1

CHAPTER 11
HEAT ENGINES

11.1 Introduction

In my rarefied, theoretical, academic and unpractical mind, a heat engine consists of a

working substance obeying some idealized equation of state such as that for an ideal gas,
held inside a cylinder by a piston, and undergoing, in a closed cycle, a series of highly
idealized processes, such as reversible adiabatic expansions or isothermal compressions.
At various stages of the cycle, the system may be gaining heat from or losing heat to its
surroundings; or we may be doing work on the system by compressing it, or the system
may be expanding and doing external work.

The efficiency η of a heat engine is defined as

net external work done by the engine during a cycle

η = . 11.1.1
heat supplied to the engine during a cycle

By “net” external work, I mean the work done by the engine during that part of the cycle
when it is doing work minus the work done on the engine during that part of the cycle
when work is being done on it. Notice that the word “net” does not appear in the
denominator, which refers only to the heat supplied to the engine during that part of the
cycle when it is gaining heat.

During the compression part of the cycle, the system gives out heat, and only the
difference “heat in minus heat out” is available to do the external work. Thus efficiency
can also be calculated from

Qin − Qout ,
η = 11.1.2
Qin

although the definition of efficiency remains as equation 11.1.1.

No heat engine is 100% efficient, and we need to ask what is the most efficient heat
engine possible, what are the factors that limit its efficiency, and what is the greatest
possible efficiency? Obviously things like friction in the moving parts of the engine limit
the efficiency, but in my academic mind the engine is built with frictionless bearings and
all processes in the cycle of compressions and expansions are reversible.

During a cycle, a heat engine moves in a clockwise closed path in the PV plane, and, if
the processes are reversible, the area enclosed by this clockwise path is the net external
work done by the system. It also moves in a clockwise closed path in the TS plane, and,
if the processes are reversible, the area enclosed by this clockwise path is the net heat
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supplied to the system. The two are equal, and when the system returns to its original
state, there is no change in the internal energy. That is, internal energy is a function of
state.

Depending upon the nature of the various processes during the cycle, the cycle may carry
various names, such as the Carnot, Stirling, Otto, Diesel or Rankine cycles. Of these, the
most important from the theoretical point of view is the Carnot cycle. I do not know
whether anyone has ever built a Carnot heat engine. I do know, however, that no one has
ever built an engine working between a hot heat source and a cold heat sink that is more
efficient than a Carnot engine; for, for a given temperature difference between source and
sink, the Carnot engine is the most efficient conceivable. There is another important
thing about the Carnot cycle. In Chapter 3, we struggled to understand that most difficult
of all the thermodynamic concepts, namely temperature, and we wondered if we could
define an absolute temperature scale that was independent of the properties of any
particular substance. Consideration of the Carnot cycle enables us to do just that.

Of real heat engines I know very little. I know that one pedal of my car makes the car go
faster and the other makes it go slower – but what is under the hood or bonnet is beyond
my ken. Real heat engines may resemble some of the theoretical engines of academia to a
greater or lesser extent. Thus a motor car engine may resemble an Otto cycle, or a steam
engine may resemble a Rankine cycle, or a real Diesel engine may resemble the
theoretical Diesel cycle. Engineering students may wonder whether they need bother
with learning about “theoretical” engines that bear little resemblance to the metal and fuel
that they have to work with on a practical basis. I cannot answer that, but there is just
one thing I do know about real engines, and that is that they are subject to and follow all
the fundamental laws of thermodynamics that theoretical engines have to follow; and I
suspect that the engineer who designed the engine in my car had a pretty thorough
knowledge of the fundamental principles of thermodynamics.

11.2 The Carnot Cycle

I referred above to one of the uses of the theoretical concept known as the Carnot cycle,
namely that it enables us to define an absolute temperature scale. I suggest that, before
you read any further, you re-read Section 3.4 of Chapter 3.

Pause while you re-read Section 3.4

As a temporary measure I am going to use the symbol θ to represent the temperature

measured on the ideal gas scale. I shall then define an absolute temperature scale, T, and
show that it is identical with the ideal gas temperature scale.

To start with, I shall suppose that the working substance in our Carnot engine is an ideal
gas. We shall refer to figure XI.1, in which ab and cd are isotherms at temperatures θ2
and θ1 respectively (θ2 > θ1), and bc and da are adiabats. Starting at the point a( P1 , V1 ), a
quantity of heat Q2 is supplied to the gas as it expands isothermally from a to b( P2 , V2 )
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at temperature θ2 on the ideal gas scale. During this phase, the cylinder is supposed to be
uninsulated and placed in a hot bath at temperature θ2. As it expands isothermally it does
external work. Since the working substance is an ideal gas, the internal energy at
constant temperature is independent of volume (there is no internal work against van der
Waals forces to be done) so the heat supplied to the gas is equal to the external work that
it does. That is, per mole,

Q2 = Rθ 2 ln(V2 / V1 ). 11.2.1

a P1 , V1

FIGURE XI.1
Q2

θ2
Pressure

b P2 , V2
d
P4 , V4
θ1

Q1
c P3 , V3
Volume

After the gas has reached b the cylinder is insulated and the gas expands adiabatically and
reversibly to c (P3 , V3).

It is then placed in a cold bath at temperature θ1, uninsulated, and compressed

isothermally to d (P4 , V4). During this stage it gives out a quantity of heat Q1:

Q1 = Rθ1 ln(V3 / V4 ). 11.2.2

Finally it is insulated again and compressed adiabatically and reversibly to its original
state a.
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For these four stages we have the equations

P1V1 = P2V2 , 11.2.3

P2V2γ = P3V3γ , 11.2.4

P3V3 = P4V4 , 11.2.5

P1V1γ = P4V4γ . 11.2.6

From these, we readily see that

V2 / V1 = V3 / V4 , 11.2.7

and therefore Q2 / Q1 = θ2 / θ1 . 11.2.8

The net heat received is Q2 − Q1, and this is the heat available for doing external work. A
quantity of heat must be supplied at the beginning of each cycle, and so the efficiency of
the cycle is

Q2 − Q1 θ − θ1
η = = 2 . 11.2.9
Q2 θ2

Thus the efficiency of the Carnot engine is the fractional temperature difference between
source and sink.

We have specified in the above that the working substance is an ideal gas, the
temperatures of source and sink being θ1 and θ2 on the ideal gas scale. Let us now not
specify what the working substance is, but let us set up a system of 100 Carnot engines
working in tandem, with the sink of one being the source for the next. We’ll have the
sink for the coldest engine in a bucket of melting ice (0 oC) and the source for the hottest
engine in a bucket of boiling water (100 oC). They will be working between isothermals
and adiabats on an absolute thermodynamic scale, T, defined such that the net work done
by each engine (i.e. the area of each PV loop) per cycle is the same for each of the
engines. This will define the temperature on an absolute scale. It would take me a while
to use the computer to do a decent drawing of 100 isotherms and 2 adiabats, so I’m going
to try to make do with a hand-drawn sketch (figure X1.2) of just five isotherms, two
adiabats and four linked Carnot cycles to illustrate what I am trying to describe.

We suppose that the efficiency of such a Carnot engine depends solely on the temperature
of source and sink:

Q1 / Q2 = f (T1 , T2 ). 11.2.10
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We are making no assumption about the form of this function, which is completely
arbitrary. We are free to define it in any manner that is useful to us in our attempt to
define an absolute temperature scale.

FIGURE XI.2

Let us consider two adjacent engines, one working between temperatures T1 and T2, and
the other working between temperatures T2 and T3. We have:

Q1 / Q2 = f (T1 , T2 ), 11.2.11

Q2 / Q3 = f (T2 , T3 ), 11.2.12

and for the pair as a whole considered as a single engine,

Q1 / Q3 = f (T1 , T3 ). 11.2.13

From these we find that

f (T1 , T3 ) .
f (T1 , T2 ) = 11.2.14
f (T2 , T3 )

This can be only if T3 cancels from the right hand side, so that

φ(T1 ) .
f (T1 , T2 ) = 11.2.15
φ(T2 )

Q1 φ(T1 ) .
That is, = 11.2.16
Q2 φ(T2 )

And since φ is a completely arbitrary function that we can choose at our pleasure to
define an absolute scale, we choose
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Q1 T
= 1 . 11.2.17
Q2 T2

And, with this choice, the absolute thermodynamic temperature scale is identical with the
ideal gas temperature scale. Equation 11.2.17 also implies that entropy in = entropy out.
Entropy is conserved around the complete cycle. Entropy is a function of state.

In Sections 11.3 to 11.5 I give examples of some other cycles. These are largely for
reference, and readers who wish to continue without interruption with the theoretical
development of the subject can safely skip these and move on to Sections 11.7 and 11.8.

11.3 The Stirling Cycle

This takes place between two isotherms and two isochors. Note that, provided the
working substance is an ideal gas, there is no change in the internal energy along the
isotherms, and that the work done by or on the gas is equal to the heat gained by or lost
from it. No work is done along the isochors. I show the cycle in the PV plane in figure
XI.3, and an imaginary schematic engine in figure XI.4.

b
Qc
Qb
Pressure

V1 c
Qa = RT1 ln(V2 / V1 )
B T2
D
Qb = CV (T2 − T1 )
V2
Qd Qc = RT2 ln(V2 / V1 )

FIGURE XI.3 Qa a d
Qd = CV (T2 − T1 )
T1
A

Volume
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Hot
T2
PD , V2

PC , V1
a b c d
PB , V1
Cold
PA , V2
T1

A B C D
FIGURE XI.4

The gas is supposed to be held in a cylinder between two pistons. The cylinder is divided
into two sections by a porous partition. One section is kept at a hot temperature T2 and
the other is kept at a cold temperature T1.

In stage a, the cold gas is compressed isothermally. The work done on a mole of the gas
is RT1 ln(V2 / V1 ); this is converted into heat, Qa, which is lost from the gas to the cold
reservoir.

In stage b, the gas, held at constant volume, is transferred to the hot reservoir. No work is
done on or by the gas, but a quantity of heat Qb = CV (T2 − T1 ) per mole is supplied to
the gas.

In stage c, the hot gas is expanded isothermally to its original volume. The work done by
a mole of the gas is RT2 ln(V2 / V1 ); in order to prevent the gas from cooling down, it has
to absorb an equal amount of heat, Qc from the hot reservoir. Note that Qc > Qa .
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In stage d, the gas, held at constant volume, is transferred back to the cold reservoir. No
work is done on or by the gas, but the gas loses a quantity of heat Qd = CV (T2 − T1 ) to
the cold reservoir. Note that Qd = Qb.

Exercise: Show that the efficiency is

R (T2 − T1 ) ln(V2 / V1 ) .
η = 11.3.1
CV (T2 − T1 ) + RT2 ln(V2 / V1 )

If the gas is an ideal diatomic gas (to which air is an approximation), then CV = 52 R , and
then
(T2 − T1 ) ln(V2 / V1 ) .
η = 11.3.2
2.5(T2 − T1 ) + T2 ln(V2 / V1 )

If helium were used as an ideal gas, the efficiency would be greater, because for helium,
CV = 32 R.

11.4 The Otto Cycle

The Otto cycle (to which the engine under the hood of your car bears some slight
resemblance) works between two isochors and two adiabats (figure XI.5).

∆Q = CV (TD − TC )

FIGURE XI.5
C
Pressure

∆Q = CV (TE − TB )

A B
G F

Volume
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The cycle starts at A. From A to B the piston recedes and a valve is open, so that a
misture of air and petrol (gasoline) is drawn in at constant (atmospheric) pressure. The
temperature is typically somewhat above ambient temperature because of the previous
operation of the cycle. At B, the valve is closes, and now from B to C a fixed mass of gas
is compressed adiabatically, the temperature being a few hundred K. C is the point of
maximum compression. At this point a spark is struck and the mixture is ignited. In
effect heat is added to the system and the temperature goes up instantaneously to perhaps
2000 K at constant (small) volume. The gas, now having reached D, expands
adiabatically to E, doing work, and the temperature drops somewhat. At E, a (second)
valve opens, gas is expelled, the pressure drops to atmospheric, and the temperature drops
to its original value. We are now at F. The piston pushes the remaining gas out, and we
end at G. The cycle starts anew.

It is left as an exercise to show:

 T 
Net work done by the engine per cycle = CV (TD − TC )1 − B  .
 TC 
 T 
1 /( γ −1)

Volume of stroke = VB − VC = VB 1 −  B  .
 T
 C 

1 /( γ −1)
T T 
Maximum pressure = PD = PB D  C  .
TB  TB 

γ −1
V  TB
Efficiency = 1 −  C  = 1 − .
 VB  TC

In principle the efficiency could be very large if the temperature at C, at the end of the
adiabatic compression, were high. In practice the temperature at the end of the adiabatic
compression is limited (and therefore so is the efficiency) because, if the temperature
were too high, the air-gasoline mixture would ignite spontaneously.

11.5 The Diesel Cycle

This difficulty is avoided in the Diesel cycle in that, during the adiabatic compression
stage to a high temperature, it is just air (not an air-fuel mixture) that is compressed.
Only then, when the temperature is high, is fuel injected, which then immediately ignites.
The cycle is shown in figure XI.6.

We start at A. A valve opens and the piston moves back, and pure air (no fuel) is sucked
into the cylinder. This is followed by an adiabatic compression from B to C, which can
reach a high temperature of 2000 K or so. At C a jet of liquid fuel is forced at high
 10

pressure into the cylinder by a pump that is operated by the engine itself. The fuel
immediately ignites. The rate of injection is held so that the mixture expands at constant
pressure until we reach D, at which point the injection of fuel is cut off and the gas
expands adiabatically to E. A valve is then opened so that the pressure drops to
atmospheric at F. The piston then pushes the remainder of the mixture out, and the cycle
stars anew.

It is left as an exercise to show:

Net work done by the engine per cycle =

  PC 
1 − 1/ γ
   P T  γ −1 
C P TD − TB    − CV TD  B D  − TB  .
  PB     PC TB  
  PB  
1/ γ

Volume of stroke = VB − VC = VB 1 −    .
  PC  

  P T  γ −1 
CV TD  B D  − TB 
  PC TB  
Efficiency = 1 − .
  PC 
1 − 1/ γ

C P TD − TB   
  PB  

Have a look at
http://www.univ-lemans.fr/enseignements/physique/02/thermo/diesel.html

C D
Pressure

A B
G F

Volume

FIGURE XI.6
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Exercise: Assuming γ = 1.4, what are the efficiencies of the Carnot, Otto and Diesel
cycles running between 350 K and 2000 K? Assume for the Diesel cycle that the
maximum pressure is 30 atmospheres. Assume for the Otto cycle that TC =650 K.

11.6 The Rankine Cycle (Steam Engine)

The Titfield Thunderbolt runs on an engine that slightly resembles the Rankine cycle.

The amount of work obtainable from an engine depends on the amount of the working
substance and on the temperature. Internal combustion Otto and Diesel engines work at
high temperatures, so they can be small. The steam engine is bulky but does not require
high temperatures. The steam engine has a boiler (which, naturally, boils water into
steam) and a condenser (which, naturally, condenses the steam back again to water).

A B
Pressure

FIGURE XI.7

D C

Volume
Steam from the boiler is drawn into a cylinder at constant pressure (A to B), at which
point the intake valve is closed and the remaining expansion (B to C) is adiabatic, taking
the temperature down to the temperature of the condenser. The section C to D
corresponds to the condensation of the steam. From D to A the condensed water is
transferred to the boiler, and the cycle starts again.
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11.7 A Useful Exercise

It would probably not be a useful exercise to try to memorise the details of the several
heat engine cycles described in this chapter. What probably would be a useful exercise is
as follows. Note that in each cycle there are four stages, which, in principle at least (if
not always in practice) are well defined and separated one from the next. These stages
are described by one or another of an isotherm, an adiabat, an isochor or an isobar. It
would probably be a good idea to ask oneself, for each stage in each engine, the values of
∆Q, ∆W and ∆U, noting, of course, that in each case, ∆U = ∆Q + ∆W . In each case take
care to note whether heat is added to or lost from the engine , whether the engine does
work or whether work is done on it, and whether the internal energy increases or
decreases. By doing this, one could then easily determine how much heat is supplied to
the engine, and how much net work it does during the cycle, and hence determine the
efficiency of the engine.

The following may serve as useful guidelines. In these guidelines it is assumed that any
work done is reversible, and that (except for the steam engine or Rankine cycle) the
working substance may be treated as if it were an ideal gas.

Along an isotherm, the internal energy of an ideal gas is unchanged. That is to say,
∆U = 0. The work done (per mole of working substance) will be an expression of the
form RT ln(V2 / V1 ), and the heat lost or gained will then be determined by
∆Q + ∆W = 0 .

Along an adiabat, no heat is gained or lost, so that ∆Q = 0. The expression for the
R (T1 − T2 ) PV − P2V2
work done per mole will be of the form = 1 1 , where V is the molar
γ −1 γ −1
volume. Just be sure to understand whether work is done on or by the engine. The
change in the internal energy (be sure to understand whether it is an increase or a
decrease) is then given by ∆U = ∆W .

Along an isochor, no work is done. That is, ∆Q = 0. The heat lost or gained per mole
will be of an expression of the form CV (T2 − T1 ), where CV is the molar heat capacity at
constant volume. The change in the internal energy (be sure to understand whether it is
an increase or a decrease) is then given by ∆U = ∆Q.

Along an isobar, none of Q, W or U are unchanged. The work done per mole (by or on
the engine?) will be an expression of the form ∆W = P(V2 − V1 ) = R(T2 − T1 ).

The heat added to or lost from the engine will be an expression of the form C P (T2 − T1 ),
where CV is the molar heat capacity at constant pressure. The change in the internal
energy (be sure to understand whether it is an increase or a decrease) is then given by
∆U = ∆Q + ∆W .
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It might also be a good idea to try to draw each cycle in the T : S plane (with the intensive
variable T on the vertical axes). Indeed I particularly urge you to do this for the Carnot
cycle, which will look particularly simple. Note that, while the area inside the cycle in
the P : V plane is equal to the net work done on the engine during the cycle, the area
inside the cycle in the T : S plane is equal to the net heat supplied to the engine during the
cycle.

11.8 Heat Engines and Refrigerators

V
FIGURE XI.8

Figure XI.8 illustrates schematically the path taken by the state of a working substance is
a generalized heat engine. In the upper part of the cycle (continuous curve) the working
substance is expanding, and the machine is doing work. The work done by the engine is
∫ P dV , or the area under that part of the curve. In the lower part of the cycle (dashed
curve) the working substance is being compressed; work is being done on it. This work
is the area under the dashed portion of the cycle. The net work done by the engine
during the cycle is the work done by the engine while it is expanding minus the work
done on it during the compression part of the cycle, and this is the area enclosed by the
cycle.
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During one part of any heat engine cycle, heat is supplied to the engine, and during other
parts, heat is lost from it. As described in Section 11.1, the efficiency η of a heat engine
is defined by

net external work done by the engine during a cycle .

η = 11.8.1
heat supplied to the engine during a cycle

Note that the word “net” does not appear in the denominator. The efficiency can also be
calculated from

Qin − Qout ,
η = 11.8.2
Qin
though I stress that this is not a definition.

In the Carnot engine, which is the most efficient conceivable engine for given source and
sink temperature, the efficiency is

T2 − T1 ,
η = 11.8.3
T2

where T2 and T1 are respectively the temperatures of the hot source and cold sink.

If the working substance is taken round a cycle in the PV-plane in the counterclockwise
direction, the device is a refrigerator.

V
FIGURE XI.8
 15

In that case the area enclosed by the cycle is equal to the net work that is done on the
working substance. If the refrigerator operates on a reverse Carnot cycle, the working
substance takes in (from whatever it is that it is trying to cool) a quantity of heat Q1 as it
expands isothermally from d to c (see figure XI.1, but with the arrows reversed) and
expels a (greater) quantity of heat Q2 as it is compressed isothermally from b to a. This
quantity Q2 is expelled into the room – which is why the room gets warmer when you
switch on the fridge. (What – you never noticed?) The refrigerating effect is Q1, since
this is the quantity of heat taken in by the refrigerator from the body that is to be cooled.

The coefficient of performance of a refrigerator is defined by

refrigerating effect . 11.8.4

net work done on the engine during the cycle

By the first law of thermodynamics, the denominator of the expression is Q2 − Q1 , and for
a reversible Carnot cycle, the entropy in equals the entropy out, so that Q2 / Q1 = T2 / T1 .
Therefore the coefficient of performance for a Carnot refrigeration cycle can be
calculated from

T1
. 11.8.5
T2 − T1

This, of course, can be much greater than 1 – but no refrigerator working between the
same source and sink temperatures can have a coefficient of performance greater that that
of a reversible Carnot refrigerator.

Of course the working substance in a real refrigerator (“fridge”) is not an ideal gas, nor does one follow a
Carnot cycle – there are too many practical difficulties in the way of achieving this ideal dream. As
mentioned elsewhere in this course, I am not a practical man and I am not suited to describing real,
practical machines. The fundamental principles described in this section do, of course, still apply in the
real world! In a real refrigerator, the working substance (the refrigerant) is a volatile fluid which is
vaporized in one part of the operation and condensed to a liquid in another part. In industrial refrigerators,
the refrigerant may be ammonia, but this is considered to be too dangerous for domestic use. “Freon”,
which was a mixture of chlorofluorocarbons, such as CCl2F2, was in fashion for a while, but escaping
chlorofluorocarbons have been known for some time to cause breakdown of ozone (O3) in the atmosphere,
thus destroying our protection against ultraviolet radiation from the Sun. The chlorofluorocarbons have
been largely replaced by hydrofluorocarbons, such as C2H2F4, which are believed to be less damaging to
the ozone layer. The exact formula or mixture is doubtless a trade secret.

The fluid is forced around a system of tubes by a pump called the compressor. Shortly before the fluid
reaches the freezer it is in liquid form, moving along some rather narrow pipes. It is then forced through a
nozzle into a system of wider pipes (the evaporator) surrounding the freezer, and there it vaporizes, taking
heat from the food and from the air in the freezer. A fan may also distribute the cooled air throughout the
rest of the refrigerator. After leaving the freezer, the vapour returns to the compressor, where it is, of
course, compressed (which is why the pump is called the compressor). This produces heat, which is
dissipated into the room as the fluid is forced through a series of pipes and vanes, known as the condenser,
at the rear of the fridge, where the fluid condenses into liquid form again. The cycle then starts anew.
 16

The following summary of Carnot heat engines and refrigerators may be helpful. (But
just remember that, while Carnot cycles are the most efficient engines and refrigerators
for given source and sink temperatures, the practical realization of a real engine or
refrigerator may not be identical to this theoretical ideal.)

Notation: T2 = hotter temperature

T1 = cooler temperature
Q2 = heat gained or lost at T2
Q1 = heat gained or lost at T1

Q1 Q
∆S = 0 = 2.
T1 T2

Heat Engine:

Qin = Q2
Q2
Qin > Qout

Qout = Q1

Q1

∆U = 0 Net work done by engine = Q2 − Q1 .

Qin − Qout Q − Q1 T − T1 .
Efficiency η = = 2 = 2
Qin Q2 T2
 17

Refrigerator:

Room
Q2

Qin = Q1
Qout > Qin

Qout = Q2

Q1
Food

∆U = 0 Net work done on refrigerator = Q2 − Q1 .

Qin Q1 T1 .
Coefficient of Performance P = = =
Qout − Qin Q2 − Q1 T2 − T1
 18

Heat Pump:

The principle of a heat pump is the same as that of a refrigerator, except that its purpose
is different. The purpose of a refrigerator is to extract heat from something (e.g. food) and
so to make it colder. That the heat so extracted goes into the room to make the room
warmer (at least in principle) is incidental. The important thing is how much heat is
extracted from the food, and that is why it is appropriate to define the coefficient of
performance of a refrigerator as the refrigerating effect (i.e. Q1) divided by the net work
done on the refrigerator, per cycle. But with a heat pump, the object is the heat the room
by extracting heat from outside. That the outside may become cooler (at least in
principle) is incidental. Thus, for a heat pump, the appropriate definition of the
coefficient of performance is the heating effect (i.e. Q2) divided by the net work done on
the refrigerator, per cycle.

Room
Q2
Qin = Q1
Qout > Qin

Qout = Q2

Q1
Outside

∆U = 0 Net work done on heat pump = Q2 − Q1 .

Qout Q2 T2 .
Coefficient of Performance P = = =
Qout − Qin Q2 − Q1 T2 − T1

You can see from this equation that, the warmer it is outside (T1), the greater the
coefficient of performance. You may therefore wonder if it is practical to use a heat
pump to heat a building in a cold climate, such as the Quebec winter. And, if it isn’t, can
one devise an engine that is simultaneously a refrigerator and a heat pump; that is to say,
it extracts heats from (i.e. cools) the food, and transfers this heat (plus a little bit more
because of the work that is done on the refrigerator/heat pump) into the room in order to
heat the room effectively. There’s an answer to that in an article in the Victoria Times-
Colonist of June 11, 2006, which I reproduce, with permission, below.
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Air Conditioner

The purpose of a refrigerator (“fridge”) is to pump some heat Q1 from the food (or
whatever is to be kept cool). The quantity Q1 is the “refrigerating effect”. During the
operation of the fridge, a somewhat greater quantity Q2 of heat is expelled into the room,
though this should not result in a very noticeable rise in temperature of the room, partly
because the room has a large thermal capacity, and partly because much of this heat will
be lost through the windows. The coefficient of performance of the fridge is the
refrigerating effect per cycle, Q1, divided by the net work done on the fridge per cycle,
and, for a Carnot cycle it can be calculated from T1 /(T2 − T1 ).

The purpose of a heat pump is to pump some heat Q1 from outside, and (from the work
done on the pump) to pump a larger quantity Q2 of heat into the room – large enough,
indeed to warm the room appreciably, supposing that you don’t keep all the windows
wide open. The coefficient of performance must therefore be defined as Q2 divided by
the net work done on the fridge per cycle. For a Carnot cycle it can be calculated from
T2 /(T2 − T1 ).

There is a third possibility, namely an air conditioner. This will incorporate a

dehumidifier, but, in our present context we regard it as a device whose purpose is to
pump heat from the room to the outside, rather than from outside to the room. If it is
successful, the room will become cooler than the outside. Thus an air conditioner is more
like a refrigerator, in that the coefficient of performance is the heat Q1 extracted per cycle
from the room divided by the net work done on the machine per cycle. For a Carnot
cycle it can be calculated from T1 /(T2 − T1 ).
Outside
Q2

Qin = Q1
Qout > Qin

Qout = Q2

Q1
Room

∆U = 0 Net work done on air conditioner = Q2 − Q1 .

Qin Q1 T1 .
Coefficient of Performance P = = =
Qout − Qin Q2 − Q1 T2 − T1
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Those who have read thus far will have an idea that there are things called heat engines,
refrigerators, heat pumps and air conditioners, which are represented by Carnot cycles or
similar cycles, with arrows going in different directions, a few equations with different
subscripts, and subtly different definitions of efficiency or coefficient of performance.
Since I prepared these notes I have discovered that there actually exist in the real world,
real, solid machines called heat engines, refrigerators, heat pumps and air conditioners.
I have discovered two very nice little pamphlets describing real heat pumps and real air
conditioners, and how you might install them to heat or to cool your home. They are
called Heating and Cooling with a Heat Pump, and Air Conditioning your Home, each
about 50 pages. My copies are dated 1996, revised 2004, though I dare say you might be
able to get more recent ones. They are available free from Energy Publications, Office of
Energy Efficiency, Natural Resources Canada, c/o S.J.D.S., 1779 Pink Road, Gatineau,
Province of Québec, Canada J9J 3N7. I found them fascinating.

11.9 Entropy is a Function of State

We have defined temperature on the absolute scale such that the temperature of the
source of a reversible Carnot heat engine is proportional to the heat taken in by the engine
during its isothermal expansion at the hot temperature, and the temperature of the sink is
proportional to the heat lost by the engine during its isothermal compression at the cool
temperature. No heat is gained or lost, of course, during the adiabatic phases, and there is
no change in internal energy over a complete cycle. Therefore Q1 / Q2 = T1 / T2 .

Now, any cycle can be represented by an infinite number of infinitesimally narrow

Carnot cycles operating in tandem. Thus ∫ dQ / T during that part of the cycle in which
an engine is losing heat is equal to ∫ dQ / T during that part of the cycle in which it is
absorbing heat. Therefore, during the complete cycle, ∫ dQ / T is zero. This means that
the net change in entropy during a complete cycle is zero, so that entropy is a function of
state. In effect 1/T is an integrating factor which, when it multiplies the inexact
differential đQ, results in the exact differential đQ/T = dS.