Application of Fuzzy Logic in Internal Combustion Engines To Predict The Engine Performance

International Journal of Ambient Energy
ISSN: 0143-0750 (Print) 2162-8246 (Online) Journal homepage: http://www.tandfonline.com/loi/taen20
Application of fuzzy logic in internal combustion

engines to predict the engine performance
G. Sakthivel, B. Snehitkumar & M. Ilangkumaran
To cite this article: G. Sakthivel, B. Snehitkumar & M. Ilangkumaran (2014): Application of fuzzy
logic in internal combustion engines to predict the engine performance, International Journal
of Ambient Energy, DOI: 10.1080/01430750.2014.952844
To link to this article: http://dx.doi.org/10.1080/01430750.2014.952844
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Date: 10 February 2016, At: 14:31
International Journal of Ambient Energy, 2014

http://dx.doi.org/10.1080/01430750.2014.952844
Application of fuzzy logic in internal combustion engines to predict the engine performance
G. Sakthivela , B. Snehitkumara and M. Ilangkumaranb
a School
of Mechanical and Building Sciences, VIT University, Chennai 600 127, India; b Department of Mechatronics, K.S. Rangasamy
College of Technology, Tiruchengode, India
Downloaded by [Universidad Politecnica Salesiana ] at 14:31 10 February 2016
(Received 15 May 2014; accepted 4 August 2014 )

This paper describes an application of fuzzy logic principle for predicting the internal combustion engine performance, emission and combustion characteristics using sh oil biodiesel. Experimental investigations on a single cylinder, constant speed,
direct injection diesel engine were carried out under variable load conditions. The performance, emission and combustion
characteristics such as brake thermal eciency, hydrocarbon, exhaust gas temperature, oxides of nitrogen (NOx ), carbon
monoxide, smoke, carbon dioxide, ignition delay, combustion delay and maximum rate of pressure rise were considered.
Engine performance was measured using an exhaust gas analyser, smoke metre, piezoelectric pressure transducer and crank
angle encoder for dierent fuel blends and engine load conditions. The obtained data were recorded for each experiment and
associated data used to develop a multiple inputs and multiple outputs fuzzy logic model. The developed model produced
idealised results with the correlation coecients of 0.9880.999 and root mean square error, and was found to be useful for
predicting the engine performance characteristics with limited number of available data.
Keywords: diesel engine; fuzzy logic; sh oil biodiesel; performance; emission and combustion
Introduction
Energy is one of the most important commodities to impact
the world economy. Energy consumption continues to
increase with the growth of world population, advancement of technology and improved standard of living of
the people. At present, fossil fuels, namely coal, petroleum
and natural gas, dominate the energy scenario with a share
of 2627% each (Energy outlook, 2030). The increase in
energy demand, decrease in petroleum-based fuel reserves,
increase in pollution caused by them and increasing fuel
prices have focused attention on alternative sources of
energy. The indiscriminate consumption of fuels also leads
to energy depletion and several studies have indicated that
petroleum reserves will near an end between 2050 and
2075, which has triggered many initiatives to search for
alternative fuel. Biodiesel not only guarantees energy security but also provides a renewable, non-toxic, biodegradable and cleaner energy source with properties similar to
diesel (Kumar et al. 2010). Biodiesel can be produced
using renewable resources such as vegetable oils, animal
fats and waste cooking oils (Vilela, Mata, and Caetano
2010).
Many researchers have used and discussed sh oil as a
biodiesel for internal combustion (IC) engines. Godiganur,
Murthy, and Reddy found that there is a reduction of main
noxious emissions except oxides of nitrogen (NOx ) (2010).
*Corresponding author. Email: krishnasakthivel@gmail.com
2014 Taylor & Francis
Lin and Li (2009) and Kato et al. (2004) reported that carbon monoxide (CO) and carbon dioxide (CO2 ) are significantly reduced using sh oil biodiesel. Lin and Li (2009)
and Behcet (2011) observed that the reduction of NOx
emissions as well as shorter ignition delay (ID) removed
the knocking occurrence and improved combustion. A
study of Bhaskar, Nagarajan, and Sampath (2013) showed
that the use of sh oil methyl ester improves the performance with lower unburned hydrocarbons (HCs), CO and
soot emissions. Swaminathan and Sarangan (2012) investigated the blends of sh oil biodiesel with diethylether
(DEE) in engine and observed that 2% blend of DEE
reduces the emissions with high eciency. Mrad et al.
analysed the engine performance using sh oil produced
from industrial residue. He found that brake thermal eciency (BTE) and NOx are marginally increased with lower
CO and HC emissions (Mrad et al. 2012). Ushakov, Valland, and Esoy (2013) investigated the sh oil as an alternative fuel in heavy duty diesel engine and found that it
showed good combustion and ignition properties. Steigers
(2002) used sh oil as fuel in a large stationary diesel
engine and observed that, over a 10-month test period, the
engines operated normally with no adverse operational or
maintenance impacts. Most of the literature mainly deals
with research in performance and emission analysis of
methyl ester of sh oil whereas, here, an attempt has been
G. Sakthivel et al.
Table 1. Applications of fuzzy logic in various elds.

Year
Authors
2000
2003
Tarng et al.
Susanto and
Chen
Ogaji et al.
Engin et al.
Fisne et al.
Gulbandilar
and Kocak
Ghasemi and
Ataei
Yetilmezsoy
Nazari
2005
2008
2011
2012
2012
2012
2012
Fuzzy logic-based application

Welding process
Tool-wear monitoring system
Gas turbines
Engine valve manufacturing process
Quarries
Cement industry
Coal mines
Wastewater treatment
Material manufacturing industry
made to use ethyl ester of sh oil as biodiesel to evaluate

performance and emission characteristics.
Predictions of engine performance and emission characteristics are important under dierent load conditions
with dierent fuel blends. The manufacturers and application engineers have found the aforementioned task to
be more complex, time consuming and expensive (Shanmugam et al. 2011). Another possible method to meet
the requirement is modelling the engine operation using
articial intelligence technique such as articial neural
network (ANN) and fuzzy models. Recently, the prediction of engine performance using ANN has been gradually
increasing over the period of a few years (Canakci, Erdil,
and Arcaklioglu 2005; Sayin et al. 2006; Ghobadian et al.
2009; Naja et al. 2008; Gokalp et al. 2010; Yusaf
et al. 2010; Balabin, Lomakina, and Saeva 2011; Moradi
et al. 2013; Meng, Jia, and Wang 2014; Roy et al. 2014).
The application of the fuzzy model in the engine
research domain has been gradually increasing in the
past few decades. Namitha and Shantharama developed
a fuzzy logic controller to study the speed control of the
IC engine (2013). Farzin et al. (2011) proposed a fuzzy
system algorithm to determine the acceptable trajectories
tracking of the IC engine. Kekez and Radziszewski built
Figure 1. Schematic diagram of the engine set-up.
the fuzzy model for measurement and modelling of cylinder pressure in diesel engines (2010). Nieto et al. (2009)
designed a fuzzy controller for air management in diesel
engines. Ghaari et al. (2008) described a fuzzy control
system to examine the air-fuel ratio of the spark ignition engine. Wu, Wang, and Bai (2007) described a fault
diagnosis system using acoustic emission with an adaptive
order tracking technique and fuzzy logic interference for a
scooter platform. The application of the fuzzy logic model
in various elds is also tabulated in Table 1. In the literature, there is no trace of research to predict the engine
performance, emission and combustion parameters using
the fuzzy model for sh oil. Hence in this study, an eort
is taken to predict the engine performance using the fuzzy
model to achieve environmental benets.
The aim of this paper is twofold. One is to investigate
the performance, emission and combustion analysis of the
compression ignition (CI) engine using sh oil biodiesel by
varying the proportions (20%, 40%, 60%, 80% and 100%).
The other is to develop a fuzzy model capable of predicting
the relations between engine input and output behaviour
fuelled for various biodiesel fuel blends.
Experimental work
The engine tests were carried out with a single cylinder,
four stroke, air cooled compression ignition engine of constant speed. The schematic diagram of the engine set-up
is shown in Figure 1. The engine was loaded by electric
dynamometer to provide the brake load. The engine was
started initially with diesel and allowed to have a warm-up
for about 10 minutes. The smoke metre and gas analyser
were used to measure the smoke and exhaust emission of
the engine. The exhaust gas was made to pass through
the probe of exhaust gas analyser to measure the levels
of CO, CO2 , NOx , HC and then passed through the probe
of smoke metre to measure the smoke density. The AVL
615 indimeter software, along with the necessary instruments and sensors, was used to measure the in-cylinder
pressure and crank angle for the combustion. Specication

Table 2.
Engine specications.
Items
Make
Cylinder number
Type
Bore stroke
Displacement
Compression ratio
Max. power/speed
Injection timing
Injection pressure
Specication
Kirloskar
1
4 stroke, direct injection, water cooled
80 mm 110 mm
553cc
16.5:1
3.7 kW/1500 rpm
24 BTDC
200 bar
Figure 3.
Variation of smoke emissions of test fuels with load.
Figure 4.
Variation of BTE of test fuels with load.
Figure 2. Variation of oxides of nitrogen of test fuels with load.
details of the engine are given in Table 2. Several blends

of varying concentrations such as B0, B20, B40, B60,
B80 and B100 were used as engine fuel. Each test
was repeated three times to ensure the reproducibility of
data.
Experimental results and discussions

Performance and emission characteristics
The eect of BTE, exhaust gas temperature (EGT) and
emissions such as NOx , CO, CO2 , HC and smoke with
respect to increasing load was analysed. The variation of
NOx with respect to load is shown in Figure 2. From the
graph, it can be observed that as load increases, the NOx
emission also increases. Mean NOx emission of B20, B40,
B60, B80 and B100 are 1.9%, 3.3%, 4.5%, 6.3% and 7.3%
lower than that of diesel. This is due to higher oxygenated
content present in biodiesel (Behcet 2011). Here B100 can
be suggested as the best blend due its lower noxious emission. The smoke emission variation with respect to brake
power is shown in Figure 3. From no load to full load, the
percentage of smoke for blend B20B100 was found to be
12.9%, 19.43%, 24.20%, 44.34% and 58.3%, respectively,
higher than that of diesel.
The variation of BTE for all blends is shown in
Figure 4. It was observed that as the percentage of load
increased, BTE of all blends increased due to increase
in power with increase in load. Mean BTE of B20 was
22.76% which is nearest to that of diesel, that is, 21.79%.

Hence, the performance of the engine with sh oil biodiesel
is comparably good with that of diesel, in terms of BTE.
The average BTEs of B40, B60, B80 and B100 are less
than that of diesel fuel by about 1.86%, 7.18%, 9.4% and
12.03%, respectively. The main reason for decrease in thermal eciency with increase in blend ratio is shorter ID
which results in earlier start of combustion than for diesel.
This increases the compression work as well as heat loss
and thus reduces the eciency of the engine (Behcet 2011;
Vedaraman et al. 2011).
The variation of CO2 emissions with the brake power
is shown in Figure 5. The mean CO2 emissions for blends
B20, B40 and B60 are 9.5%, 7.8% and 2.1% lower than
diesel and for B80 and B100 it is observed that they are
0.4% and 2.1% higher than diesel, respectively, which
points to B20 as the best blend. The variation of CO
emissions of blends and diesel with load is shown in
Figure 6. The mean CO emissions for blends B20B100
were less than that of diesel by 11.42%, 17.14%, 28.57%,
34.28% and 45.71%. This indicates decrease in CO emission with increase in blend proportion. The main reasons
for the reduction are the presence of oxygen in sh oil
G. Sakthivel et al.
Figure 8.
Variation of EGT of test fuels with load.
Figure 9.
Variation of ID of test fuels with load.
Figure 5. Variation of CO2 of test fuels with load.
Figure 6. Variation of CO of test fuels with load.
Figure 7. Variation of HC of test fuels with load.
Figure 10.
load.
Variation of combustion duration of test fuels with
and its higher combustion temperature. The variation of

HC emission with that of load is shown in Figure 7. It
reveals that HC emissions for B20, B40, B60, B80 and
B100 are less than that of diesel fuel by about 8.43%,
12.04%, 16.26%, 20.48% and 25.9%, respectively. With
the increase in the proportion of biodiesel in blends, HC
emissions decreased. The variation in EGTs with respect
to load is shown in Figure 8. The EGT of an engine
increases from 142C to 374C. This increase is due to
more quantity of fuel being required by the engine to generate the extra power needed to take up the additional
loading. The mean EGTs of B20, B40, B60, B80 and B100
are 1.7%, 3.4%, 3.6%, 4.3% and 6.3% higher than that
of diesel. It reveals that B20 exhibits lower EGT compared with other fuel blends. It can be observed that the
combustion duration increases with increase in load due to
more quantity of fuel injected at higher loads, causing late
combustion.
Table 3. Membership functions the inputs and outputs variables.

Parameters
Figure 11. Variation of MRPR of test fuels with load.
Load
Blends
NOx
Smoke
BTE
CO2
CO
HC
EGT
ID
CD
MRPR
Range
Number of membership
functions
0100
16
0.03010.2912
0.05340.3136
00.2674
0.05520.2981
0.09920.2646
0.13250.2397
0.09760.2570
0.14980.2115
0.15390.2081
0.10380.2404
5
6
9
9
9
9
9
9
9
9
9
9
Table 4. Calculated error values.

Parameters
NOx
Smoke
BTE
CO2
CO
HC
EGT
ID
CD
MRPR
RMSE
MRE
0.9996
0.9942
0.9885
0.9949
0.9959
0.9970
0.9995
0.9991
0.9995
0.9929
9.9636
3.1611
3.2345
0.4715
0.0049
2.2040
8.0323
0.6782
1.4218
0.7995
0.1090
1.9950
6.5202
1.9841
0.8365
0.4164
1.7937
1.7618
0.8902
0.9257
load to 8.7 bar/CA at full load because the precombustion

phase is less intensive for biodiesel compared with diesel,
leading to a lower pressure rise.
Figure 12.
ables.
Membership functions for input and output vari-
Combustion characteristics
The ID of tested fuels at various loads is shown in Figure 9.
The ID of B20 varies from 15 CA at no load to 13.1 CA
at full load which infers that ID is lower for biodiesel
and decreases with increase in the proportion of biodiesel.
The combustion duration of the tested fuels at dierent
loads is shown in Figure 10. It is clear that the combustion
duration decreases with increase in blend concentration
due to shorter ID and the presence of oxygen in biodiesel
which leads to a higher pressure and temperature rise in
the combustion chamber, thereby completing the combustion process at a faster rate. The variation of maximum rate
of pressure rise (MRPR) with respect to load is shown in
Figure 11. For B20, MRPR increases from 5 bar/CA at no
Fuzzy Logic
Fuzzy logic was developed to deal with vagueness, uncertainty and imprecision in the decision-making process for
real-world applications. Fuzzy logic is a soft computing
technique, which mimics the ability of the human mind
to learn and make rational decisions in an uncertain and
imprecise environment. The main benets of the fuzzy
logic system are faster and simpler system design and
development, lower cost and greater ease of maintenance.
A fuzzy system is a system of variables and there are input
and output linguistic variables. The fuzzy logic approach
is based on the denition of fuzzy sets, linguistic variables
and fuzzy ifthen rules. It consists of three basic elements:
fuzzication, inferencing and defuzzication, which are
described as follows.
Fuzzification
Fuzzication is a process which converts input data to
degrees of membership by a look up in one or several
G. Sakthivel et al.
Figure 13. Fuzzication of the input and output variables.
membership functions (Hossain et al. 2011). Membership functions are numerical functions corresponding to
linguistic terms. Triangular, trapezoidal and bell-shaped
membership functions are commonly used for engineering
applications, among which triangular membership functions are chosen for this research work. Triangular membership functions require less computational process, are
most economical and are well suited for real-time applications (Rana 2011).The triangular membership function can
be represented as follows:
xa
b
a
(x) = c
x
c b
0
for x < a,
for a < x < b,
for b < x < c,
for c > 0,
Figure 14. IFTHEN rule editor.
Figure 15. Prediction of the output values.
here a, b and c indexes show the crisp values of triangular

membership functions.
experimental data along with membership functions of

each linguistic variable.
Fuzzy inferencing
Fuzzy inferencing is the process of formulating the relationship between given input and output variables based
on their linguistics terms. Membership functions, ifthen
rules and logical operations are involved in the process
of fuzzy inferencing. The rules are created by analysing
Defuzzification
The output values which are obtained on analysis are in
the form of linguistic or symbolic value. Conversion of this
value into crisp data is called defuzzication. In the literature, many types of defuzzication methods are described
such as centre of gravity/area, centre of mass, centre
6.05
5.65
6.46
5.4
6.75
6.09
7.16
6.71
8.26
6.75
0.06 28.69 140.52 17.13 43.56
0.05 26.54 146.29 17.13 42.77
0.06 28.35 189.28 16.61 46.09
0.05 25.49 203.26 16.04 43.55
0.05 27.39 233.5
15.12 45.77
0.04 25.49 260.6
14.93 42.7
0.06 30.82 294.36 15.25 49.14
0.04 27.73 302.89 14.93 45.27
0.08 33.45 346.78 15
50.13
0.04 28.69 368.15 13.94 45.44
1.97
1.89
2.89
3.24
3.89
3.66
5.01
5.44
7.2
7.84
0
0
15.81
18.18
20.34
20.21
28.15
25.64
30.91
27.58
17.89
18.38
15.28
23.32
24.87
31.4
31.4
32.27
34.29
49.37
221.2
214.1
5.7
468.2
929.1
890.2
1315.2
1315
1675.2
1570.3
5.08
4.81
7.95
6.08
6.92
5.48
8.02
6.95
9.29
7.22
43.6
42.42
47.18
42.76
46.06
43.18
49.48
45.46
52.82
46.42
18.4
18.12
17.68
16.48
15.92
15.02
15.01
14.24
14.86
13.42
145
148
196
208
249
255
307
315
357
374
27
25
32
23
28
24
32
29
38
30
0.06
0.06
0.07
0.05
0.05
0.04
0.06
0.04
0.08
0.04
ID
Experimental values
CO2 CO HC EGT
BTE
Smoke
NOx
2
3
1
5
4
6
3
5
1
6
1
2
3
4
5
6
7
8
9
10
Percentage
of load
Blends
Sr.
No.
Table 5. Data sets taken for validation of the fuzzy model.
Modelling with fuzzy for IC engine

Fuzzification
The proposed model was developed using the FIS editor
graphical user interface in the fuzzy logic toolbox within
the framework of Lab VIEW V11.0. The developed multiple inputs and multiple outputs (MIMO) fuzzy model for
predicting the engine performance and emission characteristics is shown in Figure 12. Here engine load in percentage
and percentages of biodiesel are considered as input. BTE
and smoke in terms of percentage, and HC, CO, CO2 , NOx
in terms of g/KWh, EGT in terms of C, ID, combustion delay (CD) and MRPR are considered as output. The
observed experimental data are normalised for improving
the performance of the model. The input and output variables are quantied using linguistic terms. For this model,
input variable load is expressed as ve fuzzy sets, namely
lowest, low, medium, high and highest and blends as six
fuzzy sets. The output variables ID, CD, MRPR, NOx ,
smoke, HC, CO and CO2 are expressed as nine fuzzy sets.
Similarly, BTE and EGT are quantied into nine fuzzy sets
based on the range of data from the experimental setup.
In this model, the triangular membership function is
used for describing the input and output variables. The
graphical representation of input and output variables
membership functions are depicted in Figure 13 and their
ranges are summarised in Table 3.
CD
of largest area, rst of maxima, middle of maxima and

height (Rana 2011). The defuzzication methods derives a
crisp output value that best represents the linguistic result
obtained from the fuzzy inference process.
1.5
1.6
3
3
4.2
4.4
5.6
6
7.9
8.1
MRPR
Figure 17. Comparison graph for EGT.
0
0
17.92
16.19
24.77
23.15
30.14
28.06
33.38
29.68
NOx
Experimental EGT (C)
15
14.9
16.1
22.7
24.2
32
29.6
39.4
39.2
52.8
Predicted values
CO2 CO
HC
Smoke
BTE
Predicted EGT (C)
Figure 16. Comparison graph for BTE.
227
216
501
476
939
909
1323
1302
1686
15.84
EGT
ID
Predicted BTE (%)
Experimental BTE (%)
0
0
25
25
50
50
75
75
100
100
MRPR
G. Sakthivel et al.
CD
Predicted CO2 (%vol)
8
7
5
4
Figure 19. Comparison graph for smoke.
Figure 20. Comparison graph for HC.
Figure 21. Comparison graph for CO.
R = 0.9949
RMSE = 0.4715
MRE = 1.9841%
3
2
1
0
Figure 18. Comparison graph for NOx .
CO2
1 2 3 4 5 6 7
Experimental CO2 (%vol)
Figure 22.
Comparison graph for CO2 .
Figure 23.
Comparison graph for ID.
Figure 24.
Comparison graph for CD.
Figure 25.
Comparison graph for MRPR.
10
G. Sakthivel et al.
Fuzzy inferencing
The next stage of the fuzzy logic is to construct the IF
THEN rules to represent the relationship between input
and output variables based on the linguistic terms. In this
model, 156 rules are written using rule editor for the best
t of the model. Figure 14 shows the IFTHEN rule editor consisting of 156 rules of the model in the Lab VIEW
environment (Table 4).
Defuzzification
The last stage of the fuzzy model is the defuzzication process. In this model, the centre of area method is
used for defuzzication. The developed fuzzy model provides predicted performance and emission values of IC
engines when proper input data are fed into the model. For
example, Load = 0%, Blend = 3 are taken as the input
parameters. The corresponding output values are shown
in Figure 15. The predicted outputs for BTE, EGT, NOx ,
smoke, HC, CO, CO2 , ID, CD and MRPR are 0, 146.29,
212.41, 18.38, 26.54, 0.05, 1.89, 17.13, 42.77 and 5.65,
whereas the actual output values are 0, 145, 216, 14.9, 25,
0.06, 1.6, 18.12, 42.42 and 4.81).
Fuzzy results and discussion

In this study, the fuzzy logic model is used to predict the
performance and emission characteristics of the engine for
sh oil biodiesel blended with diethyl ether. The results
showed that the developed fuzzy model is sucient for
predicting the above-mentioned parameters. For validating the model, nine data sets are taken into account and
are tabulated in Table 5. The data sets are not taken into
account for developing the model. The accuracy of the proposed model is expressed through various statistics such as
correlation coecient (R), root mean square error (RMSE)
and mean root error (MRE). The statistical values indicate
that the predicted results of the proposed model are in good
correlation with the engine test data. The obtained values
are also tabulated in Table 5. The predicted values of BTE
and EGT as a function of experimental values are shown
in Figures 16 and 17, respectively. The developed fuzzy
model shows an R of 0.9996 and 0.9970, RMSE of 3.2345
and 8.0322 and MRE of 6.5202% and 1.7937%. This
reveals that prediction of BTE and EGT is in good agreement with actual values. The predicted and experimented
values of NOx , smoke, HC, CO, CO2, ID, CD and MRPR
are depicted in Figures 1825. The developed fuzzy model
generates an R of 0.9996, 0.9942, 0.969, 0.9959, 0.9949,
0.9991, 0.9995 and 0.9929. It can be observed that MRE
values are 0.108%, 1.995%, 0.4164%, 0.8365%, 1.9841%,
1.761%, 0.890% and 0.925%. RMSE values are also found
to be low. It shows that the predicted values of performance
and emission characteristics are in good agreement with the
experimental values and scattered around the straight line.
Conclusion
The performance, exhaust emissions and combustion of
a diesel engine fuelled with the sh oil biodiesel and its
blends are modelled (predicted) using fuzzy logic for 21
BTDC at constant speeds for dierent load conditions. The
developed fuzzy model is highly eective for predicting
the engine performance. The predicted and experimental
values are highly correlated with correlation coecient of
0.9920.999. RMSE and MRE errors are relatively low
for all the parameters which are highly important for estimating performance of engine prediction. Comparison of
the ANN predictions and the experimental results demonstrated that diesel engines using diesel and biodiesel fuels
can accurately be modelled using fuzzy logic. This reveals
that the developed MIMO fuzzy model is useful to test
the operating conditions of the engine with the use of
limited number of test data. The developed MIMO fuzzy
model can be useful for manufacturers and application
engineers for predicting the operating conditions of the
engine under dierent loads with dierent fuel blends. In
future, the ANN model can also be developed for predicting the engine operating conditions for dierent injection
timings.
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