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International Journal of Sustainable Energy

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Optimization of performance parameters of diesel engine with Jatropha biodiesel using response surface methodology
T. Ganapathy , R. P. Gakkhar & K. Murugesan
a a b b

Mechanical Engineering Department, St. Anne's College of Engineering and Technology, Panruti, 607110, Tamil Nadu, India
b

I. C. Engines Lab., MIED, Indian Institute of Technology Roorkee, Roorkee-247667, Uttarakhand, India Published online: 16 Jun 2011.

To cite this article: T. Ganapathy , R. P. Gakkhar & K. Murugesan (2011) Optimization of performance parameters of diesel engine with Jatropha biodiesel using response surface methodology, International Journal of Sustainable Energy, 30:sup1, S76-S90, DOI: 10.1080/14786451.2011.594889 To link to this article: http://dx.doi.org/10.1080/14786451.2011.594889

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International Journal of Sustainable Energy Vol. 30, Suppl. No. S1, 2011, S7690

Optimization of performance parameters of diesel engine with Jatropha biodiesel using response surface methodology
Downloaded by [Indian Institute of Technology Roorkee] at 08:18 18 July 2013
T. Ganapathya *, R.P. Gakkharb and K. Murugesanb
a Mechanical

Engineering Department, St. Annes College of Engineering and Technology, Panruti 607110, Tamil Nadu, India; b I. C. Engines Lab., MIED, Indian Institute of Technology Roorkee, Roorkee-247667, Uttarakhand, India
(Received 19 March 2011; nal version received 3 June 2011) The present work was focused to investigate the inuence of injection timing, load torque and engine speed on the performance and emissions and to optimize these parameters using response surface methodology (RSM) for Jatropha biodiesel operation in a diesel engine. For this investigation, experimental parameters were designed by using full factorial design with 27 runs. The effect of variation of injection timing, load torque and engine speed on BSFC, BTE, Pmax , CO, HC, NO emissions and smoke were investigated experimentally. Response surface models have been developed using experimental data. The optimal values of performance and emission parameters: BSFC, BTE, Pmax , smoke density, CO, HC and NO emissions are 0.2875 kg/kWh, 30.96%, 65.79 bar, 4.26, 0.0076 vol%, 5.27 and 321.69 ppm, respectively, at fuel injection timing, load torque and speed of 342.6 CAD were 11.4 Nm and 1801 rpm, respectively, for the Jatropha biodiesel engine using RSM. Keywords: injection timing; parameter optimization; RSM; Jatropha biodiesel

1.

Introduction

At present biodiesel is made from different varieties of feed stocks that are available and cultivable domestically in many countries (Korbitz et al. 2003). The environmental and economic concerns (Kyoto Protocol) have prompted resurgence in the use of biodiesel throughout the world. In 1991, the European Community (EC) proposed a 90% tax reduction for the use of biofuels, including biodiesel. Many countries around the world have passed legislations that diesel should contain a minimum percentage of biofuels. The best record available is that of the Czech Republic, which insists on 100% biofuel use for transportation (Paramathma 2004). Today many countries worldwide, including India, produce and use biodiesel. Biofuel mission will provide technological development and rural employment generation leading to countries domestic economy improvement. Since India does not produce enough edible oil for its culinary needs, a Planning Commission committee for the development of biofuel, which submitted its report in 2003, noted that
*Corresponding author. Email: tganappathi@gmail.com

ISSN 1478-6451 print/ISSN 1478-646X online 2011 Taylor & Francis http://dx.doi.org/10.1080/14786451.2011.594889 http://www.tandfonline.com

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biodiesels in this country need to be produced from non-edible oil seeds. The Planning Commission committee suggested setting a target of selling 20% blended biodiesel by 20112012. Such a blending could save over 13 million tonnes of petroleum-derived diesel in the year 2011-2012 alone. More than 75 non-edible feed stocks have been identied in India, whose fuel characteristics were found to be within the specication of the biodiesel standard of the USA, Germany and European Standard Organization (Azam et al. 2005, Foidl et al. 1996, Kumar et al. 2000). Although Pongamia pinnata (Karanja Curcas), neem, rubber, rice bran, castor and Jatropha curcas have been studied experimentally, the last one has been thought to be a promising choice for the production of economically feasible biodiesel in India. There are more than 170 species of Jatropha in the world, of which only 14 are found in India. The properties of Jatropha oil vary widely based on geographical areas. J. curcas, commonly known as Physic nut, Chandrajyoti, Chandrapraba, Ratanjyot or Nepalm, is a large shrub or tree native to Latin America (Banerji et al. 1985, Varaprasad et al. 1997). Table 1 shows the various physico-chemical properties of biodiesel derived from different feed stocks (Win et al. 2005, Ganapathy et al. 2009, Laforgia and Ardito 1995, Crookes, 2006, Desantes et al. 1997, Staat and Gateau 1995, Hamasaki et al. 2001, Ramadhas et al. 2005, Agarwal 2007, Altin 2001, Kumar et al. 2003). It can be noted that the caloric value of biodiesels is 8.513% less than that of diesel. This is due to the higher oxygen content and lower carbon concentration of the biodiesels. The higher oxygen content of biodiesel improves the combustion efciency which compensates the lower caloric value. However, for the comparison of relative density, kinematic viscosity and cetane number are respectively 26%, 2545% and -11 to 27% greater in the case of biodiesels than that of diesel. The higher viscosity of biodiesels could potentially have an impact on the combustion characteristics because the high viscosity affects its atomization quality slightly. The higher cetane number of biodiesels is conducive to low engine operating noise and good starting characteristics due to superior ignition qualities. The most signicant difference in the composition of the biodiesel compared with diesel fuel is that the former contains oxygen from the carboxyl group present in their structure, which is created by a reaction with methanol. The oxygen content of the biodiesel is usually around 1011%. The pour points of biodiesels are not as favourable as diesel. The boiling point of biodiesels is around 350 C, which is similar to the highest boiling hydrocarbons contained in diesel fuel. The biodiesels have a very narrow boiling range and act in a similar manner as single constituent fuels such as methanol. With this narrow boiling range, at high temperature, the low vapour pressure of biodiesels is hardly a surprise. Also, the higher ash and re points of biodiesels ensure more safety during handling. Though Jatropha biodiesels can be directly used in diesel engines, there are many issues related to optimum performance and emission which need to be addressed. In order to reduce the cost of modication required in the existing engine designs, some optimization approaches have to be followed so that the performance is not compromised by satisfying emission norms. As far as the diesel engines operating on Jatropha biodiesel are concerned the brake thermal efciency (BTE), brake-specic fuel consumption (BSFC), peak cylinder pressure (Pmax ), carbon monoxide (CO), unburned hydrocarbon (HC), oxides of nitrogen (NO) and smoke emission are the most important parameters for which other design and operating parameters have to be optimized. Experimental studies carried out in various countries including India show that several parameters affect the performance and emission characteristics of the diesel engine (Win et al. 2005, Ganapathy et al. 2009, Laforgia and Ardito 1995, Crookes, 2006, Desantes et al. 1997, Staat and Gateau 1995, Hamasaki et al. 2001, Ramadhas et al. 2005, Agarwal 2007, Altin 2001, Kumar et al. 2003, Kumar and Sarangan 2001, Labeckas and Slavinskas 2006, Stergar and Chastain 2009, Song and Zhang 2008, Mani et al. 2009, Sayin et al. 2009, Prabhakar et al. 2010). However, the effect of the operating parameters is quite signicant and their effect on engine performance has been widely studied by the researchers. In the present work the effect of static injection timing on the performance and emission characteristics of diesel engine fuelled with diesel and Jatropha

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Table 1. Property

Physico-chemical properties of different biodiesels. Rapeseeda 36.5540.5 0.882 4.5 4952.9 170 183 4 12 0.01 Rubberseedb 36.5 0.874 5.81 n.a 130 n.a 4 8 n.a Sunowerc 40.56 0.878 4.5 4952 85 n.a 1 15 0.0047 Cottonseedd 40.32 0.874 4 51.255 70110 n.a 1.7 3 0.01 Soybeanc 39.76 0.885 4.08 4053 69 n.a 2 3.8 0.01 Neeme 40.1 0.87 7.2 51 63 84 n.a n.a 0.004 Linseedf 40.37 0.874 3.59 52 172 n.a 1.7 15 50 ppm Palmf 40.39 0.87 4.5 5065 174 188 8 to 14 6 n.a Jatrophag 38.542 0.8780.885 3.75.8 4670 170191 178197 (11 to 16) (15 to 13) 0.0024 Dieselh 4245.9 0.820.867 2.55.7 4555 5086 6092 (15 to 5) (35 to 15) 1.22

Caloric value (MJ/kg) Relative density Kinematic viscosity at 40 C (cSt) Cetane number Flash point ( C) Fire point ( C) Cloud point ( C) Pour point ( C) Sulphur content (%wt)

T. Ganapathy et al.

Note: n.a. not available. a Crookes (2006), Desantes et al. (1997), Staat and Gateau (1995), Hamasaki et al. (2001), Ramadhas et al. (2005). b Agarwal (2007) c Altin et al. (2001), Kumar et al. (2003). d Kumar and Ramesh (2003) e Foidl et al. (1996). f Altin et al. (2001). g Laforgia and Ardito (1995), Kumar and Sarangan (2001), Labeckas and Slavinskas (2006), Stergar and Chastain (2009). h Crookes (2006), Desantes et al. (1997), Staat and Gateau (1995), Hamasakti et al. (2001), Ramadhas et al. (2005), Agarwal et al. (2007), Altin et al. (2001), Kumar et al. (2003), Kumar and Sarangan (2001), Labeckas and Slavinskas (2006), Stergar and Chastain (2009).

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biodiesel has been studied. The input parameters that varied during the experiments are load torque, engine speed and static injection timing. The response parameters analysed are BSFC, BTE, Pmax , CO, unburned HC, NO and smoke density. Response surface methodology (RSM) is used to determine the relationship between the response and the input variables. An analysis of variance (ANOVA) is carried out for each response variables separately in order to test the signicance of the model. Optimization has been carried out using multi objective optimization and Genetic Algorithm. Finally, the response variables, such as BSFC, BTE, Pmax , CO, HC, NO and smoke, are optimized simultaneously in diesel engine using Jatropha biodiesel.

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2.

Experimentation

The experiments were performed on a single-cylinder, four-stroke, air-cooled, vertical, Greaves Cotton model GL 400 II A, diesel engine whose important technical features are listed in Table 2. The engine was loaded with AVL alpha 20 eddy current dynamometer. The mass ow rate of intake air was measured with an orice metre coupled to a manometer. A surge tank was used to damp out the pulsations produced by the engine, for ensuring a steady ow of air through the intake manifold. The fuel consumption rate was determined using AVL fuel consumption metre. The engine speed was measured by AVL FGL3/1 inductive speed pick-up. The cylinder pressure was measured using AVL GM12D miniature pressure transducer. AVL 333 inductive pulse pick-ups were used for the TDC and crank angle signals. AVL 6705H03 signal conditioning rack installed with AVL 3066A03 Piezo-Amplier, AVL 3009A04 Multi-Purpose Amplier and AVL 3069A02 crank angle calculator was employed for amplifying the various signals before connecting to the data acquisition system (signal analyser). Eight-channel OROS OR38 signal analyser was used for data acquisition and the acquired data were transferred through Ethernet cable and stored in a personal computer for ofine analysis. AVL Di Gas 4000 light ve gas analyser was used for measuring the exhaust gas components such as CO, HC and NO. The smoke opacity was measured using AVL 437 smoke metre. The schematic diagram of the experimental set-up employed in the present work is shown in Figure 1. The parameters that varied during the present experimental investigation include static injection timing (crank angle degree, CAD), load torque (Nm) and engine speed (rpm). Three levels were considered for each input parameter. The experimental layout consisting of full factorial design with 27 experimental runs is given in Table 3.
Table 2. Technical features of the test engine. Parameter Engine type Number of cylinders Bore (mm) Stroke (mm) Displacement (cm3 ) Compression ratio Maximum power (kW) at rated rpm Rated rpm Fuel pump Injector nozzle type Maximum needle lift (mm) Plunger diameter (mm) Maximum plunger stroke (mm) Pre-stroke (mm) Delivery valve (cubic mm) High-pressure pipe (ODIDL) (mm) Specication DI, naturally aspirated, air cooled 1 86 68 395 18 5.59 3600 PFE 1Q P type DSLA 0.2 7 8 4.34.5 with timer groove 21 6 1.5 320

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1. Diesel tank 2. Jatropha biodiesel tank 3. AVL Fuel consumption meter 4. Intake air manometer 5. Intake air surge tank 6. Test engine7. AVL Eddy current dynamometer 8. TDC, crank angle, and speed pick -ups 9. AVL 4000 Light Di Gas Analyser 10. AVL 437 Smoke meter 11. Exhaust gas outlet 12. AVL Control panel 13. Lub.oil pressure gauge 14. Lubricating oil, cooling water, and exhaust gas temperature indicators 15. AVL Fuel consumption meter 16. Dynamometer controller - 201A 17. Torque and speed indicators 18. Signal conditioning rack 19. Throttle actuator 20. Data acquisition system 21. Personal computer

Figure 1.

Schematic diagram of the experimental set-up.

3.

Response surface methodology

RSM is a collection of mathematical and statistical techniques that are useful for the modelling and analysis of problems in which a response of interest is inuenced by several variables and the objective is to optimize this response. In practice the requirement of the response surface is that the sample point be chosen such that a sufciently accurate model can be generated with the minimum number of experiments. These appropriate points can be chosen using design of experiments (Ganapathy et al. 2009, Montgomery 2001). The test matrix of the present investigation was performed using a full factorial design approach. The experimental results of the response variables obtained from the full factorial design matrix were used to form the quadratic response surface models. In RSM, a suitable approximation for the true functional relationship between the response and the set of independent variables is to be found rst. For this, a second-order polynomial model as shown in Equation (1) is employed in the present analysis to t the response surfaces of output (response) variables such as BSFC, BTE, Pmax , CO, HC, NO and smoke using three input variables, namely injection timing, load and speed. After tting the response surfaces, the obtained models were subjected to diagnostic tests such as, normal probability and signicance test with ANOVA for validation. After validation, these models were used for further analysis and predictions and nally optimization was carried out
k k

y = 0 +
i =1

i xi +
i j

i,j xi xj +
i =1

ii xi2 + .

(1)

International Journal of Sustainable Energy Table 3. Full factorial design layout of test matrix. Operating parameters Exp. No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 (A) Injection timing (CAD) 340 345 350 340 345 350 340 345 350 340 345 350 340 345 350 340 345 350 340 345 350 340 345 350 340 345 350 (B) Load torque (Nm) 5 5 5 10 10 10 15 15 15 5 5 5 10 10 10 15 15 15 5 5 5 10 10 10 15 15 15 (C) Engine speed (rpm) 1800 1800 1800 1800 1800 1800 1800 1800 1800 2500 2500 2500 2500 2500 2500 2500 2500 2500 3200 3200 3200 3200 3200 3200 3200 3200 3200

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3.1. Model validation After the development of models using the RSM, the signicance tests using ANOVA were carried out in order to validate the model and its precision. ANOVA analysis shows that the model terms are signicant for p-values of less than 0.05. The signicant model terms are shown in Table 4 for BSFC, BTE, Pmax , CO, HC, NO and smoke models. The p-values greater than 0.1 indicate insignicant model terms which are shown by the bold italic terms in Table 4. Adeq Precision measures the signal-to-noise ratio. In general if Adeq Precision value is greater than 4, then the model prediction is adequately accurate. In addition to ANOVA, the precision index values such as adjusted R2 , predicted R2 and Adeq Precision were also used to conrm that the model
Table 4. p-Values of different models by ANOVA p-Values of Model terms x1 x2 x3 2 X1
2 X2 2 X3 X1 X 2 X 1 X3 X2 X 3

BSFC 0.0001 0.0001 0.0001 0.4967 0.0001 0.0001 0.2764 0.094 0.0012

BYE 0.0001 0.0001 0.0001 0.9553 0.0001 0.0001 0.7005 0.0786 0.8446

CO 0.0024 0.0006 0.0001 0.7983 0.0002 0.0001 0.6999 0.3974 0.0992

HC 0.1639 0.003 0.0001 0.0748 0.0036 0.0063 0.6454 0.9927 0.3492

NO 0.0001 0.0001 0.0105 0.4438 0.0512 0.0384 0.6966 0.0918 0.931

Smoke 0.0019 0.0001 0.0425 0.048 0.0027 0.0001 0.9214 0.0763 0.011

Pmax 0.0001 0.0001 0.0001 0.2767 0.0048 0.0001 0.5561 0.2069 0.2231

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T. Ganapathy et al. Precision index values of different models Precision index values Model BSFC BYE CO HC NO Smoke Pmax Adj R-squared 0.9765 0.9652 0.8954 0.7389 0.955 0.9233 0.9565 Pred R-squared 0.9592 0.9406 0.797 0.5524 0.9323 0.8804 0.9261 Adeq Precision 35.562 29.171 17.155 10.737 27.573 19.824 29.507

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predictions are very close to experimental values. The precision index values of different models are shown in Table 5.

3.2. BSFC model Table 4 shows that the most signicant terms of BSFC model are injection timing (x1 ), load torque (x2 ), speed (x3 ), and the interaction between load torque and speed (x2 x3 ). Even though there is an interaction effect (x1 x2 ) between the injection timing and the load torque, this is less signicant as indicated by the p-value greater than 0.1. And the greater value (35.562 >> 4) of Adeq Precision of BSFC model indicates that the model prediction is very well and close to experimental values. The three-dimensional response surface plots of BSFC in relation to the injection timing speed and the load torque speed are shown in Figure 2(a) and (b), respectively. The constant response contour lines in Figure 2(a) and (b) indicate that lower BSFC are achieved by decreasing the speed and advancing the injection timing and increasing the load torque. It can be observed from response surface plots that the BSFC of the Jatropha biodiesel engine decreases when the injection timing is advanced at any given load and speed. It can also be observed that BSFC decreases when the load is increased at any given speed. However, BSFC increases when the speed is increased at any given load and injection timing in the Jatropha biodiesel engine.

Figure 2.

Response surface model plots of BSFC.

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Figure 3.

Response surface model plots of BTE.

3.3. BTE model It can be seen from Table 4 that the signicant model terms of BTE model are injection timing (x1 ), load torque (x2 ), speed (x3 ) and the interaction between injection timing and speed (x1 x3 ). The response surface plots of BTE model at 15 Nm load torque and 340 CAD injection timing are shown in Figure 3(a) and (b), respectively. It can be inferred from the gures that as the injection timing advances BTE increases. The reason for this is that the higher cetane number of Jatropha biodiesel probably has compensated for the longer ignition delay, leading to better combustible mixture during the premixed combustion phase, although the state of air is inferior as it enters at advanced timing. Figure 3(a) shows that when the speed is increased, the BTE initially increases and later it starts to decrease. This is due to poor mixture formation at high speed, because of less time duration for mixture preparation. It can be observed from Figure 3(b) that when the load is increased BTE increases. This is because at higher loads, the power output is higher, which is directly proportional to BTE. 3.4. Peak cylinder pressure (Pmax ) model The p-values of the peak cylinder pressure (Pmax ) model are given in Table 4. It is clear from the table that the model terms are signicant except for the interaction factors. Also the precision index values of the model shown in Table 5 indicate that the measure of Adeq Precision is 29.507 and also the Pred R-squared value is very close to Adj R-squared value. Hence the model can be used to predict the responses very well. The response surface plots of peak cylinder pressure model at full load and advanced injection timing are shown in Figure 4(a) and (b), respectively. One can infer from Figure 4(a) that when the injection timing is advanced, the value of Pmax increases but when the speed is increased, Pmax decreases. This is because of the better combustion characteristics of Jatropha biodiesel at advanced timing and poor combustion of Jatropha biodiesel at higher speed conditions. Also it can be inferred from Figure 4(b) that increasing load increases Pmax . This is attributed to improved combustion conditions of Jatropha biodiesel at higher loads. 3.5. CO emission model The p-values for CO model as listed in Table 4 show that the engine speed is the most signicant parameter to inuence the CO emissions, followed by the load torque and injection timing. The

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Figure 4.

Response surface model plots of Pmax .

Figure 5.

Response surface model plots of CO.

Pred R-squared of 0.797 is close to the Adj R-squared of 0.8954 as one might normally expect for a good model. Other precision index values of the model are given in Table 5. These values indicate that the model is validated and can be employed to predict the response values. The response surface plots of CO emissions model at medium load and advanced injection timing are shown in Figure 5(a) and (b), respectively. It can be observed from these gures that as the injection timing is advanced and speed is reduced, the CO emission levels are decreased. This may be due to better mixing and enhanced combustion characteristics of Jatropha biodiesel at lower speeds and advanced timing. However, at higher load and lower loads the CO emissions are increased compared with medium load levels at advanced timing. The fuel-rich mixtures at these conditions may be the reason for higher CO emissions. 3.6. Unburned HC emission (HC) model Unburned HC emissions from Jatropha biodiesel engines vary widely with different operating modes. Incomplete mixing of fuel with air and quenching of the oxidation process are the main causes of HC emissions. The p-values of ANOVA results and precision index values for HC

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Figure 6.

Response surface model plots of HC.

model as listed in Tables 4 and 5, respectively, indicate that except the interaction terms, other model terms are signicant and therefore the model can be used to predict the responses well. The response surface plots of unburned HC emissions model at 2500 rpm and rated injection timing are shown in Figure 6(a) and (b), respectively. It can be observed that HC emissions of Jatropha biodiesel operation at an injection timing of 350 CAD is considerably higher than that at 340 and 345 CAD due to under-mixing caused by very short ignition delay due to later injection and higher diesel index value of the fuel. It can be observed from Figure 6(b) that as the engine speed increases from 1800 to 2500 rpm HC emissions also increase due to inefcient combustion because of the shorter burning duration. 3.7. Nitrogen oxide emission (NO) model The signcant terms of NO model from the ANOVA analysis are shown in Table 4 and they are injection timing (x1 ), load torque (x2 ), speed (x3 ) and interaction between injection timing and speed (x1 x3 ). The response surface plots of nitrogen oxides emissions at 1800 rpm speed and 350 CAD injection timing are shown in Figure 7(a) and (b), respectively. It can be inferred from the gures that as the injection timing advances NO emission increases. The reason for this is that the increased ignition delay during advanced timing might have probably promoted premixed combustion phase, leading to higher cylinder temperature which increased the NO emissions consequently. It can be noted from the gure that as the load increases, NO emission increases. This is because at high load with higher peak pressures and hence temperatures and larger regions of close-to-stoichiometric burned gas, NO levels increase (Heywood 1989). Also Figure 7(a) reveals that NO formation is more sensitive to the advancement of injection timing. The reason for this is that the increased ignition delay during advanced timing has promoted premixed combustion phase, leading to higher cylinder temperature which increased the NO emissions consequently. 3.8. Smoke emission (smoke) model The signicant terms of smoke model fromANOVA results and precision index values are injection timing (x1 ), load torque (x2 ), speed (x3 ), interaction factors ((x1 x3 ) and (x2 x3 ). It is clear from Tables 4 and 5 that the model is signicant and it can be used to predict the smoke density accurately. The response surface plots of smoke density model are shown in Figure 8(a) and (b).

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Figure 7.

Response surface model plots of NO.

Figure 8.

Response surface model plots of smoke.

One can infer from these gures that as the load increases the smoke density increases for a given speed and injection timing due to lower excess air ratio (rich mixture) at higher load condition. For an advanced timing, smoke density is decreased in the Jatropha biodiesel engine for the indicated load torque and speed conditions due to better combustion on account of the more time available (leading to better mixing) for the oxidation process to occur caused by early injection. However, at retarded injection timing, smoke density is increased for a given load torque and speed due to the sluggish and diffusive combustion phase caused by reduced rate of fuelair mixing due to later injection. It can be observed from Figure 8(b) that smoke density initially increases with an increase in speed from 1800 to 2500 rpm, but the smoke density reduces with further increase in speed from 2500 to 3200 rpm under all loads and injection timings in the Jatropha biodiesel due to the efcient burning caused by the relatively more rate of fuel injection and longer delay period at 3200 rpm. It can also be noticed that when the injection timing moves towards top dead centre (TDC), the smoke density increases under any operating condition with any fuel. The reason is that the retarded timing leads to lower temperatures during expansion stroke, and the less time available to oxidation of the soot particles consequently results in more smoke formation.

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4.

Performance and emission parameters optimization

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After developing the validated response surfaces, a straightforward approach to optimize several responses is to overlay the contour plots for each response. But this method works well if there are only a few responses (i.e. 2 or 3). If the number of response variables is more, overlaying contour plots becomes awkward, because the contour plot is two dimensional, and k 2 of the design variables must be kept constant to construct a graph (Ganapathy et al. 2009). Often a lot of trial and error is required to determine the factors that have to be held constant and levels to be selected to obtain the best view of the surface. Similar type of restriction was also experienced in the present analysis as the number of response variables selected in the present study is seven. For simultaneous optimization of these responses, seven contours must be overlaid on the same contour plot to nd out the optimized zone that is feasible for all responses. And trial-anderror method should also be used for different combinations of input factors (design variables). Therefore, a more formal optimization method for multiple responses has to be used. In the present work, multi objective optimization principle using the method of objective weighting has been employed. The optimal solution is obtained using real-coded Genetic Algorithms. The secondorder polynomial equations of seven responses have been obtained using RSM and they were optimized for maximum performance and minimum emissions. In the present work, seven objective functions have been obtained from the response surface models discussed in earlier sections. Each of the objective function was formed in terms of three input variables speed, load and injection timing using quadratic response surfaces, which include full quadratic terms, interaction terms and linear terms of the input parameters. The seven objective function equations evaluated using RSM are as follows:
2 2 2 BSFC = 10.41 0.063x1 + 0.007x2 + 0.28x3 + 0.0001x1 + 0.0014x2 + 0.0468x3

1.16E 04x1 x2 1.31E 03x1 x3 2.86E 03x2 x3 .

2 2 2 BTE = 234.55 0.95x1 + 3.76x2 20x3 + 7.23E 04x1 0.09x2 3.97x3

(2)

3.51E 03x1 x2 + 0.12x1 x3 + 0.018x2 x3 . Pmax = 3163.37 + 19.13x1 0.42x2 + 13x3 + 0.01x1 x2 0.166x1 x3 0.159x2 x3 . Sqrt(CO) = 7.69 0.05x1 + 2.7E 03x2 + 0.177x3 + 7.04E Log10(HC) = 393.47 2.29x1 0.313x2 + 1.68x3 + 3.32E
2 05x1 2 0.03x1

(3)
2 0.08x2

2 7.75x3

(4) + 1.29E
2 03x2

2 0.1x3 7.52E 05x1 x2 + 1.19E 03x1 x3 2.39E 03x2 x3 . 2 03x1

(5)
2 03x2

+ 5.89E

(6)

2 0.278x3 + 5.79E 04x1 x2 + 8.24E 05x1 x3 8.49E 03x2 x3 2 2 2 Sqrt(NO) = 1484.27 7.96x1 + 2.66x2 34x3 + 0.011x1 0.028x2 1.54x3

3.78E 03x1 x2 + 0.122x1 x3 + 5.98E 03x2 x3 . Sqrt(smoke) = 2294.54 13.74x1 0.375x2 + 49x3 +
2 0.02x1

(7)
2 3.71x3

2 0.034x2

6.78E 04x1 x2 0.0913x1 x3 + 0.138x2 x3 .

(8)

where x1 is the fuel injection timing (CAD), x2 the load torque (Nm), x3 the engine speed (rpm/1000). Out of these seven objective functions, BTE and Pmax have to be maximized and the remaining have to be minimized. The multi objective optimization problem was solved using the classical method of multi objective weighting. In order to minimize objective conicts, equal

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Figure 9.

Genetic Algorithm ow chart.

weights for all objective functions were considered. However, optimization can be done for different combinations of objectives weights according to their importance and priority. 4.1. Results of optimization A computer program in C++ was developed for the numerical solution of the optimization algorithm (Genetic Algorithm) (Goldberg 1989, Ali and Torn 2004). The various steps involved

International Journal of Sustainable Energy Table 6. Optimization results. Inj.timing (CAD) 342.6 Load (Nm) 11.43 Speed (rpm) 1801 BSFC (kg/kWh) 0.2875 BTE (%) 30.96 Pmax (bar) 65.79 CO (vol.%) 0.0076 HC (ppm) 5.27 NO (ppm) 321.69

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Objectives 7 (all objectives)

Smoke (vol %) 4.26

in GA optimization are depicted in the ow chart shown in Figure 9. The following GA parameters were used in the optimization:

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Population = 100, Maximum run = 50, Maximum iteration = 1000, Mutation probability = 0.09, Crossover probability = 0.5. The optimization was carried out for the selected combination of multi objectives. For the present work all the performance (BSFC, BTE, Pmax ) and emission (CO, HC, NO, smoke) parameters are selected together with equal weights and these seven objectives were optimized simultaneously. The optimized results are given in Table 6. It was observed that at 342.6 CAD of injection timing, 11.43 Nm of load torque and 1801 rpm of engine speed, all the seven parameters were optimal. That is, the diesel engine, when fuelled with Jatropha biodiesel, has to be operated with an injection timing of 342.6 CAD, load of 11.43 Nm and speed of 1801 rpm for obtaining optimum performance and emissions. At this optimal input operating condition, the corresponding values for response variables: BSFC, BTE, peak cylinder pressure, smoke, CO, unburned HC, and NO emissions are 0.2875 kg/kWh, 30.96%, 65.79 bar, 4.26, 0.0076 vol%, 5.27 and 321.69 ppm, respectively. 4.2. Conrmation experiments

For validation of optimization results, conrmation experiments were carried out by setting input parameters (342.6 CAD, 11.4 Nm and 1801 rpm) on the diesel engine using Jatropha biodiesel as the fuel and the corresponding performance and emission parameters (BSFC, BTE, Pmax , CO, HC, NO and smoke) were measured. It was observed that the RSM predictions were in good agreement with experimental values with minimum mean percent errors of 0.12%.

5.

Conclusion

The inuence of effect of engine operating parameters and fuel injection timing on performance and emission characteristics of the Jatropha biodiesel engine has been investigated experimentally using full factorial design with 27 runs. Advancing the injection timing (5 CAD advance from factory settings) causes reduction in BSFC, peak pressure, CO, HC and smoke and increase in BTE and NO emission with Jatropha biodiesel operation as compared with diesel. However, 5 CAD retard in injection timing with Jatropha biodiesel operation causes increase in BSFC, peak pressure and NO and reduction in BTE, CO, HC and smoke as compared with diesel operation. The performance and emission parameters, namely BSFC, BTE, Pmax , CO, HC, NO and smoke, have been modelled and optimized using RSM with the help of experimental results. ANOVA was also carried out in order to test signicance of the model terms. Optimization was done using multi objective optimization and Genetic Algorithm with C++ program code. The optimal values of fuel injection timing, load torque and speed: 342.6 CAD, 11.4 Nm and 1801 rpm, respectively,

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for the Jatropha biodiesel engine gave BSFC, BTE, Pmax , smoke, CO, HC, and NO emissions of 0.2875 kg/kWh, 30.96%, 65.79 bar, 4.26, 0.0076 vol%, 5.27 and 321.69 ppm, respectively. References
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