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ACTUAL CYCLE
The actual cycles for IC engines differ from the fuel-air cycles and air- standard
cycles in many respects.
The actual cycle efficiency is much lower than the air-standard efficiency due to
various losses occurring in the actual engine operation.
The major losses are due to:
Variation of specific heats with temperature
Dissociation of the combustion products
Progressive combustion
Incomplete combustion of fuel
Heat transfer into the walls of the combustion chamber
Blowdown at the end of the exhaust process
Gas exchange process
Introduction
5
Theoretical Cycle
IV
Useful work
modified to account
Actual work loses for Combustion loss,
III Time loss, Heat loss
Less the friction losses Actual Cycle Blowdown loss, etc…
gives
Comparison Of Air-standard And Actual Cycles
6
vii. The substantial exhaust blowdown loss, i.e., loss of work on the
expansion stroke due to early opening of the exhaust valve.
Figure below shows the effect of spark timing on p-v diagram from a typical trial.
With spark at TDC (0o spark advance), the peak pressure is low due to the
expansion of gases.
Time Loss Factor
13
Therefore a moderate or
optimum spark advance (15o-
30o) is the best compromise
resulting in minimum losses on
both the compression and
expansion strokes
Time Loss Factor
15
...
Time Loss Factor
21
ii) Displacement
Products
Blowdown Displacement
Blowdown – At the end of the power stroke when the exhaust valve opens
the cylinder pressure is much higher than the exhaust manifold pressure
which is typically at 1 atm (P4 > Pe), so the cylinder gas flows out through the
exhaust valve and the pressure drops to Pe.
25 Displacement – Remaining gas is pushed out of the cylinder by the piston from
BDC moving to TDC.
Exhaust Gas Blowdown
26
W3−4 − W1−2
imep = IV closes (state1)
EV closes
Vd
IV opens
Throttled: Pi < Pe
EV opens
W5−6−1 = ( Pi − Pe )Vd EV closes
Pumping work
6’ IV closes
IV opens
Supercharged: Pi > Pe
IV opens
6’
1
29
EV closes
Exhaust Gas Blowdown
30
31
Volumetric Efficiency
32