MULTIMEDIA UNIVERSITY OF

KENYA
FACULTY OF ENGINEERING AND
TECHNOLOGY
BACHELOR OF SCIENCE IN MECHANICAL &
MANUFACTURING ENGINEERING

MME 2224: THERMODYNAMICS II

Course Notes by Gı̃tahi (Chapter Two)

2024/2025 Academic Year

TABLE OF CONTENTS

PREAMBLE iv

1.0 Vapour Power Cycles 1

1.1 Carnot Cycle for Steam . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 The Rankine Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3 Rankine Cycle With Superheat . . . . . . . . . . . . . . . . . . . . . . 3
1.4 Isentropic Efficiencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.4.1 Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.4.2 Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.5 Regenerative Rankine Cycle . . . . . . . . . . . . . . . . . . . . . . . . 9
1.5.1 Open Feedwater Heaters . . . . . . . . . . . . . . . . . . . . . . 11
1.5.2 Closed Feedwater Heaters . . . . . . . . . . . . . . . . . . . . . 12
1.6 Ideal Reheat Rankine Cycle . . . . . . . . . . . . . . . . . . . . . . . . 12
1.7 Binary Vapour Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
1.7.1 Mercury-Water binary cycle . . . . . . . . . . . . . . . . . . . . 14
1.7.2 Water-Ammonia (or other refrigerant) binary cycle . . . . . . . 14
1.8 Refrigeration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.8.1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.8.2 The Vapour-Compression Refrigeration Cycle . . . . . . . . . . 17
1.8.3 Coefficient of Performance . . . . . . . . . . . . . . . . . . . . . 17
1.8.4 The Ideal Vapour-Compression Refrigeration Cycle . . . . . . . 18
1.8.5 Refrigerants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

2.0 Gas Power Cycles 25

2.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.2 The Carnot Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.3 Reciprocating Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.4 Spark Ignition Engines and the Otto cycle . . . . . . . . . . . . . . . . 29
2.5 Diesel Engines and the Ideal Air Standard Diesel Cycle . . . . . . . . . 31
2.6 The Air Standard Dual Cycle . . . . . . . . . . . . . . . . . . . . . . . 34
2.7 The Joule-Brayton Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.8 Ericsson and Stirling Cycles . . . . . . . . . . . . . . . . . . . . . . . . 38
2.8.1 Stirling cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2.8.2 Ericsson cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

i
LIST OF FIGURES

Figure 1.1 A T-s diagram for a Carnot cycle using steam . . . . . . . . . 1

Figure 1.2 T-s diagram for the Rankine cycle . . . . . . . . . . . . . . . . 3
Figure 1.3 Rankine cycle with superheat . . . . . . . . . . . . . . . . . . 4
Figure 1.4 Isentropic efficiencies . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 1.5 Rankine cycle with superheat . . . . . . . . . . . . . . . . . . 10
Figure 1.6 Ideal regenerative Rankine cycle with open FWH . . . . . . . 11
Figure 1.7 Ideal regenerative Rankine cycle with a closed FWH . . . . . . 13
Figure 1.8 The ideal reheat Rankine cycle . . . . . . . . . . . . . . . . . . 13
Figure 1.9 Mercury/water binary cycle . . . . . . . . . . . . . . . . . . . 15
Figure 1.10 Binary geothermal power plant . . . . . . . . . . . . . . . . . . 15
Figure 1.11 Basic components of a refrigeration system . . . . . . . . . . . 18
Figure 1.12 Schematic and T-s diagram of the ideal vapour-compression
refrigeration cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 1.13 The p-h diagram of an ideal vapour-compression refrigeration
cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 1.14 T-s diagram for the ideal vapour-compression refrigeration cycle 21

Figure 2.1 Open gas turbine cycle . . . . . . . . . . . . . . . . . . . . . . 26

Figure 2.2 T-s diagram for a Carnot cycle . . . . . . . . . . . . . . . . . . 27
Figure 2.3 Nomenclature of reciprocating engines . . . . . . . . . . . . . . 28
Figure 2.4 Displacement and clearance volumes . . . . . . . . . . . . . . . 28
Figure 2.5 P-v diagram for an Otto cycle . . . . . . . . . . . . . . . . . . 30
Figure 2.6 p-v and T-s diagrams for the ideal diesel cycle . . . . . . . . . 32
Figure 2.7 P-v diagram of a dual cycle . . . . . . . . . . . . . . . . . . . 34
Figure 2.8 Schematic diagram of a closed gas turbine cycle . . . . . . . . 37
Figure 2.9 p-v and T-s diagrams for a Brayton cycle . . . . . . . . . . . . 37
Figure 2.10 P-v diagrams for (a) Stirling cycle (b) Ericsson cycle . . . . . 39

ii
2.0 Gas Power Cycles
2.1 Overview
In gas power cycles, the working fluid remains in the gaseous phase in the entire cycle.
This is in contrast with vapour power cycles where the working fluid exists in the
vapour phase during part of the cycle and in the liquid phase in another part of the
cycle. Gas power cycles find application in devices like:

• Spark-ignition engines: These are relatively light and lower in cost, and are
particularly suited for use in automobiles.

• Compression-ignition engines: These are preferred for applications where fuel

economy and relatively large amounts of power are required, e.g., buses, heavy
trucks, locomotives, ships, and power-generation units.

• Gas turbines: These have a favourable power-output-to-weight ratio and are

suited mainly for aircraft propulsion, marine power plants and stationary power
generation.

All the above are internal combustion engines where the composition of the working
fluid changes from air & fuel to combustion products in the course of the cycle. But,
considering that the air that takes part in the combustion is predominantly nitrogen
that hardly undergoes any chemical reaction during combustion, the working fluid
resembles air very closely at all times.
In actual internal combustion engines, the working fluid does not undergo a complete
thermodynamic cycle. The combustion gases, after doing work, are exhausted from the
system instead of being returned to the initial state. Therefore, internal combustion
engines operate on an open cycle. An example is the gas turbine cycle of Fig. 2.1.
In this open cycle:

• Cold air is compressed between states 1 and 2.

• The compressed air then flows to the combustion chamber where fuel is supplied
and combustion takes place between states 2 and 3.

• The resulting combustion gases are expanded in the turbine between states 3 and
4 to provide work.

• The spent combustion gases are exhausted. Fresh air is then taken in at state 1
and the open cycle is repeated.

25
 (a) Schematic diagram (b) T-s diagram

Figure 2.1: Open gas turbine cycle

Air standard assumptions

Gas power cycles are rather complex. To simplify their analysis, use is made of the
following air standard assumptions:

1. The working fluid is air that continuously circulates in a closed loop and always
behaves as an ideal gas.

2. All the processes in the cycle are internally reversible.

3. The combustion process is replaced by a heat-addition process from an external

source.

4. The exhaust process is replaced by a heat-rejection process that restores the

working fluid to its initial state.

2.2 The Carnot Cycle

The Carnot cycle is composed of four reversible processes as shown in the T-s diagram
of Fig. 2.2. The processes are:

• Process 1-2: Isothermal heat addition at the higher temperature TH .

• Process 2-3: Isentropic expansion.

• Process 3-4: Isothermal heat rejection at the lower temperature TL .

• Process 4-1: Isentropic compression.

26
 Figure 2.2: T-s diagram for a Carnot cycle

The thermal efficiency, ηth may be expressed,

QL qL TL (s3 − s4 )
ηth = 1 − =1− =1−
QH qH TH (s2 − s1 )
but s1 = s4 and s2 = s3
TL
∴ ηth = 1 − , (2.1)
TH
that is, the thermal efficiency of the cycle depends on the ratio of the heat sink tem-
perature to the heat source temperature.

2.3 Reciprocating Engines

Piston-cylinder reciprocating engines, classified as either spark ignition (SI) en-
gines or compression-ignition (CI) engines, have a wide range of applications:
automobiles, trucks, light aircraft, ships, electric power generators etc [4]. Figure 2.3
shows the basic nomenclature of a reciprocating engine. The piston reciprocates in
the cylinder between the top dead center (TDC) and the bottom dead center (BDC).
The distance between the TDC and the BDC is the stroke, while the diameter of the
piston (inner cylinder diameter) is the bore. Air (or air-fuel mixture in some designs)
is drawn into the cylinder through the intake valve, while the combustion products
are expelled from the cylinder through the exhaust valve [4].

27
 Figure 2.3: Nomenclature of reciprocating engines

Figure 2.4: Displacement and clearance volumes

The minimum volume in the cylinder when the piston is at TDC is called the
clearance volume, while the volume displaced by the piston as it moves between
TDC and BDC is the displacement (swept) volume (Fig. 2.4). The ratio of the
maximum volume formed in the cylinder to the minimum (clearance) volume, is called

28
the compression ratio (r) of the engine.
Vmax VBDC
r= = (2.2)
Vmin VT DC
The mean effective pressure (MEP) is that constant pressure which, if it acted
on the piston during the entire power stroke, would produce the same amount of net
work as that produced during the actual cycle.

Wnet = M EP × piston area × stroke = M EP × displacement volume (2.3)

The MEP can be used as a parameter to compare the performances of reciprocating

engines of equal size (the engine with a larger MEP delivers more net work per cycle
and thus performs better).

2.4 Spark Ignition Engines and the Otto cycle

In most spark ignition (SI) engines, the piston executes four complete strokes within
the cylinder (refer to Fig. 2.3). The four strokes occur for every two revolutions of
the crankshaft.

1. Induction stroke: The intake valve is open and a combustible mixture of air and
fuel is drawn into the cylinder as the piston moves down towards BDC.

2. Compression stroke: With both valves closed, the piston rises from BDC and
moves upwards compressing the fuel-air mixture. The temperature and pressure
rise. Combustion is induced near the end of this stroke (i.e., just before TDC)
by a spark plug.

3. Power stroke: The high-pressure combustion gases force the piston down, which
in turn forces the crankshaft to rotate thus producing useful work output. At
the end of this stroke, the piston is at BDC.

4. Exhaust stroke: As the piston moves up again, the combustion gases are purged
from the cylinder through the open exhaust valve. As the piston moves down,
the intake valve opens and a fresh air-fuel mixture is drawn.

The thermodynamic analysis of the actual four-stroke cycle is simplified by invoking

the air standard assumptions. The resulting cycle is the ideal Otto cycle that consists
of four reversible processes:

• Process 1-2: Isentropic compression.

• Process 2-3: Constant volume heat addition.

29
 Figure 2.5: P-v diagram for an Otto cycle

• Process 3-4: Isentropic expansion.

• Process 4-1: Constant volume heat rejection.

The thermal efficiency, ηth for the Otto cycle may be determined thus,
qout cv (T4 − T1 ) T4 − T1
ηth = 1 − =1− =1− (2.4)
qin cv (T3 − T2 ) T3 − T2
 γ−1
T2 v1
For the isentropic process 1-2, = = rγ−1
T1 v2
∴ T2 = T1 rγ−1 (2.5)
 γ−1
T3 v4
Similarly, for the isentropic process 3-4, = = rγ−1
T4 v3
v4
but v4 = v1 and v3 = v2 such that =r
v3
∴ T3 = T4 rγ−1 (2.6)
subtracting Eq. (2.5) from Eq. (2.6) gives T3 − T2 = (T4 − T1 )rγ−1
1
∴ ηth = 1 − γ−1 , (2.7)
r
meaning that the thermal efficiency of the Otto cycle depends only on the compression
ratio, r.
EXAMPLE 3
The pressure and temperature at the beginning of compression in an Otto cycle are
9.7x105 N/m2 and 500 C respectively. The compression ratio is 5 and the heat supplied
during the cycle is 930 kJ/kg. Calculate the following for an air standard cycle:

30
 1. The maximum temperature attained in the cycle.

2. The thermal efficiency of the cycle.

3. The net work done during the cycle.

SOLUTION 3

1. Referring to Fig. 2.5, the maximum temperature is T3 . T1 = 500 C = 323 K.

 γ−1
V1
T2 = T1 = 323 × 5(1.4−1) = 614.88 K
V2
For process 2-3, qin = cv (T3 − T2 )
qin 930
∴ T3 = T2 + = 614.88 + = 1910.14 K (1637.140 C)
cv 0.718

2. The thermal efficiency is calculated from Eq. (2.7),

1 1
ηth = 1 − =1− = 0.475 (47.5%)
rγ−1 5(1.4−1)

3. Net work done in the cycle:

wnet
ηth =
qin
∴ wnet = ηth × qin
= 0.475 × 930 = 441.75 kJ/kg

2.5 Diesel Engines and the Ideal Air Standard Diesel

Cycle
Diesel engines are compression-ignition (CI) reciprocating engines in which air is com-
pressed to a temperature that is above the autoignition temperature of the fuel, and
combustion starts on contact as the fuel is injected into the hot air. Note that in diesel
engines, only air is compressed during the compression stroke and autoignition does
not occur. Diesel engines can thus be designed to operate at much higher compression
ratios (typically 12 - 24) than SI engines. Another advantage of the absence of the au-
toignition problem in diesel engines is that many of the stringent requirements placed
on the SI engines are now absent, and fuels that are less refined (and less expensive)
can then be used in diesel engines [4].
The diesel cycle is the ideal cycle for a CI engine. This is an air standard closed
cycle involving the following processes:

31
 • Process 1-2: Isentropic compression.

• Process 2-3: Constant pressure heat transfer to the working fluid.

• Process 3-4: Isentropic expansion.

• Process 4-1: Constant volume heat rejection.

Figure 2.6 shows the p-v and T-s diagrams of the ideal diesel cycle.

Figure 2.6: p-v and T-s diagrams for the ideal diesel cycle

qin = cp (T3 − T2 ), (2.8)

qout = cv (T4 − T1 ), (2.9)

therefore, the thermal efficiency of the ideal diesel cycle under cold-air-standard as-
sumptions is,
wnet qout cv (T4 − T1 ) (T4 − T1 )
ηth = =1− =1− =1− (2.10)
qin qin cp (T3 − T2 ) γ(T3 − T2 )
cp
where γ is the ratio of specific heat capacities, i.e., . Besides the compression ratio
cv
V1
r (where r = from Fig. 2.6), another ratio of the cylinder volumes after and before
V2
the combustion process, called the cutoff ratio (rc ), may now be defined thus
V3
rc = . (2.11)
V2
This rc may be used in conjunction with isentropic ideal-gas relations for processes 1-2
and 3-4 to re-express the thermal efficiency thus
 γ 
1 rc − 1
ηth = 1 − γ−1 . (2.12)
r γ(rc − 1)

32
Since diesel engines operate at higher compression ratios, they usually have higher
thermal efficiencies than SI engines of comparable size. Diesel engines also burn the
fuel more completely since they usually operate at lower revs per minute and the air-fuel
mass ratio is much higher than SI engines.
The higher efficiency and lower fuel costs of diesel engines make them attractive
in applications requiring relatively large amounts of power, e.g., locomotive engines,
ships and power generation [4].
EXAMPLE 4
A small diesel power plant employs an ideal diesel engine cycle that has a compression
ratio of 18 and uses air as the working fluid. The state of air at the beginning of the
compression process is 0.1 MPa and 300 K. If the maximum temperature in the cycle
is not to exceed 2400 K, determine the temperature at the end of the compression
process, and also the temperature at the end of the expansion process; thus evaluate
the thermal efficiency.
SOLUTION 4
With reference to the notation on Fig. 2.6, we are given, T1 = 300 K and T3 = 2400
K. The task is to determine T2 and T4 .
 γ−1
T2 V1
= ,
T1 V2
 γ−1
V1
∴ T2 = T1 ,
V2
V1
= r = compression ratio,
V2
∴ T2 = T1 r(γ−1) = 300(18)0.4 = 953.3 K.

 γ−1
T4 V3
Similarly, = ,
T3 V4
 γ−1
V3
∴ T4 = T3 ,
V4
 γ−1
V3
but V4 = V1 , ∴ T4 = T3 ,
V1
v1 p1 = RT1 ,
RT1 0.287 × 300
∴ v1 = = = 0.861 m3 /kg,
p1 100
RT3
while v3 = .
p3

33
  γ
p2 V1
p3 = p2 , where = ,
p1 V2
 γ
V1
∴ p3 = p2 = p1 = p1 r γ
V2
= 100(18)1.4 = 5719.81 kP a,
0.287 × 2400
∴ v3 = = 0.12 m3 /kg,
5719.81
meaning, if the mass of air is m, V3 = mv3 and V4 = mv4 ,
 γ−1  0.4
v3 0.12
∴ T4 = T3 = 2400 = 1091.15 K.
v4 0.861
The thermal efficiency is expressed,
T4 − T1
η =1− .
γ(T3 − T2 )
The thermal efficiency may then be evaluated thus,
1091.15 − 300
η =1− ,
1.4(2400 − 953.3)
= 0.609 ( or 60.9%)

2.6 The Air Standard Dual Cycle

The p-v diagrams of actual internal combustion engines are not described well by the
Otto and diesel cycles. The pressure variations are approximated more closely by an
air-standard dual cycle. The heat is supplied at both constant volume and constant
pressure, hence the name mixed cycle, as represented in Fig. 2.7.

Figure 2.7: P-v diagram of a dual cycle

34
 • Process 1-2: Isentropic compression.

• Process 2-3: Constant volume heating.

• Process 3-4: Constant pressure heating.

• Process 4-5: Isentropic expansion.

• Process 5-1: Constant volume cooling.

Heat supplied, qin = cv (T3 − T2 ) + cp (T4 − T3 ).

Heat rejected, qout = cv (T5 − T1 ). Therefore,
qout
ηth = 1 −
qin
cv (T5 − T1 )
=1− (2.13)
cv (T3 − T2 ) + cp (T4 − T3 )
(T5 − T1 )
or ηth = 1 − (2.14)
(T3 − T2 ) + γ(T4 − T3 )

EXAMPLE 5
In a dual combustion cycle, air is compressed adiabatically to (1/16)th of the initial
volume. The initial compression conditions are a pressure of 9.8x104 N/m2 , a volume
of 0.084m3 and a temperature of 300 C. The maximum pressure and temperature of the
cycle are 6.2x106 N/m2 and 13200 C respectively. Determine:

1. The pressure, volume and temperature at the corners of the cycle.

2. The heat received and the heat lost in the cycle.

3. The thermal efficiency of the cycle.

4. The net work done per cycle.

SOLUTION 5
With reference to Fig. 2.7.

1. p1 = 9.8 × 104 N/m2 ; T1 = 303 K; V1 = 0.084 m3

At corner 2:
V1
= r = 16
V2
V1
∴ V2 = = 0.00525 m3
16
 γ
p2 V1
=
p1 V2

35
 ∴ p2 = p1 × rγ = 9.8 × 104 × 161.4 = 4.75 × 106 N/m2
 γ−1
T2 V1
=
T1 V2
∴ T2 = T1 × rγ−1 = 918.5 K

At corner 3:

V3 = V2 = 0.00525 m2
p3 = 6.2 × 106 N/m2
T3 p3
=
T2 p2
p3 6.2 × 106
∴ T3 = T2 × = 918.5 × = 1198.9 K
p2 4.75 × 106
At corner 4:
V4 T4
=
V3 T3
T4 1593
∴ V4 = V3 × = 0.00525 × = 0.00698 m3
T3 1198.9
p4 = p3 = 6.2 × 106 N/m2
T4 = 1593 K

At corner 5:

V5 = V1 = 0.084 m3
 γ
p5 V4
=
p4 V5
 γ  1.4
V4 6 0.00698
∴ p5 = p4 × = 6.2 × 10 × = 1.905 × 105 N/m2
V5 0.084
 γ−1
T5 V4
=
T4 V5
 γ−1  0.4
V4 0.00698
∴ T5 = T4 × = 1593 × = 588.9 K
V5 0.084

2. Heat received in the cycle, qin and heat lost in the cycle, qout

qin = cv (T3 − T2 ) + cp (T4 − T3 )

= 0.718(1198.9 − 918.5) + 1.005(1593 − 1198.9) = 597.4 kJ/kg
qout = cv (T5 − T1 ) = 0.718(588.9 − 303) = 205.28 kJ/kg

3. Thermal efficiency, ηth

qout 205.28
η =1− =1− = 0.656
qin 597.4

36
 4. Net work done
wnet
ηth =
qin
∴ wnet = η × qin = 0.656 × 597.4 = 391.9 kJ/kg

Note that, from p1 V1 = mRT1 , the mass of working fluid can be determined as
0.095 kg. Subsequently, the net work done in kJ can be determined as m(wnet )
= 37.2 kJ.

2.7 The Joule-Brayton Cycle

This cycle is ideal for a closed-cycle gas turbine operation and consists of four reversible
processes.

Figure 2.8: Schematic diagram of a closed gas turbine cycle

Figure 2.9: p-v and T-s diagrams for a Brayton cycle

• Process 1-2: Isentropic compression in the compressor.

37
 • Process 2-3: Constant pressure heat addition.

• Process 3-4: Isentropic expansion in the turbine.

• Process 4-1: Constant pressure heat rejection.

p2 p3
Let the pressure ratio = rp = . The thermal efficiency, ηth for the Brayton cycle
p1 p4
may be determined thus,
qout cp (T4 − T1 ) T4 − T1
ηth = 1 − =1− =1− (2.15)
qin cp (T3 − T2 ) T3 − T2
  γ−1
T2 p2 γ γ−1

For the isentropic process 1-2, = = rp γ

T1 p1
γ−1

∴ T2 = T1 rp γ (2.16)
  γ γ−1
T3 p3 γ−1

Similarly, for the isentropic process 3-4, = = rp γ

T4 p4
γ−1

∴ T3 = T4 rp γ (2.17)
γ−1
γ
subtracting Eq. (2.16) from Eq. (2.17) gives T3 − T2 = (T4 − T1 )rp
1
∴ ηth = 1 − γ−1 , (2.18)
rp γ
meaning that the thermal efficiency of the Brayton cycle depends only on the pressure
ratio, rp .
The work input in the compressor, win = cp (T2 − T1 ).
The work output in the turbine, wout = cp (T3 − T4 ).
win T2 − T1
The work ratio = 1 − = 1−
wout T3 − T4

2.8 Ericsson and Stirling Cycles

These cycles are principally of theoretical interest and are designed to achieve efficien-
cies equivalent to the Carnot cycle.

2.8.1 Stirling cycle

The p-v diagram for this cycle is shown on Fig. 2.10(a). The cycle has two isothermal
and two constant-volume processes.

• Process 1-2: Constant volume heat addition.

• Process 2-3: Isothermal expansion.

• Process 3-4: Constant volume heat removal.

38
 Figure 2.10: P-v diagrams for (a) Stirling cycle (b) Ericsson cycle

• Process 4-1: Isothermal compression

2.8.2 Ericsson cycle

The p-v diagram for this cycle is shown on Fig. 2.10(b). The cycle has two isothermal
and two constant-pressure processes.

• Process 1-2: Constant pressure heat addition.

• Process 2-3: Isothermal expansion.

• Process 3-4: Constant pressure heat removal.

• Process 4-1: Isothermal compression

Tutorial Problems 5

1. A heat engine operates on a Carnot cycle between temperatures of 3270 C and

270 C. Calculate the ideal air standard thermal efficiency for this cycle. [50%]

2. A four-cylinder petrol engine has a total cylinder swept volume of 2000 cm3 and
a clearance volume of 60 cm3 per cylinder. The inlet temperature and pressure
are 1.0x105 N/m2 and 240 C respectively. If the maximum cycle temperature is
14000 C, calculate the air standard thermal efficiency. [59%]

3. Derive Eq. (2.12) for the thermal efficiency of an ideal diesel cycle.

4. An ideal diesel engine has a compression ratio of 20 and uses air as the working
fluid. The state of air at the beginning of the compression process is 95 kPa

39
 and 200 C. If the maximum temperature in the cycle is not to exceed 2200 K,
determine (a) the thermal efficiency and (b) the mean effective pressure.
Assume constant specific heats for air at room temperature. [(a) 63.5 %, (b) 933
kPa]

5. The conditions at the beginning of the adiabatic compression in a dual combus-

tion cycle are a pressure of 9.3x104 N/m2 , a volume of 0.05 m3 and a temperature
of 240 C. The adiabatic compression ratio is 9, the constant volume heat addition
pressure ratio is 1.5 and the constant pressure heat addition volume ratio is 2. If
cp = 1.05 kJ/kg K and cv = 0.775 kJ/kg K, determine the ideal thermal efficiency
of the cycle. [48%]

6. A gas turbine unit operating with maximum and minimum temperatures of 7470 C
and 170 C respectively has a pressure ratio of 8. Calculate the thermal efficiency
and work ratio. [44.8%; 0.485]

7. How does the Atkinson cycle compare with the Otto cycle?

40
REFERENCES
[1] Burghardt, M. D., Engineering Thermodynamics. Harper Collins, 1993.

[2] Eastop, T. D. and McConkey, A., Applied Thermodynamics for Engineering Tech-
nologists. Longman, 1993.

[3] Granet, I, Thermodynamics and Heat Power. Prentice-Hall, 1985.

[4] Cengel, Y. A. and Boles, M. A., Thermodynamics: An Engineering Approach. Mc-

Graw Hill, 2008.

41