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Materials Today: Proceedings 4 (2017) 7457–7466 www.materialstoday.com/proceedings

ICAAMM-2016

Selecting Optimal Combination of Operating Parameters of Diesel


Engine Using Analytic Hierarchy Process
Bridjesh Pa*, Periyasamy Pb, Mallikarjuna M Vc
a
Department of Mechanical Engineering, MLR Institute of Technology, Hyderabad, 500043, India
b
Department of Mechanical Engineering , St. Peter’s University, Chennai, 60054, India
c
Department of Mechanical Engineering, QIS College of Engg & Tech, Ongole, 523272, India

Abstract

This paper presents a mathematical approach to find the optimal combination of operating parameters of a diesel engine. The
proposed approach not only provides the analysis of the alternatives, but also enables the visualization of various criteria present
and their interrelations. The measures of the criteria and their relative importance are used to rank the alternatives. The use of
permanent concept helps in better appreciation of the criteria and it characterizes the considered selection problem as it contains
all possible structural components of the criteria and their relative importance. It was found that the combination of Compression
ratio of 15.37:1 and Load of 18 amperes is the optimal combination of operating parameters of the diesel engine.

© 2017 Elsevier Ltd. All rights reserved.


Selection and Peer-review under responsibility ofthe Committee Members of International Conference on Advancements in
Aeromechanical Materials for Manufacturing (ICAAMM-2016).

Keywords:Diesel Engine; MADM; AHP; Permanent Index; Matrix.

1. Introduction

The challenge for diesel engine includes higher power densities with economy, comfort, meeting stringent
emission norms at comparative cost. Various cost effective strategies were adapted by researchers to deal with NOx
and soot emissions. Diesel engines generally have a high compression ratio. The compression pressure and
temperature at top dead centre are extremely high at higher compression ratios. When fuel is injected under these
conditions, ignition takes place before an adequate air-fuel mixture is formed and heterogeneous combustion occurs.
This results in formation of NOx due to insufficient oxygen. Reduction of compression ratio is much favored
approach to meet the reduced levels of NOx – soot emission. When compression ratio is reduced, peak compression
pressure and temperature is reduced. Consequently, ignition takes longer even when fuel is injected near top dead
centre position.

* Bridjesh P. Tel.: +91 9849243057


E-mail address: meetbridjesh@gmail.com

2214-7853© 2017 Elsevier Ltd. All rights reserved.


Selection and Peer-review under responsibility ofthe Committee Members of International Conference on Advancements in Aeromechanical
Materials for Manufacturing (ICAAMM-2016).
7458 Bridjesh / Materials Today: Proceedings 4 (2017) 7457–7466

Nomenclature
A ampere
AHP analytic hierarchy process
BP brake power
BSFC brake specific fuel consumption
BTDC before top dead center
BTE brake thermal efficiency
CO carbon monoxide
CO2 carbon dioxide
CR compression ratio
CSR consistency ratio
EAR excess air ratio
HC hydro carbon
MADM multi attribute decision making
NOx nitric oxide
O2 oxygen
μ(x) membership function
μ(Mi) right score
μ(Ml) left score
μ(Mt) total score

This enables not only better mixing of fuel-air but also alleviates the formation of NOx, as the combustion becomes
more uniform without localized high temperature areas and oxygen insufficiencies. Mac Millan [1] investigated the
effect of compression ratio on sensitivity to changes in injection and air-fuel ratio by using pistons with different
bowl sizes. It was found that NOx trade-off improved and there was fall in combustion efficiency. Ryouta Minamino
et al [2] showed that low compression ratio is one method for increasing power density under the limited maximum
in-cylinder pressure. They also showed that low soot combustion with minimum excess air ratio (EAR) is required
to achieve low soot emission without decreasing engine output. Beatrice et al [3] analyzed the effect of compression
ratio on the performance of diesel engine and evidenced a strong improvement in NOx – Particulate trade off at
reduced compression ratio. A better design of the engine can considerably improve the performance and lower the
exhaust gas emissions and in turn will lead to better brake thermal efficiency and lower the environmental pollution
[4, 5].
The low compression diesel technology has become viable with the stringent emission regulations. The
slower ignition will allow time for better mixing of air-fuel and therefore complete combustion may happen to
reduce soot and NOx [6, 7]. This is achieved by delaying injection until after top dead centre position. Cursente et al
[8] describes the combustion effects of reduction of compression ratio and quantifies the improvements in-terms of
power, fuel consumption and emissions with larger piston bowl and lower hole number of fuel injector. Sono et al
[9] examined the performance of high speed diesel engine at reduced compression ratio using Pent-roof combustion
chamber with straight ports and showed the improvement in specific power of the engine while minimizing any
increase in the maximum cylinder pressure. Mendez and Thirouard [10] evaluated the benefits of multiple injection
strategies to improve the trade-off between engine emissions, noise and fuel economy on a low compression ratio
diesel engine. They showed that multiple injection strategies can be used to control the fuel distribution to enhance
air use in the combustion chamber and by splitting the heat release, adequate control of combustion noise can be
achieved.
The best performance of the engine can be obtained by the optimal combination of operating parameters.
Various parameters that influence the performance of the engine are compression ratio, injection timing, injection
Bridjesh / Materials Today: Proceedings 4 (2017) 7457–7466 7459

pressure, load etc [11]. Selection of optimal combination of operating parameters is a significant phase to improve
the performance of the engine. Decision making is the process of finding the best option from all of the feasible
alternatives. A number of multi attribute decision making methods were proposed in the literature in conjunction
with the real time requirements. Most commonly used MADM methods are Simple Additive Weighting (SAW),
Weighted Product Method (WPM), Analytic Hierarchy Process (AHP), Technique for order preference by similarity
to ideal solution (TOPSIS), Compromise ranking method (VIKOR), Graph theory approach (GTA), PROMETHEE,
ELECTRE, LINMAP, ANN etc. these techniques were extensively applied to numerous diverse decision making
problems.
Analytic hierarchy process (AHP) was proposed by Saaty [12]. This method disintegrates a problem into a
series of pair wise comparisons and synthesizes the results. An AHP hierarchy can have as many levels as needed to
fully characterize a particular decision situation. A number of functional characteristics make AHP a useful
methodology [13]. The vital characteristics of AHP include the ability to handle decision situations involving
subjective judgments, multiple decision makers and the ability to provide measures of consistency of preference
[14]. AHP can efficiently deal with the objective and subjective attributes [15] used AHP for procurement selection
and developed a selection method that uses multi-attribute utility technology. De Boer et al [16] proposed AHP
process in selection of supplier. Haq and Kannan [17] suggested a structured model for evaluating vendor selection
using fuzzy AHP. Yurdakul [18] proposed a model link in the machine alternatives for machine tool selection. The
evaluation of machine tool alternatives is solved considering strategic implications of the machine tool selection
decision using AHP. Ayag and Ozdemir [19] proposed a fuzzy AHP based approach to evaluate the alternative
machine tools. Computer software was developed to make cost-benefit analysis as well. Duran and Aguilo [20]
proposed a fuzzy-AHP based approach for selecting machine tools. [21] Reported that fuzzy numbers convert
intangible factors into crisp scores for better estimation of importance of attributes and alternatives. In this paper
Combinatorial mathematics approach is considered to find the optimal combination of operating parameters on a
diesel engine.

2. Experimental Setup & Procedure

The engine used in the present setup is a stationary diesel engine. Figure 1 shows the schematic diagram of
the experimental setup. The technical specifications are shown in Table 1. The engine was loaded using the
swinging field electrical dynamometer. It consists of a 5-kVA AC alternator (220V, 1500 rpm) mounted on bearings
on the rigid frame. Strain gauge type load cell was used to obtain the output power. A water rheostat with an
adjustable depth of immersion electrode was provided to dissipate the power generated. The combustion pressure
inside the combustion chamber was measured by using an AVL GH12D pressure transducer. It was mounted at the
center of the cylinder head. AVL364 Angle Encoder was used to measure the crank angle at the top dead centre
position. To convert analog into digital output, the charge amplifier and encoder were connected to AVL 615
Indimeter A/D card. AVL 615 Indimeter software was used to analyze the output of the A/D card, which generates
pressure-crank angle diagram at every crank angle. A thermocouple is fitted at the exhaust to measure the exhaust
gas temperature. Exhaust gas constituents like NOx , HC, CO2, CO and O2 were measured with a 5-gas MRU 1600
Delta gas analyzer. Smoke levels were measured using an AVL 415 variable sampling smoke meter. Initially the
engine was run on no load condition and its speed was maintained at a constant speed of 1500 rpm. The engine was
tested at varying loads of 4.5 A, 9A, 13.5A and 18A by means of an electrical dynamometer.
7460 Bridjesh / Materials Today: Proceedings 4 (2017) 7457–7466

Table 1: Specification of the engine

Component Specification
Make Kirloskar Engines Ltd, Pune

Type of engine Four Stroke Single Cylinder Water Cooled Engine

Bore and Stroke 87.5 mm & 110 mm


Compression ratio 17.5 : 1
BHP and rpm 4.4kW & 1500 rpm
Fuel injection pressure 200 N/mm2
Fuel injection timing 230 BTDC
Dynamometer Eddy Current Dynamometer

2
4 5 6 9

3
1

Figure 1: Schematic diagram of experimental setup

1. Engine 2. Dynamometer 3. Crank angle encoder 4. Load cell 5. Exhaust gas analyzer 6. Smoke meter 7. Control
panel 8. Computer 9. Silencer

For each loading conditions, the engine was run for at least 15 min after the data was collected. In the present study,
thin copper spacers were used to vary the clearance volume to obtain compression ratios of 16.4:1, 15.37:1, 14.5:1
and 13.7:1 apart from the standard compression ratio of 17.5:1. In order to check the repeatability of measurements,
the experiment was repeated twice.

3. Combinatorial Mathematics Approach

The step wise procedure of the proposed approach is given below:


Step 1: Attributes Matrix
Attributes matrix is the collection of attribute data for each alternative. The attributes may be subjective or objective.
The decision matrix of the stated problem is shown in Table 2, having 16 experiments, engine output parameters
viz., Brake power (BP), Brake specific fuel consumption (BSFC), Brake themal efficiency (BTE), exhaust emissions
viz., NOx, HC, CO, CO2 and O2.
Step 2: Normalization of decision matrix
Normalization to the decision matrix is done to set the attributes data on same scale so that comparisons
can be made easier. In the proposed approach, following normalization procedure is adopted. Let xij is the
normalized value of yij for attribute j of alternative I, then
Bridjesh / Materials Today: Proceedings 4 (2017) 7457–7466 7461

Table 2. Engine output data

Operating Parameters Performance Characteristics Emission Characteristics


Exp No Load(A) C.R B.P (kW) BSFC (kg/h kW)BTE(%) NOx(ppm)HC(ppm)CO(%)CO2(%)O2(%)

1 4 17.5 1.08 0.552 15.16 264 23 0.03 2.4 16.32


2 4 16.4 1.10 0.548 15.07 220 27 0.03 2.5 17.21
3 4 15.37 1.02 0.531 15.81 190 24 0.02 2.2 16.78
4 4 14.5 1.10 0.582 14.23 198 29 0.04 2.5 16.02
5 4 13.7 1.08 0.635 14.26 61 9 0.03 1.2 19.08
6 9 17.5 2.29 0.358 22.02 468 22 0.03 3.4 13.65
7 9 16.4 2.27 0.358 21.37 403 27 0.03 3.2 15.83
8 9 15.37 2.26 0.357 22.49 401 24 0.02 3.5 15.41
9 9 14.5 2.26 0.358 21.78 384 27 0.02 3.7 14.72
10 9 13.7 2.23 0.378 21.20 102 13 0.03 1.8 18.18
11 13 17.5 3.33 0.285 23.15 648 20 0.04 4.7 13.46
12 13 16.4 3.30 0.311 27.19 478 23 0.03 4.1 14.74
13 13 15.37 3.29 0.301 26.78 443 27 0.02 4 15.01
14 13 14.5 3.27 0.395 20.56 279 31 0.02 4.6 13.63
15 13 13.7 3.16 0.436 18.40 94 34 0.06 1.3 17.94
16 18 17.5 4.12 0.297 24.54 782 26 0.04 5.8 12.75
17 18 16.4 3.87 0.363 24.12 327 21 0.04 5.3 13.01
18 18 15.37 4.08 0.341 25.01 185 14 0.03 2.1 18.34
19 18 14.5 3.98 0.411 18.36 184 18 0.05 2.5 12.85

xij = yij / maxj (yij) ; if jth attribute is beneficial (1)


th
xij = minj (yij) / yij ; if j attribute is non-beneficial (2)

The attributes Brake power, Brake specific fuel consumption, Brake thermal efficiency, NOx, HC are
beneficial and CO, CO2, O2 are non-beneficial. The normalized values of data xij for these attributes are determined
using eq (1) and eq (2). The normalized decision matrix is given in Table 3.

Step 3: Relative importance values of attributes


The relative importance values of the attributes are assigned as suggested by Sarkis (1999) [22]. If aij
represents the relative importance of the ith attribute over the jth attribute, then the relative importance of the jth
attribute over the ith attribute is evaluated using eq (3).
aji = 1/ aij (3)
Table 4 is suggested as an aid in assigning aijand ajivalues.

Brake power is considered more strongly important than the Brake specific fuel consumption. Hence relative
importance value of 3 is assigned to BP over BSFC and a relative importance value of 1/3 is assigned to BSFC over
BP. Similarly the relative importance among other attributes is assigned. However, in actual practice, these values of
relative importance of attributes can be judiciously decided by the decision maker. The relative importance attributes
matrix is given in eq (4).
7462 Bridjesh / Materials Today: Proceedings 4 (2017) 7457–7466

Table 3. Normalized values of attributes

Operating Parameters Performance Characteristics Emission Characteristics


Exp No Load(A)C.R B.P(kW) BSFC(kg/h kW) BTE(%)NOx(ppm) HC(ppm) CO(%)CO2(%) O2(%)
1 4 17.5 0.033 0.7720 0.0890 0.4270 0.2940 0.2920 0.2350 0.6431
2 4 16.4 0.2696 0.8630 0.5542 0.4603 0.7941 0.6667 0.4800 0.6502
3 4 15.37 0.2500 0.8362 0.5815 0.3975 0.7059 1.0000 0.5455 0.6669
4 4 14.5 0.2696 0.9165 0.5234 0.4142 0.8529 0.5000 0.4800 0.6985
5 4 13.7 0.2647 1.0000 0.5245 0.1276 0.2647 0.6667 1.0000 0.5865
6 9 17.5 0.5510 0.2520 0.7030 0.2010 0.3280 0.2920 0.3031 0.6436
7 9 16.4 0.5564 0.5638 0.7860 0.8431 0.7941 0.6667 0.3750 0.7069
8 9 15.37 0.5539 0.5622 0.8271 0.8389 0.7059 1.0000 0.3429 0.7262
9 9 14.5 0.5539 0.5638 0.8010 0.8033 0.7941 1.0000 0.3243 0.7602
10 9 13.7 0.5466 0.5953 0.7797 0.2134 0.3824 0.6667 0.6667 0.6155
11 13 17.5 0.8260 0.0000 1.0000 0.0740 0.3990 0.2920 0.2987 0.6672
12 13 16.4 0.8088 0.4898 1.0000 1.0000 0.6765 0.6667 0.2927 0.7592
13 13 15.37 0.8064 0.4740 0.9849 0.9268 0.7941 1.0000 0.3000 0.7455
14 13 14.5 0.8015 0.6220 0.7562 0.5837 0.9118 1.0000 0.2609 0.8210
15 13 13.7 0.7745 0.6866 0.6767 0.1967 1.0000 0.3333 0.9231 0.6237
16 18 17.5 1.0000 0.0090 0.9910 0.0000 0.2020 0.5000 0.2137 0.7061
17 18 16.4 0.9485 0.5717 0.9239 0.6841 0.6176 0.5000 0.2264 0.8601
18 18 15.37 1.0000 0.5370 0.9198 0.3870 0.4118 0.6667 0.5714 0.6101
19 18 14.5 0.9755 0.6472 0.6752 0.3849 0.5294 0.4000 0.4800 0.8708

Table 4. Relative importance of attributes

Class description Relative importance of attributes


-----------------------------------------
aij aji
Two attributes are of equal importance 1 1
One attribute is moderately important that the other 2 1/2
One attribute is strongly important than the other 3 1/3
One attribute is very strongly important than the other 4 1/4
One attribute is extremely important than the other 5 1/5

 Attribute BP BSFC BTE NOx HC CO CO2 O2 


 BP 1 3 2 2 2 4 3 4 
 
 BSFC 0.33 1 2 2 2 3 2 2 
 
B1 =  BTE 0.50 0.50 1 3 2 4 3 2  (4)
 NOx 0.50 0.50 0.33 1 2 2 2 2 
 
 HC 0.50 0.50 0.50 0.50 1 2 2 2 
 CO 0.25 0.33 0.25 0.50 0.50 1 2 2 
 
 CO2 0.33 0.50 0.33 0.50 0.50 0.50 1 2 
 02 0.25 0.50 0.50 0.50 0.50 0.50 0.50 1 
 

Test of consistency
It is required that the Consistency Ratio(CSR) value of the relative importance of attributes should not be more
than 0.1. if the CSR is greater than 0.1, then a re-examination of the pair-wise judgments is recommended until a
CSR less than or equal to 0.1 is achieved, Venkat Rao (2012) [23].
Bridjesh / Materials Today: Proceedings 4 (2017) 7457–7466 7463

• Find the relative normalized weight (Wi) of each attribute by (i) calculating the geometric mean of the ith
row of relative importance matrix B1 and (ii) normalizing the geometric means of rows in the comparison
matrix as shown in eq (5) and eq (6).
1/ n
 n 
∏ bij 
GMi =  j =1  (5)
n
GMi /  GMi
i =1
Wj = (6)
The weighted criteria for the relative importance matrix B1 is shown in Table 5.
Table 5. Weighted criteria

BP BSFC BTE NOx HC CO CO2 O2

0.283 0.162 0.166 0.085 0.076 0.076 0.076 0.076

• Calculate the Weighted sum vector, B3 such that B3=B1XB2 where B2= [w1, w2, w3, ……… wn] and
Consistency vector, B4 such that B4 = B3/B2. The Weighted sum vector B3 is shown in eq (7) and
Consistency vector, B4 is shown in eq (8).
2.259
1.442 
 
1.480 
 
 0.971
B3 = 0.880  (7)
 
0.627 
0.577 
 
0.467 

 7.982 
 8.903 
 
 8.913 
 
11.422
11.579
B4 =   (8)
 8.246 
 7.594 
 
 6.148 
7464 Bridjesh / Materials Today: Proceedings 4 (2017) 7457–7466

• Determine the maximum eigen value λmax, which is the average of matrix B4.
The max eigen value, λmax= 8.848

• Calculate the Consistency index, CI = (λmax-n)/(n-1)


Where n is the size of the matrix. The smaller the value of CI, the smaller is the deviation from the
consistency.
The consistency index CI = 0.121

• Obtain the Random index, RI for the number of attributes used in decision making.
The Random index RI = 0.132

• Calculate the consistency ratio, CSR = CI / RI


The Consistency ratio, CSR = 0.086
The value CSR = 0.086 is much less than the allowed CSR value of 0.1. Thus, there is good consistency in the
judgments made.

Step 4: Formation of alternative selection attribute matrix


The alternative selection attribute matrix is formed by keeping the normalized values for attributes data for the
respective alternative as the diagonal elements. This matrix is represented by B.

B=

Where [A1, A2, A3, …….. An ] are the normalized values of attributes for the considered alternative. For
experiment 1 in Table 3, the alternative selection attribute matrix B5 is given below and similarly the other
alternative selection attribute matrices are obtained.
0.2696 3 2 2 2 4 3 4 
0.3333 0.863
 2 2 2 3 2 2 
 0.5 0.5 0.5542 3 2 4 3 2 
B5 =  
 0 . 5 0. 5 0 . 3333 0. 4603 2 2 2 2 
 0.5 0.5 0.5 0.5 0.7941 2 2 2 
 
 0.25 0.3333 0.25 0.5 0.5 0.6667 2 2 
0.3333 0.5 0.3333 0.5 0.5 0.5 0.4800 2 
 
 0.25 0.5 0.5 0.5 0.5 0.5 0.5 0.6502

Step 5: Permanent of alternative selection attribute matrix


The permanent of a matrix is a polynomial in the entries of matrix. It is interpreted as the sum of weights of
cycle covers of a directed graph, Geetha (2015) [24], and as the sum of weights of perfect matching in a bipartite
Bridjesh / Materials Today: Proceedings 4 (2017) 7457–7466 7465

graph suggested by Muir and Thomas (1882) [25]. Permanents are used in combinatorial mathematics as no
information is lost due to the positive signature of the permutations. The permanent function for a matrix B is shown
in Eq (9).
M

∏Si + ...(a a )A A...A +...(a a a


i =1 i j k m
ij ji k l m
i j k m
ij ji ki + aikakjaji )Al Am...Am

Per(A)= (9)
 
+ ...(aijaji )(aklalk )Am An...Am + ...(aijajkaklali + ailalkakjaji )Am An...Am 
 i j k m 

 
+ ...(aijaji )(aklalmamk + akmamlalk )An Ao...Am + ...(aijajkaklalmami + aimamlalkakjaji )An Ao...Am + ......
i j k m i j k m 

A computer program is developed to determine the values of permanent function for all experiments.

Step 6: Rank of alternatives


The Permanent index which is also called as the permanent function is determined for all experiments. The
values of permanent index is sorted and ranked. The alternative for which the value of permanent index is highest is
the best choice for the considered decision making problem. The permanent index (PI) values for 19 experiments are
shown in Table 6.
Table 6. Permanent Index Values

Exp No C.R Load(A) Permanent Index Rank

18 15.4 18 56905 1
16 17.5 18 56635 2
14 14.5 13 55289 3
12 16.4 13 54712 4
11 17.5 13 54509 5
9 14.5 9 54211 6
8 15.4 9 53772 7
17 16.4 18 52516 8
7 16.4 9 52407 9
6 17.5 9 52312 10
15 13.7 13 51977 11
13 15.4 13 51129 12
19 14.5 18 50463 14
1 17.5 4 50403 15
3 15.4 4 50377 16
2 16.4 4 49078 17
4 14.5 4 48610 18
10 13.7 9 46227 19

5. Conclusion
The proposed mathematical approach deal with the selection of optimal combination of operating
parameters on a diesel engine considering qualitative and quantitative attributes. The uniqueness of the decision
7466 Bridjesh / Materials Today: Proceedings 4 (2017) 7457–7466

making approach is that it offers a general procedure that can be applied to diverse selection problems with a
number of selection attributes. The approach is logical, simple and convenient to implement as more critical analysis
can be done using the attributes. In the permanent procedure, even a small variation in the attributes leads to a
significant difference in the permanent index and hence it is easy to rank the alternatives in the descending order. In
the present work the combination of 15.37:1 Compression ratio and 18A Load is found to the optimal combination
of operating parameters.

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