Fuel 196 (2017) 217224

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Fuel
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Performance of small spark ignition engine fueled with biogas at

different compression ratio and various carbon dioxide dilution
Eui-Chang Kwon 1, Kyeongsoo Song 1, Minsoo Kim, Youhwan Shin , Sun Choi
Center for Urban Energy Research, Korea Institutes of Science and Technology, Seoul 136-791, Republic of Korea

a r t i c l e i n f o a b s t r a c t

Article history: In order to cope with power shortage in rural areas of developing countries and to reduce greenhouse gas
Received 4 October 2016 emissions, we study the performance of small biogas-fueled internal combustion engines of which power
Received in revised form 26 January 2017 is less than 5 kW. In particular, the influence of compression ratio on the engine is primarily examined. By
Accepted 30 January 2017
decreasing the combustion chamber volume (from 19.3 cc to 16.6 cc), compression ratio (from 8.01:1 to
Available online 9 February 2017
9.22:1) is increased to enhance brake power output (from 2.2 kW to 2.68 kW), brake thermal efficiency
g g
(from 22.0% to 29.8%) and brake specific fuel consumption of the engine (from 290.6 h
PS to 218.6 h
PS ). In
Keywords:
addition, as means to examine the effect of the biogas composition on engine performances, various car-
Biogas
Spark ignition engine
bon dioxide dilution ratios (from 0% to 50%) are tested. At lowest carbon dioxide dilution, maximum
Compression ratio engine performance is obtained.
Combustion chamber 2017 Elsevier Ltd. All rights reserved.
Carbon dioxide

1. Introduction In general, when biogas is used as a fuel, the CI engine is more

The ratification of 2016 Paris Agreement imposes the regulation
to hold global average temperature rise to well below 2 C and pur-
sue efforts to limit the temperature increase to 1.5 C above pre-
industrial levels [1], thus preventing the emission of greenhouse
gases. Unlike the Kyoto Protocol of 1997, which was a previous cli-
mate agreement that only regulated 37 advanced countries, the
Paris Agreement will have legal binding to all 195 countries. In
response to this global policy change, renewable energy researches
are to be re-oriented to decrease carbon emissions.
Using biogas as an alternative fuel to generate power con-
tributes to mitigate global warming in two ways: (1) reduce fossil
fuel consumption and (2) utilize the methane that is regarded to
increase the greenhouse effect for power generation. Biogas is pro-
duced by anaerobic digestion from anaerobic organisms or bio-
mass [2]. It is typically composed of methane (5070 vol%),
carbon dioxide (2550 vol%), hydrogen (15 vol%), nitrogen (0.3
3 vol%) and various minor impurities including hydrogen sulfide
[3]. Biogas is a gaseous fuel that can be easily mixed with air to
form a homogeneous air-fuel mixture. By supplying biogas as a fuel
to IC engines via proper modification [4], power can be generated.
In fact, there are numerous, previous works that address utilizing
biogas to generate power by using IC engines [516].
Corresponding authors.
E-mail addresses: yhshin@kist.re.kr (Y. Shin), sunchoi@kist.re.kr (S. Choi).
1
Both authors equally contributed to this work.
preferable than the SI engine. First, the CI engine operates in the
range of higher compression ratio than the SI engine. Ideally, ther-
mal efficiency improves as compression ratio increases. Since bio-
gas has higher octane number than regular gasoline fuel [17], it can
endure high compression ratio that is exerted by the CI engine.
Accordingly, the biogas-fueled CI engine has higher thermal effi-
ciency than the biogas-fueled SI engine [18]. Also, power output
of the SI engine decreases when biogas is used as a fuel while
power is maintained in the similar range in case of the CI engine
[19] because the SI engine is more sensitive to biogas composition
and has high cycle-to-cycle variations [20]. As a result, most of
recent studies that discusses power generation by biogas are based
upon the CI engine.
However, for generating small power lower than 5 kW, CI engi-
nes become less effective. CI engines for this power range are
hardly found in markets and more expensive than SI engines that
have the equivalent power scale. In particular, power requirements
of the residential unit in rural areas are generally less than 1 kW. If
CI engines are to be used in this power range, they need to operate
in part-load conditions and it tends to degrade power output and
thermal efficiency of the engines. In addition, large scale engines
are not viable in remote areas due to their costs and maintenance
problems [21]. Therefore, in a small-scale power generation, the SI
engine is considered to be more effective than the CI engine. With
regard to the implementation of the Paris Agreement to developing
countries in which remote rural areas are still dominating, biogas
is an effective fuel because it is locally generated and there is no

http://dx.doi.org/10.1016/j.fuel.2017.01.105
0016-2361/ 2017 Elsevier Ltd. All rights reserved.
218 E.-C. Kwon et al. / Fuel 196 (2017) 217224

Nomenclature

IC internal combustion D dilution

SI spark ignition rpm revolution per minute
CI compression ignition min minute
CR compression ratio h hour
VCR variable compression ratio g gram
BSFC brake specific fuel consumption C celsius degree
TDC top dead center K kelvin
BDC bottom dead center Hz Hertz
gtheoretical thermal efficiency of ideal Otto cycle mm millimeter
ggenerator thermal efficiency of generator mL milliliter
gengine thermal efficiency of engine cc cubic centimeter
galternator thermal efficiency of alternator LCH4 liter of methane
Hl lower heating value LCO2 liter of carbon dioxide
c ratio of specific heats kW kilowatt
V TDC cylinder volume at top dead center kVA kilovolt-ampere
V BDC cylinder volume at bottom dead center PS Pferdestrke
V Displacement displacement volume mmHg millimeter of mercury
V Chamber combustion chamber volume % percent
V Clearance clearance volume
Q flow rate

need for additional gas supply infrastructure. Moreover, biogas can Therefore, by far, it is reasonable to argue that SI engine is the best
save costs for fossil fuels to be transported from sources to the choice to be implemented in rural areas.
demand sites. Therefore, it is important to study the performance This research aims to study the performance of a biogas-fueled
of the small biogas-fueled SI engines and explore possibilities to SI engine smaller than 5 kW. The ultimate goal is to promote the
apply these engines to those areas. use of biogas in rural areas and provide a more comprehensive
In order to examine power-generating performance of the SI understanding of small IC engine behavior using biogas. In order
engine, there have been a number of studies on engine parameters to investigate the influence of compression ratio on the engine,
that are related to the operating performance of the SI engine. Pou- compression ratio of the engine was changed by simple modifica-
los and Heywood [22] investigated the geometric effect of combus- tions that are viable in rural areas. In addition, carbon dioxide dilu-
tion chamber on SI engine performances. Huang and Crookes [23] tion effect was also examined to map engine performance with
studied the influence of air-fuel ratio on a Ricardo E6 single- various parameters.
cylinder SI engine operating on simulated biogas. The test indi-
cated that power and thermal efficiency reached their peaks with
2. Experimental equipment
the air-fuel ratio between 0.95 and 1.05.
In addition to the variables mentioned above, compression ratio
Genex generator SG3500SX was used in the experiment. The
is a critical factor that affects engine performances and is directly
generator is composed of a Honda GX200 engine and a Linz electric
related to its thermal efficiency. As prescribed in the earlier sec-
SP-E1C/2 alternator. The specification of the generator is shown in
tion, thermal efficiency of the SI engine enhances as compression
Table 1. A tri-fuel conversion kit, which is composed of a regulator
ratio increases. However, when compression ratio is too high,
and an adapter, makes it possible to operate an engine on three dif-
knocking phenomenon occurs, which degrades the engine perfor-
ferent fuels; gasoline, propane and natural gas. In order to modify
mance. When biogas is used as a fuel in the SI engine, compression
the generator to be operated on biogas, which is a gaseous fuel, the
ratio becomes even more important. Biogas-fueled SI engine is
tri-fuel conversion kit purchased from US Carburetion, Inc. was
more likely to have knocking problems than gasoline engines due
installed on the generator, as shown in Fig. 1. The regulator regu-
to the higher self-ignition temperature of biogases. [14]. Accord-
lates a steady flow of biogas under constant pressure in order to
ingly, a SI engine can operate in higher compression ratio condition
with biogas as a fuel and is expected to show improved engine per-
Table 1
formance. Also, for those who live in rural areas of developing
Specification of the generator SG3500SX.
countries, compression ratio is the most straight-forward parame-
ter to control to characterize the engine performance. Alternator Model SP-E1C/2
Maximum power output 3.4 kVA
Some studies investigated the influence of compression ratio on
Power factor cos u 1
the performance of SI engines using a variable compression ratio
Engine Model GX200
(VCR) engine [2326]. VCR is a technology to alter compression
Type Air-cooled 4-stroke
ratio of the IC engine while the engine is operating. It controls com- Over Head Valve
pression ratio by changing the volume above a piston when the Displacement 196 cm3
piston is at top dead center (TDC). Unfortunately, VCR engines Maximum power output 4.1 kW @ 3600 rpm
Fuel Unleaded 86 Octane or higher
are not feasible in rural areas of developing countries because it
Fuel consumption 313 g/kW h
is expensive and it can cause maintenance problems given that
Size (Length)
(Width)
(Height) (580)
(430)
(455) mm
they are much more complicated than ordinary engines. Also, a
Dry weight 39 kg
displacement of VCR engines is yet too large for rural use.
 E.-C. Kwon et al. / Fuel 196 (2017) 217224
Fig. 1. Tri-fuel conversion kit installation.
ensure a stable feed of biogas. The adapter is connected to the
regulator by a hose. At the center of the adaptor, there is a hole
where simulated biogas will flow into the intake pipe of the engine.
The working principle of the adapter is based on Bernoullis princi-
ple which is similar to that of a carburetor. As the air flows through
the adaptor, dynamic pressure decreases and it allows the biogas
to flow through the hole and thus into the engine. Fig. 2 demon-
strates the schematic of the experimental setup. Methane with
99.95% purity and carbon dioxide with 99.999% purity from Dae
Deok Gas Co. were used in the experiment. Synthetic biogas was
achieved by mixing methane and carbon dioxide at the proper flow
rate [27] using a mass flow controller. The mass flow controller is
composed of Bronkhorst control valves and KMB Tech KRO-4000S
readout box. Display repeatability of the readout box is 0.1% of
full scale. By adjusting knobs of the readout box, the flow rate of
each gas was controlled to inject the desired synthetic biogas into
the engine. Three electrical loads were used to test the electricity
generation capability and the generated power was analyzed by
using Yokogawa WT330 digital power analyzer. Basic power mea-
surement accuracy of the power analyzer is 0.1% of reading value
plus 0.1% of range.
3. Engine modification
Brake specific fuel consumption (BSFC) is defined as the fuel
consumption rate divided by the power generated. Lower BSFC
implies that lesser amount of fuel is needed to generate certain
power during specific time. In other words, the main goal of the
experiment is to decrease BSFC and it can be calculated as follows:
Fuel Consumption
BSFC
Unit Time
Unit Power Output
Fig. 2. A schematic of the experimental setup.
219
The actual thermal efficiency of the generator is obtained by using
following Eq. (2) [28], which also demonstrates a relation between
thermal efficiency of a generator and BSFC:
632:42
ggenerator
103 2
Hl
BSFC
where Hl is the lower heating value of fuel that is used to run the
engine.
Meanwhile, the theoretical thermal efficiency of the ideal Otto
cycle engine is defined by following Eq. (3) [29], which also implies
a relation between theoretical thermal efficiency of Otto cycle and
CR.:

c1
1
gtheoretical 1  3
CR
where c is the specific heat ratio of the air-fuel mixture.
The Eq. (2) indicates that BSFC decreases as the thermal effi-
ciency of the engine increases if the lower heating value of the fuel
is constant. Given that the heating value is a characteristic for each
substance, it is fixed unless the fuel changes. In other words, BSFC
decreases while the thermal efficiency of the engine increases
under the same fuel condition. Meanwhile, the Eq. (3) shows that
the theoretical thermal efficiency rises as the compression ratio
increases. Therefore, to decrease BSFC, the compression ratio needs
to increase.
The compression ratio of the engine is defined as below:
V BDC V TDC V Displacement V Displacement
CR 1 4
V TDC V TDC V TDC
An illustration of a piston at top dead center (TDC), bottom dead
center (BDC) and clearance volume is shown in Fig. 3. Clearance vol-
ume is defined as the volume between the cylinder head and the
piston top when the piston is at top dead center. By measuring a
deck clearance, a thickness of a head gasket and a bore of a cylinder,
the clearance volume was calculated by using the following
equation:
p 2
V Clearance
Cylinder bore
fDeck clearance
4
Gasket thicknessg 5
According to the Eq. (4), the compression ratio increases while VTDC
decreases. In order to decrease VTDC, three approaches were intro-
duced: (1) replacing a cylinder head with a smaller one, (2) using
a flat top piston instead of a dished one and (3) milling the cylinder
head. As shown in Fig. 4, VTDC decreases by cutting off the cylinder
head and thus, the compression ratio increases. It was intended to
1 mill 0.025 mm of the cylinder head, however, due to the manufac-
turing intolerance, 0.026 mm of the head was milled.By means to
220 E.-C. Kwon et al. / Fuel 196 (2017) 217224

Fig. 3. Illustration of a piston at TDC (Left), BDC (Right) and clearance volume.

Fig. 4. Effect of milled cylinder head: (a) Before milling (Left). (b) Milling (Center). (c) After milling (Right).
 E.-C. Kwon et al. / Fuel 196 (2017) 217224
find out the compression ratio, the combustion chamber volume
was measured. SAE 10W-30 oil was used for the measurement.
g
The density of the oil was 0.876 mL in 760 mmHg, 291.85 K. The
mass of the oil was measured by using CAS Corporation CBL
3200H electronic balance which has readability of 0.01 g. The com-
bustion chamber volume can be calculated as follows:
Mass of SAE 10W30 Oil
V Chamber 6 engine of 507 cc displacement volume. However, as stated above in
Density of SAE 10W30 Oil
Finally, the compression ratio can be obtained by using the follow-
ing equation that also determines a relation between the compres-
sion ratio and the combustion chamber volume since values of the
clearance volume and the displacement volume remain constant:
V Chamber V Clearance V Displacement
CR 7 pleted, carbon dioxide is also supplied to the engine by adjusting
V Chamber V Clearance
The calculation results present that the compression ratio and the
theoretical thermal efficiency of the standard GX200 engine are
8.011 and 41.8%, respectively. The GX200 engine with a GX160
cylinder head and a flat top piston has the compression ratio of
9.091 and the theoretical thermal efficiency of 43.7%. Finally, the
GX200 engine with a 0.026 mm-milled GX160 cylinder head and
a flat top piston has the compression ratio of 9.221 and the theo-
retical thermal efficiency of 43.9%. For readers convenience, each
case will be named as CR = 8.01:1, CR = 9.09:1, and CR = 9.22:1,
accordingly.
4. Experimental procedure
4.1. Performance test under 100% methane
At first, gasoline is used to ignite the engine since the engine is
not able to start with methane. The type of the gas regulator
installed on the generator is an on demand regulator. The on
demand regulator is designed to let the gas flow only if the pres-
sure at the outlet side is negative. When the engine is running fast
enough, it creates enough negative pressure at the intake manifold,
which is connected to the outlet valve of the regulator. However,
when starting the engine by using the pull-starter, the engine can-
not rotate fast enough to create sufficient negative pressure at the
intake manifold. Therefore, the fuel cannot be injected into the
engine and the engine does not start. The fuel valve of the gasoline
tank is turned off when the engine starts, in order to block further
gasoline supply. As the operation continues, remaining gasoline is
depleted and the engine is about to be stalled. The moment the
engine shuts off, methane is supplied to keep the engine running
by adjusting the knobs of the readout box of the mass flow con-
troller. Three electrical loads are properly combined to apply vari-
ous loads to the engine. Combined load conditions are 0.2, 0.42,
0.64, 0.86, 1.13, 1.34, 1.55, 1.76, 1.96, 2.12, 2.34, 2.52 and
2.68 kW. When the load is applied to the generator, the governor
lever is pulled to open the throttle valve fully. Then, the engine will
lack of power and need more fuel because the amount of air intake
increases while the methane supply remains same. Thus, the
methane flow rate has been required to increase until the fre-
quency of the engine reaches to 60 1 Hz. The amount of methane
flow rate is then, recorded. The same process is repeated three
times to have more data points to be averaged for more reliable
results. In order to establish a standard of the starting condition
of the engine, the first experiment cold-start case is conducted
when the engine is entirely cooled down. After the first experi-
ment, the engine is cooled down for 10 min and the second exper-
iment hot-start case starts. Likewise, the engine is cooled down
for 30 min after the second experiment and the third experiment
transient-start case carries out. The average of three starting
221
cases are represented on the experimental results for more reliable
results.
4.2. Performance test under various carbon dioxide flow rate
Huang and Crookes [23] studied the influence of carbon dioxide
fraction in simulated biogas on a VCR Ricardo E6 single-cylinder SI
the previous section, VCR engines and large scale engines are not
feasible in rural areas of developing countries. Since our work is
focused on small scale engines that are viable in those areas, there
is a need to test carbon dioxide dilution effect on the engine.
Test procedures are similar to those of Section 4.1. When the
fuel transition from the gasoline to the methane has been com-
the knobs of the readout box of the mass flow controller. The
experiment is conducted under 1, 3, 5, 7, 9, 11, 13, 15 and 17 LCO 2
min
conditions. For each carbon dioxide flow rate, 0.2, 0.42, 0.64,
0.86, 1.13, 1.34, 1.55, 1.76, 1.96, 2.12, 2.34, 2.52 and 2.68 kW load
conditions are applied to the engine. Then, the governor lever is
pulled to accomplish fully open throttle valve condition. Then,
the engine will lack of power and need more fuel because the
amount of air intake increases while the methane supply remains
same. Thus, the methane flow rate has been required to increase
until the frequency of the engine meets 60 1 Hz and then
recorded. The same procedure was repeated for three times to have
more data points to be averaged. The standard of cooling time for
each experiment was the same as 4.1.
5. Result and discussion
5.1. Performance test under 100% methane
5.1.1. Brake power vs. methane flow rate
Fig. 5 is a graph of the brake power output of the engines with
respect to the methane flow rate. As shown in Fig. 5, the power
output rises as the methane flow rate increases until the peak
point. As the methane flow rate rises further beyond the peak
point, the power output of the generator decreases and the engine
will eventually stop. Since the displacement is set to be 196 cc and
the rotational speed of the engine is set to be 3600 rpm, the
amount of air-fuel mixture that can enter the engine for a certain
period of time is fixed. Therefore, when too much fuel is injected
to the engine, the engine shuts off because there is not enough
air to maintain the combustion. The maximum brake power output
indicated in the graph is measured to be 2.2 kW for CR = 8.01:1,
Fig. 5. Brake power of the engines with respect to methane flow rate.
222 E.-C. Kwon et al. / Fuel 196 (2017) 217224
Fig. 6. Brake thermal efficiency of the engines with respect to brake power.
Fig. 7. BSFC of the engines with respect to brake power.
Fig. 8. Brake power of CR = 9.22:1 with respect to methane flow rate.
and 2.68 kW for both CR = 9.09:1 and CR = 9.22:1. With increase in
compression ratio, the brake power output improves. However, as
shown in Table 1, the maximum power output of the standard
generator is 3.4 kVA and the power factor cos u is 1. Conversion
equation from kVA to kW is shown as below:
kW kVA
cos u 8
where kW is a unit for the real power of the generator while kVA is
a unit for the apparent power of the generator.
Consequently, the net power output of the standard generator is
calculated to be 3.4 kW. In fact, when the load of 3.4 kW was
applied to the generator operated using gasoline, the frequency
of the engine significantly declined to 56 1 Hz. The maximum
power output of the standard generator fueled with methane is
1.2 kW lower than that of the generator fueled with gasoline.
Methane injected to the engine is in a gaseous state and occupies
more volume than the gasoline since the gasoline is in a liquid
state. Therefore, the generator run by methane has lower volumet-
ric efficiency and lower maximum power output than the gasoline
fueled generator. The graph indicates that the amount of methane
flow rate required for generating same brake power decreases
while the compression ratio increases. For generating maximum
LCH4
power, CR = 9.09:1 needs 21.34 min
methane flow rate while
LCH4
CR = 9.22:1 requires 20.24 min
.
5.1.2. Brake thermal efficiency vs. brake power
Fig. 6 shows the relationship between the brake thermal effi-
ciency and the brake power of the engines. Since the generator
consists of the engine and the alternator, total efficiency can be
obtained as follows:
ggenerator gengine
galternator 9
The total efficiency can be calculated from the Eq. (2). In order to
calculate the thermal efficiency of the engine, the alternator
efficiency has to be calculated by using the following equation:
Maximum Power Output of Generator
galternator 10
Maximum Power Output of Engine
 E.-C. Kwon et al. / Fuel 196 (2017) 217224 223

Fig. 9. Brake power of the CR = 9.22:1 with respect to methane flow rate.

Since the maximum power output of the engine is set to be 4.1 kW

and the maximum power output of the generator is calculated to be
3.4 kW, the efficiency of the alternator is calculated to be 82.9%. As a
result, the efficiency of the engine can be computed. CR = 8.01:1 has
the efficiency of 22.0% at the peak point which is 2.2 kW power out-
put. CR = 9.09:1 and CR = 9.22:1 have the efficiency of 28.5% and
29.8% respectively at the peak point when the power output is
2.68 kW.

5.1.3. BSFC vs. brake power

Fig. 7 demonstrates how the compression ratio changes BSFC of
the engines. The BSFC can be calculated by dividing the methane
flow rate into the power output. CR = 8.01:1 has the BSFC of
g
290.6 h
PS at the peak power output which is measured to be
g
2.2 kW. CR = 9.09:1 and CR = 9.22:1 have the BSFC of 228.8 h
PS
g
and 218.6 h
PS , respectively, at the peak power output which is
Fig. 10. BSFC of the CR = 9.22:1 with respect to brake power.
measured to be 2.68 kW. Thus, the BSFC decreases while the
compression ratio increases.
amount injected to the engine decreases while the carbon dioxide
5.2. Performance test under various carbon dioxide dilution concentration of the biogas increases. Since the carbon dioxide does
not contribute to the performance improvement of the engine, lack
Fig. 8 shows the change of correlation between the power of the methane undermines the engine efficiency. Also, the effect of
output and the methane flow rate as the carbon dioxide flow rate carbon dioxide dilution to the BSFC of the engine is described in
varies. In order to set the relationship between the power output Fig. 10. As shown in Fig. 10, with increase in the carbon dioxide
and the methane flow rate in accordance with the variance of the dilution of the biogas, the BSFC of the engine also rises. In case of
g
carbon dioxide concentration, the interpolation method was used. 40% carbon dioxide dilution, the BSFC of CR = 9.22:1 is 348.7 h
PS
The interpolation equation is shown in below: at the maximum brake power output which is measured to be
0 1 1.55 kW.
Q CH ;xLCO2  Q CH ;yLCO2

Q CH4 @ 4 min 4 min
A
CO2 Dilution  D LCO2
DxLCO2  DyLCO2 y min
min min
6. Conclusion
Q CH LCO2 11
4 ;y min
As a way to contribute to solving power shortage in rural areas
As a result of the interpolation, the correlation between power out- of developing countries and utilize methane sources which is
put and the methane flow rate at various carbon dioxide concentra- regarded as greenhouse gas, a small biogas-fueled SI engine was
tions is set up as shown in Fig. 9. The graph shows that, as the more proposed and its performance was tested. By decreasing the com-
carbon dioxide is diluted in the biogas, the larger methane flow rate bustion chamber volume, compression ratio was increased to
is required to generate the same power output. The methane enhance the engine performance. With increase in compression
224 E.-C. Kwon et al. / Fuel 196 (2017) 217224
ratio, the brake power output and the brake thermal efficiency of
the engine increased while BSFC decreased. The maximum power
output and the brake thermal efficiency of CR = 9.22:1 is 2.68 kW
and 29.8%, respectively. Comparing to CR = 8.01:1, the maximum
brake power output of the engine is 21.8% point higher and the
brake thermal efficiency is improved by 7.8% point. Also, the BSFC
g
of CR = 9.22:1 at the peak power output is 218.6 h
PS while that of
g [11] Mustafi NN, Raine RR, Bansal PK. The use of biogas in internal combustion
CR = 8.01:1 is 290.6 h
PS. Moreover, engine performances on vari-
ous carbon dioxide dilutions were estimated. With increase in car-
bon dioxide dilution, the engine performance degrades. The
maximum brake power output of CR = 9.22:1 declines from
2.68 kW to 1.55 kW while the carbon dioxide dilution increases
from 0% to 40%. With 40% carbon dioxide dilution, the BSFC of
g hydrogen. Int J Hydrogen Energy 2011;36:100808.
CR = 9.22:1 at its maximum brake power is 348.7 h
PS and it is
1.5 times higher comparing to that of the engine that fueled with
100% methane. This result suggests that the performance of the
small biogas-fueled SI engine enhances with rise in compression
ratio while degrades with increase in carbon dioxide dilution. With
simple modifications, compression ratio of the engine is increased
to improve the engine performance. By implementing this small
biogas-fueled SI engine in remote areas of developing countries,
it will supply energy and also decrease greenhouse gas emissions.
Acknowledgement
This work was supported by the KIST Institutional Program
(Project No. 2E26300).
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