Modeling and Analysis of a Spark Ignition Engine

Grant Anderson, Chad Nelson, Lucas Ogilvie, Phil Engel

Thermodynamics, ENGR& 224, Fall Quarter 2015

Introduction
Description: The task was to model a spark ignition
engine cycle as accurately as possible from concepts and
thermodynamic equations we have learned in class.
Modeling the Otto cycle without the exhaust and intake
strokes allowed for simplicity in the analysis and the
ability to focus on the combustion, the isentropic (no
heat transfer, entropy = 0), and quasi-equilibrium (no
change in volume) processes during the cycle.

The Cycles of a Spark

Ignition Engine

Pressure
vs. Volume
Description: Our group effectively modeled the combustion process (stages 2-X and X-3) as a dual-cycle process.
The dual cycle model is the best way to analyze the heat
addition and work output caused by the combustion, and
allows the use of constant volume and constant pressure
assumptions. The ratio of volumes from before and after
the combustion process is called the cutoff ratio. According to some textbooks, typical cutoff ratios for sparkignition engines range from 1.5-3.0. We modeled our cutoff ratio to be equal to 1.5.
Conceptual Analysis: In the du al-cycle process, the
ignition of the mixture causes the pressure to rise dramatically in a constant volume process (2-X) and then following a volume increase occurs in the chamber and pressure
is kept constant (X-3), all of this happens during combustion. After combustion, momentum from the explosion is
transferred to the piston, which causes an isentropic expansion process (3-4). When the height of the piston
reaches bottom dead center (4) and volume is at a maximum, this is where the exhaust and intake processes were
modeled to occur. Modelling the exhaust and intake process as a constant volume (4-1) was beneficial to our
group to easily calculate the total heat transfer out of the
system, and from there also calculate the entropy of the
system. What happens in an actual combustion engine is
two additional strokes are allowed in the chamber for exhaust to exit and new air and gas mixture to enter.

Temperature
vs. Entropy

Data Analysis
Engine Conditions

Description: The pr ocesses 2-X and X-3, cause an interesting effect on the resulting temperature vs. entropy
diagram. During combustion, the constant volume (2-X)
and constant pressure (X-3) stages develop an entropy increase, at different rates than each other. The dual cycle
has a maximum and minimum entropy during the isentropic stages of compression and expansion while the
temperature maximum and minimum happen at the end
of the combustion process. The temperature entering the
engine is 471K and reaches up to 2683K at the peak of the
heat addition.
Conceptual Analysis: Du r ing the com bu stion state
for our model, the entropy increases in an exponential
manner from point 2-3. The difference in the derivative
slope coefficients of the of the two stages (from 2-X to X3) are caused by the constant volume specific heat and the
constant pressure specific heat values. The total heat added into the system is the combination of the heat gained
from each process. The process from 3-4 has a constant
slope because it is undergoing an isentropic process,
which means an adiabatic process (no heat transfer) and
no change in entropy are taking place. The total work
done by the system can be calculated by finding the area
inside the cycle, which is also equivalent to the difference
between the heat added and the heat rejected by the system.

Volume Bottom Dead

Center
Volume Top Dead
Center
Compression Ratio

8.06

Cutoff Ratio

2.00

Temp. Max.

2682.55 K

Temp. Min.

471.10 K

237.61 cc
29.50 cc

Engine Performance Calculations

Net Work Output
Heat Input

108.15 J
250.83 J

Heat Output

142.68 J

Thermal Efficiency

43.12 %

Gas Consumption Per 5.30 mg/cycle

Cycle
Mass of Air

138.69 mg

Entropy Generation
Per Cycle
Mean Effective

0.39 J/K
506.93 kPa

Pressure

Conclusions:
Conclusion: In conclu sion, ou r gr ou p fou nd
that the work output of the modeled cycle resembled
a reasonable amount to the work output from a regular four cylinder car engine operating at 3000 RPM
(Roughly 200HP). The calculated thermal efficiency
also made sense in the modeled cycle as it was not
above the Carnot efficiency, which would render it
an impossible engine. Maximum temperature is also
due to the temperature of the air and fuel mixture
combusting inside the chamber for a brief amount
of time, and it is not a good reflection of the actual
operating temperature of the engine.
X
1
2
3
4
States
Pressure (kPa) 78.92 1732.60 2500.70 2500.70 291.16
237.61 24.27
24.27
48.54 237.61
Volume (cc)

States
Temp. (K)

X
1
2
3
4
471.10 929.30 1341.27 2682.55 1738.09

Entropy (J/K) 1.37

1.37

1.66

2.43

2.43