Illustrated Physics
physics, drawn
Concept

Otto cycle — where it appears

The idealised cycle of a spark-ignition engine: adiabatic compression, heat added at constant volume, adiabatic expansion and heat rejected at constant volume. Its efficiency is 1 − r^(1−γ), rising with compression ratio r, which knock limits in a real petrol engine.

Named by 2 essays across one field — each of them below, with the objects they name alongside it.

The rectangle every cycle is equal to. An ideal Otto cycle for air on a temperature–entropy diagram: compression ratio 9, intake at 300 K, 1400 kJ/kg added at constant volume. Compression takes the charge to 722 K, combustion to 2672 K, expansion back to 1110 K, and the exhaust cools at constant volume. The shaded loop is the work; the region under the lower curve is the heat rejected. Heat enters over a range of temperatures, and its entropy-weighted mean — heat divided by the entropy it brings — is 1491 K; the heat leaves at a mean of 619 K. The dashed rectangle between those two temperatures has exactly the loop's area, and 1 − 619/1491 = 58.5%, which is the Otto efficiency, checked to rounding. A Carnot engine between the coldest and hottest points of the same cycle would reach 88.8%.

The temperature an engine really takes its heat at

Carnot's ceiling is set by two temperatures, and no engine that burns fuel takes its heat in at one temperature or gives it out at another. It takes heat over a range, from the moment combustion starts to the moment it ends. For any reversible cycle there is an exact replacement for Carnot's two numbers: the average temperature at which heat arrives and the average at which it leaves, each weighted by the entropy the heat carries. The gap between a real cycle and Carnot is a gap between those averages and the extremes.

thermodynamics · Heat engines A race between the flame and the end gas. The Livengood–Wu integral of the end gas — the fraction of its ignition delay used up — against time from the spark, for 95-octane fuel at compression ratios 9, 11 and 13; the dotted line marks when nine-tenths of the charge has burned. If the integral reaches one before then, the end gas ignites by itself while a sizeable part of the charge is still unburned, and knocks. At a ratio of 9 the flame wins easily: the integral ends at 0.90. At 11 it reaches one when 92 per cent of the charge has burned, just short of knock; at 13, when only 78 per cent has, and the rest detonates. The integral climbs fastest at the end, where the end gas is hottest and most compressed, which is why knock is heard late in the burn.

The squeeze a petrol engine is not allowed

Every textbook gives a petrol engine's ideal efficiency as one minus the compression ratio raised to a small negative power, and every reader can see that the efficiency keeps climbing as the ratio rises. Real petrol engines stop near ten or eleven. Nothing in the thermodynamics stops them. The fuel does: the charge being compressed is already fuel and air, and the burning gas behind the flame squeezes the rest until it ignites on its own, in a hammer-blow that wrecks pistons. An octane number buys nothing but time against that, and a diesel escapes it by compressing air and adding the fuel only when it wants ignition.

thermodynamics · Heat engines

Named alongside it

The objects these essays reach for when they reach for this one.

EfficiencyHeat engineAdiabatic indexAdiabatic processArrhenius lawBrayton cycleThe Carnot cycleCombined-cycleEntropyIgnition delayKnockMean temperature

All concepts