Research Papers: Fuel Combustion

A Taguchi-Fuzzy-Based Multi-Objective Optimization of a Direct Injection Diesel Engine Fueled With Different Blends of Leucas Zeylanica Methyl Ester and 2-Ethylhexyl Nitrate Diesel Additive With Diesel

[+] Author and Article Information
Jibitesh Kumar Panda

Department of Production Engineering,
NIT Agartala,
Tripura 799046, India
e-mail: jibiteshpanda90@gmail.com

G. R. K. Sastry

Department of Mechanical Engineering,
NIT Agartala,
Tripura 799046, India

Ram Naresh Rai

Department of Production Engineering,
NIT Agartala,
Tripura 799046, India

1Corresponding author.

Contributed by the Internal Combustion Engine Division of ASME for publication in the JOURNAL OF ENERGY RESOURCES TECHNOLOGY. Manuscript received June 3, 2016; final manuscript received March 8, 2017; published online April 6, 2017. Assoc. Editor: Stephen A. Ciatti.

J. Energy Resour. Technol 139(4), 042209 (Apr 06, 2017) (12 pages) Paper No: JERT-16-1234; doi: 10.1115/1.4036323 History: Received June 03, 2016; Revised March 08, 2017

The increasing price of conventional diesel fuel, its deficiency, and the injurious outcome of combustion produced contaminants seem to make different sources more fascinating. Leucas zeylanica plant is noncomestible in nature and available abundantly. Leucas zeylanica methyl ester is renewable and least polluting fuel, which can supplement fossil fuels with unmodified engine condition. The existing experimentation assesses the performance and emission analysis by using various blends of leucas zeylanica methyl ester, diesel, and diesel additives like 2-ethylhexyl nitrate. This experimental investigation gives less engine emission and better performance as compared with mineral diesel. In the radical portion of this investigation, fuzzy-based Taguchi optimization for predicting the optimum input blends results in the optimum combination of performance and emissions parameter.

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Fig. 3

Experimental setup

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Fig. 4

Testo350 emission analyzer

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Fig. 5

Complete experimental setup circuit diagram

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Fig. 6

Cylinder pressure (bar) versus crank angle (deg)

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Fig. 7

BTHE versus different load

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Fig. 8

BSFC versus different load

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Fig. 9

NOx versus different load

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Fig. 10

UHC versus different load

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Fig. 11

Trade-off between equivalence ratio, NOx, and bsfc for different loads: (a) 3 kg, (b) 6 kg, (c) 9 kg, and (d) 12 kg

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Fig. 12

Membership functions (MPCI)

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Fig. 14

S/N ratio plot (for BTHE)

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Fig. 15

S/N ratio plot (for BSFC)

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Fig. 16

S/N ratio plot (for NOx)

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Fig. 17

S/N ratio plot (for UHC)




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