Optimization of Diesel Engine Performance by Bio Diesel Using

Taguchi and Grey Relational Analysis

First Author1, Second Author2
1(Department Name, University/College, and Place
Email: abcdef@gmail.com)
2 (Department Name, University/College, and Place
Email: abcdef@yahoo.co.uk)

Abstract:
Biodiesel is produced from non-edible palm in a form of palm Oil Methyl Ester is used in various ratios of blends
for measuring the engine performance measure parameters on 4-stroke single cylinder diesel engine. The present work
involves experimental design to conduct the experiment. The Taguchi orthogonal array introduced to maximize the
experimental data with minimum combination of experiments. The solicitation of the Taguchi method in blend with grey
relational analysis has been applied for solving multiple response optimization problems. A grey relational grade,
evaluated with grey relational analysis, has been adopted to reveal an optimal parameter combination. Using grey
relational grade and signal to noise ratio as performance index, finally performed the parametric optimization by predicting
results and then verified it with confirmatory experiment.

keywords — 4-stroke single cylinder diesel engine , Palm Oil Methyl Ester ,Taguchi Design of Experiments, Grey
relational analysis.

landfills. This also leads to issues in the maintenance of the

1. INTRODUCTION
The search for useful energy and the desire to have
a clean and green environment remain always a vital point
of interest for any researcher. The fast depleting petroleum
reserves have already waved a warning signal all around the
globe to look for alternate means to cater to the ever
increasing needs of energy. Further, the harmful emissions
of fossil fuels also need to be taken care of. Biodiesel made
from different re-newable sources has become a viable
alternative for use as a fuel in Compression Ignition (CI)
engines. Biodiesel is referred to as mono-alkyl esters of long
chain fatty acids. With the help of a chemical process known
as transesterification, the biodiesel is produced from
vegetable oils and is used on compression ignition (CI)
engines. The variation of the percentage concentration of
methyl esters in the biodiesel from different sources leads to
considerable changes in the physical and chemical
properties of the biodiesel which in turn affects the
characteristics of the engine used. Biodiesels from various
feed stocks have been tried by different researchers to study
and analyse the performance, emission and combustion
characteristics of the CI engine. Encouraging results such as
decrease in hydrocarbon (HC) emissions, less pro-nounced
decrease in brake power (BP) and increase in brake specific
fuel consumption (BSFC) have been reported. However, the
major obstacle in commercializing biodiesel produced from
vegetable oil (PALM OIL) is the cost of its production
Meanwhile, an enormous quantity of used cooking oil
is being wasted around the world. Disposal of such oil
remains again a matter of concern as many pollution-related
problems arise while dumping such stuff in rivers and
ecological balance. The best way to avoid contamination of
the waste cooking oil palm oil is used to produce biodiesel
and use it in CI engines. Hence, biodiesel produced from
waste fried oil or the waste cooking oil is gaining
momentum in most parts of the world as a cheaper
alternative for pure diesel. Waste cooking oil methyl esters
from different origins were used as fuel for diesel engines to
study their effects. Experimented with waste cooking oil
from palm oil and with blends of waste oil and pure diesel
and analysed the emission and performance characteristics
of a Single cylinder four stroke water cooled diesel engine.
Waste cooking oil is used as an interesterification agent
to reduce overall viscosity and cloud point of the blend as
well as the ester. The purpose of the present work is to
investigate the effects of palm oil-based biofuels on the
performance and the emission characteristics of a diesel
engine fuelled with those fuels. Preheated palm oil,
PO/diesel blends and methyl/ethyl esters of the PO mixture
in different proportions were used. Performance and
emission tests were made at different loads and at a fixed
engine speed condition for each type of fuel. The reason that
biodiesel is not utilized widely around the world is due to
the high cost of raw materials. To overcome this, one can
use lower quality oils, for example, waste cooking oils or
animal fats that are produced in excess in food processing
industries. Use of waste cooking oil can also help to alleviate
the problem of waste oil disposal.
A lot of research has been carried out on the production
of biodiesel from fresh vegetable and animal oil sources but
the use of waste cooking oil, such as palm oil, where
Malaysia is a leading producer of palm oil, has not been well
documented, although often mentioned. The main
objectives of the present research are to optimize the
conditions for biodiesel production from waste cooking
palm oil, to identify the fatty acid methyl esters produced
and to characterize it based on its viscosity, total acid
number, elemental composition, emission rate and engine
performance.
Ritica Ramakrishnan et al [1] used vegetable oil as
an important feedstock for biodiesel production. Biodiesel
has been produced from used vegetable oil collected from
shops selling fritters in Kolkata. Transesterification is
affected by factors like oil to alcohol ratio, concentration of
catalyst used, temperature, stirring rate and reaction time.
The process parameters were optimized and a maximum
biodiesel yield of 94% has been achieved. Important
properties of the biodiesel like density, flash point, calorific
value and viscosity have also been estimated. Sonia
Castellucci et al [2] carried experimental work to investigate
the operating conditions that maximize the biodiesel
production from waste cooking oil. The conversion of waste
cooking oil from domestic dwelling by transesterification
reaction is useful in order to obtain a biodiesel. The tests
carried out on waste cooking oil samples coming from
domestic dwelling and characterized by a FFA content equal
to 3%, have shown that NaOH concentration of 0.5% w/w
oil and 100% of methanol surplus represent the best
operating conditions, indeed they permit to obtain a reaction
yield of 94.3% and a biodiesel density of 0.875 g/cm3. Wail
M. Adaileh et al [3] measured the combustion
characteristics and emissions of compression ignition diesel
engine using a biodiesel as an alternative fuel. The tests were
performed in Chemical and Mechanical Engineering
department laboratories at steady state conditions for a four
stroke single cylinder diesel engine loaded at variable
engine speed between 1200-2600 rpm. The waste vegetable
oil (cooking oil) used in this investigation transferred from
Tafila Technical University restaurant collected and
disposed in a suitable way. The testing results show without
any modification to diesel engine, under all conditions
dynamical performance kept normal, and the B20, B5 blend
fuels (include 20%, 5% biodiesel respectively) led to
satisfactory emissions at variable load. The experimental
results compared with standard diesel show that biodiesel
provided significant reductions in CO, and unburned HC,
but the NOx was increased. Biodiesel has a 5.95 %
increasing in brake-specific fuel consumption due to its
lower heating value. However, using B20 and B5 diesel fuel
gave better emission results, NOx and brake specific fuel
consumption. The experimental results show that the fuel
consumption rate, brake thermal efficiency, and exhaust gas
temperature increased while the BSFC, emission indices of
CO2, CO decreased with an increase of engine speed.
Moreover, the engine power increased when increasing the
biodiesel percentage varied from 1.23 to 3.2 for standard
diesel while for B20 between 1.5 to 3.47.while brake
specific energy consumption varied between 16.8 to 13.81
MJ/kW kg for standard diesel, but for B5 found to be
between 16.3 to 13 MJ/kW kg. In particular, biodiesel
produced with the addition of the peroxidation process had
the lowest equivalence ratio and emission indices of CO2,
CO. The emission of NOx among all of the test fuels found
to be increased when using B5 and B20 instead of standard
diesel and these results validate the data recorded by other
previous work. Therefore, the peroxidation process can be
used effectively to improve the fuel properties and reduce
emissions when biodiesel is used. A.M. Liaquat et al [4]
carried out experimental work to analyze engine
performance and emissions characteristics for diesel engine
using different blend fuels without any engine
modifications. A total of four fuel samples, such as DF
(100% diesel fuel), JB5 (5% jatropha biodiesel and 95%
DF), JB10 (10% JB and 90% DF) and J5W5 (5% JB, 5%
waste cooking oil and 90% DF) respectively were used in
this study. Engine performance test was carried out at 100%
load keeping throttle 100% wide open with variable speeds
of 1500 to 2400 rpm at an interval of 100 rpm. Whereas,
emission tests were carried out at 2300 rpm at 100% and
80% throttle position. As results of investigations, the
average torque reduction compared to DF for JB5, JB10 and
J5W5 was found as 0.63%, 1.63% and 1.44% and average
power reduction was found as 0.67%, 1.66% and 1.54%
respectively. Average increase in BSFC compared to DF
was observed as 0.54%, 1.0% JB10 and 1.14% for JB5,
JB10 and J5W5 respectively. In case of engine exhaust gas
emissions, compared to DF average reduction in HC for
JB5, JB10 and J5W5 at 2300 rpm and 100% throttle position
found as 8.96%, 11.25% and 12.50%, whereas, at 2300 and
80% throttle position, reduction was as 16.28%, 30.23% and
31.98% respectively. Average reduction in CO at 2300 rpm
and 100% throttle position for JB5, JB10 and J5W5 was
found as 17.26%, 25.92% and 26.87%, whereas, at 80%
throttle position, reduction was observed as 20.70%,
33.24% and 35.57%.
Similarly, the reduction in CO2 compared to DF
for JB5, JB10 and J5W5 at 2300 rpm and 100% throttle
position was as 12.10%, 20.51% and 24.91%, whereas, at
80% throttle position, reductions was observed as 5.98%,
10.38% and 18.49% respectively. However, some NOx
emissions were increased for all blend fuels compared to
DF. In case of noise emission, sound level for all blend fuels
was reduced compared to DF. It can be concluded that JB5,
JB10 and J5W5 can be used in diesel engines without any
engine modifications. However, W5B5 produced some
better results when compared to JB10. Mohammed EL
Kassaby et al [5] used wasted cooking oil from restaurants
to produce neat (pure) biodiesel through transesterification,
and then used to prepare biodiesel/diesel blends. The effect
of blending ratio and compression ratio on a diesel engine
performance has been investigated. Emission and
combustion characteristics were studied when the engine
operated using the different blends (B10, B20, B30, and
B50) and normal diesel fuel (B0) as well as when varying
the compression ratio from 14 to 16 to 18. The result shows
that the engine torque for all blends increases as the
compression ratio increases. The BSFC for all blends
decreases as the compression ratio increases and at all Table 1: levels with parameters
compression ratios BSFC remains higher for the higher
blends as the biodiesel percent increase. The change of Levels
Design factor
compression ratio from 14 to 18 resulted in, 18.39%, 1 2 3 4 5
27.48%, 18.5%, and 19.82% increase in brake thermal
Load 0 25 50 75 100
efficiency in case of B10, B20, B30, and B50 respectively.
On an average, the CO2 emission increased by 14.28%, the Blend 0 20 40 60 80
HC emission reduced by 52%, CO emission reduced by
37.5% and NOx emission increased by 36.84% when
compression ratio was increased from 14 to 18. In spite of
2. EXPERIMENTAL SETUP
the slightly higher viscosity and lower volatility of
biodiesel, the ignition delay seems to be lower for biodiesel
than for diesel. On average, the delay period decreased by The experiment targeted on a single cylinder four stroke
13.95% when compression ratio was increased from 14 to diesel engine .a gas analyser was used for the measurement
18. From this study, increasing the compression ratio had of carbon monoxide (CO), oxides of nitrogen (NO X),
more benefits with biodiesel than that with pure diesel. unburned hydrocarbon (HC), oxygen (O2), and carbon
Yasutumi yoshimot et al [6] took up the dioxide also. CO was measured as percentage volume and
experimental work of operating a single cylinder diesel NO, HC was measured as n-hexane equivalent, parts per
engine with emulsified frying oil. To reduce the viscosity, million (ppm).For this purpose a stopwatch was used to
equal proportions of used frying oil and gas oil were mixed measure the diesel and biodiesel fuel separately. The
and emulsions of this blended fuel and water were prepared. engine was subjected to different loads (0 kg, 3 kg, 6 kg, 9
The BSFC of neat biodiesel was lower than with gas oil of kg, and 12 kg), corresponding to load ranging from 0% at
high loads and retarded injection timings, while the smoke the lowest level and 100% at the highest level .The
density was reduced at all operating conditions. It was experiments were conducted using B 0 (0% PO, 100%
concluded that using biodiesel emulsions at a rated output, diesel),B20 (20% PO, 80% diesel), B40 (40% PO, 60%
the trade – off relation NOx Vs BSFC and NOx Vs smoke diesel), B60 (60% PO, 40% diesel), and B80 (80% PO,
density have improved slightly over the gas oil emulsion. It 20% diesel) under different load conditions on the engine
was considered that reduction in smoke, emissions, air - fuel and the results are noted. Engine speed kept constant 1500
ratio is because of the oxygen included in the fuel. rpm. During the experiment, whenever fuel was changed,
K.F.Haigh et al [7] investigated the pre-treatment of used the fuel lines were cleaned and the engine was left to
cooking oil (UCO) for the preparation of biodiesel using operate for 30 min to stabilize at its new condition. The
Novozyme435, Candida antarctica Lipase B immobilised on engine exhaust (CO, HC, CO2, O2, and NO ) was analysed
acrylic resin, as the catalyst. The reactions in UCO were and calculated by AVL DIG AS 444 gas analyser fitted
carried out using a jacketed batch reactor with a reflux with DIGAS SAMPLER at the exhaust of the engine and
condenser. The liquid chromatography–mass spectrometry check the emissions at different load and blends.
(LC–MS) method was developed to monitor the mono-, di-
and triglyceride concentrations and it was found that the
method was sensitive enough to separate isomers, including
diglyceride isomers. It was found that the 1,3 diglyceride
isomer reacted more readily than the 1,2 isomer indicating
stereo selectivity of the catalyst. This work showed that
Novozyme435 will catalyse the esterification of free fatty
acids (FFAs) and the transesterification of mono- and
diglycerides typically found in UCO when Novozyme 435
is used to catalyse the pre-treatment of UCO for the
formation of biodiesel. A kinetic model was used to
investigate the mechanism and indicated that the reaction
progressed with the sequential hydrolysis esterification
reactions in parallel with transesterification.
The objective of the study was to determine the optimum
blend of Karanja biodiesel and diesel oil that would result in
a better engine performance along with minimum emission
characteristics. Following Grey-Taguchi approach, a multi
response problem was converted into a single one using
weighting factors of grey relational analysis. Lastly,
validation of the result was carried out by actual FIG 1: Single cylinder 4-stroke diesel engine
experimentation
 Table2: Specifications of engines and instruments. (1) Normalization
Normalization of the signal to noise ratio is
Manufacturer Kirloskar Oil Engines Ltd. performed to prepare raw data for the analysis where the
BHP 5 HP original sequence is transformed to a comparable sequence.
Speed 1500 rpm Linear normalization is usually required since the range and
Number of cylinders One unit in one data sequence may differ from the others. There
Compression ratio 16.5:1 are three different types of data normalization according to
Bore diameter 80 mm the requirement of Lower the Better (LB), Higher the Better
Length of stroke 110 mm (HB), or Nominal the Best (NB) criteria.
Type of loading Rope brake If the target value of original sequence is infinite,
Method of starting Crank start then it has a characteristic of the “higher is better”. The
Method of cooling Water cooling original sequence can be normalized as follows:
Method of ignition Compression ignition xo o
i (k)−minxi (k)
xi∗ = (1)
Specifications of the AVL gas analyser maxxo o
i (k) − min xi (k)
Manufacturer AVL India Pvt. Ltd. When the “Smaller is better” is a characteristic of
Type DiGas 444 the original sequence, then the original sequence should be
Model 5 gas analyser normalized as follows:
maxxo o
i (k) −xi (k)
xi∗ = (2)
Table 3: Fuel property table of diesel and biodiesel blends maxxo o
i (k) − min xi (k)
However, if there is a definite target value (desired
S.no Fuel Kinematic Flash and fire Specific Calorific value) to be achieved, the original sequence will be
tested viscosity at point (oC) gravity value(kJ/kg normalized in form:
|xo o
i (k)−x |
(Cst) (gm/m3 ) ) xi∗ = 1 − (3)
xo
i (k)−x
o

1 B0 3.9 55&65 0.829 41500 Or, the original sequence can be simply normalized
2 B20 5.2 62&72 0.832 38236.899 by the most basic methodology, i.e. let the values of original
3 B40 6.3 68&77 0.860 36907.809 sequence be divided by the first value of the sequence:
xo
i (k)
4 B60 6.8 75&85 0.874 35783.195 xi∗ = (4)
5 B80 7.2 98&108 0.886 34863.055 xo
i (1)
Where i = 1 . . . m; k = 1. . . n. m is the number of
experimental data items and n is the number of
parameters. xio (k) denotes the original sequence,xi∗ the
3. Design of Experiment
sequence after the data pre-processing, max xio (k) the
Taguchi method of DOE largest value of xio (k), minxio (k) the smallest value of
Experiments are designed using Taguchi method so that xio (k) and x o is the desired value.
effect of all the parameters could be studied with minimum (2) Determination of deviation sequences Δ0i(k) :
possible number of experiments. Taguchi method uses a The deviation sequence, Δ0i(k) is the absolute
special design of orthogonal arrays to study the entire difference between the reference sequence x0*(k) and the
parameter space with a small number of experiments. Signal comparability sequence xi*(k) after normalization. It is
to Noise (S/N) ratios are also calculated for analyzing the determined using equation:
effect of machining parameters more accurately. Based on Δ0i(k) = |x0∗ (k) − xi∗ (k)|(5)
Taguchi design L25 orthogonal array has been selected for (3) Calculation of grey relational coefficient (GRC)
the experiments in MINITAB 17. All these data are used for GRC for all the sequences expresses the
the analysis and evaluation of the optimal parameters relationship between the ideal (best) and actual normalized
combination. The selected L25 orthogonal array is table 4. S/N ratio. If the two sequences agree at all points, then their
Grey Relational Analysis grey relational coefficient is 1. The grey relational
In the grey relation analysis, experiment data, i.e., coefficient ξi(k) for the kth performance characteristics in
measured responses are first normalized in the range of 0 to the ith experiment can be expressed as :
1. This process is called normalization or grey relation xo
i (kΔmin+ζΔmax)
ξi (k) = (6)
generation. Based on this data, grey relation coefficients are ΔOi (k)+ζΔmax

calculated to represent the correlation between the ideal
(best) and the actual normalized experimental data. Overall,
grey relation grade is then determined by averaging the grey
relation coefficient corresponding to selected responses.
The overall quality characteristics of the multi-response
process depend on the calculated grey relation grade.
Where ΔOi is the deviation sequence of the
reference sequence and x0∗ (k) is the comparability sequence.
ζ is distinguishing or identification coefficient: ζ ∈ [0, 1] (the
value may be adjusted based on the actual system
requirements). A value of ζ is the smaller and the
distinguished ability is the larger. ζ = 0.5 is generally used.
Grey relational coefficient for 27 comparability sequences.
 (4) Calculation of grey relational grade (GRG)
After the grey relational coefficient is derived, it is
usual to take the average value of the grey relational
coefficients as the grey relational grade. The grey relational
grade is defined as follows:
1
γi = ∑nk=1 ξi(k) (7)
n
However, in a real engineering system, the
importance of various factors varies. In the real condition of
unequal weight being carried by the various factors, the grey
relational grade was extended and defined as above. The
grey relational grade γi represents the level of correlation
between the reference sequence and the comparability
sequence. If the two sequences are identical, then the value
of grey relational grade is equal to 1. The grey relational
grade also indicates the degree of influence that the
comparability sequence could exert over the reference
sequence. Therefore, if a particular comparability sequence
is more important than the other comparability sequences to
the reference sequence, then the grey relational grade for
that comparability sequence and reference sequence will be
higher than other grey relational grades
4. Analysis And Discussion Of Experimental Results
The grey relational grade γi represents the level of
correlation between the reference sequence and the
comparability sequence the weighted grey relational grade
calculated for each sequence is taken as a response for the
further analysis. The larger-the-better quality characteristic
was used for analyzing the GRG, since a larger value
indicates the better performance of the process. The number
of repeated test is one, since only one relational grade was
acquired in each group for this particular calculation of S/N.
The grey relation grades are now analyzed with Taguchi in
Minitab17 software.
The corresponding main effect plots are shown at the
next page. In the main effect plot, if the line for particular
parameter is nearly horizontal, the parameter has less
significant effect. On the other hand, a parameter for which
the line has the highest inclination will have the most
significant effect. From the main effect plot, the parameter
A (load) has the most significant effect among these two
parameters.
The optimum process parameter combination for
minimum emission and better engine performance is the
one which has the maximum value for signal to noise ratio
and grey relational grade. Thus, from the 2 plots of means,
the optimum process parameter combination is found to be
A5B2, i.e. load (A) at 100%, blend of fuel (B) at B 20.
In other word, the optimum combination is B 20 (diesel
80% + biodiesel 20%), 100 % engine load, where engine
performance is maximum and also the exhaust emission is
minimum.
FIG 2: Main effects plot for SN ratio and Grey relational
grade for optimum conditions
The optimal combination obtained from the S/N
ratio fig.2. is shown in below table 6.
Table 6: Optimal combinations of process parameters
Factor Load Blend
Level 100% (12kg) 20%
5. Conclusion
From this study it is seen that biodiesel is going to be the
natural choice for our future transport fuel. The foregoing
combination of experience and reasoning it is possible to
distil some conclusions about biodiesel as an automotive
fuel particularly in a developing country like India. The
following facts have been established through the present
work.
From the above study the multi-response parameters
(engine performance and emission study) are optimized
using grey relational analysis and converted into a single
response. Then Taguchi’s methodology is used to analyze
the experimental data. The main effects plot for both mean
of average grey grade and signal to noise ratio the optimized
combination is found to be A5B2. In this particular
combination it is predicted from the experimental data that
the engine performance is comparable to that of diesel,
moreover the emissions are less than that for diesel. That
means from the used blends of biodiesel and diesel, the B 20
blend is found to be most suitable blend for use in the diesel
engine without any engine modification. The corresponding
load applied on the engine is 100% load, i.e.12 kg load. The
confirmation test is also carried out to verify it and finally
observed the improvements of grey relational grade and
signal to noise ratios.
Finally it can be concluded that the biodiesel can be used
in a diesel engine without any engine modifications. And
from our experimental view, the best blend is the B20 blend
where the engine performance is comparable to that of diesel
and the emissions are less than from diesel.
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