. Bulletin. Science. 0) a. 2 3 \ V *\ ^- . ise nt rop c -7 \^ ^^^ 4 / s e n f r o p i c \^ I Il~-- 5 Vo/uf <u (U a E. const volume ressure Entropy Figure 7.—Idealized caloric engine cycle, thermodynamically similar to the Stirling air engine cycle and to the modern gas turbine cycle. The toe (dotted) of the p-v diagram can be approached in the gas turbine cycle, while the constant volume expansion 4-5 is necessary in the reciprocating air engine cycle because of limitations on maximum cylinder volume. That is, part of the energy supplied to the working cylinder can be converted to work, and
. Bulletin. Science. 0) a. 2 3 \ V *\ ^- . ise nt rop c -7 \^ ^^^ 4 / s e n f r o p i c \^ I Il~-- 5 Vo/uf <u (U a E. const volume ressure Entropy Figure 7.—Idealized caloric engine cycle, thermodynamically similar to the Stirling air engine cycle and to the modern gas turbine cycle. The toe (dotted) of the p-v diagram can be approached in the gas turbine cycle, while the constant volume expansion 4-5 is necessary in the reciprocating air engine cycle because of limitations on maximum cylinder volume. That is, part of the energy supplied to the working cylinder can be converted to work, and only part of it, whether or not a regenerator is used. The portion of energy that can be converted depends upon the temperature at which heat is added to the working medium (source temperature) and the temperature at which heat is rejected to a condenser or the atmos- phere by the working medium (receiver temperature). Under the operating conditions of the caloric engine of the Ericsson, the maximum convertible portion of heat to work was about one-third, and it is probable that the actual conversion was more like one-sLxteenth. It is not surprising that Ericsson was snared by the Second Law, which had only just been stated in EngHsh by Lord Kelvin, who properly credited Carnot and Clausius with the necessary ideas. It was to take another generation of intellectual struggle to get the two laws and their implications arranged in an intelligible form.^^ The views and beliefs of many of Captain Ericsson's American contemporaries have already been indi- cated. An accurate appraisal of the ideas of other practicing engineers in the United States cannot be made because there existed in 1853 no association of engineers competent to discuss the caloric engine. However, the British Institution of Civil Engineers devoted at least three of its weekly meetings in 1853 ' Keenan, op. cit. (footnote 50). to a "calm and deliberate discussion'" of the caloric engine. ^^ Sir George
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