Theoretical Investigation of an

Optimized Turbo Compound System

applied on a Marine 2-Stroke Diesel
Engine

Nikolaos F. Sakellaridis Efthimios G. Pariotis, PhD Dimitrios T. Hountalas,PhD

ABSTRACT
During the last decade high fuel prices and environmental awareness regarding the impact of shipping industry on greenhouse gas emissions has led engine
manufacturers and operators to seek reliable and cost effective measures to reduce fuel consumption and CO2 emissions. For this reason the
implementation of existing and proven technologies such as turbo-compounding is a feasible alternative. In the present study, a theoretical investigation of a
turbo-compound system (TCS) installed on a large 2-Stroke diesel engine is conducted using the platform of a commercial engine simulation model in
conjunction with a newly developed model (user-model) for the turbocharger and the power turbine. The TCS system consists of a power turbine mounted
in parallel to engine’s turbocharger driven by the exhaust gas to power an electric generator. The scope of the study is to define the main characteristics of
the power turbine (turbine size, swallowing capacity and rotational speed), as well as optimal engine tuning that maximize the total (combined) net power
gain potential. Through this process, it becomes feasible to identify the potential benefit (economic and environmental) of implementing the proposed
technique on new or existing marine engines. This is achieved from the comparison of calculated engine performance (for the turbo-compound system with
the optimum power turbine design configuration) against the corresponding one of a conventional 2-Stroke engine, at a typical high load operating point.
As revealed, an optimized TCS system configuration can offer significant benefit in terms of brake specific fuel consumption and CO2 emissions, while
operational synergies can be gained by providing higher flexibility on the maintenance schedule of the ship’s generator sets.

INTRODUCTION

Slow speed two stroke marine Diesel engines are the prime mover in commercial shipping applications due to their
superior thermal efficiency and reliability. However, the increase of fuel price as well as the adaption of measures and
regulations for energy efficiency improvement and reduction of exhaust gas emissions [IMO, MARPOL] has
motivated both marine industry and engine manufacturers to examine and implement engine modifications and
alternative engine configurations. For the 2-Stroke marine diesel engines, their efficiency is close to the limits
imposed by thermodynamics, while the potential benefit of technical (internal) measures applied to reduce the engine
fuel consumption (combustion optimization, engine tuning, fuel injection equipment development) is rather small
[Hountalas D.T. et. al., (2014)]. On the other hand, one of the most challenging operational measures that have been
proposed and implemented in commercial shipping with notable fuel saving results is the “slow steaming concept”
[Armstrong, V. N. (2013)]. The engine is operated at low load, reducing vessel’s speed, and ultimately reducing fuel
consumed in tones/ mile. However there is a number of technical and operational issues that have to be addressed
Nikolaos F. Sakellaridis is PhD student in the Department of Mechanical Engineering, National Technical University of Athens (NTUA). Efthimios G.
Pariotis is an Assistant Professor in the Hellenic Naval Academy, Piraeus, Greece, Dimitrios T. Hountalas is a Professor in the Department of Mechanical
Engineering, National Technical University of Athens (NTUA), Athens, Greece
when implementing this technique (engine component degradation, maneuverability in waves, increased exposure to
pirates risk, lower efficiency of the propeller, hull and propeller fouling, etc.). On the other hand due to weather
conditions, economic, marketing strategy or inventory management aspects vessels may still have to be operated close
to Maximum Continuous Rating (MCR) for significant periods.
An alternative external technical measure proposed and widely applied in marine applications, for reducing the engine
fuel consumption and its environmental impact is exhaust gas heat recovery [Weerasinghe, W. et. al. (2010), Shu, G. et
al. (2013)]. This methodology recuperates excess exhaust gas energy that would normally be rejected into the
atmosphere. The exhaust heat rejected by a diesel engine is a significant part of the total input fuel energy, which for
2-stroke marine diesel engines is in the range of 25-30%, [Shu, G. at al. (2013)]. The main methods used for exhaust
heat recovery is via turbocompounding or by incorporating a bottoming power cycle (usually a Rankine cycle)
[Hountalas D.T et. al, (2012]. The first technique involves expansion of a portion or the entirety of the exhaust gas in
a power turbine for the production of additional work, while the second utilizes a Rankine power cycle powered by
exhaust gas heat, using water or organic medium as the working fluid.
Turbo compound system technology is not a new concept, having been used in the past mostly in automotive
applications. Interest in the field has been rekindled, especially for four stroke diesel engine applications, since in
various published theoretical studies, it has been revealed the potential benefit of its implementation in automotive
and heavy duty applications [Hountalas D.T et. al, (2007)]. Various layouts for turbocompounding applications have
been examined in the literature, such as series (power turbine expands exhaust gas downstream of T/C turbine),
parallel (a portion of exhaust gas is diverted from the exhaust manifold and expanded in the power turbine while the
rest passes through the T/C turbine), or mechanically connecting a power generator to the T/C shaft.
On the other hand studies of turbocompounding applications on two stroke marine diesel engines are limited despite
the fact that the technique has already been applied in stationary as well as marine power propulsion applications.
More specifically, in [Nobuyuki S. et al, (2013)] it has been reported the development of a turbo- hydraulic system for
a large marine two stroke diesel engine, with a hydraulic coupling transferring the energy produced in the power
turbine. BSFC reduction of about 2.7% has been achieved at 75% engine load, 2.9% at 85% load and 4.2% at 100%
load which is significant considering the power output of these engines. For engines with one T/C, the hydraulic
motor extracted power directly from the T/C shaft, while for configurations with 2 or more T/Cs a power turbine in
parallel with the T/Cs has been proposed. On the other hand the series configuration is not feasible in marine 2-
stroke engines since scavenging pressure must be higher than exhaust receiver pressure to facilitate gas exchange
through the scavenging process [Heywood, J.B. and Sher, E., (1999)].
The aim of the current work is to determine the optimal engine settings and components to maximize the benefit of
the application of a Turbo Compound System (TCS) on a marine 2-stroke diesel engine. This is achieved using a
commercial engine cycle simulation platform equipped with user models developed by the present research group for
simulating the compressor and turbine of the turbocharger as well as the power turbine of the TCS. An optimization
methodology is used to determine the optimum power turbine speed and size for the specific engine configuration.
From the investigation it is also revealed the need for modifications and engine tuning to maximize the benefit of
turbocompounding. Specifically it is revealed the need for variation of T/C turbine effective flow area and start of
injection advance. Moreover, through the theoretical investigation conducted, it has been revealed the impact of the
TCS system on the engine operating parameters, the most significant of which being the reduction of scavenging
pressure, exhaust receiver pressure and T/C speed, and the significant reduction of engine air flow accompanied by
increased exhaust gas temperature which favors work extraction in the power turbine, but must not exceed
temperature limitations imposed by manufacturers. The maximum theoretical benefit of the optimized system in
BSFC at 85% engine load is determined to be appox. 4.5 g/kWh which is important when taking into account the size
of the specific engines. For normal applications this may results to fuel savings in the order of ~ 2 tn/day for an
AFRAMAX vessel.
MODEL DESCRIPTION
System simulation is performed using the engine simulation software GT- Power [GT- Suite manual]. The closed part
of the engine cycle is modelled using a multi- zone combustion model. The calibration of model parameters is
performed for the standard engine configuration (without the TCS system) by matching the predicted in-cylinder
pressure diagram with the corresponding experimental one obtained by the present research group via on-board
measurements.
The air exiting the compressor of the turbocharger is cooled before entering the scavenging receiver in the Air Cooler
(A/C). A layout of the installation examined is shown in Figure 1.

Electrically driven Electrically driven

Auxiliary Blower Auxiliary Blower

Non- return flaps Non- return flaps

Scavenging Receiver

Air Cooler (A/C) Air Cooler (A/C)

Engine

Exhaust Receiver

Compressor Turbine Turbine Compressor

Power
Turbine

Reduction
Generator
Gear

Turbocompound System

Figure 1: Layout of the examined turbocompound 2- Stroke marine engine.

The operation of the compressor, turbine and power turbine has been performed using in-house (user) models
written in Intel Visual Fortran environment and incorporated into the GT-Power software platform. These models
take into account the geometric data of the turbine and compressor and calculate the thermodynamic state of the
working gas using the mass, momentum and energy conservation equations. On the other hand, empirical correlations
are employed to estimate outflow angles and losses in blade rows. This way, the performance map of the compressor
and the turbines (T/C and TCS) is estimated.
To determine the dimensions of the power turbine for each value of swallowing capacity, it is assumed geometrical
similarity of the rotor and stator vanes of the power turbine to the T/C turbine. This is well established since the
power turbine and the T/C turbine have the similar inlet conditions (pressure, temperature) and pressure ratios. A
more detailed description of the turbine and compressor models is provided in [Sakellaridis, N., & Hountalas, D.,
(2013)].
MODEL VALIDATION
The simulation model developed has been applied on a 2-Stroke marine diesel engine with the specifications shown in
Table 1.

Table 1: Main engine geometric characteristics

Engine Type Marine ,2-Stroke
Cylinder Bore 700 [mm]
Piston Stroke 2800 [mm]
Connecting Rod Length 2850 [mm]
Number of Cylinders 6
Number of Turbochargers 2

At first the model is validated using the standard engine configuration (without the TCS). Therefore, model
predictions are compared against data obtained from the official engine shop tests, with all model parameters kept
constant throughout the entire validation procedure. In Figure 2 a- e are presented the calculated results for T/C
speed, scavenging and exhaust gas pressure, in-cylinder peak firing and compression pressure, BSFC, brake engine
power, and exhaust gas temperature at the inlet and outlet of the T/C turbine in conjunction with the corresponding
measured values (shop test data) at engine loads ranging from 40% to 100%. .
18000 4 200
175
16000
150
T/C speed [rpm]

Pressure [bar]

Pressure [bar]
14000 3
125
12000 100

Pscav sim. 75 Pmax sim.

10000 2
Pscav exp. 50 Pmax exp.
8000 T/C speed sim. Pexh sim. Pcompression sim.
25
T/C speed exp. Pexh exp. Pcompression exp.
6000 1 0
40 60 80 100 40 60 80 100 40 60 80 100
Load [%] Load [%] Load [%]
(a) (b) (c)
240 800
BSFC sim. 20000
230 700
BSFC exp.
220 Power sim. 600
Brake Power [kW]

Temperature [0K]

15000
BSFC [g/kWh]

Power exp.
210 500
200 400
10000
190 300 Tinlet sim.
180 200 Tinlet exp.
5000
Toutlet sim.
170 100
Toutlet exp.
160 0 0
40 60 80 100 40 60 80 100
Load [%] Load [%]
(d) (e)
Figure 2: Model validation against experimental (shop test) data

It is observed a very good agreement of calculated with measured data for both turbocharger operating parameters as
well as engine closed cycle data. More specifically, the relative difference between calculated and measured
turbocharger speed and scavenging/ exhaust receiver average pressure is below 3.5% and 3% respectively while the
difference of predicted closed cycle parameters, namely maximum firing pressure and compression pressure
(maximum motoring pressure) from the corresponding experimental values is lower than 4 bar at all loads examined.
Engine performance parameters presented in Figure 2 d, brake power and BSFC are predicted with a maximum
relative error of 1.7%. Finally, turbine inlet and exhaust temperatures presented in Figure 2 e are predicted within 5%
of their experimental value. This is a strong indication that the air mass flow is also well predicted, since it mainly
affects exhaust gas temperature. From the previous, it is concluded that the model manages to accurately predict
engine performance and thermodynamic properties of the exhaust gas vs engine load. Therefore, it is justified its use
for the theoretical investigation of the turbocompound system.

TURBOCOMPOUNDING SYSTEM OPTIMIZATION

In Figure 1 has been presented the layout of the engine considered herein. The two turbocharger turbines, as well as
the power turbine are connected in parallel, having the same expansion ratio. This is the most common layout of
practical turbo compound 2-stroke diesel engine configurations. The main parameters of the system to be optimized
are size (swallowing capacity) and rotational speed of the power turbine.
In the present work, the size of the power turbine is defined from the ratio between power turbine mass flow rate
divided by the combined reduced mass flow rate of both T/C turbines. Reduced mass flow rate is defined as per Eq.1:
Tt in (1)
mred = mɺ
Pt in
Taking into account that in the layout considered, the inlet conditions of all turbines as well as the expansion ratios are
identical, reduced mass flow rate ratio can be used interchangeably with actual mass flow ratio.
The rotational speed of the power turbine is controlled by the value of the gear ratio in the reduction gear since it is
connected to a constant- speed electrical generator. The conversion efficiency of turbine to electric power is assumed
to be constant and equal to 0.95, including friction losses in the transmission, mechanical and electrical losses in the
generator.
In this study the investigation is limited to the 85% of engine Maximum Continuous Rating (MCR) point for the
specific engine, being representative of an engine operating close to its MCR. In high load operating points the TCS
system provides the highest benefit in fuel consumption reduction [Dzida, M., (2009)].
For the parametric investigation conducted, the ratio of power turbine to the sum of both T/C turbine exhaust gas
flow (power turbine size) is varied from 0.03 to o.16 (3% to 16%) in increments of 0.02. Through the optimization
procedure adopted, for each power turbine size the optimal power turbine speed is determined that maximizes the
BSFC benefit (∆BSFC), taking as reference the corresponding value of the standard engine configuration (without the
TCS system). Then it is determined the impact of the power turbine on engine power output as well as the total
system output power (sum of engine and power turbine power output). Two additional parameters that significantly
affect the BSFC benefit (∆BSFC) are determined and optimized, namely the size of the T/C turbine as well as start of
fuel injection. Thus power turbine speed, size as well as optimal engine tuning is determined that minimizes BSFC,
maximizing total power output at a constant fuelling rate.

Effect of Power Turbine Rotational Speed

The first parameter investigated is the optimum power turbine rotational speed. For each power turbine size, the
effect of turbine rotational speed (ranging from 30000 to 80000 rpm) on BSFC is estimated. Results are shown in
Figure 3 for three values of power turbine size, including the global optimum.
 0.5
Power/ TC turbine

Turbocompounding [%]
Parameter variation with
8 6.4
flow capacity ratio
0.03
6
0.25
4
0.05
∆BSFC [g/kWh]

2 0.4
0 0.07 0
-2 -1.2 -0.3
-4
-0.25 -4.1
-6
-8 -6.0 -6.7
-0.5 -10 -7.7 -8.0
Optimum
TC Pmax Eng. Total Texh Pscav Pexh Air BSFC
speed Power Power flow
-0.75
30000 40000 50000 60000 70000 80000
Power Turbine Speed [rpm]
Figure 3: Effect of power turbine speed on Figure 4: Effect of TCS application on the system operating
BSFC benefit. parameters with optimal power turbine size and speed.

As observed, optimal turbine speed is reduced with increasing power turbine flow capacity. This is to be expected
since maximum turbine efficiency is achieved close to a specific value of isentropic velocity ratio. For axial turbines
typically used in large 2-stroke marine diesel engine applications this value is in the vicinity of 0.6 [Keiichi S., Koichiro
I., (2004)]. The isentropic velocity ratio is defined as:
U (2)
σ=
Cs
Where U is the blade speed, which is directly proportional to the rotational speed and radius, and CS is the velocity
resulting from an isentropic expansion across the turbine. The latter is dependent on upstream pressure and
temperature, downstream stagnation pressure and thermodynamic properties of the working medium [Whitfield A.,
Baines N. C., (1990)]. These parameters vary very little with power turbine rotational speed, since the swallowing
capacity of the axial turbine at a specific pressure ratio varies little with turbine speed, in contrast to what applies in
radial turbines. Moreover, the mass flow rate through the power turbine is small compared to the total exhaust gas
flow. Therefore the denominator in Eq. 2 remains practically constant throughout the entire range of power turbine
rotational speeds examined. Since the value of σ for optimal turbine efficiency is almost constant for geometrically
similar turbines, the numerator of eq. 2 must also remain practically constant. Therefore, for a larger turbine size
(machine radius), the rotational speed corresponding to optimal efficiency is reduced, which is properly predicted by
the simulation model.
Based on Fig.3 the predicted maximum reduction of BSFC is ~ 0.55 g/kWh for a power turbine/ TC turbine capacity
ratio of 0.05 at ~56000 rpm, which is rather small. The root cause for this limited effect is depicted in Figure 4 where
the impact of TCS (operating at the defined optimum conditions) on engine parameters and performance is presented
on a percentage basis compared to the corresponding values of the reference engine configuration (without TCS) at
85% engine load. It is observed that the presence of the power turbine significantly affects scavenging and peak firing
pressure. This is due to the fact that part of the available exhaust energy bypasses the turbocharger turbine and is
expanded at the power turbine. Reduced work is therefore transferred to the T/C compressor, which consequently
affects (reduces) boost pressure and total air flow. This affects negatively engine efficiency, resulting to lower power
output under constant fuelling rate. Thus, the actual benefit of additional power produced by the power turbine is
counterbalanced by the deterioration of engine performance. To compensate this adverse effect of
turbocompounding on engine operation and maximize the total benefit of TCS on the system performance, in the
present study, two modifications on the standard engine design have been examined and applied succesively:
1. Rematching the T/C turbine at the reduced levels of exhaust gas flow rate. In practice this can be achieved either
by fitting the existing turbine with a nozzle ring of reduced flow area or by selecting a new turbine with reduced
flow capacity. This way, scavenging pressure increases affecting both peak compression and firing pressure,
improving thus the efficiency and engine performance.
2. Advancing the fuel injection timing. Having determined the optimal size of T/C turbine, the Start of Injection
(SOI) is advanced until peak combustion pressure reaches the reference value (corresponding to the standard
engine configuration without the TCS).

Effect of Turbocharger Turbine Rematching

At this step of the system optimization procedure, for each power turbine size considered, and for the optimum
power turbine rotational speed (defined as explained in the previous section), the effect of the turbocharger turbine
size on BSFC is examined. In Figure 5 results are presented for three indicative values of power turbine size
(corresponding to flow capacity ratios: 0.07, 0.09 and 0.11) which, includes the global optimum determined (i.e. 0.09).
The size of the T/C turbine is expressed through the mass flow multiplier applied to the reference T/C turbine.

0.5 20
Power/ TC turbine 15.1
0.25 flow capacity ratio 15
0.07
Parameter variation with
Turbocompounding [%]

10
0 0.09
∆BSFC [g/kWh]

0.11 5
-0.25 0.8
0
-0.5 -2.1
-0.6
-5
-0.75 -6.1
-10 -7.5 -7.8
-8.8
-1 -15
-14.7
Optimum -20
-1.25
TC Pmax Eng. Total Texh Pscav Pexh Air flow BSFC
0.88 0.92 0.96 1 speed Power Power
T/C turbine size
Figure 5: Effect of T/C turbine size on BSFC Figure 6: Effect of TCS application on the system operating
benefit. Investigation at the optimal parameters with optimal power turbine size and
speed for each power turbine size. speed as well as and T/C turbine size.

As observed in Figure 5, reducing T/C turbine size for a given Power/ TC turbine flow capacity ratio (power turbine
size) improves the performance of the turbo compound system up to a point of minimum ∆BSFC, mainly due to the
increase of power produced by the power turbine which is attributed to the increased expansion ratio. Engine
performance is also initially slightly improved because of increased scavenging pressure. After a certain point, as the
T/C turbine size reduces further, engine performance starts to degrade due to the significant air flow reduction caused
by the reduction of the difference between scavenging and exhaust receiver pressure (which is the driving force of the
scavenging flow), that results to increased combustion duration, inefficient combustion and increased pumping losses.
Comparing Figure 3 and Figure 5 it can be seen that optimal turbine size is increased when both rotational speed and
T/C turbine size are optimized (Figure 3) compared to the case where only power turbine speed was optimized
(Figure 5).
At the optimum operating point of the TCS system a 14.7% reduction in the air flow rate is observed accompanied by
a corresponding increase of exhaust gas temperature. Exhaust pressure is reduced compared to the reference
condition less than scavenging pressure, resulting to an overall decrease of the differential pressure between inlet and
exhaust manifold. Comparing Figure 6 and Figure 4 it is noticed that the reduction of air flow rate, scavenging
pressure and engine power is more pronounced when both the size of the T/C turbine and power turbine speed is
optimized compared to to the case where only power turbine size and speed was optimized. However, this reduction
is compensated by the larger size of the power turbine with increased mass flow rate, resulting to an overall benefit of
1.1 g/kWh on BSFC which is twice as high as the one achieved with only optimizing power turbine speed and size.

Effect of SOI advance

As a final step in the optimization procedure followed in the present study, for each power turbine size considered,
for the optimum speed and T/C turbine size combination determined from the previous steps injection advance
(SOI) is varied (advanced relative to the reference case) to maintain the value of maximum firing pressure equal to the
one of the reference case i.e. without turbocompounding (150 bar at 85% load) which is a limit enforced by the engine
maker. It must be noted here that advancing the injection in the reference engine would also cause a reduction of
BSFC, however it would also cause excessive peak firing pressure above the limit of 150 bar at 85% load. Advancing
the start of injection increases the peak firing pressure, increases the thermal efficiency of the engine and consequently
reduces exhaust gas temperature, while slightly reduces scavenging and exhaust pressures. Therefore in the present
paragraph is compared the performance of the reference engine with the performance of the optimal TCS
configuration at conditions of constant peak firing pressure.

-1.5
Turbocompounding [%]
Parameter variation with

25 20.7
-2 20
15
∆BSFC [g/kWh]

-2.5 10
5 2.8
0.0
-3
0
-5 -0.9 -2.5
-10
-3.5 -15 -9.9
-20 -15.4 -14.4
-4 -25
Optimum -21.7
TC Pmax Eng. Total Texh Pscav Pexh Air BSFC
-4.5
speed Power Power flow
0 0.04 0.08 0.12 0.16
Power turbine flow capacity/
T/C turbine flow capacity
Figure 7: BSFC benefit achieved as a function Figure 8: Effect of TCS application on the system operating
of power turbine size. Power parameters with optimal power turbine size and speed
turbine speed, T/C turbine size as well as and T/C turbine size. SOI tuned to achieve
optimized. SOI advanced so that reference Pmax.
peak pressure matches reference.

As shown in Figure 7, the optimum benefit in BSFC is achieved for a relatively large size of the power turbine (power
turbine flow capacity to T/C turbine flow capacity ratio equal to approx. 0.14) compared to the previous two
investigations presented (0.05 and 0.09 correspondingly). The benefit is ~4.4 g/kWh, almost 8 times the
corresponding one obtained by optimizing power turbine size and speed (step-1 of the optimization procedure) and 4
times the one obtained by optimizing T/C turbine size, power turbine size and speed (step-2). It is concluded SOI
advance is the most influential parameter in mitigating the power loss incurred to the engine due to
turbocompounding, while retaining the benefit of extra work provided by the power turbine. In Figure 8 is presented
the effect of optimized turbocompounding configuration on system operating parameters. As observed, there is a
significant decrease in scavenging pressure and T/C speed compared to the reference engine, however due to the
tuning of SOI, engine power output penalty is limited to just 0.9% resulting to a significant increase in combined
engine and power turbine power output (equal to 2.8%). Accordingly air flow rate is highly decreased (up to 21.7%)
which leads to an analogous increase in exhaust gas temperature up to 20.7% reaching 464 oC. This value approaches
the safety limit of 500 oC imposed by the engine manufacturer (turbine maximum allowed inlet temperature). The
lower air flow rate is expected to affect soot emissions, which has to be considered for when applying this technique
since excessive particulate amounts can be deposited in the exhaust system, causing performance degradation over
time.

CONCLUSIONS
In the present work it has been presented a theoretical study of an optimized turbo compound system applied on a
slow speed 2- stroke marine diesel engine at a single operating point typical of high load engine operation. Through
the optimization procedure followed it is possible to identify the parameters that affect the BSFC benefit. As shown
by the application of turbocompounding it is possible to achieve a total benefit of 2.5% on BSFC compared to the
reference engine at the reference engine peak firing pressure level when power turbine speed and size, as well as
engine tuning (SOI and T/C turbine size) are optimized. Disadvantages include a significant reduction in air flow
accompanied by a corresponding increase in exhaust gas temperature. This is attributed to the fact that the application
of turbocompounding reduces the pressure differential between inlet and exhaust receivers (manifolds), which is the
driving force of the scavenging flow in two stroke marine diesel engines.
With the simulation tool developed, it is possible to determine the optimum set of system parameters values
(corresponding to power turbine rotational speed, T/C turbine and power turbine size, and fuel injection timing) that
maximize the benefit on BSFC of the system while bounding the value of critical parameters (i.e. exhaust gas
temperature and peak combustion pressure) inside the limits imposed by the engine manufacturer. Therefore, it can
be used as a valuable tool for engineers to explore the feasibility of installing a TCS on existing or new engines, taking
into account user defined constraints.
As a concluding remark it is noted that the straightforward optimization procedure adopted in the current work can
be improved and streamlined using automated optimization techniques available (i.e. genetic algorithms), by using the
proposed model aiming at minimization of BSFC. This is due to the fact that each optimization step identified in the
current work slightly influences the operating condition of the engine, requiring an iterative approach to reach the
mathematical optimum (for example, reducing T/C turbine size slightly increases the turbine pressure ratio,
necessitating a new value for the optimal power turbine speed, which was determined in the previous step). Results
using this new technique will be presented by the authors in a future communication.

ACKNOWLEDGEMENTS
Thanks are attributed to the Hellenic Scholarship Foundation and the A.G Leventis Foundation for their financial
support of the PhD Thesis of Mr. Sakellaridis

NOMENCLATURE
m = mass flow rate [kg/s]
P = Pressure [Pa]
T = Temperature [K]
σ = isentropic velocity ratio [-]
U = Circumferential velocity [m/s]
Cs = Isentropic velocity [m/s]
N = rotational speed [rpm]
Subscripts/ Superscripts
t = total
in = inlet

Abbreviations
TCS = Turbo Compound System
T/ C = TurboCharger
MCR = Maximum Continuous Rating
SOI = Start Of Injection
A/C = Air Cooler
BSFC = Brake Specific Fuel Consumption

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