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Lenoir cycle
Lenoir cycle
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Lenoir gas engine 1860

The Lenoir cycle is an idealized thermodynamic cycle often used to model a pulse jet engine. It is based on the operation of an engine patented by Jean Joseph Etienne Lenoir in 1860. This engine is often thought of as the first commercially produced internal combustion engine. The absence of any compression process in the design leads to lower thermal efficiency than the more well known Otto cycle and Diesel cycle.

The cycle

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In the cycle, an ideal gas undergoes[1][2]

1–2: Constant volume (isochoric) heat addition;
2–3: Isentropic expansion;
3–1: Constant pressure (isobaric) heat rejection.

The expansion process is isentropic and hence involves no heat interaction. Energy is absorbed as heat during the isochoric heating and rejected as work during the isentropic expansion. Waste heat is rejected during the isobaric cooling which consumes some work.

Constant volume heat addition (1–2)

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In the ideal gas version of the traditional Lenoir cycle, the first stage (1–2) involves the addition of heat in a constant volume manner. This results in the following for the first law of thermodynamics:

There is no work during the process because the volume is held constant:

and from the definition of constant volume specific heats for an ideal gas:

Where R is the ideal gas constant and γ is the ratio of specific heats (approximately 287 J/(kg·K) and 1.4 for air respectively). The pressure after the heat addition can be calculated from the ideal gas law:

Isentropic expansion (2–3)

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The second stage (2–3) involves a reversible adiabatic expansion of the fluid back to its original pressure. It can be determined for an isentropic process that the second law of thermodynamics results in the following:

Where for this specific cycle. The first law of thermodynamics results in the following for this expansion process: because for an adiabatic process:

Constant pressure heat rejection (3–1)

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The final stage (3–1) involves a constant pressure heat rejection back to the original state. From the first law of thermodynamics we find: .

From the definition of work: , we recover the following for the heat rejected during this process: .

As a result, we can determine the heat rejected as follows: . For an ideal gas, .

Efficiency

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Plot comparing the efficiencies of the Otto cycle and the Lenoir cycle at different compression ratios. As seen in the graph, the Otto cycle efficiency is always greater for a given ratio.

The overall efficiency of the cycle is determined by the total work over the heat input, which for a Lenoir cycle equals

Note that we gain work during the expansion process but lose some during the heat rejection process. Alternatively, the first law of thermodynamics can be used to put the efficiency in terms of the heat absorbed and heat rejected,

Utilizing that, for the isobaric process, T3/T1 = V3/V1, and for the adiabatic process, T2/T3 = (V3/V1)γ−1, the efficiency can be put in terms of the compression ratio,

where r = V3/V1 is defined to be > 1. Comparing this to the Otto cycle's efficiency graphically, it can be seen that the Otto cycle is more efficient at a given compression ratio. Alternatively, using the relationship given by process 2–3, the efficiency can be put in terms of rp = p2/p3, the pressure ratio,[2]

Cycle diagrams

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PV diagram of the Lenoir cycle
TS diagram of the Lenoir cycle

References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia
from Grokipedia
The Lenoir cycle is an idealized in that models the operation of pulse jet engines and is derived from the principles of the first commercially successful invented by in 1860. It consists of three main processes: constant-volume addition, where fuel combustion occurs at fixed volume to increase and temperature; isentropic (adiabatic and reversible) expansion, during which the expands to produce work; and constant- rejection, where exhaust gases are expelled back to atmospheric conditions. Unlike more efficient cycles such as the or Diesel, the Lenoir cycle lacks a compression phase, resulting in lower thermal efficiency, typically expressed as η=1γ(r1/γ1)r1\eta = 1 - \frac{\gamma \left( r^{1/\gamma} - 1 \right)}{r - 1} where rr is the pressure ratio and γ\gamma is the specific heat ratio of the . Lenoir's original engine, patented in in 1860 (No. 43624), was a double-acting, two-stroke device that converted a design to use a spark-ignited mixture of air and without pre-compression, achieving about 2 horsepower from an 18-liter displacement at 130 rpm but with only 4-5% due to significant losses and incomplete expansion. The engine operated by admitting the fuel-air mixture at via slide valves near mid-stroke, igniting it electrically at the piston's end position for constant-volume , expanding the gases to drive the , and exhausting at constant pressure during the return stroke, marking a pivotal shift from external to internal technologies. By 1865, over 1,400 units were in use across and Britain for applications like water pumps and printing presses, demonstrating early commercial viability despite limitations. The cycle's significance extends beyond history, as its simplified model without compression highlights fundamental thermodynamic trade-offs in heat engines and informs analyses of non-equilibrium processes in modern engineering, including quantum and finite-time variants explored in recent research. Although superseded by four-stroke cycles like Otto's in 1876, the Lenoir cycle remains a foundational concept for understanding pulse combustion and low-efficiency systems.

History and Background

Inventor and Development

Jean Joseph Étienne Lenoir (1822–1900), a self-taught Belgian , is credited with inventing the first commercially viable , which forms the basis of the Lenoir cycle. Born on January 12, 1822, in Mussy-la-Ville, (then part of the Kingdom of the Netherlands, later ), Lenoir moved to in 1838 after working various jobs, including as an electroplater. There, he experimented with and gas applications, leading to his development of a novel engine in 1859 that burned fuel directly inside the cylinder rather than relying on external combustion like steam engines. On January 24, 1860, Lenoir received French patent No. 43,224 for his "air motor expanded by gas ," describing a three-stroke operation: intake of a gas-air , via ignition, and exhaust. The engine featured a single-cylinder, double-acting design converted from a , with slide valves for admitting the fuel and expelling exhaust, and no compression stroke for added mechanical simplicity. It ran on mixed with air, ignited by a "jumping spark" from a Ruhmkorff , making it one of the earliest uses of spark ignition in engines. Lenoir's motivation stemmed from the desire to create a more compact and responsive power source than bulky steam engines, which required boilers and constant , by enabling internal without the complexity of compression. Early models were stationary, horizontal units producing around 2 horsepower from an 18-liter displacement at approximately 130 RPM, suitable for light industrial tasks like powering printing presses or pumps. By 1865, over 140 such engines had been sold in , marking the cycle's initial commercialization.

Historical Significance

The Lenoir cycle powered the first commercially produced , patented by Étienne Lenoir in 1860, marking a pivotal transition from external combustion engines like steam power to internal designs that burned fuel directly within the cylinder. By 1865, several hundred units had been sold and deployed primarily for stationary applications such as and operating printing presses, demonstrating early practical viability for gaseous fuels like in industrial settings. This engine predated Nikolaus Otto's four-stroke cycle by 16 years, with Otto's design patented in 1876, and represented a foundational step in proving the operational potential of spark-ignition internal without compression, influencing the trajectory of engine evolution despite its rudimentary form. However, the Lenoir engine's limitations— of around 4%, excessive consumption, and significant operational noise—contributed to its decline in the as Otto's more efficient cycle gained prominence. Ultimately, the Lenoir cycle's historical significance lies in its role as a proof-of-concept for gaseous combustion in reciprocating engines, paving the way for subsequent innovations in automotive and industrial power systems by highlighting the advantages of internal over external combustion.

Thermodynamic Description

Cycle Processes

The Lenoir cycle is an idealized comprising three distinct processes that model the operation of certain pulse combustion engines, assuming the working fluid behaves as an with constant specific heats. The first process (1-2) is constant volume heat addition, or isochoric combustion, during which a fuel-air mixture is ignited within a fixed-volume chamber, such as a cylinder with the piston at top dead center, leading to a rapid increase in pressure and temperature while the volume remains constant at V1=V2V_1 = V_2. This heat input Q12Q_{1-2} per unit mass is given by Q12=cv(T2T1),Q_{1-2} = c_v (T_2 - T_1), where cvc_v is the specific heat at constant volume, and T1T_1 and T2T_2 are the temperatures at the initial and final states of this process, respectively; no work is performed during this step due to the absence of volume change. The second process (2-3) involves isentropic expansion, an adiabatic and reversible process where the high-pressure gas drives the outward, converting into mechanical work as the volume expands from V2V_2 to V3>V1V_3 > V_1, resulting in a decrease in to T3<T2T_3 < T_2 and pressure. The work output W23W_{2-3} per unit mass is W23=cv(T2T3),W_{2-3} = c_v (T_2 - T_3), with no heat transfer occurring. The third process (3-1) is constant pressure heat rejection, or isobaric exhaust, in which the expanded gases are expelled from the chamber at constant pressure P3=P1P_3 = P_1, cooling the working fluid back to the initial temperature T1T_1 and completing the cycle. The heat rejected Q31Q_{3-1} per unit mass is Q31=cp(T3T1),Q_{3-1} = c_p (T_3 - T_1), where cpc_p is the specific heat at constant pressure; again, no work is performed as the volume change occurs without piston motion in the idealized model. Unlike four-stroke cycles such as the , the Lenoir cycle lacks a dedicated compression process, relying instead on atmospheric pressure for intake and achieving closure through the isobaric exhaust stroke.

Key Assumptions and Idealizations

The Lenoir cycle is analyzed using the air-standard cycle framework, in which the working fluid is idealized as air behaving as a perfect gas. This assumption simplifies the thermodynamic modeling by applying the ideal gas law, PV=mRTPV = mRT, throughout the cycle, where deviations from ideality due to high temperatures or pressures are neglected. A key idealization involves constant specific heats for the working fluid, with the specific heat at constant volume cvc_v and at constant pressure cpc_p treated as independent of temperature. This leads to a constant ratio γ=cp/cv1.4\gamma = c_p / c_v \approx 1.4 for air, facilitating analytical derivations of temperatures and pressures across the cycle processes. The cycle processes are further idealized as reversible to represent the theoretical maximum performance. The isochoric heat addition and isobaric heat rejection are assumed quasi-static, ensuring no entropy generation from finite-rate heat transfer, while the expansion is modeled as isentropic, excluding friction, turbulence, or heat transfer losses. Unlike cycles with a compression stroke, the Lenoir cycle assumes no mechanical compression, with intake occurring at atmospheric pressure and the expansion defined by a volume ratio r=V3/V1>1r = V_3 / V_1 > 1. This simplification overlooks real-engine losses, where imperfect synchronization leads to or incomplete filling. Under the air-standard approach, the is purely air, disregarding the of , dissociation of combustion products, or variable composition during heat addition and rejection. This treats heat input as an external transfer rather than a reactive . In practice, these idealizations overestimate performance, as real Lenoir-based engines exhibit reduced from incomplete , which fails to release all ; conductive and convective losses to cylinder walls and surroundings; and irreversible exhaust processes, including throttling and mixing losses.

Performance Analysis

Efficiency Derivation

The of the idealized Lenoir cycle is derived from balances applied to its three processes: constant-volume addition (1-2), isentropic expansion (2-3), and constant-pressure rejection (3-1), assuming an with constant specific heats. The input during the constant-volume 1-2 is given by
Q12=cv(T2T1),Q_{1-2} = c_v (T_2 - T_1),
where cvc_v is the specific heat at constant volume, and T1T_1, T2T_2 are the temperatures at states 1 and 2, respectively. The rejected during the constant-pressure 3-1 is
Q31=cp(T3T1),|Q_{3-1}| = c_p (T_3 - T_1),
where cpc_p is the specific heat at constant pressure, and T3T_3 is the temperature at state 3. The net work output is the difference:
Wnet=Q12Q31=cv(T2T1)cp(T3T1).W_\text{net} = Q_{1-2} - |Q_{3-1}| = c_v (T_2 - T_1) - c_p (T_3 - T_1).
The thermal efficiency is then
ηth=WnetQ12=1Q31Q12=1cp(T3T1)cv(T2T1).\eta_\text{th} = \frac{W_\text{net}}{Q_{1-2}} = 1 - \frac{|Q_{3-1}|}{Q_{1-2}} = 1 - \frac{c_p (T_3 - T_1)}{c_v (T_2 - T_1)}.
Since γ=cp/cv\gamma = c_p / c_v, this simplifies to
ηth=1γT3T1T2T1.\eta_\text{th} = 1 - \gamma \frac{T_3 - T_1}{T_2 - T_1}.
To express ηth\eta_\text{th} in terms of the expansion ratio r=V3/V1=V3/V2r = V_3 / V_1 = V_3 / V_2 (noting V1=V2V_1 = V_2), apply the isentropic relation for process 2-3:
T3=T2(V2V3)γ1=T2r1γ.T_3 = T_2 \left( \frac{V_2}{V_3} \right)^{\gamma - 1} = T_2 r^{1 - \gamma}.
For the 3-1 (P3=P1P_3 = P_1), the yields T3/V3=T1/V1T_3 / V_3 = T_1 / V_1, so
T3=T1V3V1=rT1.T_3 = T_1 \frac{V_3}{V_1} = r T_1.
Equating the expressions for T3T_3 gives rT1=T2r1γr T_1 = T_2 r^{1 - \gamma}, or
T2=T1rγ.T_2 = T_1 r^\gamma.
Substituting into the differences: T3T1=T1(r1)T_3 - T_1 = T_1 (r - 1) and T2T1=T1(rγ1)T_2 - T_1 = T_1 (r^\gamma - 1), the efficiency becomes
ηth=1γr1rγ1.\eta_\text{th} = 1 - \gamma \frac{r - 1}{r^\gamma - 1}.
For the pressure relation during isentropic expansion, P2/P3=(V3/V2)γ=rγP_2 / P_3 = (V_3 / V_2)^\gamma = r^\gamma. Since P3=P1P_3 = P_1 and constant volume from 1-2 implies P2/P1=T2/T1=rγP_2 / P_1 = T_2 / T_1 = r^\gamma, this is consistent with the temperature relations derived above. The ηth\eta_\text{th} increases monotonically with rr, approaching unity asymptotically as rr increases; in idealized models, it can reach 25-50% for r=510r = 5-10, though real implementations yield significantly lower values due to irreversibilities and incomplete expansion.

Comparison with Other Cycles

The Lenoir cycle exhibits significantly lower compared to the primarily due to the absence of a compression , resulting in a of unity (r_c = 1). In air-standard analyses, the achieves efficiencies around 30-50% for typical compression ratios of 8-10, whereas the Lenoir cycle typically yields 15-25% under equivalent conditions, as the lack of pre-compression limits the work extracted during expansion. This trade-off favors simplicity in the Lenoir design, which requires fewer components and no dedicated valves, but leads to higher specific consumption and reduced overall performance. In contrast to the , the Lenoir cycle lacks a constant-pressure addition phase and relies on atmospheric without high compression, resulting in energy waste during the exhaust stroke and lower peak pressures. Diesel cycles, with compression ratios of 14-23, attain efficiencies of 35-45%, outperforming the Lenoir's lower values due to more efficient and expansion processes. The Lenoir's intermittent piston-based operation further exacerbates inefficiencies compared to the Diesel's optimized four-stroke , though it offers advantages in mechanical and lower costs. Relative to the , the Lenoir cycle operates intermittently via reciprocating pistons rather than continuous flow, and it omits a dedicated , leading to lower peak s and reduced expansion work. Brayton cycles in gas turbines achieve efficiencies of 30-40% with pressure ratios of 10-20, surpassing the Lenoir's , particularly in steady-state applications. However, the Lenoir's avoids the of , enabling easier implementation in small-scale or pulse-based systems, albeit with higher fuel usage and irreversible losses during exhaust. Overall, the Lenoir cycle's remains inferior to the Otto, Diesel, and Brayton cycles for equivalent operating parameters, primarily due to the irreversible exhaust process and absence of pre-compression.

Applications and Implementations

Early Internal Combustion Engines

The Lenoir engine, patented in 1860, featured a horizontal single-cylinder, double-acting design adapted from steam engine principles, with a displacement typically around 18 liters. It operated on a two-stroke cycle without compression, where the piston drew in an air-fuel mixture through slide valves during the initial phase of its stroke, followed by spark ignition via an electric coil—often a Ruhmkorff induction coil—and expulsion of exhaust gases through the same slide valves at the end of the expansion stroke. This configuration combined intake and exhaust into a single outward stroke per side of the double-acting piston, effectively creating three operational phases per cycle while relying on atmospheric pressure for intake. The engine used coal gas or illuminating gas as fuel, mixed with air in a ratio of approximately 1:10, and was water-cooled to manage heat, though cooling remained rudimentary. Early implementations produced modest power outputs, ranging from 0.5 to 3 horsepower at speeds up to 150 RPM, making them suitable for stationary applications rather than high-speed operations. A notable commercial example was Lenoir's engine installation in , which powered water pumps and demonstrated practical viability by running continuously for such tasks. Hundreds of units were produced during the and deployed across and , driving machine tools, printing presses, and light industrial equipment until the 1880s, when more efficient designs like the began to supersede them. Operational challenges significantly limited the engine's adoption and . Overheating was prevalent due to the lack of compression and constant exposure of the to temperatures, often leading to without adequate and cooling. Maximum speeds rarely exceeded 150 RPM, resulting in noisy and uneven operation, while specific fuel consumption was high at approximately 2.6 cubic meters of per horsepower-hour, translating to elevated running costs that made the engine uneconomical for widespread use beyond niche applications. These issues, combined with frequent maintenance needs for spark plugs and valves, contributed to its decline by the late .

Pulse Jet Engines

Pulse jet engines represent a key application of the Lenoir cycle, modeling the intermittent and exhaust processes in these simple devices. The cycle approximates the operation of pulse jets, which lack rotating machinery and rely on periodic waves for generation. In these engines, fresh air-fuel mixture enters the , where ignition occurs at constant volume, leading to rapid pressure rise. The hot gases then expand isentropically through a or tailpipe, producing via transfer, before exhausting at constant , creating a partial that draws in the next charge. Pulse jets come in valved and valveless designs. Valved types, such as the Argus As 014 used in the German V-1 flying bomb during World War II (introduced in 1944), employ mechanical reed valves to control intake and prevent backflow, allowing intermittent combustion at frequencies around 45 Hz. Valveless designs, by contrast, use aerodynamic valving based on tube geometry and resonance, eliminating moving parts and enabling operation across a broader speed range. A prominent historical example is the Argus As 014, which powered over 30,000 V-1 "buzz bombs," delivering approximately 3.5 kN of thrust with a lightweight steel construction weighing about 170 kg. The primary advantages of pulse jet engines stem from their simplicity and robustness: they require minimal components, operate without compressors or turbines, and in valveless variants, feature no moving parts, reducing maintenance needs and enabling low-cost production. arises directly from the of exhaust gases, making them suitable for short-duration, high-speed applications. However, their is limited by low thermal efficiencies, typically ranging from 5% to 15%, due to the absence of compression and significant heat losses during the intermittent cycle. Fuel consumption is high, with specific fuel consumption around 3.4 lb/(lbf·hr) for the , far exceeding that of contemporary turbojets. These engines find use in drones, unmanned aerial vehicles, and , where their lightweight nature (thrust-to-weight ratios up to 2:1) outweighs efficiency drawbacks. Modern variants, including scaled-down versions for hobbyist models operating at 200-250 Hz, continue to explore fuel versatility, such as biofuels, but persistent issues with and high noise levels restrict broader adoption beyond niche roles. Beyond historical and applications, the Lenoir cycle has seen use in modern thermodynamic . For instance, hybrid-Lenoir cycles, such as the AMICES proposed in , integrate electro-accessory precompression to improve efficiency in combustion engines. Additionally, quantum variants of the Lenoir cycle have been explored in studies up to 2021, analyzing finite-time and non-equilibrium processes for potential applications in quantum heat engines.

Visual Representations

Pressure-Volume Diagram

The - (P-V) diagram of the Lenoir cycle illustrates the thermodynamic processes on axes with (PP) along the vertical axis and (VV) along the horizontal axis. The cycle traces a closed path consisting of three distinct segments: a vertical line from to 2 representing isochoric addition at constant , where rises sharply; a downward-sloping curve from 2 to 3 denoting isentropic expansion, governed by the relation PVγ=\constantP V^{\gamma} = \constant (γ\gamma being the specific heat ratio of the ), during which increases and decreases; and a horizontal line from 3 back to 1 indicating isobaric rejection at constant , with contracting. Key points on the diagram are labeled 1, 2, and 3, often annotated with approximate temperatures such as T1T_1 at the initial state (), T2T_2 at the peak after heat addition (point 2), and T3T_3 at the end of expansion (point 3), highlighting the temperature variations across the cycle. The enclosed area bounded by these lines quantifies the net work output of the cycle, calculated as the PdV\oint P \, dV. Distinct from cycles like the , the Lenoir diagram features no compression loop—lacking an isentropic compression process—yielding a comparatively smaller enclosed area and reduced net work. Visually, heat addition manifests as the vertical rise from 1 to 2, involving no volume change and thus no associated work; the slanted expansion curve from 2 to 3 produces positive work as the moves against decreasing ; and the horizontal return from 3 to 1 entails negative work input during the constant-pressure volume reduction, akin to exhaust displacement. This representation underscores the cycle's reliance on external for the , as detailed in the thermodynamic processes.

Temperature-Entropy Diagram

The temperature-entropy (T-S) diagram for the ideal Lenoir cycle plots temperature TT on the vertical axis and entropy SS on the horizontal axis, providing insight into the thermal efficiency and irreversibilities of the cycle's processes. In this representation, the cycle consists of three distinct paths: process 1-2 as constant-volume heat addition, process 2-3 as isentropic expansion, and process 3-1 as constant-pressure heat rejection. For an ideal gas working fluid, the isochoric heat addition from state 1 to 2 follows an upward-sloping curve to the right, where entropy increases logarithmically with temperature (ΔS=Cvln(T2/T1)\Delta S = C_v \ln(T_2 / T_1)), reflecting the addition of heat at constant volume. The subsequent isentropic expansion from 2 to 3 appears as a vertical line downward, indicating no change in entropy as temperature decreases during the reversible adiabatic process. Finally, the isobaric heat rejection from 3 to 1 traces a downward-sloping curve to the left, with entropy decreasing as temperature falls (ΔS=Cpln(T1/T3)\Delta S = C_p \ln(T_1 / T_3)), steeper than the 1-2 curve due to the larger heat capacity at constant pressure. Key features of the T-S diagram highlight the heat interactions and the cycle's thermodynamic characteristics. The area beneath the 1-2 curve represents the heat input Qin=12TdSQ_{in} = \int_{1}^{2} T \, dS, while the area under the 3-1 curve corresponds to the heat rejected Qout=31TdSQ_{out} = \int_{3}^{1} T \, dS, with the enclosed cycle area quantifying the net generation or irreversibility in non-ideal cases. The vertical isentropic expansion underscores the reversibility of this step, where no is produced, contrasting with real implementations where and introduce increases. The specific heat ratio γ=Cp/Cv\gamma = C_p / C_v influences the steepness of the curves: higher γ\gamma values result in steeper slopes for both isochoric and isobaric processes, altering the diagram's shape and the relative areas for . In interpretation, the T-S diagram illustrates the Lenoir cycle's inherent irreversibilities, particularly in the exhaust process (3-1), where real exhaust gases often exhibit higher due to sudden release and mixing with ambient air, deviating from the ideal isobaric path. This open-cycle nature, unlike fully closed cycles such as the or Brayton, emphasizes constant-pressure rejection to atmosphere, leading to lower but simplicity in pulse jet applications. The diagram thus aids in visualizing how these thermal aspects limit performance compared to cycles with compression strokes.

References

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