Available online at www.sciencedirect.

com
ScienceDirect
ScienceDirect
Energy Procedia 00 (2018) 000–000
Available
Available onlineatatwww.sciencedirect.com
online www.sciencedirect.com
Energy Procedia 00 (2018) 000–000 www.elsevier.com/locate/procedia

ScienceDirect
ScienceDirect
www.elsevier.com/locate/procedia

Energy Procedia
Energy Procedia 00
160(2017)
(2019)000–000
92–99
www.elsevier.com/locate/procedia
2nd International Conference on Energy and Power, ICEP2018, 13–15 December 2018,
2nd International Conference on Energy and
Sydney, Power, ICEP2018, 13–15 December 2018,
Australia
Sydney, Australia
Performance and emission analysis of a diesel engine running on
PerformanceThe 15thandInternational
emission
palmSymposiumanalysis
oil diesel onofDistrict
a diesel
(POD) Heating engine
and Coolingrunning on
palm oil diesel (POD)
Assessing the feasibility S. Bari* of andusing the heat demand-outdoor
S. N. Hossain
temperature function for a long-term
S. Bari* district heat demand forecast
and S. N. Hossain
School of Engineering, University of South Australia, Mawson Lakes, South Australia, 5095, Australia
School of Engineering, University of South Australia, Mawson Lakes, South Australia, 5095, Australia
I. Andrića,b,c*, A. Pinaa, P. Ferrãoa, J. Fournierb., B. Lacarrièrec, O. Le Correc
Abstract
Abstract
a
IN+ Center for Innovation, Technology and Policy Research - Instituto Superior Técnico, Av. Rovisco Pais 1, 1049-001 Lisbon, Portugal
b
Biodiesels derived from vegetable Veolia oils have a&feasible
Recherche potential
Innovation, to beDreyfous
291 Avenue used as Daniel,
fuels for internal
78520 combustion
Limay, France (IC) engines. Among
c
various types Département
of Systèmes
vegetable-oil-based Énergétiques
biodiesel,et Environnement
palm-oil-based - IMT Atlantique,
biodiesel seems 4 rue
to
Biodiesels derived from vegetable oils have a feasible potential to be used as fuels for internal combustion Alfred
be a Kastler,
promising44300 Nantes,
(IC)France
alternative renewable
engines. fuel.
Among
Physicochemical
various types of properties of palm oilbiodiesel,
vegetable-oil-based diesel (POD), which is a biodiesel
palm-oil-based methyl ester fromtocrude
seems be a palm oil (CPO)
promising and crude
alternative palm stearin
renewable fuel.
(CPS), are similarproperties
Physicochemical to petro-diesel.
of palmThis work (POD),
oil diesel presentswhich
the performance of a diesel
is a methyl ester engine
from crude run oil
palm on(CPO)
POD. andThe crude
experiments were
palm stearin
conducted
(CPS), are on a small
similar to Cussons PetterThis
petro-diesel. AC1work
dieselpresents
engine. the
Dueperformance
to lower calorific value, break
of a diesel enginespecific
run on fuel
POD.consumption of PODwere
The experiments was
Abstract
on averageon
conducted 10% higher
a small than petro-diesel
Cussons Petter AC1run. However,
diesel engine. due
Due toto the
lowerfuel-borne
calorificoxygen in POD,
value, break the thermal
specific efficiency of POD was
fuel consumption
close
on to petro-diesel
average 10% higher operation. The maximum
than petro-diesel efficiencies
run. However, areto20%
due the and 21% foroxygen
fuel-borne POD and petro-diesel,
in POD, respectively.
the thermal efficiencyThe
of emissions
POD was
District heating networks are commonly addressed in the literature as one of the most effective solutions for decreasing the
of COtoand
close unburnt HC
petro-diesel were better
operation. with PODefficiencies
The maximum having CO are 51% 20% andandHC21%
55%forlower
PODthan petro-diesel run,
and petro-diesel, respectively.
respectively. However,
The emissions
greenhouse gas emissions from the building sector. These systems require high investments which are returned through the heat
dueCO
of to higher combustion
and unburnt HC weretemperature
better withandPOD
oxygenated
having COfuel,51%
the and
NOXHC emission
55% lowerwith than
PODpetro-diesel
was on average
run, 33% higher than
respectively. petro-
However,
sales. Due to the changed climate conditions and building renovation policies, heat demand in the future could decrease,
diesel
due to run.
higherDuring the experiment,
combustion temperaturewithandPOD the enginefuel,
oxygenated performed
the NOX smoothly,
emissiondid withnotPOD
exhibit
wasany
on starting
average problem and than
33% higher no audible
petro-
prolonging the investment return period.
enginerun.
diesel knocking
Duringwas thenoticed.
experiment, with POD the engine performed smoothly, did not exhibit any starting problem and no audible
The main scope of this paper is to assess the feasibility of using the heat demand – outdoor temperature function for heat demand
engine knocking was noticed.
forecast. The district of Alvalade, located in Lisbon (Portugal), was used as a case study. The district is consisted of 665
© 2018 The Authors. Published by Elsevier Ltd.
©buildings
2019 The that vary in both construction
Authors. period and typology. Three weather scenarios (low, medium, high) and three district
This is an
© 2018 open
The accessPublished
Authors. Published by
article under Elsevier Ltd.
the CC BY-NC-ND
by Elsevier Ltd. license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
This is an open
renovation access article
scenarios under the CC
were developed BY-NC-ND
(shallow, license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
intermediate, deep). To estimate the error, obtained heat demand values were
Selection
This is an and
openpeer-review
access article under
underresponsibility
the CC BY-NC-NDof the scientific committee of the 2nd International Conference on Energy and
license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection
comparedand with peer-review
results fromunder responsibility
a dynamic of themodel,
heat demand scientific committee
previously of the and
developed 2ndvalidated
International
by theConference
authors. on Energy and
Power,
Selection
Power, ICEP2018.
and
ICEP2018. peer-review under responsibility of the scientific committee of the 2nd International Conference on Energy and
The results showed that when only weather change is considered, the margin of error could be acceptable for some applications
Power, ICEP2018.
(the errorPalm
Keywords: in annual demand
oil diesel; wasemission
biodiesel; lower than 20% for all weather scenarios considered). However, after introducing renovation
scenarios, the error value increased
Keywords: Palm oil diesel; biodiesel; emission
up to 59.5% (depending on the weather and renovation scenarios combination considered).
The value of slope coefficient increased on average within the range of 3.8% up to 8% per decade, that corresponds to the
decrease in the number of heating hours of 22-139h during the heating season (depending on the combination of weather and
renovation scenarios considered). On the other hand, function intercept increased for 7.8-12.7% per decade (depending on the
coupled scenarios). The values suggested could be used to modify the function parameters for the scenarios considered, and
improve the accuracy of heat demand estimations.

© 2017 The Authors. Published by Elsevier Ltd.

Peer-review under
* Corresponding responsibility
author. of the
Tel.: +618 8302 Scientific
3439; Committee
fax: +618 8302 3380.of The 15th International Symposium on District Heating and
Cooling.
E-mail address: saiful.bari@unisa.edu.au
* Corresponding author. Tel.: +618 8302 3439; fax: +618 8302 3380.
E-mail address: saiful.bari@unisa.edu.au
Keywords:©Heat
1876-6102 2018demand; Forecast;
The Authors. Climatebychange
Published Elsevier Ltd.
This is an open access article under the
1876-6102 © 2018 The Authors. Published CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
by Elsevier Ltd.
Selection
This is an and
openpeer-review under
access article responsibility
under of the scientific
the CC BY-NC-ND licensecommittee of the 2nd International Conference on Energy and Power, ICEP2018.
(https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection and peer-review under responsibility of the scientific committee of the 2nd International Conference on Energy and Power, ICEP2018.
1876-6102 © 2017 The Authors. Published by Elsevier Ltd.
Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and Cooling.
1876-6102 © 2019 The Authors. Published by Elsevier Ltd.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection and peer-review under responsibility of the scientific committee of the 2nd International Conference on Energy and Power, ICEP2018.
10.1016/j.egypro.2019.02.123
 S. Bari et al. / Energy Procedia 160 (2019) 92–99 93
2 S Bari and S N Hossain / Energy Procedia 00 (2018) 000–000

1. Introduction

Petroleum fuels are currently the main source of energy supply for this modern civilization. Petroleum-based fuels
have significant impact on global economy through transportation and energy conversion sectors [1-3]. Middle Eastern
region has supplied about half of the oil production in the world and the rest has come from the central Asia region
and American continent [4]. However, in recent years, depleting crude oil reserves and environmental issues have
become major concerns for internal combustion (IC) engine manufacturers and researchers. As a result, researchers
are trying to find alternative fuels, improve the efficiency of IC engines [5, 6] and recover waste heat from engines
[7-9]. They are looking for renewable fuels with similar physicochemical characteristics to petroleum fuels so that it
can be used in the existing engines without or with minimum modification to the engine [10, 11].
The use of alternative fuels, which are renewable and environmentally friendly have the potential to solve or at
least ease the petroleum fuel crisis [12]. Vegetable oil for CI engines can be a potential solution and it has a long
history to use in IC engines. Rudolf Diesel, the inventor of the diesel engine, ran his first engine on vegetable oils At
the Paris World Exhibition in the year 1900; he presented a small diesel engine running on peanut oil. This proves
that CI engines can run on vegetable-oil-based fuels.
The vegetable-oil-based biodiesel fuels have similar physicochemical properties [13-16] and these make them
primary choice for alternative fuels to be used in CI engines with insignificant or no alteration to the engine. Several
vegetable-oil-based biodiesels can be used in CI Engines. Among different potential vegetable-oil-based biodiesels,
palm oil diesel (POD) is studied in this current work. The physicochemical properties of biodiesels derived from few
vegetable oils, petro-diesel and POD are presented in Table 1. It is evident from the table that the density and viscosity
of POD are higher than those of petro-diesel, which can be compensated by blending it with petro-diesel or alcohol
[17]. Cetane number (CN) of POD is higher than petro-diesel and this can result in shorter ignition delay making the
peak combustion temperature and pressure higher generating better performance. In contrast, the heating value of
POD is lower than that of petro-diesel that will result in higher brake specific fuel consumption than petro-diesel.

Table 1. Properties of different vegetable oils compared with petro-diesel [4, 18-20]
Properties Rapeseed oil Soybean oil Palm oil Sunflower oil Petro-diesel
diesel
Density [kg/m3] 882 885 880 885 835
Kinetic viscosity [mm2/s] 4.2 4 4.61 4 2.95
Heating value [MJ/kg] 37.2 37.1 38.5 37.1 44.8
Flash point [℃ ] 278 315 314 316 70
Cetane number 51 56 64 61.2 54

Kalam and Masjuki [21] concludes from their research that POD meets the requirement of diesel engine combustion
and is comparable with other biodiesels derived from soybean and rape seed oils. Researchers from Malaysia Palm
Oil Board (MPOB) has been the pioneer since 1980s doing research and development on palm oil as a fuel, and
developed several processes to convert crude palm oil (CPO) to POD [4]. They completed a field trial in two phases
on eight taxis using POD. Their objectives were to study the performance of the diesel engine and the behaviour of
lubricating oils of diesel engines when fuelled with POD. The overall results showed that most emissions were reduced
and the performances were comparable. Ali et al. [19] experiment on a four-cylinders, four-strokes, direct-injection
diesel engine operating with POD-diesel blend. The results showed that the engine brake power, torque and brake
specific fuel consumption were comparable with petro-diesel fuel when fuelled with POD-diesel blend under various
operating conditions.
This paper presents the investigation of performance and emission behaviour of a diesel engine run on POD and
compares those with petro-diesel runs. It was found from the literature that most of the researches were conducted
with POD blend and at a constant speed of the engine. However, in this work, 100% POD was used as a fuel and the
performance and emission were investigated at various speeds. The stationary experiment was carried out on a
Cussons Petter AC1 diesel engine. Engine performance parameters such as brake torque, thermal efficiency, specific
fuel consumptions were measured at three speeds for both POD and petro-diesel engine. The emissions from the
94 S. Bari et al. / Energy Procedia 160 (2019) 92–99
S Bari and S N Hossain / Energy Procedia 00 (2018) 000–000 3

engine were also investigated.

2. Experimental Setup

The engine used for this research was a 5 kW Cussons air-cooled single-cylinder indirect-injection diesel engine
with a Ricardo comet-type-swirl combustion chamber. The engine was air-cooled and therefore, it is expected to run
hotter compared to a water-cooled engine. Accordingly, the mean cycle temperatures will be higher which is expected
to provide a smoother combustion for higher viscous POD fuel. The specification of the engine is given in Table 2.

Table 2. Engine specification.

Model P8163 PETTER AC1
Manufacturer G. Cussons Ltd.
Type 4-stroke, air-cooled diesel engine
Capacity 304 cc
Bore 76.2 mm
Stroke 66.7 mm
Compression ratio 17:1
Lubrication Splash system

For testing the engine, the Cussons single-cylinder engine test bed model P8160 was used. This test bed uses a DC
motor generator with a swinging field for torque measurement and as a dynamometer to load the engine. An electronic
thyristor drive and a closed-loop speed control unit were employed so that the DC machine could be used for engine
cranking during starting, motoring when required and for power absorbing duties. A schematic diagram of the
experimental set-up is shown in Fig. 1. The emissions were measured with a gas analyser COSA 6000.

Fuel consumption
Air Box
Meter

Fuel Tank

Diesel Engine
Dynamometer

Gas
Analyser

Fig. 1. A schematic diagram of the experimental setup.

 S. Bari et al. / Energy Procedia 160 (2019) 92–99 95
4 S Bari and S N Hossain / Energy Procedia 00 (2018) 000–000

3. Results

3.1. Performance analysis

Performance of an engine significantly depends on the fuel characteristics. In this work, the engine was run on both
POD and petro-diesel fuels. The performance of the engine for both fuels are discussed in the preceding sections.

3.1.1. Brake torque

The variations of engine brake torque with brake power and speed are presented in Fig. 2. The brake power of an
engine is directly proportional to the brake torque [22, 23] and a similar linear trend is exhibited in this experiment. It
was observed that the brake torques for POD were on average 5.3% lower than those of petro-diesel. This is attributed
to the fact that POD has lower heating value than that of petro-diesel [24]. Other than lower heating value, the higher
density and viscosity of POD resulted in lack of mixing of air and fuel particles in the combustion chamber due to
lower velocity and volatility of POD, which affected the combustion efficiency [25, 26].

3.1.2. Brake specific fuel consumption (BSFC)

Brake specific fuel consumption (bsfc) measures the fuel flow rate per unit of power output. It is obvious that lower
bsfc is desirable and for compression ignition engine it can be as low as 200 g/kWh [27]. The bsfc behavior at different
brake powers is presented in Fig. 3. The bsfc started to decrease exponentially as the engine was loaded and increased
after the rated power. Within the range of medium to maximum brake power, the bsfc was marginally higher for POD
due to lower calorific value owing to the presence of fuel-borne oxygen in POD [2, 17, 25]. Accordingly, in order to
maintain the same brake power output, the bsfc of POD increased to compensate for the reduction of the chemical
energy in the fuel [2, 17, 19]. The lowest values achieved in the tests were approximately 440 g/kWh for POD and
approximately 400 g/kWh for petro-diesel at all speeds. On average, bsfc of POD was 10% higher than that of petro-
diesel fuel.

12 1600
1400 Diesel:2000 rpm
10 POD:2000 rpm
1200 Disel:2500 rpm
Brake Torque, Nm

8 POD:2500 rpm
bsfc, g/kWh

1000 POD:2800 rpm

800 Diesel:2800 rpm
6
Diesel, Speed 2000 rpm 600
4 POD, Speed 2000 rpm
Disel, speed 2500 rpm 400
2 POD, Speed 2500 rpm
Diesel, Speed 2800 rpm 200
POD, Speed 2800 rpm
0 0
0 1 2 3 4 0 1 2 3 4
brake power, kW brake power, kW

Fig. 2. Brake torque vs brake power for POD and petro-diesel. Fig. 3. Bsfc vs brake power for POD and petro-diesel.

3.1.3. Brake thermal efficiency

Brake thermal efficiency is a measure of the efficiency of a combustion engine, which measures the percentage of
work produced in relation to the heat energy. It was found that the thermal efficiency was slightly lower in the case
of POD than that of petro-diesel. The variation of thermal efficiency with brake power is presented in Fig. 4. The
maximum efficiencies achieved were approximately 20% for POD and 21% for petro-diesel. The 10% higher fuel
consumption by POD due to lower calorific value has been reduced to 5% lower efficiency means that the combustion
with POD was better than diesel due to the fuel-borne oxygen present in POD [19, 21, 28].
96 S. Bari et al. / Energy Procedia 160 (2019) 92–99
S Bari and S N Hossain / Energy Procedia 00 (2018) 000–000 5

3.2. Emissions analysis

The use of biodiesel can reduce the greenhouse gas (GHG) emission significantly. Not only biodiesels like POD
have carbon neutrality in their life cycle as the plant producing biodiesel consumes the CO2 produced by the
combustion, they do not contribute to the net increase of carbon dioxide in the atmosphere. In this study, the emissions
from the POD and petro-diesel are studied and presented in the next section.

3.2.1. NOx emission

Nitrogen oxides (NOx) is a general representation for NO and NO2 [29]. Usually, biodiesel always have higher NOx
emission than the petro-diesel due the oxygen molecules present in biodiesel molecule [19, 28]. It was reported by the
United States Environmental Protection Agency (EPA) that 100% biodiesel fuel would emit 10% more NOx than
conventional petro-diesel [30, 31]. Similar behavior is found in this experiment and presented in Fig. 5. For POD,
with increasing load emission of NOx increased. It is found that at 2800 rpm NOX was 520 ppm for POD whereas it
was only 192 ppm for petro-diesel. On average, POD produced 33% higher NOX than the runs with petro-diesel. The
higher emission with POD is due to the higher adiabatic flame temperature, less radiative heat transfer, decrease in
ignition delay, higher degree of unsaturation, and higher oxygen content [19, 28, 32]. Shorter ignition delay (higher
CN) means that the fuel will auto-ignite earlier which moves the peak pressure more towards TDC that could lead to
higher combustion temperature. Higher exhaust gas temperature shown in Fig. 6 confirms that the maximum
temperature during combustion was higher for POD. The presence of oxygen in biodiesel molecule and this higher
combustion temperature which are precondition of NOX formation, led to higher NOX emissions [19, 25, 28].

25 600
Diesel, Speed 2000 rpm
500 POD, Speed 2000 rpm
20 Diesel, Speed 2500 rpm
Thermal Efficiency, %

POD, Speed 2500 rpm

400 Diesel, Speed 2800 rpm
NOx , ppm

15
POD, Speed 2800 rpm
300
10 Diesel:2000 rpm
POD:2000 rpm 200
Disel:2500 rpm
5 POD:2500 rpm
Diesel:2800 rpm 100
POD:2800 rpm
0 0
0 1 2 3 4 0 1 2 3 4
brake power, kW Brake Power, kW

Fig. 4. Thermal efficiency vs brake power for POD and petro-diesel. Fig. 5. NOx emission vs brake power for POD and petro-diesel.

3.2.2. CO emission

The development of carbon monoxide in a combustion process is due to incomplete combustion [33]. The CO
emission depends on air-fuel ratio (AFR). Lower AFR contribute to higher CO emission due lower oxygen availability.
AFR decreased with increasing loads as shown in Fig. 7 and thus, decreased the conversion of CO to CO2 that resulted
in higher carbon monoxide emission at higher brake powers of the engine as shown in Fig. 8. From the graph, it is
evident that POD emitted less CO than petro-diesel. POD emitted on average about 51% lower CO than petro-diesel
for all speed range. The significant decrease in CO emissions when running on POD compared to running on petro-
diesel fuel can be attributed to the fact that the carbon content of POD was lower than that of petro-diesel fuel. Another
reason was that the higher oxygen availability in POD enabled complete combustion, which produced lower CO
compared to petro-diesel [33].
 S. Bari et al. / Energy Procedia 160 (2019) 92–99 97
6 S Bari and S N Hossain / Energy Procedia 00 (2018) 000–000

3.2.3. Hydro Carbon (HC) emission

Unburnt hydrocarbon (HC) is another key emission from diesel engines. The HC missions found from the
experiment are presented in Fig. 9. Unburnt HC emission depends on fuel characteristics, engine-operating conditions
and fuel injection characteristics [17, 19, 21]. It was found from the figure that average unburnt HC for POD and
petro-diesel were 47 ppm and 107 ppm, respectively for the entire engine speed and brake power ranges. The average
HC emission was reduced by 55% for POD than petro-diesel. This reduction is an indication of better HC oxidation
due to higher cetane number and oxygen content of POD.

600 70
Diesel:2000 rpm
60 POD:2000 rpm
Exhaust Gas Temperature, ̊C

500 Disel:2500 rpm

Diesel, Speed 2000 rpm 50 POD:2500 rpm

Air-Fuel Ratio
400 Diesel:2800 rpm
POD, Speed 2000 rpm 40 POD:2800 rpm
300
Disel, speed 2500 rpm 30
200 POD, Speed 2500 rpm 20
100 Diesel, Speed 2800 rpm 10

0 POD, Speed 2800 rpm 0

0 1 2 3 4 0 1 2 3 4
brake power, kW
brake power, kW

Fig. 6 Exhaust temperature vs brake power for POD and petro-diesel. Fig. 7. AFR vs brake power for POD and petro-diesel.

1800 180 Diesel:2000 rpm

1600 Diesel:2000 rpm
160 POD:2000 rpm
1400 POD:2000 rpm 140 Diesel:2500 rpm
POD:2500 rpm
1200 Diesel:2500 rpm 120 Diesel:2800 rpm
CO , ppm

HC , ppm

1000 POD:2500 rpm 100 POD:2800 rpm

800 Diesel:2800 rpm 80
600 POD:2800 rpm 60
400 40
200 20
0 0
0 1 2 3 4 0 1 2 3 4
Brake Power, kW Brake Power, kW

Fig. 8. CO emission vs brake power for POD and petro-diesel. Fig. 9. HC emission vs brake power for POD and petro-diesel.

4. Conclusion

In this work, experiment was conducted with biodiesel derived from palm oil, named as Palm Oil Diesel (POD) on
a Cussons air-cooled single-cylinder indirect-injection diesel engine. In terms of physicochemical properties, POD
has lower calorific value and higher cetane number, density and viscosity than those of petro-diesel. The engine
performed smoothly, did not exhibit any starting problems and no audible knock occurred while running on POD.
Due to lower calorific value of POD, the fuel consumption was higher than petro-diesel, which led to higher brake
specific fuel consumptions. On average, POD had 10% higher bsfc than petro-diesel run. The oxygen content in POD
98 S. Bari et al. / Energy Procedia 160 (2019) 92–99
S Bari and S N Hossain / Energy Procedia 00 (2018) 000–000 7

helped better combustion with POD resulting only 5% lower efficiency than petro-diesel. However, due to better
combustion which resulted in higher combustion temperature and presence of oxygen in the biodiesel molecule
produced more NOX emission than petro-diesel. On average, it was 33% higher. The CO emission was on average
51% lower than petro-diesel due to the oxygen molecule present in biodiesel. For the same reason, the HC emission
was also 55% lower than that of petro-diesel. From the analyses, it can be concluded that POD is suitable alternative
renewable fuel for diesel engines. However, endurance tests need to be conducted to find out the long-term effect of
using POD in diesel engines.

References

[1] S. N. Hossain and S. Bari, "Additional power generation from the exhaust gas of diesel engine by bottoming
rankine cycle," SAE Paper: 2013-01-1639, pp. 1-11, 2013.
[2] A. Murugesan, C. Umarani, R. Subramanian, and N. Nedunchezhian, "Bio-diesel as an alternative fuel for
diesel engines—A review," Renewable and Sustainable Energy Reviews, vol. 13, no. 3, pp. 653-662, 2009.
[3] J. C. de Oliveira Matias and T. C. Devezas, "Consumption dynamics of primary-energy sources: The century
of alternative energies," Applied Energy, vol. 84, no. 7, pp. 763-770, 2007.
[4] M. H. Mat Yasin, R. Mamat, G. Najafi, O. M. Ali, A. F. Yusop, and M. H. Ali, "Potentials of palm oil as
new feedstock oil for a global alternative fuel: A review," Renewable and Sustainable Energy Reviews, vol.
79, pp. 1034-1049, 2017.
[5] A. Ibrahim, S. Bari, and F. Bruno, "A study on EGR utilization in natural gas SI engines using a two-zone
combustion model," SAE Technical Paper 2007-01-2041, pp. 1-10, 2007.
[6] M. Kanogˇlu, S. Kazım Işık, and A. Abuşogˇlu, "Performance characteristics of a diesel engine power plant,"
Energy Conversion and Management, vol. 46, no. 11, pp. 1692-1702, 2005.
[7] S. Bari and S. N. Hossain, "Design and optimization of compact heat exchangers to be retrofitted into a
vehicle for heat recovery from a diesel engine," Procedia Engineering, vol. 105, pp. 472-479, 2015.
[8] S. Hossain and S. Bari, "Effect of different working fluids on shell and tube heat exchanger to recover heat
from exhaust of an automotive diesel engine," World Renewable Energy Congress pp. 764-71, 2011.
[9] M. He, X. Zhang, K. Zeng, and K. Gao, "A combined thermodynamic cycle used for waste heat recovery of
internal combustion engine," Energy, vol. 36, no. 12, pp. 6821-6829, 2011.
[10] I. Saad and S. Bari, "CFD investigation of in-cylinder air flow to optimize number of guide vanes to improve
CI engine performance using higher viscous fuel," International Journal of Automotive and Mechanical
Engineering, vol. 8, p. 1096, 2013.
[11] I. Saad and S. Bari, "Effects of guide vane swirl and tumble device (GVSTD) to the air flow of naturally
aspirated CI engine," in International Conference on Mechanical Engineering (ICME), Dhaka, Bangladesh,
2011.
[12] I. Saad, S. Bari, and S. N. Hossain, "In-cylinder air flow characteristics generated by guide vane swirl and
tumble device to improve air-fuel mixing in diesel engine using biodiesel," Procedia Engineering, vol. 56,
pp. 363-368, 2013.
[13] S. Che Mat, M. Y. Idroas, M. F. Hamid, and Z. A. Zainal, "Performance and emissions of straight vegetable
oils and its blends as a fuel in diesel engine: A review," Renewable and Sustainable Energy Reviews, vol. 82,
pp. 808-823, 2018.
[14] D. Capuano, M. Costa, S. Di Fraia, N. Massarotti, and L. Vanoli, "Direct use of waste vegetable oil in internal
combustion engines," Renewable and Sustainable Energy Reviews, vol. 69, pp. 759-770, 2017.
[15] B. Sajjadi, A. A. A. Raman, and H. Arandiyan, "A comprehensive review on properties of edible and non-
edible vegetable oil-based biodiesel: Composition, specifications and prediction models," Renewable and
Sustainable Energy Reviews, vol. 63, pp. 62-92, 2016.
[16] I. Saad and S. Bari, "Improving air-fuel mixing in diesel engine fuelled by higher viscous fuel using guide
vane swirl and tumble device (GVSTD)," SAE Technical Paper 2013-01-0867, pp. 1-10, 2013.
[17] C. D. Rakopoulos, K. A. Antonopoulos, D. C. Rakopoulos, D. T. Hountalas, and E. G. Giakoumis,
"Comparative performance and emissions study of a direct injection diesel engine using blends of diesel fuel
with vegetable oils or bio-diesels of various origins," Energy Conversion and Management, vol. 47, no. 18,
pp. 3272-3287, 2006.
 S. Bari et al. / Energy Procedia 160 (2019) 92–99 99
8 S Bari and S N Hossain / Energy Procedia 00 (2018) 000–000

[18] A. Atmanli, "Comparative analyses of diesel–waste oil biodiesel and propanol, n-butanol or 1-pentanol
blends in a diesel engine," Fuel, vol. 176, pp. 209-215, 2016.
[19] O. M. Ali, R. Mamat, N. R. Abdullah, and A. A. Abdullah, "Analysis of blended fuel properties and engine
performance with palm biodiesel–diesel blended fuel," Renewable Energy, vol. 86, pp. 59-67, 2016.
[20] C. T. Chong, J.-H. Ng, S. Ahmad, and S. Rajoo, "Oxygenated palm biodiesel: Ignition, combustion and
emissions quantification in a light-duty diesel engine," Energy Conversion and Management, vol. 101, pp.
317-325, 2015.
[21] M. A. Kalam and H. H. Masjuki, "Biodiesel from palmoil—an analysis of its properties and potential,"
Biomass and Bioenergy, vol. 23, no. 6, pp. 471-479, 2002.
[22] S. N. Hossain and S. Bari, "Waste heat recovery from exhaust of a diesel generator set using organic fluids,"
Procedia Engineering, vol. 90, pp. 439-444, 2014.
[23] T. Ho, V. Karri, D. Lim, and D. Barret, "An investigation of engine performance parameters and artificial
intelligent emission prediction of hydrogen powered car," International Journal of Hydrogen Energy, vol.
33, no. 14, pp. 3837-3846, 2008.
[24] A. M. Liaquat et al., "Effect of coconut biodiesel blended fuels on engine performance and emission
characteristics," Procedia Engineering, vol. 56, pp. 583-590, 2013.
[25] M. Habibullah, H. H. Masjuki, M. A. Kalam, I. M. Rizwanul Fattah, A. M. Ashraful, and H. M. Mobarak,
"Biodiesel production and performance evaluation of coconut, palm and their combined blend with diesel in
a single-cylinder diesel engine," Energy Conversion and Management, vol. 87, pp. 250-257, 2014.
[26] R. Behçet, R. Yumrutaş, and H. Oktay, "Effects of fuels produced from fish and cooking oils on performance
and emissions of a diesel engine," Energy, vol. 71, pp. 645-655, 2014.
[27] J. B. Heywood, Internal Combustion Engines Fundamentals. New York: McGraw Hill International, 1988.
[28] S. Bari, "Performance, combustion and emission tests of a metro-bus running on biodiesel-ULSD blended
(B20) fuel," Applied Energy, vol. 124, pp. 35-43, 2014.
[29] I. M. Rizwanul Fattah, H. H. Masjuki, A. M. Liaquat, R. Ramli, M. A. Kalam, and V. N. Riazuddin, "Impact
of various biodiesel fuels obtained from edible and non-edible oils on engine exhaust gas and noise
emissions," Renewable and Sustainable Energy Reviews, vol. 18, pp. 552-567, 2013.
[30] E. Cecrle et al., "Investigation of the Effects of Biodiesel Feedstock on the Performance and Emissions of a
Single-Cylinder Diesel Engine," Energy & Fuels, vol. 26, no. 4, pp. 2331-2341, 2012.
[31] P. D. Patil and S. Deng, "Optimization of biodiesel production from edible and non-edible vegetable oils,"
Fuel, vol. 88, no. 7, pp. 1302-1306, 2009.
[32] J. Sun, J. A. Caton, and T. J. Jacobs, "Oxides of nitrogen emissions from biodiesel-fuelled diesel engines,"
Progress in Energy and Combustion Science, vol. 36, no. 6, pp. 677-695, 2010.
[33] C. İlkiliç and R. Behçet, "The reduction of exhaust emissions from a diesel engine by using biodiesel blend,"
Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, vol. 32, no. 9, pp. 839-850, 2010.