Volume 1, Issue 2, 2007 Performance and Emission Analysis of Bio Diesel Operated CI Engine S.

Sundarapandian, Lecturer, Department of Automobile Engineering, K.L.N College of Engineering, Anna University, Chennai-44, India, sundarapandian05@yahoo.com G.Devaradjane, Assistant professor, Automobile Engineering Department, Anna University, Chennai-44, India, deva@mitindia.edu Abstract A theoretical model was developed to evaluate the performance characteristics, combustion parameters and emissions of vegetable oil esters like Jatropha, Mahua and Neem Oil esters. The predicted results of these fuels are compared with Experimental result of diesel fuel. From the results, it is found that the heat release and work done are reduced by about 4% for Jatropha, 5% for Mahua and 8% for Neem oil esters when compared to diesel. The harmful pollutants such as HC, CO, NOX and smoke are reduced in the vegetable oil esters compared to diesel fuel. From the investigation, it is concluded that the performance of vegetable oil esters are good. Thus the developed model is highly compatible for simulation work with bio diesel as an alternative fuel. Key words: Compression ignition engine, Injection timing, Vegetable oil esters, Performance, crank angle. 1 Introduction In this investigation the engine performance and emission while using three vegetable oil esters namely Jatropha, Mahua & Neem oil esters in C.1 engine are evaluated. The present analysis is focused towards the formulation and development of a four zone combustion model for the prediction of combustion, pressure, temperature, heat release, heat transfer, work done, thermal efficiency, power, specific fuel consumption and harmful pollutants such as HC, CO, NOx and smoke. The four zones of the model are fuel zone, stoichiometric burning zone, product / Air zone and a non-burning zone outside the spray. The computer model and experimental findings are demonstrated. From the experimental findings, it is found that the results are very good and the model is highly efficient. 1.1 Bio-diesel Due to shortage of petroleum diesel fuel and its increasing cost an alternate source of fuel for diesel is very much needed. It has been found that vegetable oils hold special promise in this regard, since they can be produced from the plants grown in rural areas. Vegetable oil from crops such as soybean, peanut, sunflower, jatropha, mahua, neem, rape, coconut, karanja, cotton, mustard, linseed and castor have been tried in many parts of the world, which lack petroleum reserves as fuels for compression ignition engines. The long chain hydrocarbon structure, vegetable oils have good ignition characteristics, however they cause serious problems such as carbon deposits buildup, poor durability, high density, high viscosity, lower calorific value, more molecular weight and poor combustion. These problems lead to poor thermal efficiency, while using vegetable oil in the diesel engine. We can rectify these problems by transesterification process. 1.1.2 Trasesterification Transesterification is most commonly used and important method to reduce the viscosity of vegetable oils. In this process triglyceride reacts with three molecules of alcohol in the presence of a catalyst producing a mixture of fatty acids, alkyl ester and glycerol. The process of removal of all the glycerol and the fatty acids from the vegetable oil in the presence of a catalyst is called esterification. This esterified vegetable

oil is called bio-diesel. Biodiesel properties are similar to diesel fuel. It is renewable, non-toxic, biodegradable and environment friendly transportation fuel. After esterification of the vegetable oil its density, viscosity, cetane number, calorific value, atomization and vaporization rate, molecular weight, and fuel spray penetration distance are improved more. So these improved properties give good performance in CI engine. Transesterification reaction equation: H at 600 CC H C 0 0 R Naoh or Koh Catalyst H C 0 0 R + 3CH3OH - - - - - Solvent H C 0 0 R H (Vegetable oil) H H C OH CH300R H C OH + CH300R H C OH CH300R H (Glycerol) (Methyl ester)

Physical and chemical properties are more improved in esterified vegetable oil because esterified vegetable oil contains more cetane number than diesel fuel. These parameters induce good combustion characteristics in vegetable oil esters. So unburnt hydrocarbon level is decreased in the exhaust. It results in lower generation of hydrocarbon and carbon monoxide in the exhaust than diesel fuel. The vegetable oil esters contain more oxygen and lower calorific value than diesel. So, it enhances the combustion process and generates lower nitric oxide formation in the exhaust than diesel fuel. 1.1.3 Fuel properties Properties of Vegetable oil before Trasesterification Compared with Diesel Fuel Properties Density at 15 C,kg/m Cetane number Kinematic viscosity at 400C, mm2/s Surface tension at 200C, N/m Lower calorific value, MJ/kg Specific heat capacity J/kg0C 10% Distillation point, 0C 90% Distillation point, 0C Oxygen , % weight Latent heat of evaporation,kJ/kg Bulk modulus of elasticity, bar Stoichiometric air to fuel ratio Molecular weight
0 3

Diesel 840 50 2.6 0.023 43 1850 220 300 0 250 16,000 15.0 170

Jatropha oil 910 47 30 0.031 39 2000 370 400 10 210 19000 13.9 800

Mahua oil 917 45 34 0.037 38 2040 380 420 10 200 19150 13.5 810

Neem oil 919 42 35 0.039 36 2053 384 429 10 192 19260 13.2 815

Properties of Vegetable oil after Trasesterification Compared with Diesel Fuel Properties Density at 150C,kg/m3 Cetane number Kinematic viscosity at 400C, mm2/s Surface tension at 200C, N/m Higher calorific value, MJ/kg Diesel Jatropha oil ester Mahua oil ester Neem oil ester

840 50 2.6 0.023 43

850 55 3.0 0.024 41

860 53 3.1 0.025 40.0

873 51 3.2 0.026 39.6

Specific heat capacity J/kg0C 10% Distillation point, 0C 90% Distillation point, 0C Oxygen , % weight Latent heat of evaporation,kJ/kg Bulk modulus of elasticity, bar Stoichiometric air to fuel ratio Molecular weight 2 Theoretical considerations 2.1 Description of the four-zone model

1850 220 300 0 250 16,000 15.0 170

1900 230 315 10 245 16700 13.9 190

19360 241 320 10 240 16840 13.5 200

19400 244 326 10 236 17150 13.2 215

The present four-zone model is developed by considering jet penetration, volume of spray, preparation rate, reaction rate for purpose of heat release, the effect of impingement of the spray on the cylinder walls etc. In essence the burning zone of the two-zone model is further subdivided to give a total of four distinct zones. They are 1. Fuel zone 2. Stoichiometric burning zone 3. Product plus air zone 4. Air zone- unburnt zone The main advantage of this model is that it can more truly represent the temporal and spatial variations of the fuel-air ratio and temperature. 2.2 Fuel jet penetration Using assumption, fuel jet penetration model is developed by modifying the transient (real) jet equation. Thus the fuel jet penetration

p 0.5 dn.t Xmax = 0.685 X 2.420 a

2.3 Volume of fuel spray

0.5

The volume of fuel before impingement consists of conical part of the half cone angle and the bell shaped part added together. Volume of the conical part of the spray is calculated analytically and for the bell shaped part of the jet, numerical integration is used. The volume flow rate at any section along the axis of the spray can be computed from the fuel jet penetration. Thus the Volume flow rate =5.9902 tan2 K. X. KF 2.4 Combustion and heat release In this model the combustion period is assumed to consist of two periods. They are pre-mixed period and diffusion period. Whitehouse model incorporating the rate of preparation of the fuel, surface area of fuel droplets and partial pressure of oxygen on the cylinder is used for this work. Thus preparation rate equation is P = K ' M i
1/ 3

M u 2 / 3 PO2 0.4 (kg/oCA)

Arrhenius type equation is used for reaction rate of the prepared but unburnt fuel as follows,

R = K"
2.5 Heat transfer

PO2 ACT / T e ( P R )dx (Kg/0CA) N t

The heat transfer rate is calculated by using Annands formula (1963). This formula seems more fundamental than other alternative formulae available in the literature. The equation considers net heat transfer as the summation of both radiative and convective heat transfer.

dQloss = Sc .H . (T TW ) + S r .C. T4 TW 4 dt

))

2.6 Method of estimating the final cylinder pressure The final cylinder pressure equation can be written as

V1 Cv T tb1 Vb1 P2 = P P + 1 1 tb1 Vu1 + Vb1 V2

2.7 Equation of conservation of mass

Cp

The mass conservation equations satisfy the constraint for the rate of change of mass in the chamber as a whole

dM 1 dM 2 dM 3 dM 4 + + + dt d d d d dM 1 dM 2 dM 3 dM 4 (The rate of change of mass in zone 1, 2, 3 and 4.) , , , d d d d =

2.8 Energy equations Energy equation can be written as:

dM cyl

d ( Ecyl ) dQ

= DQF DW DQC DQR

3. Experimental work The performance tests were carried on a single cylinder, four strokes naturally aspirated, and watercooled kirloskar computerized diesel engine test rig. Diesel engine was directly coupled to an eddy current dynamometer. The engine and dynamometer were interfaced to a control panel, which was connected to a computer. This computerized test rig was used for recording the test parameters such as fuel flow rate, temperature, air flow rate, and load for calculating the engine performance such as mean effective pressure, power, brake specific fuel consumption, brake thermal efficiency, and emission like HC, CO, NOx and smoke. The exhaust gas temperature, inlet and outlet water temperatures were measured through the data acquisition system and were fed to the computer. The exhaust gas was made to pass through the probe of Crypton computerized exhaust gas analyzer for the measurement of HC, CO, NOx and later passed through the probe of smoke meter of Bosch type for the measurement of smoke opacity. A whole set of experiments were conducted at the engine speed of 1500 rpm and compression ratio of o 17.5:1. The experiments were conducted at the injection timing of 14 BTDC and 200 bar injector opening pressure for low load, part load and full load with diesel fuel. After setting the engine speed and load to required values the following observations and subsequent calculations were made 1) Time for 60cc of fuel consumption rate. 2) Exhaust gas temperature 3) Inlet and outlet water temperature. 4) Air flow rate. 5) HC, CO, NOx and smoke are recorded for various loads and injection timing at this Condition. 6) Power, Thermal efficiency, Specific fuel consumption, Pressure with various crank angles.

Fig. 1 Schematic Diagram of the Experimental set-up

T1, T3- Inlet water temperature T2- Outlet engine jacket water temperature T4- Outlet calorimeter water temperature T5- Exhaust gas temperature before calorimeter T6- Exhaust gas temperature after calorimeter N- Rpm decoder F1- Fuel flow difference pressure unit F2- Air intake difference pressure unit PT- Pressure transducer EGA- Exhaust gas analyzer (Five gases) SM- Smoke meter Test Engine Specifications Engine parameters Engine type No of cylinder Bore Stroke Cubic capacity Compression ratio Rated speed Dynamometer Propeller shaft Fuel injection pressure Rated output Specifications Kirloskar,Four stroke Single 87.5 mm 110 mm 661 cc 17.5 1500 rpm Eddy current, Water cooling With universal joints 200 bar 5.2 kW

4 Results and discussion The model is capable of predicting various combustion characteristics, performance parameters and emission of three different vegetable oil esters (Jatropha, Mahua and Neem Oil esters). The maximum performance is found for all fuels at optimum engine conditions such as three fourth of load and injection timing of 14oBTDC. The engine performance and emission values for both load and injection timing are carried out experimentally using standard computerized test Engine. Finally the theoretical results of Pressure, Power, Thermal efficiency, Specific fuel consumption, and harmful pollutants such as Nitric oxide, carbon monoxide, hydrocarbon and Smoke are co-related with experimental findings for the validity of the computer model. Comparison of predicted results and experimental findings are carried out for all the three different vegetable oil esters (Jatropha, Mahua and Neem oil esters). The results are shown in fig (2) to fig (33). 4.1 Combustion characteristics 4.1.1 Variation of pressure with crank angle Fig (2) shows the variation of pressure with respect to crank angle for different vegetable oil esters. It is seen from fig (2) that peak pressure of 79 bars, 76 bar, 75 bar, and 73.5 bars are seen for the fuels Diesel, Jatropha oil ester, Mahua oil ester and Neem oil ester respectively.

After esterification, vegetable oil properties such as density, calorific value and cetane number are improved. Esterified vegetable oil properties are similar to diesel fuel. So there is no major variation in the pressure. 4.1.2 Variation of heat release with crank angle Fig (3) represents comparison of heat release for different vegetable oil ester with diesel fuel. Vegetable oil contains higher cetane number than diesel. After esterification cetane value is further increased in vegetable oil. But the calorific value of vegetable oil ester is less than diesel. So the rate of heat release in vegetable oil esters is slightly decreased than diesel. It is noticed from fig (3) that cumulative heat release is reduced about 4% for Jatropha oil ester whereas for Mahua and Neem oil ester it is reduced to 5% to 8% when compared to diesel fuel.

4.1.3 Variation of heat transfer with crank angle Fig (4) shows the variation of heat transfer with respect to crank angle for different vegetable oil esters.

From the analysis it is found that heat transfer forms about 20% of the released heat and the radiative heat transfer forms roughly about 1/3 of the total heat transfer. 4.1.4 Variation of work done with crank angle Fig (5) Shows work done vs. crank angle diagram for different vegetable oil esters. Vegetable oil contains more unbranched hydrocarbon chain. It leads to create incomplete combustion. But esterified vegetable oil contains more branched chain hydrocarbon. Jatropha oil density is lower than other vegetable oil esters. So the premixed combustion is more in Jatropha than other vegetable oil esters. These parameters are responsible for increase in the work done for Jatropha than other vegetable oil esters, but it is slightly decreased than diesel fuel. It is seen from the fig (5) that cumulative work done is reduced about 4.5% for Jatropha oil ester whereas for Mahua and Neem oil ester it is reduced to 5% to 8% when compared to diesel fuel.

4.1.5 Variation of temperature with crank angle Fig (6) shows the variation of temperature with respect to crank angle for various engine conditions for different vegetable oil esters. Vegetable oils have normally a low calorific value. But after esterification, the calorific value is increased nearly to that of diesel fuel; because vegetable oil based fuels contain more cetane number. It is found from fig (6) that temperature for diesel is 1728Kwhereas for Jatropha, Mahua and Neem oil esters the maximum cylinder mean temperature is 1693K, 1659K, and 1625K respectively. From the fig (6) it is concluded that, the temperature values of vegetable oil esters are more or less equal to that of diesel fuel.

4.2 Performance parameters 4.2.1 Variation of predicted brake thermal efficiency for various operating parameters Figs (7&8) show the comparison of brake thermal efficiency of biodiesel with respect to loads and injection timing.

Injection timings tried are -18,-16,-14,-12& -10 crank angle. The brake thermal efficiency for diesel is about 34%; while for Jatropha oil ester; it is 32.8 %; for Mahua oil ester it is 32.5 %; and for Neem oil ester it is 32 %. The maximum brake thermal efficiency is found for three fourth of load and injection timing of 140BTDC. From the predicted results it is concluded that brake thermal efficiency of vegetable oil esters is nearly similar to that of diesel fuel. 4.2.2 Variation of predicted brake specific fuel consumption for various operating parameters The variation of brake specific fuel consumption with respect to load and injection timing for different vegetable oil esters (Jatropha, Mahua and Neem) are shown in the fig(9).

The minimum specific fuel consumption is found at injection timing of 140BTDC and three fourth of load for all fuels. It is seen from the fig (9&10) that Brake specific fuel consumption for diesel as 0.257 kg/kWhr; where as for Jatropha oil ester it is 0.277 kg/kWhr; for Mahua oil ester it is 0.286 kg/kWhr; and for Neem oil ester it is 0.291 kg/kWhr.

It is concluded that the brake specific fuel consumption for vegetable oil ester is slightly higher than that of diesel fuel. 4.2.3 Variation of predicted brake power for various injection timing Fig (11) represents the comparison of brake power with respect to various injection timing for different vegetable oil esters. (Jatropha, Mahua and Neem) The injection timings tried are -180 -160-140-120 and100crank angle.

The maximum brake power is found at the injection timing of 140BTDC. The Brake power of diesel is 4.27 kW; for Jatropha oil ester it is 4.00 kW; for Mahua oil ester it is 3.93 kW; and for Neem oil ester it is 3.8 kW. From the result it is observed that the brake power of vegetable oil esters is slightly decreased than the base line diesel Fuel. However brake power obtained for vegetable oil ester is more or less equal to diesel fuel.

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4.3 Predicted emission 4.3.1 Variation of predicted carbon monoxide for various Operating parameters Fig (12&13) shows the result of carbon monoxide emission with respect to engine load and injection timing of different vegetable oil esters and diesel fuel. The carbon monoxide for diesel 0.32%; while for jatropha oil ester, mahua oil ester and for neem oil ester it is about 0.26%, 0.27%, 0.27% respectively, for three forth of load and injection timing of 140 BTDC.

The main difference in ester based fuel when compared to diesel is the oxygen content and cetane number. As the ester based fuel contains some oxygen, which acts as a combustion promoter inside the cylinder result in better combustion than diesel fuel. Hence carbon monoxide which is present in the

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exhaust due to incomplete combustion reduces drastically. The reduction of carbon monoxide in case of ester is lower compared to diesel. 4.3.2 Variation of predicted hydrocarbon for various Operating parameters Fig (14&15) shows the comparison of predicted result of Hydrocarbon emission with respect to engine loads and injection timing for different vegetable oil esters and diesel fuel. The hydro carbon emission for diesel is about 87 PPM; while for Jatropha oil ester, Mahua oil ester and for Neem oil ester it is 71PPM, 73ppm, and 74ppm respectively for three forth of load and injection timing 140BTDC.

Cetane number of the fuel plays a vital role in ignition process. As cetane number of ester-based fuel is higher than diesel, it exhibits a shorter delay period and the fuel undergoes better combustion. Here oxygen content of the fuel comes into picture as it enhances the combustion process. Therefore overall result of oxygen content and cetane number of the fuel leads to low CO and HC emission. Thus it is very clear from the graph that esters emit lower Hydrocarbon emission than that of diesel.

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4.3.3 Variation of predicted Nitric oxide for various Operating parameters Fig (16&17) shows the comparison of predicted result of nitric oxide formation with respect to engine load condition of different vegetable oil esters and diesel fuel. For diesel is the nitric oxide about 782 ppm; while for jatropha oil ester, mahua oil ester and neem oil ester it is 768ppm, 762ppm, 759ppm respectively for three forth of load and injection timing 140BTDC.

In a direct injection naturally aspirated 4-stroke diesel engine Nox emission is sensitive to oxygen content, adiabatic flame temperature and spray properties. It is well known that vegetable oil based fuel doesnt contain sulfur, aromatics and hence nitrogen content is very small. Nitrogen content, of the fuel also contributes towards Nox production. The spray characteristics depend on droplet size, droplet momentum and degree of mixing with air and penetration rate, radiant heat transfer rate and evaporation rate. A change in any of these properties may change the NOx production. Further, more fuel chemistry effects in the flame region could account for a change in NOx production. NOx formation is increased with increase in temperature. The vegetable oil combustion temperature is lower than diesel fuel. The trend depicted here clearly says that the NOx formation is lower in vegetable oil esters than diesel.

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4.34 Variation of predicted smoke for various Operating parameters Fig (18&19) shows the comparison of predicted result of smoke with respect to engine load and injection timing of different vegetable oil esters and diesel fuel.

The smoke for diesel is 3.3 BSU; for Jatropha oil ester, it is 2.9BSU; for Mahua oil ester it is 2.94 BSU; and for Neem oil ester it is 3 BSU for three forth of load and injection timing of 140BTDC. The smoke that formed due to incomplete combustion is much lower for esters compared to diesel. This is because of better combustion of esters. The main difference in ester-based fuel compared to diesel is the oxygen content and cetane number. As the ester based fuel contain some oxygen, which act as a combustion promoter inside the cylinder result better combustion than diesel fuel.

4.4Comparison of predicted and experimental results 4.4.1Predicted and experimental pressure Diagram for various operating parameters Fig (20) shows the comparison of pressure-crank angle diagram for different vegetable oil esters (Jatropha, Mahua, and Neem) and diesel fuel for various operating engine conditions. The predicted

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values of pressure for all fuels are more or less equal to the experimental pressure values. So the trend is very much comparable and good.

4.4.2 Predicted and Experimental Brake Thermal Efficiency for various Operating Parameters. Fig (21 &22) shows the comparison of brake thermal efficiency at various engine conditions (Load & Injection timing) for different vegetable oil esters and with diesel. The predicted values of brake thermal efficiency for all fuels are similar to the experimental brake thermal efficiency values. So a close correlation is seen between the experimental and predicted values of all vegetable oil esters.

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4.4.3 Predicted and experimental brake specific fuel consumption for various operating parameters Fig (23& 24) shows the comparison of brake specific fuel consumption for various engine conditions of different vegetable oil esters and diesel.

The predicted values of specific fuel consumption for all fuels nearly equal to the experimental brake specific fuel consumption values. So the trend of predicted brake specific fuel consumption is similar to that of experimental results for all fuels.

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4.4.4 Predicted and experimental brake power for various injection timing Fig (25) represents the comparison of brake power with respect to various injection timing of different vegetable oil esters and diesel fuel. The predicted values of brake power for all fuels more or less equal to the experimental results. The trend is very much comparable and good.

4.4.5 Predicted and experimental Carbon monoxide for various operating parameters. Fig (26&27) represents the comparison of carbon monoxide with respect to various loads and injection timing of different vegetable oil esters and diesel fuel. The predicted values of brake power of all fuels are more or less equal to the experimental results. The trend is very much comparable and good.

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4.4.6 Predicted and experimental Hydrocarbon for various operating parameters. Fig (28&29) represents the comparison of hydrocarbon with respect to various loads and injection timing of different vegetable oil esters and diesel fuel. The predicted values of hydrocarbon of all fuels are more or less equal to the experimental results. The trend is very much comparable and good.

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4.4.7 Predicted and experimental Nitric oxide for various operating parameters. Fig (30&31) represents the comparison of Nitric oxide with respect to various loads and injection timing of different vegetable oil esters and diesel fuel. The predicted values of Nitric oxide of all fuels are more or less equal to the experimental results. The trend is very much comparable and good.

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4.4.8Predicted and experimental smoke for various operating parameters. Fig (32&33) represents the comparison of smoke with respect to various loads and injection timing of different vegetable oil esters and diesel fuel. The predicted values of smoke of all fuels are more or less equal to the experimental results. The trend is very much comparable and good.

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5. Conclusions In general, this model is useful for predicting the trends of pressure, temperature, heat release, heat transfer, work done, thermal efficiency, specific fuel consumption, power and harmful pollutants such as CO, HC, NOX and Smoke of all vegetable oil esters and diesel fuel. Heat release is reduced only about 4 % to 8 % for vegetable oil esters compared to diesel fuel. This value is nearly closer to diesel. The pressure of vegetable oil esters are reduced about 4 %, 5% and 7% respectively for jatropha, mahua and neem oil esters when compared to diesel. The brake thermal efficiency is reduced about 3% for jatropha, 4% for mahua and 5% for neem oil ester when compared to diesel. The brake specific fuel consumption is increased about 8 % for jatropha oil ester whereas for mahua and neem oil ester it is increased about 11% to 13% when compared to diesel fuel. The brake power is reduced about 7% for jatropha, 9% for mahua and 12% for neem oil ester when compared to that of diesel. The carbon monoxide is reduced about 19% for jatropha where as for mahua and neem oil ester it is reduced about 16 % when compared to that of diesel. It is concluded that the carbon monoxide for vegetable oil ester is less when compared to diesel fuel. The concentration of hydrocarbon is decreased about 18 % for jatropha oil ester 16 % for mahua oil ester and 15 % for neem oil ester when compared to diesel fuel. The formation of nitric oxides is decreased about 1.8% for jatropha oil ester 2.5% for mahua oil ester and 3 % for neem oil ester when compared to that of diesel fuel. The smoke level is decreased about 12 %for jatropha oil ester 11 % for

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mahua oil ester and 10 % for neem oil ester when compared to diesel fuel. Thus multizone combustion model can be an efficient tool to calculate the effect of design and operating parameter. Hence it is concluded that in terms of performance characteristics and emission vegetable oil esters can be regarded as a potential substitute for diesel fuel. Symbols and nomenclatures Term: Definition for the term ACT - Index in the reaction rate equation DQF - Energy associated with the external flow to the system DW - External Work done by the system K - Constant in the preparation rate equation K - A constant in the Arrhenius equation Mi - Mass of fuel injected (kg) Mu - Mass of fuel unburnt (kg) P - Fuel injection pressure (bars) - Density (kg/m3) PO2 - Partial pressure of oxygen (bars) Sc - Surface area for the convective heat transfer (m2) Sr - Surface area for the radiative heat transfer (m2) T - Mean gas temperature (K) tb1 - Temperature of the burning zone (K) TW - Cylinder wall temperature (K) References Cited White House N.D; Way R.J. and Clough E. 1971 A simple method for the calculation of heat release rates in diesel engines based on the fuel injection rate, SAE paper No.710134 Baluswamy, N 1976 Calculation of gaseous products during combustion in diesel engine using four zone model, SAE paper No.770410. Annand. W.J.D 1963 Heat transfer in the cylinders of reciprocating internal combustion engines, proc1Mech.E.London Vol.177, No, 3, pp.973-993. Babu.A.K and Devaradjane. G 2003 Anna University, Vegetable oils and their derivatives as fuels for CI Engines An overview SAE 2003-01-0767. Geyer, M.S., Jacobus, M.J., Lestz, S.S 1984 Comparison of diesel engine performance and emissions from neat and trasesterified Vegetable oils.Tras.ASAE27 (2), 375-381. Marugu, K. Mohan Kumar and Sorangan J. 1990 Critical review on biodiesel as substitute fuel for diesel engines, SAE 900354. Heywood J.B 1989 Internal combustion engine fundamentals, McGraw Hill Book Company Ganeshan.V. 2000 Computer Simulation of Compression Ignition Engine Processes", University-press

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