Microsoft Word - Cengel and Boles TOC _2-03-05_.doc

We now define a new quantity, the cutoff ratiorc,as the ratio of the cylin-
der volumes after and before the combustion process:

(9–11)

Utilizing this definition and the isentropic ideal-gas relations for processes
1-2 and 3-4, we see that the thermal efficiency relation reduces to

(9–12)

where ris the compression ratio defined by Eq. 9–9. Looking at Eq. 9–12
carefully, one would notice that under the cold-air-standard assumptions, the
efficiency of a Diesel cycle differs from the efficiency of an Otto cycle by
the quantity in the brackets. This quantity is always greater than 1. Therefore,

(9–13)

when both cycles operate on the same compression ratio. Also, as the cutoff
ratio decreases, the efficiency of the Diesel cycle increases (Fig. 9–22). For the
limiting case of rc
1, the quantity in the brackets becomes unity (can you
prove it?), and the efficiencies of the Otto and Diesel cycles become identical.
Remember, though, that diesel engines operate at much higher compression
ratios and thus are usually more efficient than the spark-ignition (gasoline)
engines. The diesel engines also burn the fuel more completely since they
usually operate at lower revolutions per minute and the air–fuel mass ratio is
much higher than spark-ignition engines. Thermal efficiencies of large diesel
engines range from about 35 to 40 percent.
The higher efficiency and lower fuel costs of diesel engines make them
attractive in applications requiring relatively large amounts of power, such
as in locomotive engines, emergency power generation units, large ships,
and heavy trucks. As an example of how large a diesel engine can be, a 12-
cylinder diesel engine built in 1964 by the Fiat Corporation of Italy had a
normal power output of 25,200 hp (18.8 MW) at 122 rpm, a cylinder bore
of 90 cm, and a stroke of 91 cm.
Approximating the combustion process in internal combustion engines as a
constant-volume or a constant-pressure heat-addition process is overly simplis-
tic and not quite realistic. Probably a better (but slightly more complex)
approach would be to model the combustion process in both gasoline and
diesel engines as a combination of two heat-transfer processes, one at constant
volume and the other at constant pressure. The ideal cycle based on this con-
cept is called the dual cycle,and a P-vdiagram for it is given in Fig. 9–23.
The relative amounts of heat transferred during each process can be adjusted to
approximate the actual cycle more closely. Note that both the Otto and the
Diesel cycles can be obtained as special cases of the dual cycle.

hth,Otto 7 hth,Diesel

hth,Diesel
 1 

1

rk^1

c

rkc 1

k 1 rc 12

d

rc

V 3

V 2

v 3

v 2

Chapter 9 | 501

0.7

η th,Diesel

Compression ratio, r

0.6

0.5

0.4

0.3

0.2

0.1

2 4 6 8 10 12 14 16 18 20 22 24

Typical

compression

ratios for diesel

engines

rc = 1 (Otto)

2

3

4

FIGURE 9–22

Thermal efficiency of the ideal Diesel

cycle as a function of compression and

cutoff ratios (k
1.4).

1

2

3

4

P

Isentropic

Isentropic

X

qin

qout

v

FIGURE 9–23

P-vdiagram of an ideal dual cycle.

EXAMPLE 9–3 The Ideal Diesel Cycle

An ideal Diesel cycle with air as the working fluid has a compression ratio of

18 and a cutoff ratio of 2. At the beginning of the compression process, the

working fluid is at 14.7 psia, 80°F, and 117 in^3. Utilizing the cold-air-

standard assumptions, determine (a) the temperature and pressure of air at

SEE TUTORIAL CH. 9, SEC. 3 ON THE DVD.

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