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modularity and possibility of hybridization with fossil fuels. Their implementation has been very slow because of the high cost of associated equipments. 2.4.3 Otto and Diesel cycles The Diesel cycle is the ideal compression-ignition (CI) cycle and is very similar to the Otto cycle, the difference being that the heat addition occurs at constant pressure (Figure 2.10). Practically, in CI engines, the air is compressed to a temperature above the auto-ignition temperature of the fuel and the combustion starts when the fuel is injected while in SI engines, the air-fuel mixture is compressed to a temperature that is below the auto-ignition temperature of the fuel and the combustion is initiated by a firing spark plug. Using equation 2.1, the thermal efficiency of the Diesel cycle can be expressed as: (2.7) WithQ =mc (T -T ), Q =mc (T -T ). T (j=1-4), r and k stand for the temperature at in p 3 2 out v 4 1 j different states, the compression ratio (v1/v2) and the specific heat ratio (cp/cv), respectively. rc (v3/v2) is the cutoff ratio defined as the ratio of the cylinder volumes after and before the combustion process. Diesel engines operate at much higher pressure than do the Otto engines with a thermal efficiency of about 35-40%. Reciprocating Otto and Diesel engines generate waste heat with temperature of about 90- 400 °C, thus allowing its recovery by bottoming cycles such as Rankine, Kalina cycle or a thermoelectric device. These engines can be integrated into Combined Heat and Power (CHP) system where the waste heat recovered drives a cooling machine and/or is transferred to heating coils for space heating (Moran et al., 2008; Thomas, 2008). Nevertheless, reciprocating engines bear several disadvantages (Korobitsyn, 1998) including slow work rate which makes the equipment bulky and heavy, higher noise levels, frequent maintenance, and higher environmentally harmful emissions. Few other reciprocating engines similar to the above described but less popular exist in the literature such as Miller and Atkinson engines (Zhao and Chen, 2006 & 2007). The Atkinson engine was invented by James Atkinson in 1882, and the Miller engine patented by Ralph Miller in the 1940s. A recent interest was shown by automobile industries, Toyota, Mazda and Ford in Japan and USA which are looking for more efficient and less pollutant engines. .k η =Wnet=1-T-T1-1r-1 Diesel 41 c th . k(T-T) rk-1 k(r-1) Qin 32 c .... Page | 44PDF Image | Low-Grade Heat Conversion into Power Using Small Scale Organic Rankine Cycles
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