Change In Compression Ratio Research Articles

Numerical simulation of a spark ignition ammonia marine engine for future ship power applications

Given the current state of global carbon emissions, China has proposed the objectives of achieving carbon peaking by 2030 and carbon neutrality by 2060. To meet the requirement of zero-carbon and achieve the application of pure ammonia fuel in low-speed two-stroke marine engines, this paper proposes the Groove Diversion-Assist Ignition (GDAI) combustion system, which can effectively control the temperature, fuel distribution, and flow rate in the spark plug region near the top dead center and finally achieve the spark ignition of pure ammonia without any change in compression ratio and scavenging temperature. At the same time, the boundary conditions for the ignition of ammonia fuel have also been studied. The results show that enhancing the initial temperature can alleviate the requirement for spark ignition energy, and a minimum energy level of 75 mJ remains necessary for effective spark ignition of ammonia. Furthermore, the utilization of spark ignition of ammonia fuel can achieve a maximum thermal efficiency of 51.32%, representing a 2.8% increase in overall thermal efficiency compared to the diesel mode. Additionally, the application of ammonia fuel can relief the NOx emissions compare to diesel fuel, which provides a new and effective utilization way for the application of ammonia fuel on the marine engine.

Investigations on a Spark Ignition Engine, Part I: Fuelled With Biogas Extracted From Sewage

In this study, experiments were conducted on a single-cylinder, four-stroke modified diesel engine into a spark ignition engine using biogas from sewage sludge as fuel. The engine was operated at 1500 revolutions per minute at a compression ratio of 13:1. The throttle was set to 25% and 100% to operate the engine at various equivalence ratios to study the combustion, performance, and emissions. At various equivalence ratios and throttle openings, the effects of cycle-by-cycle variation were studied and compared. The brake thermal efficiency and brake power reached their highest values at an equivalence ratio of 0.95 and 1.01 respectively. At these equivalence ratios, carbon monoxide and hydrocarbon emissions were minimal but nitric oxide levels were high. When the mixture becomes lean, the coefficient of variation of the mean effective pressure increases considerably on both throttles. When the engine is running in steady conditions far from the lean limit, the cycle-by-cycle variation is stochastic in nature. Prior cycle impacts and cycle-by-cycle variation occur when the engine is running lean, and they are deterministic. Part II of this study represents the effect of hydrogen addition and change in compression ratio in the performance of spark ignition engines fueled with biogas.

Multi-scale architectures matter: Examining the adversarial robustness of flow-based lossless compression

Exact likelihood estimation on entropy coding makes flow-based models appealing for lossless image compression. However, the high fidelity storage cost is affected by the lossless compression ratio. The trade-off between efficiency and robustness of flow-based deep lossless compression models has not been fully explored. This paper characterizes the trade-off theoretically and empirically, revealing that flow-based models are susceptible to adversarial examples resulting in a significant change in compression ratio. The fragile robustness of flow-based models is due to their intrinsic multi-scale architectures lacking the Lipschitz property. Based on this insight, a stronger white-box attack, Auto-Weighted Projected Gradient Descent (AW-PGD), is developed to generate more universal adversarial examples. Additionally, a novel flow-based lossless compression model, Robust Integer Discrete Flow (R-IDF), is proposed to achieve comparable robustness to adversarial training without sacrificing compression efficiency. Experiments demonstrate that the PGD algorithm falls into local extreme values when attacking the compression model, but the proposed attack and defense methods effectively improve the invulnerability of the flow-based compression model.

Influences of Compression Ratio on Performance of Single Cylinder Otto Engine Using E50 Fuel

Ethanol mixed with a primary fuel is a promising alternative fuel. To increase performance, an optimal compression ratio must be set. The compression ratio is the ratio of the maximum volume divided by the minimum volume. Ethanol-gasoline mixtures have high octane and can be used in high-compression engines. This research aims to identify how changes in compression ratio can affect various aspects of engine performance, including torque, power, fuel efficiency, and thermal efficiency. This study is expected to reveal new insights that can aid in optimizing engine performance and developing a more comprehensive understanding of the characteristics of the E50 fuel within the context of Otto engine usage. A single-cylinder Otto engine was used for testing. Compression ratios of 9.3:1, 10.3:1, and 11.3:1 were tested. The results showed that the compression ratio of 9.3:1 produces a peak torque of 7.17 N∙m, peak power of 3.36 kW, lowest BSFC of 0.275 kg/kWh, and highest BTE of 37.49%. A compression ratio of 10.3:1 produces a peak torque of 7.21 N∙m, peak power of 3.57 N∙m, lowest BSFC of 0.281 kg/kWh, and highest BTE of 39.46%. A compression ratio of 11.3:1 produces a peak torque of 7.73 N∙m, peak power of 3.81 kW, lowest BSFC of 0.275 kg/kWh, and highest BTE of 40.36%. Compared with pertalite, E50 reduces torque by 9.25%, power by 9.93%, BSFC by 3.66%, and BTE by 8.76% at all compression ratios.

Effect of Compression Ratio on the Performance of Direct-Injection Hydrogen Engines

Direct injection of hydrogen into the cylinder can avoid abnormal combustion such as backfire, and the hydrogen engine can operate in a wider range of excess air coefficient. However, direct injection hydrogen engines still have problems such as high NOx emissions under high load conditions, reduced power output due to lean combustion, and low thermal efficiency. This paper adopts a variable compression ratio structural design to study the impact of compression ratio changes on the comprehensive performance of direct injection hydrogen engines. The results show that under the same working conditions, as the engine compression ratio increases, the turbulence in the engine cylinder becomes more intense, increasing the back pressure in the cylinder, inhibiting the diffusion of hydrogen, making the hydrogen distribution more concentrated and the combustion conditions in the cylinder better. The overall performance of the engine is significantly improved.

Research on the Performance of Biodiesel using Diesel Engines with Different Combustion Chamber Shapes

The performance dynamics of diesel engines powered by biodiesel are examined in this study, with a focus on the impact of various combustion chamber configurations. Understanding how diverse combustion chamber designs impact engine performance, emissions profiles, and combustion efficiency under varied operating situations is the main goal. The study used a 25% blend of Corn Oil Methyl Ester (COME25) biodiesel to test two types of engines: a Toroidal Cavity Piston (TCP) engine and a regular Hemispherical Cavity Piston (HCP) engine. When compared to the COME25 HCP engine, the TCP engine exhibits a notable 2.14% gain in Brake Thermal Efficiency (BTE) at maximum power. This improvement is attributable to the TCP engine's capacity to produce more cylinder swirl and turbulence, which leads to more effective combustion. This efficiency improvement comes with trade-offs, too, since full-power operation results in a simultaneous 28% reduction in Carbon Monoxide (CO) and a 25% reduction in Hydrocarbon (HC) emissions, but a 14% rise in nitrous oxide (NOx) emissions. These results demonstrate the intricate relationship between emissions control and combustion chamber shape. Along with the TCP engine and COME25 blend, the study also examines changes in Compression Ratio (CR). It finds that optimising both CR and combustion chamber geometry can result in a 9.6% decrease in Brake-Specific Fuel Consumption (BSFC) and a 2.31% rise in BTE. This illustrates the possible advantages of optimising engine settings to increase performance. The study offers insightful information for optimising diesel engines using biodiesel mixes, presenting a viable path for raising combustion efficiency and lowering emissions.

Effect of using spirulina algae methyl ester on the performance of a diesel engine with changing compression ratio: an experimental investigation

Diesel engine characteristics were investigated experimentally while adding different concentrations of third generation biodiesel spirulina algae methyl ester (SAME). Three volumetric blends of SAME are added to standard Iraqi diesel, namely 10% SAME, 20% SAME, and 30% SAME. The properties of the fuels were found according to the American Society for Testing and Materials standards (ASTM). Experimental work was conducted on a single-cylinder diesel engine under variable load and compression ratio. Three compression ratios are used, starting from 14.5, 15.5, and 16.5. Based on the results obtained, the presence of SAME along with diesel caused an increase in Brake specific fuel consumption (BSFC), carbon dioxide (CO2), and nitrogen oxides (NOx) while decreasing both brake thermal efficiency (BTE) and exhaust gas temperature (EGT). Hydrocarbon (HC) emissions decreased by 7.14%, 8.57%, and 10.71%, for 10% SAME, 20% SAME, and 30% SAME, respectively, compared to the original neat diesel fuel. The dramatic carbon monoxide (CO) emission reduction was at full load point. The addition of SAME from (10 to 30)% reported a decrease in CO by (6.67–20)%. NOx, as well as CO2 emission, are increased as a result of SAME addition. The compression ratio change from (14.5/1 to 16.5/1) led to increased BTE, NOx, and decreased BSFC and all carbon emissions. The experimental results are validated with other studies' findings, and minor divergence is reported.

Experimental and Numerical Study on the Effect of Nitric Oxide on Autoignition and Knock in a Direct-Injection Spark-Ignition Engine

<div class="section abstract"><div class="htmlview paragraph">Nitric Oxide (NO) can significantly influence the autoignition reactivity and this can affect knock limits in conventional stoichiometric SI engines. Previous studies also revealed that the role of NO changes with fuel type. Fuels with high RON (Research Octane Number) and high Octane Sensitivity (S = RON - MON (Motor Octane Number)) exhibited monotonically retarding knock-limited combustion phasing (KL-CA50) with increasing NO. In contrast, for a high-RON, low-S fuel, the addition of NO initially resulted in a strongly retarded KL-CA50 but beyond the certain amount of NO, KL-CA50 advanced again. The current study focuses on same high-RON, low-S Alkylate fuel to better understand the mechanisms responsible for the reversal in the effect of NO on KL-CA50 beyond a certain amount of NO. Experiments were conducted to measure the responses of KL-CA50 and trace-autoignition CA50, the latter being indicative of CA50 at which end-gas autoignition starts to become measurable from the apparent heat-release rate. Chemical-kinetics simulations were conducted to reveal the role of NO for end-gas autoignition, with a specific focus on sequential autoignition in a thermally stratified end-gas.</div><div class="htmlview paragraph">The simulation results reveal that the magnitude of low-temperature heat release (LTHR) generally increases with NO. However, the relative importance of NO for enhancing LTHR diminishes when the LTHR inherent to a fuel’s chemistry is strong, such as at lower temperatures in a thermal boundary layer. This rendered more uniform LTHR within a hypothetical thermal boundary and led to a more sequential (<i>i.e.</i> slower) autoignition event. It was also revealed that a change in compression ratio influences the importance of intermediate-temperature heat release (ITHR) due to changes of the temperature-pressure history of the end-gas. Together with the condition where end-gas autoignition occurs more sequentially, the shorter time spent in LTHR and ITHR regime can counter the increase in autoignition reactivity at high NO levels and allow KL-CA50 to advance.</div></div>

Analisis Peforma Dan Komsumsi Bahan Bakar Pada Honda Tiger 2006 Menggunakan Piston Standar Dan Piston Pro Neotech

the engine performance is very important at the automotive world, especially on 4-stroke motorcycles, where most people want the engine performance to be better and more economically. In this case to improve engine performance is done by changing the piston on the motor. With a different piston shape can increase the compression ratio. The purpose of this study is to determine changes in compression ratio, torque, power and fuel consumption, after replacing the piston. The test was carried out on a 2006 Honda Tiger, with a standard piston specification with a diameter of 64.5 mm (flat surface) and replaced with a 64.5 mm pro newtech piston (convex surface) by using Pertamax 92 fuel. The results obtained from the comparison of the compression value of 1, 6 : 1, 12.65 ft-lbs of torque, and 2.87 ft-lbs of power so that fuel consumption increases by 5.685%

Application of the F-statistic of the Fisher-Snedecor distribution to analyze the significance of the effect of changes in the compression ratio of a diesel engine on the value of the specific enthalpy of the exhaust gas flow

The paper discusses the impact of changes in the compression ratio on the operating parameters of a diesel engine, e.g. on the temperature of exhaust gases. It presents the construction of the laboratory test stand, on which experimental measurements were realized. It is characterized how the actual changes of the compression ratio were introduced to the existing engine. The program of experimental investigations taking into account the available test stand and measurement possibilities was described. A statistical and qualitative analysis of the obtained measurement results was made. The use of F statistics of the Fisher-Snedecor distribution was proposed to assess the significance of the effect of compression ratio changes on the specific enthalpy of the exhaust gas stream. The specific enthalpy of exhaust gases was analysed for one cycle of diesel engine work, determined on the basis of the course of quickly varying temperature of exhaust gases. The results of these analyses are discussed and the utilitarian purpose of this type of evaluation in parametric diagnostics of piston engines is presented.

Improving of CI engine performance using three different types of biodiesel

Currently, most automotive industries use fossil fuels, like diesel fuel, which are harmful for the environment and are known as the main reason for global warming. To reduce the adverse effects of these fuels, scholars have investigated and suggested green fuels like biodiesel. However, further studies should be conducted to improve the functionality of biodiesel fuel in diesel engines. In the current study, three completely distinct biodiesel fuels (namely, B1 with 96 % lauric oil, B2 with 88 % oleic oil, and B3 with 89.5 % ricinoleic oil) were numerically evaluated to carefully investigate the effects of the number of carbon atoms, the OH bond, and viscosity on the performance of a CI engine. First, the predicted in-cylinder pressure, the rate of heat released, and NO emissions were compared to experimental results and an appropriate accord was obtained. For the mentioned biodiesels, the parameters of engine speed, injection angle, piston bowl center depth, and compression ratio were investigated by CFD code under different engine speeds. It was found that changing the piston bowl center depth (PBCD) value from 0.0042 to 0.009 m increased NO and the indicated power by 4% and 3%, respectively, for B1, B2, and B3 biofuels. In addition, when the engine was fueled by Corylus avellana biodiesel, the change in compression ratio from 16 to 24 increased peak pressure and torque by around 77 % and 17 %, respectively. The results showed that the cylinder fueled by high viscosity biodiesel has lower air-fuel mixing. A fuel that has more oxygen atoms in its chemical structure can produce higher NO emissions. Moreover, the injection angle of 150° led to increased fuel consumption rate and indicated power compared to the injection angle of 160°. It was determined that the compression ratio has significant effects on emission and combustion characteristics.

Uncertainty quantification reveals the physical constraints on pumping by peristaltic hearts.

Most biological functional systems are complex, and this complexity is a fundamental driver of diversity. Because input parameters interact in complex ways, a holistic understanding of functional systems is key to understanding how natural selection produces diversity. We present uncertainty quantification (UQ) as a quantitative analysis tool on computational models to study the interplay of complex systems and diversity. We investigate peristaltic pumping in a racetrack circulatory system using a computational model and analyse the impact of three input parameters (Womersley number, compression frequency, compression ratio) on flow and the energetic costs of circulation. We employed two models of peristalsis (one that allows elastic interactions between the heart tube and fluid and one that does not), to investigate the role of elastic interactions on model output. A computationally cheaper surrogate of the input parameter space was created with generalized polynomial chaos expansion to save computational resources. Sobol indices were then calculated based on the generalized polynomial chaos expansion and model output. We found that all flow metrics were highly sensitive to changes in compression ratio and insensitive to Womersley number and compression frequency, consistent across models of peristalsis. Elastic interactions changed the patterns of parameter sensitivity for energetic costs between the two models, revealing that elastic interactions are probably a key physical metric of peristalsis. The UQ analysis created two hypotheses regarding diversity: favouring high flow rates (where compression ratio is large and highly conserved) and minimizing energetic costs (which avoids combinations of high compression ratios, high frequencies and low Womersley numbers).

Characteristic of Variable Compression Ratio Diesel Engine Operating on Diesel and Biodiesel B20

The limitation of natural resources especially crude oil employed in automotive engine has made an attention to switch over to biodiesel. Biodiesel is known as carbon neutral and produce no carbon dioxide leads to decrease of pollution and potentially improve the engine performance. In this study, an experimental investigation on variable compression ratio diesel engine is observed based on the engine performance using the VCR Engine test setup 1 cylinder, 4 strokes with EGR (computerized). The effect of compression ratio change on the torque, specific fuel consumption (SFC), indicated power, and brake thermal efficiency has been studied using mineral diesel and biodiesel B20. When increasing the compression ratio from 13 to 18, it was found that torque was significantly increased when using biodiesel B20. As the torque increase resulted in higher indicated power. The decreasing of SFC were about 44% and 11% for mineral diesel and biodiesel B20 respectively. Specific fuel consumption was optimum at 0.21 g/kW.h at a compression ratio of 16 using mineral diesel.

Characterization of the system behaviour of a variable compression ratio (VCR) connecting rod with eccentrically piston pin suspension and hydraulic moment support

Making the geometrical compression ratio an adjustable parameter is considered the last remaining significant technological step in combustion engine design. Numerous prototype engines with variable compression ratio (VCR) were designed and tested. The implementation of VCR technology increases the averaged energy conversion efficiency in stoichiometric spark ignition (SI) engines ranging from 3 to 8% depending on the driving cycle, the fuel and the degree of turbo charging. The approach of a connecting rod with an adjustable length, a so called VCR connecting rod, is considered a promising solution because it can be implemented in almost every reciprocating engine regardless the type (inline, V or boxer engine) with a minimum of changes on existing engine layout. One design approach for a VCR connecting rod consists on an eccentrically piston pin suspension in combination with two hydraulic cylinders keeping the eccentric in a desired angular position. A change in compression ratio (CR) is initiated by means of actuating a hydraulic switch valve on the VCR connecting rod. The gas and mass forces acting on the piston pin result into a moment acting on the eccentric. In order to optimize the design of a VCR connecting rod with respect to robustness, weight and manufacturing costs, the dynamic behaviour and any arising phenomena must be known and understood. The aim of this work was to investigate this dynamic behaviour by means of fired engine testing. For this purpose, a VCR connecting rod was instrumented with sensors and the measured data was acquired synchronously to the crank angle. During these tests, operational parameters such as engine speed and load and the oil feed stream conditions were assessed for the two compression ratios stages and during the transitions from one to another compression ratio.

The effects of compression ratio and EGR on the performance and emission characteristics of diesel-biogas dual fuel engine

In this study, an experimental investigation on diesel-biogas dual fuel (DF) engine is presented based on energy and exergy analyses. The effects of change in compression ratio (CR), exhaust gas recirculation (EGR) and EGR temperature on the performance and emission characteristics of DF engine have been studied. In the first stage, engine was studied with increasing CRs of 16.5, 17.5, 18.5 and 19.5 in stepwise manner. It was found that the higher CRs were not only advantageous to the engine performance from first and second-law point of view but also to the exhaust emissions. In the second stage, DF engine was studied at the highest CR (19.5) and the effects of EGR were analysed. The engine was studied with EGR percentages of 5%, 10% and 15%, which caused slight improvements in engine efficiency at low load and simultaneous decrease in oxides of nitrogen (NOx) emissions. However, high EGR percentages at high loads showed slight decrease in engine efficiency. In the third stage, hot EGR was employed and the results obtained were compared with the cold EGR case. The results showed that the highest efficiencies both at low and high loads were obtained with hot EGR cases and at the same time exhaust emissions could also be kept in check.

Multi-Objective Pareto Robust Design of PID Controllers for Variable Compression Ratio Engines Using Genetic Algorithms

Modern automobile engines must satisfy the challenging and often conflicting goals of minimizing exhaust emissions, providing increased fuel economy and satisfying driver performance requirements over a wide range of operating conditions. An innovative mechanical design approach to achieve these goals has been the development of variable compression ratio (VCR) engines. A challenge with this new engine design is that the compression ratio has a direct influence on the output torque. This is a problem because the engine driver can feel it as a jerk in the movement. Therefore, in order to fully take the advantage of benefits of this engine design it is necessary to have some sort of torque control that can keep a constant torque regardless of changes in compression ratio. In this work a control-oriented engine model is developed to represent a variable compression ratio engine over a range of operating conditions. The model is validated with some available experimental data. Based on the mode, a robust PID controller is optimally designed to control the output torque for the step changes of compression ratio in the presence of parametric uncertainties.

Emission Characteristics for a Homogeneous Charged Compression Ignition Diesel Engine with Exhaust Gas Recirculation Using Split Injection Methodology

Due to the serious issues caused by air pollution and global warming, emission regulations are becoming stricter. New technologies that reduce NOx and PM emissions are needed. To cope with these social exhaust gas regulation demands, many advanced countries are striving to develop eco-friendly vehicles in order to respond to stricter emissions regulations. The homogeneous charged compression ignition engine (HCCI) incorporates a multi-stage combustion engine with multiple combustion modes, catalyst, direct fuel injection and partial mixing combustion. In this study, the HCCI combustion was applied to analyze and review the results of engines applying HCCI combustion without altering the conventional engine specifications. The optimization of exhaust gas recirculation (EGR) and compression ratio changes provides an optimal fuel economy. In this study, potential for optimum economy within the range of IMEP 0.8 MPa has been evaluated.

Analysis of the Effect on the Mechanical Injection Engine Using Doped Diesel Fuel by Ethanol and Bio-Oil

The focus of this work is to analyze the effects of the specific parameters on mechanical injection engine by adding 7% of ethanol and 3% of bio-oil in the diesel base. The ignition delay time, pressure behavior into the combustion chamber, emission of particulate matter and unburned hydrocarbons, specific fuel consumption and the indicated work measurements are considered. The results achieved in this work intend to alert to the possible faults committed in use of blends. The combustion process into the mechanical injection engine chamber using this fuel composition elevates in 5 % the specific consumption, lowering the indicated work in 40 % and the efficiency. As consequence, the particulate matter and unburned hydrocarbons emissions increases 300 and 60 %, respectively, compared with diesel base. However, a better engine performance using blends can be exhibit performing changes in compression ratio and injection parameters. Hence, the old engines should be adapted to receive new fuel compositions in order to run properly. Furthermore, the projects of suitable engines must consider these effects to increase the energy efficiency and control the emissions.

압축비 변화에 따른 초희박 직접분사식 LPG엔진의 연소특성 연구

최근 자동차 제조사는 강화되는 배출가스 규제를 만족시키고 엔진 효율을 향상시키기 위해 다양한 기술을 연구하고 있다. 그 중 직접분사식 초희박 연소기술은 정밀한 연소제어를 통해 연소효율을 극대화 하고 연비를 향상시킬 수 있는 차세대 기술로 평가받고 있다. 기존 가스엔진에 초희박 직접분사기술을 적용하기 위해 기존의 MPI 엔진의 헤드를 재설계하였다. 기존 압축비10:1에서 12:1로 증가시킴으로써 이에 따른 압력선도, 열방출률, 연료소비율 등의 연소특성과 배출가스특성을 파악하였다. 압축비를 증가시킴에 따라 불안정한 연소상태로 인하여 연료소비율의 개선이 어려웠으나 탄화수소(THC)와 질소산화물(NOx)의 배출은 감소되었다.

Selection and thermodynamic analysis of a turbocharger for a producer gas-fuelled multi-cylinder engine

The current work addresses the use of producer gas, a bio-derived gaseous alternative fuel, in engines designed for natural gas, derived from diesel engine frames. Impact of the use of producer gas on the general engine performance with specific focus on turbo-charging is addressed. The operation of a particular engine frame with diesel, natural gas and producer gas indicates that the peak load achieved is highest with diesel fuel (in compression ignition mode) followed by natural gas and producer gas (both in spark ignite mode). Detailed analysis of the engine power de-rating on fuelling with natural gas and producer gas indicates that the change in compression ratio (migration from compression to spark ignited mode), difference in mixture calorific value and turbocharger mismatch are the primary contributing factors. The largest de-rating occurs due to turbocharger mismatch. Turbocharger selection and optimization is identified as the strategy to recover the non-thermodynamic power loss, identified as the recovery potential (the loss due to mixture calorific value and turbocharger mismatch) on operating the engine with a fuel different from the base fuel. A turbocharged after-cooled six cylinder, 5.9 l, 90 kWe (diesel rating) engine (12.2 bar BMEP) is available commercially as a naturally aspirated natural gas engine delivering a peak load of 44.0 kWe (6.0 bar BMEP). The engine delivers a load of 27.3 kWe with producer gas under naturally aspirated mode. On charge boosting the engine with a turbocharger similar in configuration to the diesel engine turbocharger, the peak load delivered with producer gas is 36 kWe (4.8 bar BMEP) indicating a de-rating of about 60% over the baseline diesel mode. Estimation of knock limited peak load for producer gas-fuelled operation on the engine frame using a Wiebe function-based zero-dimensional code indicates a knock limited peak load of 76 kWe, indicating the potential to recover about 40 kWe. As a part of the recovery strategy, optimizing the ignition timing for maximum brake torque based on both spark sweep tests and established combustion descriptors and engine-turbocharger matching for producer gas-fuelled operation resulted in a knock limited peak load of 72.8 kWe (9.9 bar BMEP) at a compressor pressure ratio of 2.30. The de-rating of about 17.0 kWe compared to diesel rating is attributed to the reduction in compression ratio. With load recovery, the specific biomass consumption reduces from 1.2 kg/kWh to 1.0 kg/kWh, an improvement of over 16% while the engine thermal efficiency increases from 28% to 32%. The thermodynamic analysis of the compressor and the turbine indicates an isentropic efficiency of 74.5% and 73%, respectively.