The effects of the engine design and running parameters on the performance of a Otto–Miller Cycle engine

Energy 103 (2016) 119e126

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The effects of the engine design and running parameters on the performance of a OttoeMiller Cycle engine Erinc Dobrucali* Turkish Naval Academy, Naval Arch. Eng. Depart, Tuzla, Istanbul, Turkey

a r t i c l e i n f o

a b s t r a c t

Article history: Received 8 January 2016 Received in revised form 24 February 2016 Accepted 27 February 2016

In this paper, a thermodynamic analysis for an irreversible OttoeMiller Cycle (OMC) has been presented by taking into consideration heat transfer effects, frictions, time-dependent specific heats, internal irreversibility resulting from compression and expansion processes. In the analyses, the influences of the engine design parameters such as cycle temperature ratio, cycle pressure ratio, friction coefficient, engine speed, mean piston speed, stroke length, inlet temperature, inlet pressure, equivalence ratio, compression ratio, and bore-stroke length ratio on the effective power, effective power density and effective efficiency have been investigated relations with efficiency in dimensionless form. The dimensionless power output and power density and thermal efficiency relations have been computationally obtained versus the engine design parameters. The results demonstrate that the engine design and running parameters have considerable effects on the cycle thermodynamic performance. of a OMC. The results showed that the cycle efficiency increased up to 50%, as cycle temperature ratio increases from 6 to 8, the effective power raised to 11 kW from 5 kW at this range. Other parameters such as engine speed, mean piston speed, cycle pressure ratio affected the performance up to 30%, positively. However, friction coefficient and inlet temperature have negative effect on the performance. As the friction coefficient increases from 12.9 to 16.9, a performance reduction was seen up to 5%. Increase of the inlet temperature abated the performance by 40%. © 2016 Elsevier Ltd. All rights reserved.

Keywords: OttoeMiller cycle Finite-time thermodynamic Engine performance Performance analysis

1. Introduction Gas turbines and ICE (internal combustion engines) are well known indispensable machines in the modern life. But, emissions released from these machines have harmful effects on the human life and environment. For this reason, diesel engines must be designed by taking into account environmental limitation as other engines using global fuel resources. Researches regarding fuel economy and exhaust emissions in internal combustion engines continue to increase as a challenge. Running processes of several types of ICE can be eased as different thermodynamic cycles such as Miller cycle, Dual cycle, Otto cycle and Atkinson cycle. Therefore there have been lots of studies conducted in order to optimize performance of the thermodynamic cycle engines. Zhu et al. [1] investigated the effects of the turbine cross section, turbocharger efficiency, excess air coefficient, load and waste gate on the turbocharged Dual cycle based on a calibrated diesel engine

* Tel.: þ90 216 3952630; fax: þ90 216 3952657. E-mail address: [email protected]. http://dx.doi.org/10.1016/j.energy.2016.02.160 0360-5442/© 2016 Elsevier Ltd. All rights reserved.

model. Ge et al. [2] analyzed the influences of the losses resulting from internal irreversibilities, heat transfer and friction on the performance of the irreversible OC (Otto Cycle) by considering the temperature-dependent specific heat of the working fluid. Chen et al. [3,4] investigated the performance and efficiency characteristics of the reversible Otto cycle [3] and irreversible Otto cycle [4]. Ge et al. [5] performed an ecological optimization for an irreversible Otto cycle. Ge et al. [6] examined the influences of heat transfer and variable specific heats of working fluid on the performance of the reversible Otto cycle [6] and irreversible Otto cycle [7]. Ust et al. [8,9] investigated the heat transfer and combustion effects on the irreversible Otto cycle engine [8] and Dual Cycle engine [9]. Chen et al. [10] also performed an optimization study and performance analysis for the air-standard DC considering the influences of the heat transfer, based on FTT (finite-time thermodynamics). Al-Hinti et al. [11] evaluated net power output and cycle thermal efficiency of air-standard DC (Dual-Cycle) by using realistic parameters such as air-fuel ratio, fuel mass flow rate, intake temperature, etc. Chen et al. [12] performed a thermo dynamical performance analysis of an air-standard DDC (Dual Diesel Cycles) by taking heat-transfer and friction-like loss terms

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Nomenclature Cv Cp d FTT ICE L m _ m N P Pd r R SFC SP Q_

constant volume specific heat (kJ/kg$K) constant pressure specific heat (kJ/kg$K) bore (m) finite-time thermodynamics internal combustion engines stroke length (m) mass (kg) time-dependent mass rate (kg/s) engine speed (rpm) pressure (bar), power (kW) effective Power Density (kW/dm3) compression ratio gas constant (kJ/kg$K) specific fuel consumption mean piston speed (m/s)

T V

temperature (K) volume (m3)

Greek letters cycle temperature ratio, atomic number of carbon cycle pressure ratio friction coefficient (Ns/m) effective Efficiency

a l m hef

Subscripts 1 at the beginning of the compression process ef effective fr friction max maximum min minimum out output

rate of heat transfer (kW)

into consideration. Gahruei et al. [13] analyzed and compared the performance of the DDC with that of the DAC (DualeAtkinson cycle) by taking heat-transfer, friction losses and temperaturedependent specific-heats into consideration. Ge et al. [14] examined the effects of heat transfer and friction losses on the performance of an endoreversible AC (Atkinson-Cycle) heat engine. Zhao and Chen [15] parametrically investigated an irreversible AC by taking account of irreversibilities arising from the adiabatic processes, finite-time processes and heat transfer losses. Gonca [16e19] carried out different studies to investigate the performance of the DAC [16e18] and DMC (Dual Miller Cycle) [19]. Ge et al. [20,21] examined the heat transfer effects and friction on the performance of the reversible Miller cycle [20] and irreversible Miller cycle [21]. Chen et al. [22] analyzed the performance of a Miller cycle considering heat transfer, friction and variable specific heats. Chen et al. [23] used a FTTM (finite-time thermodynamic model) to analysis the performance of an irreversible Miller cycle. Sarkhi et al. [24,25] investigated the impacts of the variable specific heats of the working fluid on the performance for an air standard reversible miller cycle [24] and irreversible miller cycle [25]. In the other study, Sarkhi et al. [26] analyzed the cycle performance by using the maximum power density criteria. Zhao and Chen [27] conducted a performance analysis for an-air standard irreversible miller cycle with respect to the change of the pressure ratios. Ebrahimi [28] analyzed an air standard reversible Miller cycle with respect to variation of engine speed and variable specific heat ratio of working fluid and Ebrahimi [29] analyzed an air standard irreversible Miller cycle with respect to the variation of relative air-fuel ratio and stroke length based on finite-time thermodynamics. Rinaldini et al. [30] carried out an experimental and numerical study by using KIVA code to investigate the potential and the limits of the Miller cycle application to a HSDI (High Speed Direct Injection) Diesel engines in terms of abating NOx and soot. At the same maximum temperature conditions Lin and Hou [31] stated that MC (Miller cycle) has a superiority compared to OC in terms of the performance. Wu et al. [32] carried out a simulation to apply MC into a supercharged OC engine and an escalation was seen in work output. Zhao and Chen [27] conducted a performance analysis for an-air standard irreversible MC with respect to the change of the pressure ratios. Gonca et al. [33e35] performed many studies on diesel engines with running MC based on parametric studies [33], single zone [34] and

two-zone [35,36] combustion simulations. They [37,38] experimentally and theoretically investigated the performance and NOx emissions of miller cycle diesel engine with steam injection method and also they [39] theoretically determined the optimum steam temperatures and mass ratios based on thermo dynamical analyses for turbocharged internal combustion engines. Cesur et al. [40] and Kokkulunk et al. [41] proved that NOx emissions could be decreased by the application of the steam injection method into the spark ignition engines [40] and compression ignition engines [41]. Kokkulunk et al. [42,43] showed that EGR (exhaust gas recirculation) applications remarkably abate the NOx emissions. There have been many studies carried out for different cycles in the literature [44e59]. Capaldi [44] investigated the design and the overall performance of a 10 kW electric power microco generation plant suitable for local energy production, based on an Atkinson-cycle ICE prototype and totally set by Istituto Motori of the Italian National Research Council. A new six stroke diesel engine is presented in Chen et al. [45] paper. It refers Rankine cycle inside cylinder. Total exhaust gas is recompressed and at a relatively low back pressure in the fourth stroke water is injected to which maintains liquid phase until the piston moves to the TDC (Top Dead Center). Their results show that the work increases with the advance of water injection timing and the quality of water. The cycle is more efficient and the new engine has potential for saving energy. Gonca et al. [46] has been experimentally carried out the application of the Miller cycle and turbo charging methods into a single cylinder, four-stroke, direct injection diesel engine. The results show that combination of the proposed methods may be applied into the diesel engines to minimize NOx and advanced engine performance. In the study of Asad et al. [47], a PPAC (Premixed Pilot Assisted Combustion) strategy comprising of the port fuel injection of ethanol, ignited with a single diesel pilot injection near the top dead center has been investigated on a single-cylinder high compression ratio diesel engine. Gonca and Sahin [48] decreased the NOx emission of hydrogen-enriched diesel engine by applying the steam injection method. Moreover, Gonca [49,50] investigated the effects of steam injection method on a diesel engine fueled with different bio fuels. Benajes et al. [51] investigated two strategies for implementing the mixing-controlled LTC (Low Temperature Combustion) concept. The first strategy relied on decreasing the intake oxygen concentration introducing high rates of cooled EGR (exhaust gas recirculation). The second strategy consisted of

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decreasing the compression temperature by advancing the intake valves closing angle to reduce the effective compression ratio, compensating the air mass losses by increasing boost pressure (Miller cycle). Lin et al. [52] analyzed the performance of an irreversible air standard Miller cycle in a four-stroke free-piston engine by using finite-time thermodynamic. Comparison of the Miller and Otto cycles showed that the Miller cycle had a higher efficiency through extra expansion work. Shojaeefard et al. [53] conducted a study which presents a mathematical modeling of complete thermodynamic cycle of a new two-stroke Atkinson cycle SI (Spark ignition) engine. Yang et al. [54] studied on the parametric optimization and performance analysis of ORC (organic Rankine cycle) system using GA (genetic algorithm) for recovering exhaust waste heat of a diesel engine. Also, Ust et al. [55] and Gonca [56] carried out performance and exergy analyses on two reheat Rankine cycle. Gonca et al. [57] investigated the influences of the engine design and operating parameters on the performance of a turbocharged, steam injected and Miller cycle diesel engine by using a simulation model based on the FTT (finite-time thermodynamics). Gonca et al. [58] studied the comprehensive performance analyses and comparisons for air-standard irreversible thermodynamic cycle engines based on the power output, thermal efficiency, power density, MP (maximum dimensionless power output), MEF (maximum thermal efficiency) and MPD (maximum dimensionless power density) criteria. Ust et al. [59] carried out a comparative performance analysis and optimization based on exergetic performance criterion, total exergy output and exergy efficiency for an irreversible

Q_ in ¼ m_ t

121

performance analyses of a diesel engine running with the dieselbiodiesel blends using a FTT based model. This study reports the effects of cycle design and running parameters on the engine performance based on a new finite-time thermodynamic model. Also, a realistic power density is evaluated. The results are firstly presented in this paper with respect to the effective efficiency, effective power and effective power density for an OMC (OttoeMiller Cycle) engine. Therefore, this study presents considerable originality. 2. Theoretical analysis In this section, a new FTTM (finite-time thermodynamic model) developed by Gonca and Sahin [49] was applied to OMC (OttoeMiller Cycle) and OMC is used to carry out a realistic analysis. PeV and TeS diagrams for the irreversible OttoeMiller Cycle are shown in Fig. 1. The constant pressure and constant volume specific heats can be given for the temperature range of 300e3500 K as below:

CP ¼ 2:506$1011 T 2 þ 1:454$107 T 1:5  4:246$107 T þ 3:162$105 T 0:5 þ 1:3301  1:512$104 T 1:5 þ 3:063$105 T 2  2:212$107 T 3 CV ¼ CP  R

(1) (2)

The total heat addition Q_ in at constant volume (2e3) could be written as below:

ZT3 CV dT ¼ T2

13T3 3 2:5 2 1:5 11 T þ 1:454$107 T 7 T þ 3:162$105 T 2:506$10  4:246$10 þ C7 6B 3 2:5 2 1:5 C7 6B C7 6B _ m6B ! ! C7 C7 6B 0:5 2   T T A5 4@ 1:0433T  1:512$104  þ 3:063$105 T 1  2:212$107  0:5 2 20

(3)

T2

DualeMiller Cycle cogeneration system having finite-rate of heat transfer, heat leak and internal irreversibility. Gonca and Sahin [60] performed thermo-ecological based analysis for the most known gas cycle engines. Gonca and Dobrucali [61,62] carried out

Q_ out;1 ¼ m_ t

The total heat rejection Q_ out at constant volume (4e5) and constant pressure (5e1) may be given as below:

ZT4 CV dT ¼ T5

20

13T4 3 2:5 T2 T 1:5 11 T þ 1:454$107 T  4:246$107 þ 3:162$105 þ 6B 2:506$10 C7 3 2:5 2 1:5 6B C7 B 6 C7 m_ t 6B ! ! C7 6B C7 0:5 2   T T 4@ A5 1:0433T  1:512$104  þ 3:063$105 T 1  2:212$107  0:5 2 T5

(4)

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Q_ out;2 ¼ m_ t

ZT5 CP dT ¼ T1

20 6B 6B 6B _ mt 6B 6B 4@

T 2:506$1011

3

3

þ

T 1:454$107

1:3331T  1:512$104

2:5

2:5 !



T 0:5 0:5



T 4:246$107

2

2

þ

T 3:162$105

1:5

1:5

  þ 3:063$105 T 1  2:212$107

13T5 þ

C7 C7 C7 ! C7 7 T 2 C A5  2

(5)

T1

Fig. 1. PeV and TeS diagrams for the irreversible OttoeMiller Cycle.

The effective power, effective efficiency and effective power density are written as below:

Pef Pef Pef ; Pd ¼ Pef ¼ Q_ in  Q_ out  Pl ; hef ¼ ¼ VT m_ f LHV Q_ f

(6)

Where m_ f and LHV are fuel mass rate and lower heating value of the fuel used. Other parameters and equations used in this study have been taken from Ref. [57]. In order to obtain more information, the reference can be investigated.

The variation of effective power (Pef) and effective power density (Pd) with respect to effective efficiency (hef) for various engine speed (N ¼ 2000, N ¼ 2400, N ¼ 2800, N ¼ 3200, N ¼ 3600 rpm) can be seen in Fig. 4. As expected, effective power and effective power density increases steadily with raising engine speed from 2000 rpm to 3600 rpm. The injected fuel mass and introduced air mass into the cylinder enhance with increasing engine speed at constant engine dimensions. Therefore, energy production of the engine per unit time rises up. This situation leads to an increment in the effective power, hereby, effective power density and effective efficiency increase together. As can be seen from the figure that general performance upraises.

3. Results and discussion Fig. 2 demonstrates variation of effective power (Pef) and effective power density (Pd) with respect to effective efficiency (hef) for different cycle temperature ratios (a ¼ 6, a ¼ 7, a ¼ 8). It is obviously seen from the figure that effective power and effective power density raises with increasing effective efficiency and with increasing cycle temperature ratios as well. The maximum combustion temperatures and so pressures rise together with increasing cycle temperature ratio, therefore the effective power and efficiency raise. Fig. 3 shows the variation of effective power (Pef) and effective power density (Pd) with respect to effective efficiency (hef) for various friction coefficient (m ¼ 12.9, m ¼ 14.9, m ¼ 16.9 Ns/m). Pef and Pd does vary with friction coefficient but it is very slight. The energy losses which depends on friction losses increases with rising friction coefficient, thus, the effective power, effective efficiency and effective power density decrease.

Fig. 2. Variation of Pef and Pd with respect to hef for different cycle temperature ratios.

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123

Fig. 3. Variation of Pef and Pd with respect to hef for various friction coefficients.

Fig. 5a illustrates the variation effective power (Pef) and effective power density (Pd) with respect to effective efficiency (hef) for different mean piston speed (SP ¼8, 11, 14 m/s) at constant cycle temperature ratio (a ¼ 8) and at constant ratio of the bore to stroke length (d/L ¼ 1). At constant cycle temperature ratio and bore to stroke length ratio, effective power, effective power density and effective efficiency increase with respect to compression ratio. And also it can be easily seen in this figure that effective power density and especially effective power raise together with increasing mean piston speed at constant cycle temperature ratio and bore to stroke length ratio. As can be observed from the figure that increase rate of effective power is more than that of effective power density since the engine dimensions are increased with increasing mean piston speed. Fig. 5b shows the variation effective power (Pef) and effective power density (Pd) with respect to effective efficiency (hef) for different mean piston speed (SP ¼8, 11, 14 m/s) at constant cycle temperature ratio (a ¼ 8) and at constant stroke length (L ¼ 0.062 m). At constant stroke length, effective power, effective power density and effective efficiency increase with respect to compression ratio. At the same time, effective power and effective power density increase while mean piston speed increases. At the constant stroke length, the engine speed increases with increasing mean piston speed. Hence, the general engine performance increases in terms of effective power, effective power density and effective efficiency as similar to Fig. 4.

Fig. 5. a. Variation of Pef and Pd with respect to hef for different mean piston speed at.a ¼ 8. b. Variation of Pef and Pd with respect to hef for different mean piston speed at a ¼ 8 L ¼ 0.062 m.

Fig. 4. Variation of Pef and Pd with respect to hef for different engine speed.

Fig. 6. Variation of Pef and Pd with respect to hef for different stroke length.

Variation of the effective power (Pef) and effective power density (Pd) with respect to effective efficiency (hef)for different stroke length (L ¼ 0.07, 0.09, 0.11, 0.13 m) can be seen in Fig. 6. It is obviously seen from the figure that effective power and effective power density raises with increasing effective efficiency and with increasing stroke length as well. In other words, effective power and also effective power density raises regularly as stroke length increases from 0.07 to 0.13. The friction losses increase with increasing stroke length, also injected fuel goes up due to increasing engine size. Because of these reasons, while the effective

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power raises, the effective efficiency lowers with increasing stroke length. The effective power density also decreases due to increasing engine dimensions. Fig. 7a illustrates the variation of the effective power (Pef) and effective power density (Pd) with respect to engine speed (N) for different cycle pressure ratios (l ¼ Pmax/Pmin ¼ 55,60,65) Increase of cycle pressure ratio positively affects the engine performance. The peak combustion pressure increases with increasing cycle pressure ratio, thus the effective power and effective power density rise up together but the effective efficiency lowers due to increasing

injected fuel. It is clearly seen from the figure that effective power and effective power density increases with increasing engine speed. Effective power and effective power density also raises as cycle pressure ratio increases from 55 to 65. Variation of the effective efficiency (hef) with respect to engine speed (N) for different cycle pressure ratios (l ¼ Pmax/ Pmin ¼ 55,60,65) can be seen in Fig. 7bec. As expected, effective efficiency decreases steadily while engine speed increases. At the other view point, increasing cycle pressure ratios from 55 to 65 causes raising effective efficiency due to higher cycle work. At the same cycle pressure ratios, heat and friction losses reduce and so the effective efficiency decreases. Fig. 8 illustrates the variation of the effective power (Pef) and effective power density (Pd) with respect to effective efficiency (hef) for different intake temperatures (T1 ¼ 300, 325, 350 K) at constant cycle temperature ratio (a ¼ 8). It can be obviously seen in this figure that effective power and effective power density and effective efficiency increase together with decreasing intake temperature since Air mass introduced into cylinder decreases while intake temperature increases, consequently the engine performance trend to decrease. For same compression ratio conditions, in order to reach same cycle temperature ratio, more fuel mass is needed for higher intake temperature values. Thus the effective efficiency decreases while the effective power increases. Variation of the effective power (Pef) and effective power density (Pd) with respect to effective efficiency (hef) for different intake temperatures (T1 ¼ 300, 325, 350 K) at constant maximum

Fig. 8. Variation of Pef and Pd with respect to hef for different intake temperatures at a ¼ 8.

Fig. 7. a. Variation of Pef and Pd with respect to engine speed for different cycle pressure ratios. b. Variation of hef with respect to engine speed for different cycle pressure ratios. c. Variation of Pef and Pd with respect to hef for different cycle pressure ratios.

Fig. 9. Variation of Pef and Pd with respect to hef for different intake temperatures at Tmax ¼ 2400 K.

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combustion temperature (Tmax ¼ 2400 K) can be seen in Fig. 9. Effective power and effective power density increases regularly as effective efficiency increases. But, at constant maximum combustion temperature, raising intake temperatures from 300 K to 350 K rarely affects effective power and especially effective power density. The reasons for the results obtained in this figure are similar to those of previous figure. 4. Conclusion This paper analyses the performance of OttoeMiller Cycle. The results obtained from this paper can be used to determine engine design parameters. Therefore, the influences of different engine design and running parameters such as cycle temperature ratio, cycle pressure ratio, friction coefficient, engine speed, mean piston speed, stroke length, inlet temperature, inlet pressure, equivalence ratio, compression ratio, and bore-stroke length ratio on the effective power, effective power density and effective efficiency have been examined in detailed. By considering the internal irreversibility, frictions, variable specific heats and heat transfer influences, the relevance between the effective power output and effective power density with respect to effective efficiency have been demonstrated. The results prove that engine design and running parameters have remarkable impacts on the cycle thermodynamic performance for Otto Miller Cycle. The inlet temperature, friction coefficient, stroke length affect negatively the engine performance; the cycle temperature ratio, cycle pressure ratio, engine speed, mean piston speed, inlet pressure, equivalence ratio, compression ratio and bore-stroke length ratio affect positively the engine performance in terms of the effective power, effective power density and effective efficiency. Using these results, the future studies can be realized in combustion conditions for OttoeMiller Cycle engine. References [1] Zhu S, Deng K, Liu S, Qu S. Comparative analysis and evaluation of turbocharged Dual and Miller cycles under different operating conditions. Energy 2015;93:75e87. [2] Ge Y, Chen L, Sun F, Wu C. Finite-time thermodynamic modelling and analysis of an irreversible Otto-cycle. Appl Energy 2007;85:618e24. [3] Chen L, Wu C, Sun F. Heat transfer effects on the net work output and efficiency characteristics for an air standard Otto cycle. Energy Convers Manage 1998;39(7):643e8. [4] Chen L, Zheng T, Sun F, Wu C. The power and efficiency characteristics for an irreversible Otto cycle. Int J Ambient Energy 2003;24(4):195e200. [5] Ge Y, Chen L, Sun F. Ecological optimization of an irreversible Otto cycle. Arab J Sci Eng 2013;38(2):373e81. [6] Ge Y, Chen L, Sun F, Wu C. Thermodynamic simulation of performance of an Otto cycle with heat transfer and variable specific heats of working fluid. Int J Therm Sci 2005;44(5):506e11. [7] Ge Y, Chen L, Sun F, Wu C. The effects of variable specific heats of working fluid on the performance of an irreversible Otto cycle. Int J Exergy 2005;2(3): 274e83. [8] Ust Y, Gonca G, Kayadelen HK. Heat transfer effects on the performance of an air-standard irreversible Otto cycle. In: International combustion symposium. Sarajevo, Bosnia: Combustion Inst.; July 2010. p. 1e7. [9] Ust Y, Sahin B, Gonca G, Kayadelen HK. Heat transfer effects on the performance of an air-standard irreversible dual cycle. Int J Veh Des 2013;63(1): 102e16. http://dx.doi.org/10.1504/IJVD.2013.055496. [10] Chen L, Zeng F, Sun F, Wu C. Heat-transfer effects on net work and/or power as functions of efficiency for air-standard diesel cycles. Energy 1996;21:1201e5. [11] Al-Hinti I, Akash B, Abu-Nada E, Al-Sarkhi A. Performance analysis of air standard diesel cycle using an alternative irreversible heat transfer approach. Energy Convers Manage 2008;49:3301e4. [12] Chen L, Sun F, Wu C. Optimal performance of an irreversible dual-cycle. Appl Energy 2004;79:3e14. [13] Gahruei MH, Jeshvaghani HS, Vahidi S, Chen L. Mathematical modeling and comparison of air standard dual and dual-Atkinson cycles with friction, heat transfer and variable specific-heats of the working fluid. Appl Math Model 2013;37:7319e29. [14] Ge Y, Chen L, Sun F. Performance of an endoreversible Atkinson cycle. J Energy Inst 2007;1:52e4.

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