Energy 117 (2016) 281e290

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Energy
journal homepage: www.elsevier.com/locate/energy

Performance eemission optimization of a diesel-hydrogen dual fuel

operation: A NSGA II coupled TOPSIS MADM approach
Madhujit Deb a, *, Bishop Debbarma b, Arindam Majumder a, Rahul Banerjee a
a
Mechanical Engineering Department, NIT, Agartala, Tripura, 799046, India
b
Production Engineering Department, NIT, Agartala, Tripura, 799046, India

a r t i c l e i n f o a b s t r a c t

Article history: A Pareto-based multi-objective optimization approach has been proposed to design and obtain Pareto-
Received 25 January 2016 optimal set of solutions for performance and emission characteristics of a single cylinder, four stroke
Received in revised form diesel engine using hydrogen in dual fuel mode. Instead of dening a single optimal objective, the
14 October 2016
proposed method establishes the multi-objective model by taking two design objectives into account,
Accepted 21 October 2016
which are minimizing load (%) and hydrogen ow rate. To address this optimization problem, we develop
a two-stage evolutionary computation approach integrating an exclusive non-dominated sorting genetic
algorithm (NSGA-II) and technique for order preference by similarity to ideal solution(TOPSIS). NSGA-II
Keywords:
Optimization
has been utilized to search for the candidate solutions in-terms of both objectives. The obtained results
Hydrogen ow rate have been obtained as Pareto-front. Subsequently, the best compromise solution has been determined by
NSGA-II the TOPSIS method from the Pareto-front according to the decision maker's preference. The design re-
TOPSIS sults shows that the proposed approach yields a remarkable reduction in the emission spectra with
Pareto-front enhancement in performance of the engine under a single podium obtained by multi-objective
optimization.
2016 Elsevier Ltd. All rights reserved.

1. Introduction has been adopted in spark ignition engine, however, in this

The recent approach of providing the world's energy demand,
based primarily on fossil fuel, has become increasingly vulnerable.
The present world's energy consumption relies mostly on the fossil
fuels like petroleum. Fossil fuel prices have never been more vol-
atile, inuenced rst by economic acceleration mostly in China and
India and subsequently by economic recession. The difculty of
controlling prices and the depletion of it are strong incentives for
pursuing energy security. Environmental concern due to the
stringent emission norms are strong drivers for research, devel-
opment and demonstrations of alternative energy sources, energy
carriers, and in the case of transportation and power trains. The use
of hydrogen as an energy carrier has been one of the options to put
forward in most governmental strategic plans for a sustainable
energy system. Hydrogen has been one of the most promising
alternate fuels. It's clean burning characteristics helps to meet the
stringent emission norms. Maximum usage of hydrogen as a fuel
* Corresponding author. Mechanical Engineering Department, NIT, Agartala,
Barjala, Jirania, Tripura, 799046, India.
E-mail address: madhujit_deb@rediffmail.com (M. Deb).
experimental investigation efforts have been taken to utilize in
compression ignition engine. Due to the high self-ignition tem-
perature of hydrogen, it needs some ignition source to start the
combustion. Hence in dual fuel mode diesel has been used as an
ignition source. With emission legislations getting more stringent
so in order to conform with the responsibilities of environmental
compulsions [1,2], engine manufacturers have been spiraling to
explore new possibilities [3,4] to meet the paradox of curtailing
particulate matter (PM) and NOx emissions on one hand and
maintaining consumer expectations of reduced fuel consumption
and increased thermal efciency on the other. Studies on the
application of hydrogen as a dual fuel in diesel engines [5,6] have
offered the motivation to explore the potential in exploiting the
inherent superior combustion characteristics of hydrogen as an in
situ dual fuel solution to the emission and performance trade-off
challenges of conventional diesel combustion. The efcacy of syn-
ergetic hydrogen-diesel dual fuel combustion [Table 1] has been
studied to great length in recent times [6e11] where it has been
established as a viable alternative to reduce the emission footprint
without compromise of the related performance indices of con-
ventional diesel operation. A diesel engine has been considered to

http://dx.doi.org/10.1016/j.energy.2016.10.088
0360-5442/ 2016 Elsevier Ltd. All rights reserved.
282 M. Deb et al. / Energy 117 (2016) 281e290

Table 1 ofine computational based investigation techniques makes it

Properties of hydrogen in comparison with diesel [33]. accessible a signicant opening to perform in depth sensitivity
Sl. No. Properties Diesel Hydrogen analysis and institute a cost efcient investigative podium. IC En-
1. Formula CnH1.8nC8eC20 H2
gine optimization studies [15e25] have often tattered multi-
2. Auto ignition temperature (K) 530 858 objectives that need to be addressed concurrently. The multi-
3. Minimum ignition energy (MJ) e 0.02 objectives are often incongruous in that, efforts to optimize one
4. Flammability limits (volume % in air) 0.7e5 4e75 objective would lead naturally to a compromise of the other desired
5. Stoichiometric air fuel ratio on mass basis 14.5 34.3
objectives. Accordingly, in contrary to single objective problem
6. Molecular weight (g/mol) 170 2.016
7. Limits of ammability (equivalence ratio) e 0.1e7.1 multi objective optimization problems provide a challenge to
8. Density at 16
C and 1.01 bar (kg/m3) 833e881 0.0838 institute a set of solutions that would be suitable from perspective
9. Net heating value(lower) MJ/kg 42.5 119.93 of the contradictory objectives. The present pilot experimental
10. Flame velocity (cm/s) 30 265e325
study results identied the importance of accurate tuning of the
11. Quenching gap in NTP air (cm) e 0.064
12. Diffusivity in air (cm2/s) e 0.63
input parameters to obtain optimal performance-emission trade-
13. Octane number 30 130 off spectra i. e BTE, NOx & Soot (FSN) e the output variables which
14. Cetane number 40e55 e were of pivotal signicance in the analysis of performance and
15. Boiling point (K) 436e672 20e27 emission indices of the dual fuel operation. Further, as the present
16. Viscosity at 15.5
C, (centipoise) 2.6e4.1
experimental paradigm was constrained by one at a time discreet
e
17. Specic gravity 0.83 0.091
change of the input parameters it left a credible avenue to inves-
tigate continuous domains which has been incorporated outside
the purview of the real time experimentation. This necessitated an
be one of the most efcient energy conversion systems due to its
ofine PC based multi-objective optimization study to determine
wide application in many power plants sectors such as a power
superior performance-emission indices hitherto remaining unex-
source for land vehicles, commercial marine vessels, stationary
plored due to experimental constraints.
power plants etc. Moreover, Rakopoulos et al. [12] pointed out that
one of the most noteworthy advantages that hydrogen might have
2. Experimental set up and methodology
its potential as a fuel for improved second-law efciency, due to
primary differences in the mechanism of entropy generation during
The experimentation has been conducted on an existing single
combustion with respect to the standard hydrocarbon-based fuels.
cylinder four stroke CI engine can be seen in Fig. 1. The detailed
For diesel engine, there has been a difculty in compressing by the
specications of the test engine are shown in Table 2 in compliance
hydrogen by direct injection into the cylinder due to the high auto-
to the Indian Standards: 11170-1985. The engine has been made
ignition temperature of hydrogen (858K). Thus, hydrogen has been
attached to an eddy current dynamometer of Saj Test Plant make
used by researchers with port conducting or port injecting method.
and model AG10 with integrated speed sensing unit designed to
Saravanan et al. [13] have introduced hydrogen into a single-
run at a constant speed of (1500 10) rpm. The instrumentation
cylinder direct injection diesel engine at the intake port. It has
has been interfaced to a computer through a NI Labview based
been observed from their investigation that an increase in the brake
centralized DAQ platform synchronized with a crank angle encoder
thermal efciency of the engine from 22.78% to 27.9% with 30%
onto a GUI based Engine Soft post processing software. The DAQ has
hydrogen enrichment, while smoke and NOx (only under lean burn
been programmed to acquire in-cylinder and fuel injection pres-
condition) emissions have been decreased; conversely, too high
sure data at 1 deg crank intervals and has been presented and
hydrogen enrichment (over 50%) would cause the knock. Miyamoto
smoothened over 100 consecutive cycles to compensate for cyclic
et al. [14] have investigated exhaust emission characteristics of a
variations at a particular case of engine operation. The exhaust gas
diesel engine with the addition of small amounts of hydrogen to the
temperature, cooling water inlet and outlet temperatures have also
intake air with common-rail fuel injection equipment. NO, THC, and
been reported as an average value over the period of data acqui-
smoke have decreased without decrease in indicated thermal ef-
sition while common performance parameters have been reported
ciency with small amount of hydrogen for the diesel-fuel injection
timing later than TDC at middle and high load. In view of the above
studies made, the objective of the present work to study the per-
formance and emission trade-off venture in the existing diesel by
varying the quantity of fuel (pilot and primary) and maintaining
constant speed and BP at each of the load conditions for the
composition of H2-diesel at a particular injection timing of
10degreeATDC with varying injection durations. In the present
work, hydrogen has been injected into the intake manifold and
ignited with diesel injected in the conventional approach.

1.1. Impetus provided with the present investigation

The fallout of such hydrogen-diesel dual fuel operation has

undoubtedly established that there exists an ample likelihood to
examine an optimization study in which the various input pa-
rameters can be duly altered to obtain the maximum benet of
hydrogen partaking. Existing experimental study acknowledged by
a full factorial approach to divulge a comprehensive map of the
response variables by the deviation of control variables has been
but unviable making an allowance for the ensuing cost and time
resource trample of the effort. In attendance with the alternative to Fig. 1. Photograph of Experimental setup in laboratory [33].
 M. Deb et al. / Energy 117 (2016) 281e290 283

Table 2
Engine specication.

Make and type Kirloskar TV1dsingle cylinder, four stroke, water cooled.
Bore and stroke 87.5 mmX110 mm
Type of ignition Compression ignition
Compression ratio 17.5:1
Peak pressure 76 bar
Cubic capacity 661 cu cm
Con rod length (mm) 234
Crank radius (mm) 55
Rated output 5.2 kW (7.0 HP) @ 1500 rpm; 5.9 kW (8.0 HP) @ 1800 rpm
Max. brake mean effective pressure @1500 rpm 6.374 bar
Fuel injection Direct injection
Fuel injection system Pump in line nozzle injection
Fuel injector opening pressure (diesel) 210e220 bar
Needle lift (mm) 0.25
Injection timing (diesel) 23 deg BTDC static
No. of fuel orices 3
Angle of inclination of injector 15

Spray angle 120 deg
Piston bowl Hemispherical
Nozzle orice diameter (mm) 0.3
Governing Class B1 as per is 10,000 (Part 7) 1989

as calculated values for the same period of sampling. The speed of

scanning interval of the dynamometer has been set to 2000 ms to
smoothen undesirable signal uctuations. The specic fuel con-
sumption of diesel fuel has been carried out in fuel burette of all
tests where fuel consumption for a time interval of 60 s was
recorded in a fuel burette of 12.4 mm diameter. Mass ow rate of
inducted air, has been recorded as a calculated value (kg/h) from
the sensed manometric depression in the integrated air box. Extra
care has been taken in keeping the speed constant (610 rpm) during
data acquisition at each case of engine load stepping by adjusting
the screw given with the fuel pump rack. All procedure pertaining
to experimental testing preparation, performance test and
recording of test results conformed to the Indian Standards speci-
cations: 10,000 [26e28]. The average ambient temperature,
cooling water temperature and relative humidity during experi-
mentation have been recorded at 25
C, 18
C, and 55%, respectively.

2.1. Hydrogen injection strategies

In the present experimental investigation hydrogen has been

injected into the intake manifold via a TMI approach wherein
baseline diesel acted as the pilot fuel for the subsequent dual fuel
combustion [29]. In this experimental study the 10
ATDC injection
timing has been chosen at different injection durations of 6500 ms,
7500 ms, 8500ms and 9500ms respectively with different load con-
ditions as shown in Table 3. The 10 deg crank angle window being
provided to allow hydrogen induction to commence after the
scavenge period of the experimental engine together with the Fig. 2. Valve timing diagram.
reduction of the possibility of a backre by allowing hotspots
contents to cool within a crank window of 4.5
ATDC beyond the



exhaust v/v closing timing as depicted in Fig. 2. This creates a the effective induction period to (2210-10 ) 211 . In order to study




(4.5 4.5 ) 9 of valve overlap. So the induction period remains the effect of H2 on combustion and performance of the test engine







(180 35.5 4.5 ) - 9 221 . In order to inject the H2 right at the this effective induction period of 211 has been divided into the four
start of combustion, it was injected 10
after TDC, which reduces injection strategies of equal intervals. In the rst injection strategy

Table 3
Conditions for hydrogen fuel injection.

Engine speed 1500 rpm

cylinder pressure 205 bar
Solenoid injector working pressure 1.2 bar
Injection timing 10
ATDC
Loads 0 kg, 2 kg, 6 kg and 10 kg
Injection durations 0 ms (Diesel only) (DH0) 65,000 ms (DH1) 7500 ms (DH2) 8500 ms (DH3)
284 M. Deb et al. / Energy 117 (2016) 281e290

hydrogen has been injected for 6500 ms (DH1) and likewise for the
second injection strategy about 7500 ms(DH2), third injection
strategy about 8500 ms(DH3) for the stated load conditions. These
strategies thus produced a consistently increasing hydrogen
enrichment regime that provided a platform for studying the effect
of H2 injection rate on the performance and combustion parame-
ters of the dual fuel engine [30e34]. The injection duration at each
case of loading had been so chosen that the time interval available
during the inlet valve opening period corresponding to its injection
angle and engine speed as evident in Eq. (1) [29,35]. This entire
duration has been divided into three equal intervals and was made
to set by the operators desire through the pc based DAQ (Data
acquisition) program developed on DAQ factory.
60*q*106
Injection durationms
N*360
where.
q Degree of crank rotation for a specic injection strategy.
N RPM for the same strategy.
calibration gas mixture before the start of the entire range of
experimentation. Exhaust soot concentration was measured by AVL
smoke meter (415S) wherein a heated sample from the exhaust
pipe was routed through the analyzer onto a lter paper. The soot
content as manifested by the blackening the lter paper was
measured using an optical Reect meter head and reported in
terms of Filter Smoke Number (FSN). The specication of AVL
smoke meter (415S) has been detailed in Table 5.
2.3. Measured data uncertainty analysis
In order to identify and quantify the error arising in the exper-
imental emission measurements and the derived engine perfor-
mance parameters on account of the employed instrumentation, its
(1) calibration, observation accuracy and the methodology of experi-
mentation in a given ambient condition a comprehensive mea-
surement uncertainty analysis has been carried out to determine
the repeatability of the experimental observations. For the present
work, the experimental error analysis consists of two components
which have already been detailed in communication made by the
authors in earlier manuscripts [29,36].

2.2. Emission analysis instrumentation
The exhaust gases were sampled by a 5-Gas analyzer (Make: AVL
India, Model:444) tted with Di Gas sampler (Table 4) conforming
to ARAI certication- ARAI/TA (4G-RV)/AVL/Di Gas 444/0910-12 to
record the emissions of CO, CO2, O2 which were measured in vol-
ume percentage, while total unburnt hydrocarbon TUHC was
measured in ppm (vol.) of n-hexane equivalent and NOx was
measured in ppm (vol.) during each case of engine operation. The
5- Gas analyzer was interfaced through their respective RS 232C
communication bus to an in-house developed emission data
acquisition platform. Emission data was recorded for a span of 120s
in 20s consecutive intervals which was greater than the instrument
response time of 15s, for each case of engine operation. CO, CO2 and
TUHC were measured on the Non-Dispersive-Infrared (NDIR)
detection principle while O2 and NOx emissions were measured by
pre-calibrated electrochemical sensors in the analyzer. It is to be
noted that the analyzer was calibrated with the recommended
3. Experimental results
Investigations have been carried out with hydrogen and diesel
in dual fuel operation where the engine was rst operated with
pure diesel at a constant speed of 1500 rpm under part load con-
ditions. At every load condition an assortment of performance and
emission parameters have been studied. Then the engine has been
switched to dual-fuel mode of operation with hydrogen as the
primary fuel and diesel as the pilot fuel under the same operating
conditions. On preliminary analysis of performance and emission
parameters under such hydrogen-diesel dual fuel operation has
tinted an increase in BTE which has yielded for an admirable
reduction in BSEC as well as soot (FSN) content than the base-line
diesel operation. However, such reduction in FSN and BSEC has
been convoyed by a considerable hoist in NOx emission. The
enhancement in BTE has been observed for all hydrogen injection
strategies compared to base diesel at different part load conditions
and has increased to a maximum of 32.64% at full load conditions as
shown in Fig. 3 which has occurred due to hydrogen enrichment in

Table 4
Accuracy of emission measuring instrument (AVL DIGAS 444).

AVL(India)Model:444-5GasAnalyzertted with Di-Gas sampler

Measured Parameter Measurement Measuring range Resolution Accuracy %Uncertainty in

Principle sampling

Carbon Monoxide (CO) NDIR 010% vol 0.01% vol <0.6% vol: 0.03% vol 0.2
0.6% vol: 5% of value 0.3
Carbon Dioxide (CO2) NDIR 020% vol 0.1%vol <10% vol: 0.5% vol 0.15
10% vol: 5% of value 0.2
Total Unburnt Hydro NDIR 020,000 ppm vol (n-hexane 2000:1 ppm vol <200 ppm 10 ppm. 0.1
Carbons(TUHC) equivalent) >2000:10 ppm vol vol: 5% of value 0.2
200 ppm
vol:
Oxygen(O2) Electrochemical 022%vol 0.01% vol <2% vol: 2% 0.1%vol 0.2
sensor vol: 5% of value. 0.3
Nitric oxide (NO) Electrochemical 05000 ppm vol 1 ppm vol <500 ppm 50 ppm vol 10% of 0.2
sensor vol: value 0.9
500 ppm
vol:
Lambda 0 9.999 0.001
Warm uptime z7 min
Response time 15 s
Relative humidity 95% non- condensing
PC Interfaces RS232C
 M. Deb et al. / Energy 117 (2016) 281e290 285

Table 5
Specication of AVL smoke meter (415S).

Measurement principle Measurement of lter paper blackening

Measurement value output FSN (Filter smoke number) or mg/m3 (soot concentration)
Measurement range 0 to 10 FSN
Detection limit 0.002 FSN or ~0.02 mg/m3
Resolution 0.001 FSN or 0.01 mg/m3
Interfaces 2 serial RS 232 interfaces with AK protocol
Sample ow ~10 l/min
Ambient conditions 5-55
C/max., 95RH; without condensation
Sea level 500 to 5000 m
Repeatability Standard deviation 1 s (0.005 FSN 3% of the measured value @ 10 s intake time)
Reproducibility s  (0.005 FSN 6% measured value)

air. Increase in thermal efciency has been accredited to improved

combustion because of superior combustion rate due to high ame 12
speed propagation of hydrogen. Moreover, in the present experi- DH0
DH1
mental study, it has also been observed that there was a constant 10 DH2
trend of reduction of BSEC with enhancement in load for a given DH3
hydrogen enrichment strategy which has put forward an indication
8

NOx (g/kW-hr)
of the enhanced combustion compared to conventional diesel due
to the high caloric value content of the participating hydrogen.
This drift has been maintained under the stated condition which 6
shows a clear indicative of superior mixing of hydrogen with air
resulting in more efcient burning process and thus increases en- 4
gine power.
The development of emission parameters such as NOx has been
2
found to be maximum of 10.33 kg/kW-hr at full load condition for
hydrogen-diesel dual fuel strategy compared to base diesel of
3.17kg/kW-hr owing to peak combustion temperature and high 0
residence time of the high temperature gases in the cylinder as 20 40 60 80 100
shown in Fig. 4 whereas, the maximum soot has been reduced by Load (%)
39.62% as compared to diesel with the augmentation of hydrogen
share with the main fuels as depicted in Fig. 5. Hydrogen enrich- Fig. 4. Variation in NOx emission with load for different Diesel-H2 combinations.
ment acts as a potent soot inhibitor as it increases the overall H/C
ratio during the dehydrogenation of the hydrocarbon fuel, thereby
restraining soot nucleation. In the present study, under the stated
conditions exhibits signicant reduction in CO2 emissions for all 1.5
loads as compared to baseline diesel operation which is attributed DH0
to greater hydrogen energy participation in combustion process. DH1
Hydrogen enrichment tackles the shortcomings of conventional 1.2 DH2
DH3
heterogeneity of typical diesel fuel droplet and air entrainment due
Soot (g/kW-hr)

to its high diffusivity and thus creates a more homogeneous en-

velope of air and hydrogen mixture around the diesel droplets. 0.9

0.6

35
DH0 0.3
DH1
30 DH2
DH3
0
25 20 40 60 80 100
BTE (%)

Load (%)
20
Fig. 5. Variation in Soot emission with load for different Diesel-H2 combinations.

15
4. Nonlinear regression analysis
10
20 40 60 80 100 For a true MOOP solution endeavour, the problem at hand needs
to be translated into a mathematical model accurately, emulating
Load (%)
the response of the output variables of interest in the problem by
the combination of the participating control or input variables.
Fig. 3. Variation in BTE with load for different Diesel-H2 combinations.
286 M. Deb et al. / Energy 117 (2016) 281e290
Theoretically, in order to model a system, it is required to under-
stand the explicit mathematical inputeoutput relationship pre-
cisely. Such explicit mathematical modelling in the ICE paradigms
demands a spatial and temporal characterization of the funda-
mental thermo-chemical behaviour of the contingent air-fuel
mixture. As a consequence, the solution of optimization problems
requires many evaluations of the governing equations. Especially
for problems that can only be studied by means of time-consuming
numerical analyses, optimization of the original problem becomes
prohibitive. Thus a detailed CFD approach is deemed as computa-
tionally unviable in MOOP realms and is not readily tractable in
multi-criteria, non-linear complex systems such as evident in en-
gine combustion and emission behaviour. In such cases, no closed
form analytical expression in terms of the involved parameters is
available to accurately identify system behaviour. To this end, in the
present study, the nonlinear regression analysis have been per-
formed using MLR response methodology technique to predict the
performance and emission characteristics of the hydrogen-diesel
dual fuel strategy, based on limited experimental data. Further,
the Pareto based multi-objective optimization has been incorpo-
rated based on the equation obtained from regression analysis to
determine the optimum performance-emission trade-off scenario
for a diesel engine running on hydrogen-diesel dual fuel strategy.
The design variables identied for the optimization are Load and
Injection timing. The target functions for the simulations have been
considered as Brake thermal efciency (BTE), Soot (FSN) and NOx
emissions. The CO emissions in diesel engines have been consid-
ered to be very low and therefore have not been considered for the
simulations.
4.1. Present study domain
Experiments have been conducted for different blends of
hydrogen-diesel dual fuel strategy, by varying load and hydrogen
injection strategy in diesel engine. Nonlinear regression has been
used to develop functional relationships between the design vari-
ables and the target functions. It should be noted that optimization
of the whole range of engine operating conditions was not feasible
as a large number of experimental data should have been required.
Instead, the data have been predicted and optimized in the range of
injection timing between 6500ms and 9500ms for different
hydrogen-diesel dual fuel strategy, as this region has been
considered to be in existence with the maximum number of data
points.
4.2. Effects rooted in simulation
The different functional relationships that have been developed
between target functions and design variables. The design variables
that have been considered for predicting the performance and
emission characteristics are Injection timing (I) and Percentage of
load (L) at different hydrogen-diesel dual fuel injection strategies.
The governing equations obtained through RSM (Response Surface
Methodology) design technique using Minitab 16 Software with a
correlation coefcient of 0.99 for different performance and emis-
sions characteristics are articulated as below:-
BTE 1:044  0:30*xL 3:128*xI 5:6*L2  0:5598*xI2
0:411*xL*xI2
(2)
NOx 0:840  0:49*xL 0:157*xI  22:2*xL2
0:0923*xI2 3:71*xL*xI2 (3)
Soot 0:2472  4:54*xL  0:0723*xI 35:6*xL2
0:1046*xI2 0:097*xL*xI2 (4)
The above equations developed id then used to obtain Pareto
front through GA (Genetic Algorithm) based Multi-objective opti-
mization using MATLAB [41].
5. Optimization
The main objective in optimizing a function depends on to
maximize or minimize some of its variables throughout a set of
design parameters subject to the dependency of the stated vari-
ables. There have been a variety of optimization techniques which
can be employed to unearth a set of optimal design constraints
which minimize or maximize certain variables of a function. In this
manuscript, the objective of optimization has been placed to reveal
the optimal condition for design parameters such as load and mass
ow rate of hydrogen induction to maximize the performance
parameter (BTE) and minimize the emission parameters (NOx and
Soot) on a single podium. Therefore, the multi objective genetic
algorithm has been implemented due to its simplicity of use and
sturdiness. In numerous multi objective optimizations the consid-
ered objectives have always been in disagreement with each other.
5.1. Multi - objective optimization algorithm
In contrast with the single objective problems, multi-objective
(MO) problems are more complicated to resolve, since there has
not been any inimitable solution. The results of the multi-objective
optimization model have been endowed with a set of satisfactory
optimal solutions or non-dominated solutions, referred to as Pareto
front [29,36,37]. None of the solutions in the Pareto front has been
in superiority to the others with respect to all the objectives. Multi-
objective optimization can be in fact considered as the analytical
segment of the multi-criteria decision making process in the Pareto
prudence. A multi-objective evolutionary algorithm (MOEAs) has
been considered as the most dominant tools to explore for widely
different Pareto optimal solutions owing to their intrinsic paral-
lelism. This manuscript has recounted a two-stage hybrid evolu-
tionary computation approach to develop and solve for optimality
of the proposed multi-objective performance-emission spectra, as
shown in Fig. 6. In the primary stage, an efcient multi-objective
evolutionary algorithm has been utilized; named Non-dominated
Sorting Genetic Algorithm (NSGA-II), to unearth the Pareto front
through an evolutionary computation procedure. In general, many
tribulations in engineering domains have been multi objective
optimizations. Nevertheless, much different from single-objective
problem, it has always been complicated to minimize or maxi-
mize all objective functions concurrently when objective functions
exists in trade-off relationship. To be more apparent, the Pareto
optimal solution has been introduced here to mitigate this
complicacy.
5.2. Genetic algorithm
The fundamental principal of genetic algorithms (GA) has been
rst introduced by Holland [38]. Since then, many researchers have
applied and prolonged the notion in different elds of study. Ge-
netic algorithm has been encouraged by the discernment of
 M. Deb et al. / Energy 117 (2016) 281e290
Fig. 6. Design space, objective space and Pareto frontier for a minimization problem.
survival of the ttest. In genetic algorithms, the optimal solution;
the winner of the genetic game and any possible solution assumed
to be a creature that determined by different parameters which
have been considered as genes of chromosomes that could be
assumed to be binary strings. In the algorithm, the better chro-
mosome has been considered to remain closer to the optimal so-
lution. In applied applications of genetic algorithms, populations of
chromosomes have been created arbitrarily. The number of these
populations has been considered to be different in each problem. In
Genetic algorithms; new candidates for the solution has been
engendered with two mechanisms of crossover and mutation.
However, in some cases there may be infeasible generation of
chromosomes and some amendments would need to be applied to
ensure feasibility of the solution. In the crossover operation, frac-
tion of the genetic patrimony of each parent combined and then a
random mutation applied. If the new individual, called child or
offspring, inherits good characteristics from the parents then the
probability of its survival increases. The development continues
until a stopping criterion satised. Then, the best offspring has been
preferred as a near optimum solution. In a crossover operation, it
has been necessitate in mating pairs of chromosomes to create
offspring. There have been numerous types of crossover opera-
tions: single-point, multi-point, uniform cut & slice half uniform,
etc. In a single-point crossover, two chromosomes have been
beaked from one point randomly and their broken parts have been
exchanged, resulting in two chromosomes. The initial chromo-
somes have been termed as parents and the chromosomes
resulted from the exchange have been resulted in offspring.
Mutation has been considered to be the second operation in a GA
method for exploring new solutions where a gene has been placed
with a randomly selected number within the boundaries of the
parameter [39]. A random number (RN) between (0, 1) has been
created for each gene. If RN becomes less than a predetermined
mutation probability then the mutation occur in the gene. Other-
wise, the mutation operation not performed in that gene. After the
new chromosomes have been produced by crossover and mutation
operations, then the evaluation has been performed. The last step
in a GA method has been to ensure whether the algorithm has
found to alleviate the user's expectations. In stopping criterion a set
of conditions have been considered to obtain a good solution such
as:
Stopping the algorithm after a specic number of generations.
No improvement in the objective function has been observed.
287
Reaching a specic value of the objective function.
There are several possible ways to classify Multi-Objective
Evolutionary Algorithms (MOEAs). The following categorization
conceivably the most simple and based on the type of selection
mechanism implemented:
1 Aggregating Functions Approaches
2 Population-based Approaches
3 Pareto-based Approaches.
Under the Pareto-based category, MOEAs have been considered
where the concepts of Pareto optimality in their selection mecha-
nism have been included. A wide variety of Pareto-based MOEAs
have been proposed in the last few years. The most common al-
gorithms can be categorizes as below:-
MOGA (Multi-Objective Genetic Algorithm) of Fonseca and
Fleming [40].
VEGA (Vector Evaluated Genetic Algorithm) of Schaffer and
Grefenstette [41].
NSGA (Non-Dominated Sorting Genetic Algorithm) of Srinivas
and Deb [42].
NSGA II of Deb et al. [43].
PAES (Pareto Archived Evolution Strategy) of Knowles and Corne
[44].
SPEA (Strength Pareto Evolutionary Algorithm) of Zitzler and
Thiele [45].
5.3. TOPSIS based MADM as a strategy for the screening of pareto
solutions
To compare between Pareto and Genetic Algorithm to facilitate
and amalgamate a range of solutions, a single solution must be
preferred by the decision maker. Ranking methods can be imple-
mented to trim down the non-dominated solution set to a single
design of the inventory system at hand. In this manuscript, a
ranking procedure called TOPSIS (Technique for Order Preference
by Similarity to Ideal Solution) has been used for solving this va-
riety of Multi-Attribute Decision Making (MADM) predicament.
Wang and Liang [46] developed TOPSIS leading to the perception
that the chosen (best) alternative should encompass the shortest
distance from the positive-ideal solution and the longest distance
288 M. Deb et al. / Energy 117 (2016) 281e290

from the negative-ideal solution. The reasons of using TOPSIS are its
coherent and intelligible concept and the simplicity of its compu- sij
rij q
Pn ; i 1; 2; n j 1; 2; 3 (5)
tations [47]. In this approach, by assuming that every attribute 2
i2 sij
acquires a monotonically increasing (or decreasing) utility; it has
been become easier to position both the ideal solution, which
composed of all best attribute values, and the negative ideal solu- 3 Calculate the weighted normalized decision matrix vij
tion composed of all worst attribute values attainable. One
approach to obtain an alternative has been the (weighted) least vij wj *rij ; i 1; 2; n j 1; 2; 3 (6)
Euclidean distance to the ideal solution in a geometrical sagacity. It
has been wrangled that the alternative should be farthest from the
negative ideal solution at the identical time. It has been considered 4 Determine the positive ideal solution S
ij and the negative ideal
in TOPSIS that the distances to both the ideal and the negative ideal solution S
ij
solutions concurrently. A MADM problem with p alternatives each
having q attributes can be mapped into a q-dimensional space with S
ij min v11 ; vn1 ; min v12 ; vn2; min v13 ; vn3  (7)
p points. TOPSIS method [48e50] has been applied to rank the
given alter-natives of the Pareto front obtained by NSGA-II. The
S
ij maxv11 ; vn1 ; maxv12 ; vn2 ; max v13 ; vn3  (8)
basic principle of TOPSIS depends on the chosen alternative which
should have the shortest distance from the positive ideal solution
(S) and the farthest distance from the negative ideal solution (S).
5 Calculate the separation measures using n-dimensional
In this design case, the positive ideal solution has the largest
Euclidean distance
maximum index modulation and the smallest dispersion, and
negative ideal solution has been made in contrast to it. The r
X3  2
computational procedure of TOPSIS has been briefed as follows: d
ij j1
v ij  s
ij
i 1; 2; 3n j 1; 2; 3 (9)

1 Obtain a decision matrix S (composed of the Pareto solutions). r

The element Sij has been considered a value indicating the X3  2
performance rating of ith alternative with regard to the jth
d
ij j1
v ij  s 
ij
i 1; 2; 3n j 1; 2; 3 (10)
objective function.

Let, W w1 ; w2 be the relative weight vector about the ob- 6 Calculate the relative closeness to the ideal solution, which has
P been specied as
jectives, satisfying nj1 wj 1

d
ij
2 Normalize the decision matrix to be the normalized value rij cij   ; i 1; 2; n ; j 1; 2; 3 (11)
using the equation below d
ij
d
ij

Fig. 7. Pareto front plot with TOPSIS analysis for BTE, NOx and Soot (FSN).
 M. Deb et al. / Energy 117 (2016) 281e290
7 Rank the preference order. The best compromise solution has
been considered as the one with the greatest relative closeness
to the ideal solution.
6. Optimizations results
The NSGA-II algorithm has been used to search the non-
dominated solutions. The optimization was run and terminated
after 300 iterations. The obtained Pareto front has been shown in
Fig. 7. The Pareto optimal solutions for all objectives have been
plotted in which each point represents different compromise be-
tween the chosen objectives. The Pareto front contained with 100
solutions with optimality from an overall standpoint, which has
been represented with different compromises between the
maximum index modulation and the dispersion error. All the so-
lutions correspond to a behaviour that no one solution can be
considered better than the other, and the quality of any one
objective cannot be increased without decreasing of the quality in
another. However, the optimum values between these objectives
are conicting with each other, which mean that there has not been
any point which can meet the minimized need of the three ob-
jectives simultaneously. The Pareto front provides a better under-
standing with respect to all the objectives. In a way, improving the
solution with respect to one objective leads to worsening the other
objective which has been the main concept of the Pareto optimal
solution. Normally, the non-dominated solutions are difcult to
select the best single solution. The TOPSIS technique has been
applied to help selecting the best solution. For a decision maker, the
ultimate goal has been to choose one solution from all the candi-
date solutions depending on additional engineering requirements.
In TOPS, relative weight vector W value stands for the ne-tuning of
the best solutions. Here, we have chosen the optimum point as
shown in Fig. 5 with weight factor W (0.6, 0.2, 0.2). For this study,
the chosen point has been found the best optimal compromise
solution. This point corresponds to BTE as value of 29.97%, NOx as
1063.27 ppm and Soot (FSN) as 2.224 at 20% full load condition with
rst injection strategy of hydrogen (H1). The applied genetic al-
gorithm (NSGA-II) has been one of the most efcient, fast conver-
gent and well tested algorithms suitable for multi-objective
problems. However, NSGA-II has been used for a crowding distance
method to determine the population density around a solution in
order to obtain a uniform spread of solutions along the best-known
Pareto front.
7. Conclusions
In this paper, an attempt has been made to design a better
performance-emission trade-off spectrum for a single cylinder
diesel engine under dual fuel mode with hydrogen using the
Pareto-based multi-objective optimization technique. Since genetic
algorithms have been employed for a population of points, which
may have been able to nd multiple Pareto-optimal solutions
simultaneously. In this paper a non-dominated sorting genetic al-
gorithm as suggested by Goldberg, has been described to solve
three multi-objective optimization problems which has maintained
a stable and uniform reproductive potential across non-dominated
individuals. The Pareto front obtained by NSGA-II algorithm con-
tains a set of trade-off solutions, which have represented different
compromises between the performance and emission characteris-
tics of the existing diesel engine. In the next stage, the decision
maker can apply TOPSIS method to determine the best compromise
solution from the Pareto solutions with different preferences. The
methodology implemented in this manuscript has been provided
with more short analysis cycle time and more accurate design for
the designer which has been resulted in superior outcome than
289
traditional optimization methods.
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