Chapter 9

Gas Power Cycles

1
 General Overview

Thermodynamics
Cycles

Refrigeration
Power cycles cycles
(Chapter 9 & 10)
(Chapter 11)

Produce
Produce net refrigeration
power output effect
Thermodynamics (heat engine) (Refrigerator, Thermodynamics
Cycles heat pump) Cycles

Gas cycles Vapour cycles Closed cycles Open cycles

One part liquid,

Gaseous phase one part vapour Working fluid is Working fluid is
working fluid phase throughout recirculated renewed
cycle
Overview of Chapter 9

Gas Power Cycles

Closed cycles Open cycles

(internal (external
combustion) combustion)

OTTO CYCLE DIESEL CYCLE JET PROPULSION

BRAYTON CYCLE
Spark Ignition (SI)/ Combustion Ignition CYCLE
Gasoline Engine (CI)/ Diesel Engine Power production
Jet propulsion
Overview

9-1 Basic considerations in the analysis of power cycles

9-2 The Carnot cycle and its value in engineering
9-3 Air standard assumptions
9-4 An overview of reciprocating engines
9-5 Otto cycle
9-6 Diesel cycle
9-8 Brayton cycle
9-9 Brayton cycle with regeneration
9-10 Brayton cycle with reheating, regeneration and inter-cooling
9-11 Ideal Jet propulsion cycles

4
 BASIC CONSIDERATIONS IN THE ANALYSIS
OF POWER CYCLES
• Most power-producing devices operate on cycles. Thermal efficiency of
heat engines
• Ideal cycle: A cycle that resembles the actual
cycle closely but is made up totally of internally
reversible processes.
• Reversible cycles such as Carnot cycle have
the highest thermal efficiency of all heat engines
operating between the same temperature levels.
Unlike ideal cycles, they are totally reversible, and
unsuitable as a realistic model.

Differentiating Carnot and Ideal cycles

Carnot Ideal
Total reversibility Internally reversible The analysis of many complex
Highest thermal efficiency Simplification of actual processes can be reduced to a
cycle manageable level by utilizing
some idealizations.
(th,actual < th,ideal < th,Carnot)
5
BASIC CONSIDERATIONS IN THE ANALYSIS
OF POWER CYCLES
The idealizations and simplifications in the
analysis of power cycles:
• The cycle does not involve any friction.
Therefore, the working fluid does not
experience any pressure drop as it flows in
pipes or devices such as heat exchangers.
• All expansion and compression processes
take place in a quasi-equilibrium manner.
(i.e. reversible)
• The pipes connecting the various
components of a system are well insulated,
and heat transfer through them is negligible.
(i.e. adiabatic)

On both P-v and T-s diagrams,

the area enclosed by the
process curve represents the
net work of the cycle.
AN OVERVIEW OF RECIPROCATING ENGINES
• Reciprocating engine – basically a piston-cylinder device!!
• Used in automobiles, trucks, light aircraft, ships etc.

Spark plug or fuel injector • Piston reciprocates (moves) between

two fixed positions – TDC and BDC
• Stroke – largest distance a piston can
travel in one direction
• Bore – diameter of piston
• Intake-valve – air-fuel mixture enters
into piston
• Exhaust valve – combustion products
expelled out
• The reciprocating motion of the piston
Connected to crankshaft
is converted to rotary motion by a
crank mechanism
Nomenclature for reciprocating
engines 7
AN OVERVIEW OF RECIPROCATING ENGINES

• Clearance volume – volume formed in the

cylinder when piston is at TDC (also
minimum volume)
• Maximum volume – volume formed in the
cylinder when piston is at BDC
• Displacement volume – volume displaced by
the piston as it moves between TDC and
BDC
• Compression ratio, r – ratio of maximum
volume formed to the minimum volume
formed in the cylinder

8
AN OVERVIEW OF RECIPROCATING ENGINES

• Mean Effective Pressure (MEP) – theoretical

constant pressure that, if it acted on the piston
during the power stroke, would produce the same
amount of net work as actually developed in one
actual cycle

• MEP is a parameter that compares the performances

of reciprocating engines of equal size. Engine with
larger value of MEP delivers more net work per
cycle and thus performs better  greater power

9
 Spark Ignition (SI)/Gasoline Engine
versus
Combustion Ignition (CI)/Diesel Engine
Basic/
Ideal
cycle
Type of
Weight
Fuel

Thermal Differentiating Injection

Efficiency Parameters of Fuel

Ignition
Speed
process

Compression
Ratio

10
SPARK IGNITION (SI) ENGINE (GASOLINE ENGINE)
• A mixture of fuel and air is ignited by spark plug
• More advantages for applications up to 225 kW because they are relatively light
and lower in cost
• Particularly suitable for automobiles

11
COMPRESSION IGNITION (CI) ENGINE
(DIESEL ENGINE)
• Air is compressed to a high enough pressure and temperature that combustion
occurs spontaneously when fuel is injected
• Normally preferred for applications when fuel economy and relatively large
amount of power is required (heavy trucks, buses, etc)

12
 The two-stroke engines are
Four-stroke cycle generally less efficient than
their four-stroke counterparts
versus but they are relatively simple
and inexpensive, and they have
Two-stroke cycle high power-to-weight and
power-to-volume ratios.
Four-stroke cycle
1 cycle = 4 stroke = 2 revolution
Two-stroke cycle
1 cycle = 2 stroke = 1 revolution

Schematic of a two-stroke
reciprocating engine.
13
 AIR-STANDARD ASSUMPTIONS
Air-standard assumptions:
• The working fluid is air, which
continuously circulates in a closed loop
and always behaves as an ideal gas.
• All the processes that make up the
cycle are internally reversible.
• The combustion process is replaced by
a heat-addition process from an
external source.
• The exhaust process is replaced by a
heat-rejection process that restores the
working fluid to its initial state.
The combustion process is replaced by
a heat-addition process in ideal cycles.

Cold-air-standard assumptions: When the working fluid is considered to be air

with constant specific heats at room temperature (25°C).
Air-standard cycle: A cycle for which the air-standard assumptions are applicable.
14
OTTO CYCLE – SI Engine
Actual and ideal cycles (using the air-standard assumptions) in spark-
ignition (SI) engines and their P-v diagrams

15
OTTO CYCLE – SI Engine
wout

win
Four internally reversible processes in series:
Process 12: isentropic compression of the air as the
piston moves from BDC to TDC [win]

Process 23: isometric heat addition to the air from an

external source while the piston is at TDC. This process is
intended to represent the ignition of the fuel-air mixture
and the subsequent rapid burning [qin]

Process 34: isentropic expansion (power stroke)

[wout]

Process 41: isometric heat rejection from the air while

piston is at BDC (to complete the cycle) [qout] 16
OTTO CYCLE – Thermal efficiency
wnet qout
th,otto  wnet  qin  qout th,otto  1 
qin qin

Energy balance
Process (2)  (3):
q  w  u
Constant volume process, w  0
qin  (0)  u3  u2
qin  cv (T3  T2 )

Process (4)  (1):

q  w  u
Constant volume process, w0
 qout  (0)  u1  u4
T-s diagram of the ideal Otto  qout  cv (T1  T4 )
cycle.
qout  cv (T4  T1 )
 Otto cycle – Thermal efficiency
wnet q c (T  T )
th ,otto   1  out  1  v 4 1
qin qin cv (T3  T2 )
T 
T1  4  1
(T  T ) (T  T )
 1 4 1  1 4 1  1  1 
T
th,otto
(T3  T2 ) (T3  T2 ) T 
T2  3  1
 T2 
Processes (1)  (2) and (3)  (4) are isentropic, and v2 = v3 and v4 = v1
𝑘−1 𝑘−1 𝑇4 𝑇3
𝑇1 𝑣2 𝑣3 𝑇4
= = = Thus, 𝑇 = 𝑇
𝑇2 𝑣1 𝑣4 𝑇3 3 2

𝑘−1
𝑇1 𝑣2
𝜂𝑡ℎ,𝑜𝑡𝑡𝑜 = 1− =1−
𝑇2 𝑣1
𝟏
𝜼𝒕𝒉,𝒐𝒕𝒕𝒐 = 𝟏 −
𝒓𝒌−𝟏

where
𝑉 𝑉 𝑣
𝑟 = compression ratio 𝑟 = 𝑉𝑚𝑎𝑥 = 𝑉1 = 𝑣1
𝑚𝑖𝑛 2 2
𝑐𝑝
𝑘 = specific heat ratio 𝑘 = 𝑐𝑣
Otto cycle – Thermal efficiency
𝟏
𝜼𝒕𝒉,𝒐𝒕𝒕𝒐 = 𝟏 −
𝒓𝒌−𝟏

Upper limit – High

temperature lead to Monatomic gas
auto ignition which (eg. Argon, helium)
causes engine knock

19
DIESEL CYCLE – CI Engine
• Ideal for CI reciprocating engines
• Air is compressed to temperature above fuel’s auto ignition
temperature, then inject fuel into air and combustion starts.
• Since only air is compressed during the compression stroke, it
eliminates the possibility of auto ignition (engine knock).
• Therefore, diesel engines can be designed to operate at much higher
compression ratios than SI engines, typically between 12 and 24.

In diesel engines, the spark plug is replaced by a

fuel injector, and only air is compressed during the
compression process.

20
DIESEL CYCLE – CI Engine
Diesel cycle consists of four internally reversible
processes in series:
Process 12: isentropic compression of
the air [win]

Process 23: isobaric heat addition to

the air from an external source [qin]
(Volume is no longer constant since fuel is
added by fuel injector during combustion.
Combustion process is also longer)

Process 34: isentropic expansion

(power stroke) [wout]

Process 41: isometric heat rejection

from the air while piston is at BDC (to
complete the cycle) [qout]

21
DIESEL CYCLE – CI Engine
wnet q
th, Diesel   1  out
qin qin
Energy balance
Process (2)  (3):
Heat addition process at constant pressure
involves both heat and work
q  w  u
qin  ( wb , out )  u3  u2
qin  P2 (v3  v2 )  (u3  u2 )
qin  h3  h2  c p (T3  T2 )

Process (4)  (1)

Constant volume process, w  0
q  w  u
 qout  (0)  u1  u4
 qout  cv (T1  T4 )
qout  cv (T4  T1 ) 22
DIESEL CYCLE – THERMAL EFFICIENCY
wnet q c (T  T )
th, Diesel   1  out  1  v 4 1
qin qin c p (T3  T2 )

T 
T1  4  1
(T  T )
 1 4 1  1  1 
T
th, Diesel
k (T3  T2 ) T 
kT2  3  1
 T2 

Processes (1)  (2) and (3)  (4) are isentropic, and v1 = v4 but v2 ≠ v3

Process (1)  (2) Process (3)  (4)

k 1 k 1  v3 
T2  v1  T4  v3   v   r  k 1
    r k 1     c 
T3  v4 
2
T1  v2   v4   r 
 v2 
𝟏 𝒓𝒌𝒄 − 𝟏 Thermal efficiency of the ideal Diesel cycle as
𝜼𝒕𝒉,𝑫𝒊𝒆𝒔𝒆𝒍 = 𝟏 − a function of compression and cutoff ratios
𝒓𝒌−𝟏 𝒌(𝒓𝒄 − 𝟏)
(k=1.4).
where
𝑉 𝑣
𝑟𝑐 = cut off ratio 𝑟𝑐 = 𝑉3 = 𝑣3 - ratio of cylinder volumes after and before
2 2
combustion process
DIESEL CYCLE – THERMAL EFFICIENCY
Thermal efficiency of the ideal Diesel
cycle as a function of compression and
cutoff ratios (k=1.4).

𝜼𝒕𝒉,𝑶𝒕𝒕𝒐 versus 𝜼𝒕𝒉,𝑫𝒊𝒆𝒔𝒆𝒍

𝟏 𝟏 𝒓𝒌𝒄 − 𝟏
𝜼𝒕𝒉,𝒐𝒕𝒕𝒐 = 𝟏 − 𝜼𝒕𝒉,𝑫𝒊𝒆𝒔𝒆𝒍 = 𝟏 −
𝒓𝒌−𝟏 𝒓𝒌−𝟏 𝒌(𝒓𝒄 − 𝟏)

When r is the same, then 𝜼𝒕𝒉,𝒐𝒕𝒕𝒐 > 𝜼𝒕𝒉,𝑫𝒊𝒆𝒔𝒆𝒍 .

However, since r for Diesel Cycles are much higher, then 𝜼𝒕𝒉,𝑫𝒊𝒆𝒔𝒆𝒍 are
generally higher. 24
DUAL CYCLE
Dual cycle:
• A more realistic ideal cycle
model for modern, high-speed
compression ignition engine.
• Combination of gasoline and
diesel engines for heat transfers
at constant volume and constant
pressure

P-v diagram of an ideal dual cycle.

25
 Example 1
In an air-standard Dual cycle, two thirds of the total heat addition, qH occurs at
constant volume and the final one-third occurs at constant pressure. The total qH in
this cycle is 2400 kJ/kg, the pressure and at the beginning of the compression
process 100 kPa, 300C and the compression ratio is 10. Calculate the maximum
pressure and temperature and the thermal efficiency of this cycle.
Required: P3 , T4 & ηth qin=1/3 qH
P
3 4
Solution: qin=2/3 qH PVγ = C
2
Given: P1 = 100 kPa, T1 = 300C, rv = V1/ V2 = 10 5
qH = 2400 kJ/kg
q-w =u
1
w q
 th  net  1  L u5  u1  qL V
qH qH
Cv (T5 – T1) = qL
For 1  2 (Cons. Isentropic process), Unknown-T2, P2

 1
V  V 

T2   1  .T1  761.1K P2   1  .P1  2511.9kPa
 V2   V2 
26
For 2  3 (Constant Volume heat addition), Unknown-T3, P3
(1st Law)
q-w =u
2 qin=1/3 qH
u3  u 2  q H P
3 4
3 qin=2/3 qH PVγ = C
2 2
 CV (T3  T2 )  q H K=Cp/Cv
3 Cv=Cp/k 5

T3 = 2983.32 K =1.005/1.4=0.72
1
State equation PV/T=Constant V
T3
P3  .P2  9.87 MPa Ans.
T2
For 3→4 (Constant Pressure Heat Addition), Unknown-T4

First Law,
q-w =u (assume CP = 1.005 kJ/kg K)
q= u+P v= h
1 1
h4  h3  qH  C P (T4  T3 )  q H
3 3
 T4  3788K Ans. 27
 For 4→5 (Constant Isentropic process), Unknown-T5
1
V 
T5   5  .T4 T5 = 1658 K
 V4  qin=1/3 qH
P
3 4
V5 V1 T1 / P1 T1 / P1
    7.89 qin=2/3 qH PVγ = C
V4 V4 T4 / P4 T4 / P3
2
Heat reject
Thermal efficiency of cycle, 5 qL
wnet qL
 th   1 1
qH qH
V
Considering heat rejection in process 5→1,
(1st Law)
q-w =u
u5  u1  qL
Cv (T5 – T1) = qL
qL = 972.6 kJ/kg

ηth = 59.5 % (ans).

28
 GAS TURBINE – Operating principal
Operating principal:
• Fresh air at ambient conditions is drawn into
the compressor, where its pressure and
temperature are raised.
• This high-pressure air then enters the
combustion area, where a ring of fuel
injectors injects a steady stream of fuel and
burned using a flame burner.
• The resulting high temperature gases then
enter the turbine, where they expand to the
atmospheric pressure, while producing
power.
• The exhaust gases leaving the turbine are
thrown out, causing the cycle to be classified
as an open cycle.
GAS TURBINE - APPLICATIONS
Electric power production/generation Aircraft Propulsion
(BRAYTON CYCLE) (JET PROPULSION CYCLE)
• Base, midrange and peak load • Propulsion power for civilian and
electric power generation military applications including
• Pump and compressor drives for turbojet and turboprop engines
liquid and gas pipelines
• Road, rail and sea transport
BRAYTON CYCLE – Ideal cycle for gas turbine engines
• The combustion process is replaced by a constant-pressure heat-addition
process from an external source, and the exhaust process is replaced by a
constant-pressure heat-rejection process to the ambient air.
• Gas turbines usually operate on open cycle but are modeled as close cycle
using the air-standard assumptions

Gas turbine usually operates on Open-cycle are modelled as close

open-cycle. cycle (steady flow)
31
BRAYTON CYCLE
Brayton cycle consists of four internally reversible
processes:
Process 12 Isentropic compression (in a
compressor)
Process 23 Constant-pressure heat addition
Process 34 Isentropic expansion (in a turbine)
Process 41 Constant-pressure heat rejection

Note: all four processes of the Brayton

cycle are executed in steady-flow devices
 steady-flow analysis required!

Otto cycle Diesel cycle

32
BRAYTON CYCLE - Thermal efficiency
wnet q
th , Brayton   1  out
qin qin

Energy balance
Process (2)  (3):
Heat addition process at constant pressure
𝑞 − 𝑤 = 𝑚(∆ℎ)
qin  h
qin  c p (T3  T2 )

Process (4)  (1):

Heat rejection process at constant pressure
 qout  h
 qout  h1  h4  c p (T1  T4 )

qout  h4  h1  c p (T4  T1 ) 33
BRAYTON CYCLE – THERMAL EFFICIENCY
T 
T1  4  1
c p (T4  T1 )
 1  1 
wnet q T
th , Brayton   1  out  1
qin qin c p (T3  T2 ) T 
T2  3  1
 T2 
Processes 12 and 34 are isentropic, and P2 = P3 and P4 = P1
 k 1  k 1
T2  P2  k P  k T3
     3  
T1  P1   P4  T4
T4 T3
 
T1 T2

T1 1
th , Brayton  1   1 ( k 1) / k
T2  P2 
 
 P1 

1 where
𝜂𝑡ℎ,𝐵𝑟𝑎𝑦𝑡𝑜𝑛 = 1 − (𝑘−1) 𝑘
𝑟𝑝 P2
rp  pressure ratio 
P1
k  specific heat ratio c p / cv 34
 BRAYTON CYCLE – THERMAL EFFICIENCY
1
𝜂𝑡ℎ,𝐵𝑟𝑎𝑦𝑡𝑜𝑛 = 1 − (𝑘−1) 𝑘
𝑟𝑝

• Thermal efficiency of Brayton cycle

increases with the increase in the pressure
ratio of the gas turbine and the specific heat
ratio, k of the working fluid
• rp for most turbines: 11-16
• The highest temperature in the cycle is
limited by the maximum temperature that the
turbine blades can withstand. This also limits
the pressure ratios that can be used in the
cycle.
• Functions of air in gas turbines: Thermal efficiency of the ideal
 supplies the necessary oxidant for the Brayton cycle as a function of the
combustion of the fuel, pressure ratio.
 serves as a coolant to keep the temperature
of various components within safe limits. An
air–fuel ratio of 50 or above is not uncommon. 35
BRAYTON CYCLE – BACK WORK RATIO
• Back work ratio – ratio of compressor work to turbine work (i.e. the fraction
of the turbine work produced that is used by the cycle to drive the
compressor)

• This ratio is usually high, more than 50% of Wout is used for wcompressor

36
BRAYTON CYCLE - Deviation of Actual Gas-
Turbine Cycles from Idealized Ones
Reasons for deviation:
• Irreversibilities in turbine and
compressors turbine
• pressure drops
compressor
• heat losses

Isentropic efficiencies of the compressor

and turbine
Isentropic work

compressor
The deviation of an actual gas-
turbine cycle from the ideal Brayton
cycle as a result of irreversibilities.
Actual work a = actual; s = ideal

turbine

Isentropic work
37
THE BRAYTON CYCLE WITH REGENERATION
Regenerator increases the thermal efficiency of the
Brayton cycle since less fuel is used for the same
work output. 4 - Temperature at which exhaust
𝑤𝑛𝑒𝑡 1 gas leaves turbine
𝜂𝑡ℎ,𝐵𝑟𝑎𝑦𝑡𝑜𝑛 = = 1 − (𝑘−1) 5’ - Ideal temperature leaving
𝑞𝑖𝑛 𝑟
𝑘
regenerator
𝑝
5 – Actual temperature leaving
regenerator

A gas-turbine engine with regenerator.

T-s diagram of a Brayton

cycle with regeneration.
THE BRAYTON CYCLE WITH For minimizing work input to
compressor and maximizing
INTERCOOLING, REHEATING, work output from turbine
(best performance):
AND REGENERATION
𝑤𝑛𝑒𝑡 = 𝑤𝑜𝑢𝑡,𝑡𝑢𝑟𝑏𝑖𝑛𝑒 − 𝑤𝑖𝑛,𝑐𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑜𝑟

A gas-turbine engine with two-stage

compression with intercooling, two-stage
expansion with reheating, and
regeneration 39
THE BRAYTON CYCLE WITH INTERCOOLING,
REHEATING, AND REGENERATION

• Multistage compression with intercooling – reduces compression work (with

increasing number of stages, the compression process becomes nearly
isothermal at the compressor inlet temperature)
• Multistage expansion with reheating – Increases work output at turbine without
raising the maximum temperature (with increasing number of stages, the
expansion process becomes nearly isothermal) 40
 IDEAL JET-PROPULSION CYCLES
• Gas-turbine engines are widely used in aircraft because they are light, compact
and have high power-to-weight ratio.
• The ideal jet-propulsion cycle differs from the simple ideal gas turbine cycle
(Brayton cycle) in that the gases are not expanded to the ambient pressure in the
turbine - expand just to drive the compressor and auxiliary equipments.
• The net work output of a jet-propulsion cycle is zero. The gases that exit the
turbine at a relatively high pressure are subsequently accelerated in a nozzle to
provide the thrust to propel the aircraft.
• Aircraft are propelled by accelerating a fluid in the opposite direction to motion.
This is accomplished by either slightly accelerating a large mass of fluid
(propeller-driven engine) or greatly accelerating a small mass of fluid (jet or
turbojet engine) or both (turboprop engine).

41
 IDEAL JET-PROPULSION CYCLES

Thrust (propulsive force) Propulsive power is the thrust

acting on the aircraft through a
distance per unit time.

Propulsive power

Propulsive efficiency

42
 Example 2 –Jet propulsion cycle
A turbojet aircraft flies with a velocity of 260 m/s at an altitude where the air is at 35 kPa
and -40oC. The compressor has a pressure ratio of 10, and the temperature of the gases
at the turbine inlet is 11000C. Air enters the compressor at a rate of 45 kg/s. Utilizing the
cold –air-standard assumptions, determine (a) the temperature and pressure of the gases
at the turbine exit, (b) the velocity of the gases at the nozzle exit, and (c) the propulsive
efficiency of the cycle (d) rate of fuel consumption.
1100C------------------------------
Find:
a) T5, P5
b) V6
c) 
d) Q -40C;
35 kPa ------
Process 1-2: Isentropic expansion of an Energy balance
ideal gas in a diffuser: =0
V22 V12 2
V12
 c p T2  T1  
h2   h1  V
State 1  h2  h1  1
2 2 2 2
2
Air inlet velocity V1 = 260 m/s V
 T2  T1  1
T1= -40C=233K 2c p
P1=35 kPa  233K 
260m / s 2  1 kJ kg 
 
State 2 Unknown T2, P2
21.005kJ / kg.K   1000 m 2 s 2 
 267 K
Ideally air exit the diffuser with a k
k 1
1.4
1.41
T   267 K 
negligible velocity V2=0  P2  P1  2   35kPa   56.4kPa
43
 T1   233K 
 Process 2-3: Isentropic compression of an ideal gas in a compressor
State 3 Unknown T3, P3
1100------------------------------
Compression ratio: P3/P2=rp=10

P3 =(rp)(P2)=10*56.4 kPa=564 kPa (=P4)

k 1 k
P 
 267 K 10
1.41 1.4
T3  T2  3   515K
 P2  -40------
State 4:
T4=1100C P4=564kPa
Process 4-5: Isentropic expansion of an ideal gas in a turbine
State5: Unknown T5, P5
Assume the turbine work to be equal to the compressor work
wcomp,in  wturb,out
h3  h2  h4  h5
c p T3  T2   c p T4  T5 

T5  T4  T3  T2  1373  515  267  1125K

k  k 1 1.41 1.4
T   1125K 
P5  P4  5   564kPa   281kPa 44
 T4   1373K 
 Process 5-6: Isentropic expansion of an ideal gas in nozzle
Unknown T6, V6
State 6:
=0 1100------------------------------
2 2
V V
h6  6
 h5  5
k 1 k 1.41 1.4
2 2 P   35kPa 
2 T6  T5  6   1125K    620 K
V  P5   281kPa 
 h5  h6  6
2
V62
 c p T5  T6  
2 -40------
 V6  2c p T5  T6 

 1kJ / kg 
 21.005kJ / kg.K 1125  620K  2 
 1000m / s 
2

 1007m / s

Propulsive efficiency
W p  mVexit  Vinlet Vaircraft
. .

 1kJ / kg 
 45kg / s 1007  260m / s 260m / s  2 2 
 1000m s 
 8740kW
Qin  mh4  h3   m c p T4  T3 
. . .

 45kg / s 1.005kJ / kg.K 1373  515

 38.803kW
45
 .
. Wp
p  .
Qin
8740kW
  22.5%
38,803kW

. .
Q  m HV
.
. Q 38,803kJ / s
m   0.91kg / s
HV 42,700kJ / kg

46
Summary
• Basic considerations in the analysis of power cycles
• The Carnot cycle and its value in engineering
• Air-standard sssumptions
• An overview of reciprocating engines
• Otto cycle: The ideal cycle for spark-ignition engines
• Diesel cycle: The ideal cycle for compression-ignition
engines
• Brayton cycle: The ideal cycle for gas-turbine engines
• The Brayton cycle with regeneration
• The Brayton cycle with intercooling, reheating, and
regeneration
• Ideal jet-propulsion cycles

47