

This figure shows the air-standard Otto and Miller cycles, and illustrates the
additional work that can be extracted from the Miller cycle (the shaded part). It
shows that significant increases in engine efficiency can be achieved in overexpanded cycles, especially at low compression ratios.
The Miller cycle also keeps the intake valve open during the beginning of the
piston's upward climb, however it uses a supercharger to force more charge into the
cylinder. When full power is desired, the duration of the intake valve's opening can
be a limiting factor. Holding the valve open for a longer period allows more time to
push more air and fuel into the chamber. But since the combustion chamber volume
is getting smaller while the piston is rising up, a supercharger is required to keep
the air-fuel mixture flowing into the chamber.

Functioning of miller cycle

With the introduction of turbocharging to the 4 stroke diesel engines, the Mean
Effective Pressure and thus the power output of 4 stroke engines rose by 50 - 60%.
However, this was about the limit; If the inlet air pressure was increased further,
then the charge air reached excessive pressures and temperatures on compression
causing burning of the LO film and thermal stressing.
Miller challenged the thinking of the day by closing the inlet valve before the piston
reached bottom dead center. This had the effect of lowering the cylinder pressure as
the piston continued downwards, as well as dropping the temperature of the air
(Boyles and Charles' Law). Although the engine is still doing work as the piston is
descending on the inlet stroke, there is a saving in work during the compression
stroke, and the maximum air temperature and pressure is reduced on compression.
The timing of the inlet valve of Millers engine was governed by a mechanical link
arrangement, and varied automatically with engine load. Miller's engine doubled the
MEP of the engine when compared with a naturally aspirated engine.

A Miller-cycle engine is very similar to an Otto-cycle engine. The Miller-cycle uses

pistons, valves, a spark plug, etc., just like an Otto-cycle engine does but There are
two big differences:
-

A Miller-cycle engine depends on a supercharger.

A Miller-cycle engine leaves the intake valve open during part of the
compression stroke, so that the engine is compressing against the pressure of
the supercharger rather than the pressure of the cylinder walls. The effect
is increased efficiency, at a level of about 15 percent.

Advances in design and materials led to more efficient turbochargers, higher

compression ratios and more efficient cooling of marine diesel engines. However,
with the introduction of MARPOL VI, manufacturers had to look more closely at
lowering NOx and smoke emissions.
One of the methods used is to reintroduce the Miller cycle using variable inlet
closing, so that at full load, the maximum cylinder temperature is reduced. (NOx
formation occurs at temperatures in excess of 1200C). This is combined with
higher compression ratios and slightly later fuel injection timing.
Miller relied on mechanical methods to vary the timing. Modern methods linked to a
computer controlled engine management system use a hydraulic push rod.

References :
http://www.marinediesels.info/2_stroke_engine_parts/Other_info/miller_cycle.htm
http://auto.howstuffworks.com/question132.htm