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Energy
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a r t i c l e i n f o a b s t r a c t
Article history: Current energy and environmental situations have been driving the development of new alternative
Received 6 May 2014 energies, especially in transportation sector. The objective of this research is to present a decision
Received in revised form support methodology to compare engine torques between using the average value and the new approach
18 January 2015
called response surface. This research investigates the engine torques from neat diesel fuel (WPO (waste
Accepted 20 January 2015
Available online xxx
plastic pyrolysis oil) 0%) and blend 25% of waste plastic pyrolysis oil by volume in diesel (WPO 25%) at
wide range of engine load (20%, 40%, 60%, and 100%) and speed (800 rpm, 1200 rpm, 1500 rpm, 1800 rpm,
and 2000 rpm). A heavy-duty multi-cylinder diesel engine was installed on an engine dynamometer and
Keywords:
Decision support methodology
the torque data were recorded. The contribution of this research is to present a more accurate meth-
Response surface odology to perform an engine torque comparison. The value of this research lies in the development of a
Diesel engine new approach, which is applicable to decision makers in obtaining an engine torque comparison.
Torque Consequently, the benet of the research is that the empirical data from a heavy-duty diesel engine
Waste plastic pyrolysis oil fueled with waste plastic oil blends are revealed. The number of experimentations can be reduced and
this leads to lower costs and less time usage for future research.
2015 Elsevier Ltd. All rights reserved.
1. Introduction acceptable. However, the weak point is that the number of exper-
imentations is limited in much engineering research because of the
Alternative energy research is an important eld of study since cost and time consuming. Moreover, this technique cannot be
it has been assumed that fossil fuel reserves are running out [1]. assured that the number of experimentations is sufcient to be the
Accordingly, alternative fuels such as biodiesel, gasohol, and die- representative of the engine performance.
sohol etc. play an important role since they are the blends of With the purpose of overcoming this limitation, the objective of
agricultural products. They have shown economic and environ- this research is to present a new decision support methodology for
mental benets [2e5]. An important point of the utilization of torque performance comparison. This approach applies response
alternative fuels is the changing of engine performance and emis- surface to generate more reliable and accurate mathematical
sion concentration [6]. The results of studies usually report the models, which can predict a sufcient number of outputs. There-
differences in terms of unit percentages since they are easy to fore, these models can be a representative of the engine perfor-
interpret [7e9]. The primitive comparison method compares the mance and the comparison results can become more accurate.
average values, which is discussed as the comparison of the This research experimentation was done on a six-cylinder diesel
average value in this paper. This technique is simple and engine fueled with diesel and WPO (waste plastic pyrolysis oil) 25%,
since plastic pyrolysis oil has properties similar to those of diesel.
Plastic pyrolysis oil holds strong possibilities for becoming a new
energy source and also a waste management process. Engine torque
* Corresponding author. 1518, Pracharat 1, Wongsawang, Bangsue, Bangkok,
10800, Thailand. Tel.: 66 2 555 2000; fax: 66 2 587 4350. was selected as the example throughout the research because it is
E-mail address: chedthawutp@kmutnb.ac.th (C. Poompipatpong). one of the most important engine parameters [10]. The two most
http://dx.doi.org/10.1016/j.energy.2015.01.095
0360-5442/ 2015 Elsevier Ltd. All rights reserved.
Please cite this article in press as: Poompipatpong C, Kengpol A, Design of a decision support methodology using response surface for torque
comparison: An empirical study on an engine fueled with waste plastic pyrolysis oil, Energy (2015), http://dx.doi.org/10.1016/
j.energy.2015.01.095
2 C. Poompipatpong, A. Kengpol / Energy xxx (2015) 1e7
outstanding benets of the study are as follows: (1) the practical Table 1
data from a heavy-duty multi cylinder diesel engine fueled with Conclusion of process parameters.
WPO blends over a wide range of load and speed are revealed; and Fuel (F) Load (L) Speed (S) Runs (setup
(2) the details of the comparison techniques are also discussed. This condition)
assists researchers in selecting an appropriate comparison tech- WPO 0% 20% 800, 1200, 1500, 1800 and 2000 rpm 5 runs
nique for correct results of the experiments. 40% 800, 1200, 1500, 1800 and 2000 rpm 5 runs
60% 800, 1200, 1500, 1800 and 2000 rpm 5 runs
100% 800, 1200, 1500, 1800 and 2000 rpm 5 runs
2. Research methodology WPO 25% 20% 800, 1200, 1500, 1800 and 2000 rpm 5 runs
40% 800, 1200, 1500, 1800 and 2000 rpm 5 runs
The methodology of this research is shown in Fig. 1. WPO 25% 60% 800, 1200, 1500, 1800 and 2000 rpm 5 runs
was selected for the engine testing since literature [11,12] 100% 800, 1200, 1500, 1800 and 2000 rpm 5 runs
Total 40 runs(20 runs
conrmed that the usage of high portion of waste plastic oil leads
for each fuel)
to long ignition delay period and knocking phenomena because of
lower Cetane number. Fig. 1 presents that the output torque from
the experiments with the diesel and WPO 25% is compared using
both a comparison of the average value and a comparison by ignorance of some high load conditions still provides acceptable
applying response surface methodology. The methods of each experiment results. However, the 80% load condition is taken into
comparison technique and the details of their calculations are the conrmation process, which will be discussed in section 4.
described in sections 3.1 and 3.2, respectively. Finally, the conr- The engine used in the research was a six-cylinder heavy-duty
mation process is discussed in section 4. diesel engine. Its detailed specications are shown in Table 2. The
The effect of fuel blends is investigated over normal load and engine was mounted on a Clayton water brake dynamometer,
speed conditions. The three process parameters (or variables) in the which supplied the engine load. A Debimo airow measuring blade
research are: (1) fuel blends (2) engine loads and (3) engine speeds. and KIMO CP200 were installed at the intake manifold for airow
The output torque of pure diesel fuel is compared to that of the measurement. The fuel ow rate was measured on a geometric
WPO 25%. Four engine loads and ve engine speeds are investi- basis using a digital scale and a stopwatch. The closed-loop water
gated. This research was performed based on FFD (full-factorial cooling system with a cooling tower was utilized. The engine
design). Hence, there are twenty runs (or setup conditions). Thirty temperature was controlled with a coolant temperature controller.
raw data are collected during the ve minutes of each run. Then, Thermocouples were attached to the system throughout the
the average values are presented, according to the purpose of sta- investigation to collect the raw data. Fig. 2 presents a diagram of the
tistical analysis. The details of each parameter are shown in Table 1. experimental setup.
It is important to notify in this section that 80% load condition is not The plastic pyrolysis oil used in this research was processed at
taken into account in this step because literature [13,14] depicted 300e500 C at atmospheric pressure for around 3e4 h. The product
that, in high load condition, the engine performances gradually comprised approximately 70% of pyrolysis oil, 15% of residue and
change as the load increases. A literature [15] showed that the 15% of pyrolysis gas on geometric basis. Fuel properties are also
shown in Table 3. The engine output torque was recorded and the
engine was started with diesel and then switched to the WPO blend
for the test. At the end of the test, the engine was run with diesel
Start
(WPO 0%) for a while to ush out the waste plastic pyrolysis oil
from the fuel line and injection system.
Introduction and Literature Reviews (Section 1)
Mathematical Modelling and Raw data were collected from the experiment and analyzed. The
Average Torque Average Torque
Response Surface (RS) Plot results were reported in percentage (%) units since this is more
from WPO 0% from WPO 25% readily understandable and comparable than when they are pre-
Comparison
by Applying No sented in raw data [16]. However, the percentage calculation con-
Response Accuracy
Check
sists of several methods, which provide different outputs. This
Comparison by Percentage Surface
section presents the details of two engine torque comparison
Deviation Method Methodology (Section 3.2)
Yes
techniques, which are: (1) the comparison of the average value, and
Comparison of
the Average Value (2) a new comparison technique, the comparison by applying RSM
Determination of the Determination of the
Technique (Section 3.1) Volume Covered by Volume Covered by (response surface methodology).
the RS of WPO 0% the RS of WPO 25%
Table 2
Comparison by Percentage Engine specications.
Deviation Method
Model Hino WO6D
Please cite this article in press as: Poompipatpong C, Kengpol A, Design of a decision support methodology using response surface for torque
comparison: An empirical study on an engine fueled with waste plastic pyrolysis oil, Energy (2015), http://dx.doi.org/10.1016/
j.energy.2015.01.095
C. Poompipatpong, A. Kengpol / Energy xxx (2015) 1e7 3
Table 4
8 9 The comparison of the average value.
3.1. The comparison of the average value According to Table 4, the input parameters in engine research
are usually planned around 4e6 levels of tested condition
This technique is the most straightforward [9e11]. Since the [12,13,18]. This research experimentation was also planned at four
aim was to compare the engine torque between diesel and WPO levels of load (20%, 40%, 60%, and 100%) and ve levels of speed
25%, the rst step was to average the engine torque from diesel (800 rpm, 1200 rpm, 1500 rpm, 1800 rpm, and 2000 rpm). The main
and the average of the engine torque from WPO 25%. Both of the objective of presenting this technique was to provide researcher
results were then compared using the percentage deviation with a new decision support methodology in the prediction of
method (PD). The process is shown in the dashed box on the left of engine performance. This technique consists of three main steps, as
Fig. 1. follows.
Table 4 presents the output torque from both fuels. The average
torques were 266.33 Nm and 239.50 Nm for diesel and WPO 25%,
3.2.1. Mathematical modeling and response surface plot
respectively. The difference was calculated using the percentage
Engine output torque (T) is to be plotted as response surface to
deviation method. According to Table 4, the comparison results
which a mathematical model is tted as a function of fuel type (F),
using this technique presented that the engine fueled with WPO
engine load (L) and speed (S), as shown in Equation (1). The model
25% produced 10.08% lower torque than that of the engine fueled
for a multiple regression takes many different forms. It was found in
with diesel. This is because the WPO 25% has less heating value and
previous research [19e21] that the second-order models are nor-
lower Cetane number than that of diesel. Less heating value de-
mally applied, as shown in Equation (2) [22]. Equation (2) assumes
nitely reduce the engine performance, while literature explained
that the response surface Y contains free term (b0), linear term (Xi),
that the lower Cetane number leads to the longer ignition delay,
squared term Xi2 and cross product term (XiXj), which have the
which is the period between the injection and the start of com-
coefcients b.
bustion [12,13,17]. This delay period depicts the risk to abnormal
combustion in diesel engine and, accordingly, reduces the engine Torque f F; L; S (1)
torque and power [10].
X
k X
k X
k
Torque b0 bi Xi bii Xi2 bij Xi Xj (2)
Table 3 i1 i1 i < j2
Fuel property.
According to the experimental results, a quadratic model of
Fuel property Diesel (WPO 0%) WPO (25%)
engine torque was generated. The results are shown as a function
Color Yellow Brown of fuel blend, engine load, and engine speed in Equation (3). In
Viscosity, cSt @ 40 C 2.10 2.22
order to present the relation of diesel (WPO 0%), F was placed by
Density @ 30 C (g/cc) 0.862 0.884
Pour point ( C) 6 2 zero. Consequently, Equation (3) becomes Equation (4) and the
Flash point ( C) 60 55 response surface is then shown in Fig. 3. In addition, if F is placed
Fire point ( C) 66 58 by twenty-ve, Equation (3) becomes Equation (5) and the rela-
Cetane number 56 53 tion of WPO 25% is presented. The response surface is also shown
Heating value (kJ/kg) 45517.14 44990.55
in Fig. 4.
Please cite this article in press as: Poompipatpong C, Kengpol A, Design of a decision support methodology using response surface for torque
comparison: An empirical study on an engine fueled with waste plastic pyrolysis oil, Energy (2015), http://dx.doi.org/10.1016/
j.energy.2015.01.095
4 C. Poompipatpong, A. Kengpol / Energy xxx (2015) 1e7
Table 5
Tables 5 and 6 present the details of the accuracy check in this
Accuracy check of the mathematical model for WPO 0% (diesel) by using MAPE.
step. MAPE were 12.26% and 11.57% for diesel and WPO 25%
Load Speed Torque (Nm) Error Percentage Absolute
(%) (rpm) (Nm) of error (%) percentage
Measure Predict
of error (%)
Please cite this article in press as: Poompipatpong C, Kengpol A, Design of a decision support methodology using response surface for torque
comparison: An empirical study on an engine fueled with waste plastic pyrolysis oil, Energy (2015), http://dx.doi.org/10.1016/
j.energy.2015.01.095
C. Poompipatpong, A. Kengpol / Energy xxx (2015) 1e7 5
Table 6
Accuracy check of the mathematical model for WPO 25% by using MAPE.
VolumeTorque WPO 25% VolumeTorque Diesel
PD 100% (9)
Load Speed Torque (Nm) Error Percentage Absolute
VolumeTorque Diesel
(%) (rpm) (Nm) of error (%) percentage
Measure Predict
of error (%)
2:58091 107 2:84971 107
20 800 237.44 202.70 34.747 14.63 14.63 PD 100% (10)
2:84971 107
1200 181.37 176.71 4.669 2.57 2.57
1500 136.14 147.64 11.506 8.45 8.45
1800 84.39 110.38 25.996 30.81 30.81 PD 9:43% (11)
2000 51.85 80.98 29.133 56.19 56.19
40 800 241.55 262.99 21.442 8.88 8.88
1200 257.91 255.88 2.034 0.79 0.79
1500 270.56 240.97 29.593 10.94 10.94
1800 264.76 217.86 46.902 17.71 17.71 4. The conrmation process
2000 226.18 197.90 28.282 12.50 12.50
60 800 246.45 286.61 40.160 16.30 16.30 The previous sections revealed the details of the calculations
1200 266.30 298.36 32.061 12.04 12.04
and the results of both techniques. It is important to prove which
1500 277.99 297.61 19.622 7.06 7.06
1800 293.13 288.66 4.471 1.53 1.53 technique is more accurate. The conrmation process is simple and
2000 291.88 278.13 13.750 4.71 4.71 is explained as follows. The comparison of the average value re-
100 800 259.85 223.77 36.082 13.89 13.89 ported a difference of 10.08% (seen in Table 4). If there were more
1200 280.51 273.27 7.239 2.58 2.58 experiments, the comparison result would change from 10.08% to
1500 302.19 300.83 1.364 0.45 0.45
the value of X%. The value of X% should be more accurate. Therefore,
1800 312.34 320.19 7.842 2.51 2.51
2000 307.16 328.54 21.372 6.96 6.96 if the value of X% is changed from 10.08% and approaches the
Mean 0.000 3.34% 11.57% value of 9.43% (as seen in Equation (11)), it is assumed that the
Explanation 96.66% accuracy Good prediction comparison by applying response surface methodology should be
more accurate than the comparison of the average value.
For even more accurate comparison, this research added one
more level for each parameter (additional of speed 1000 rpm and
Z Z100
2000
load 80%). Thus, ten additional test conditions for each fuel were
VolumeTorque WPO 0% 178:623 4:03929L presented, which make Table 1 can become Table 7. Then, the new
sets of experimental data were compared using the comparison of
800 20
the average value, as shown in Table 8. The idea and the results of
0:0271414S 0:0458582L2
both comparison technique (section 3) and the conrmation pro-
4:55586 105 S2 cess (section 4) are presented in Fig. 5.
Fig. 6 shows that the percentage deviation results (from Tables 4
2:35919 103 LS dLdS
and 8) changed from 10.08% to 9.99%, which approached to the
(7) results from the response surface (9.43%) or moved into the di-
rection of more accurate results. Therefore, the new technique
(response surface) can deliver more accurate results than those of
VolumeTorque WPO 0% 2:84971 107 the comparison of the average value.
Z Z100
2000 5. Conclusions and recommendations
VolumeTorque WPO 25% 151:70975 3:87899175L
The objective of this research is to present a decision support
800 20 methodology to compare engine output torques using (1) the
0:02104775S 0:0458582L2 comparison of the average value, and (2) the comparison by
4:55586 105 S2 applying response surface methodology when fueled with diesel
and WPO 25%. Both fuels were run by a heavy-duty diesel engine
2:35919 103 LS dLdS over a wide range of engine loads and speeds in order to investigate
(8) the output torque characteristics.
Please cite this article in press as: Poompipatpong C, Kengpol A, Design of a decision support methodology using response surface for torque
comparison: An empirical study on an engine fueled with waste plastic pyrolysis oil, Energy (2015), http://dx.doi.org/10.1016/
j.energy.2015.01.095
6 C. Poompipatpong, A. Kengpol / Energy xxx (2015) 1e7
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comparison: An empirical study on an engine fueled with waste plastic pyrolysis oil, Energy (2015), http://dx.doi.org/10.1016/
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Please cite this article in press as: Poompipatpong C, Kengpol A, Design of a decision support methodology using response surface for torque
comparison: An empirical study on an engine fueled with waste plastic pyrolysis oil, Energy (2015), http://dx.doi.org/10.1016/
j.energy.2015.01.095