Energy xxx (2015) 1e7

Contents lists available at ScienceDirect

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

Design of a decision support methodology using response surface

for torque comparison: An empirical study on an engine fueled
with waste plastic pyrolysis oil
Chedthawut Poompipatpong a, b, *, Athakorn Kengpol c, d
a
Department of Automotive Engineering Technology, King Mongkut's University of Technology North Bangkok, Thailand
b
Automotive Eco-Energy and Industrial Product Standard Research Center, King Mongkut's University of Technology North Bangkok, Thailand
c
Department of Industrial Engineering, King Mongkut's University of Technology North Bangkok, Thailand
d
Advanced Industrial Engineering Management Systems Research Center, King Mongkut's University of Technology North Bangkok, Thailand

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
Alternative energy research is an important eld of study since
it has been assumed that fossil fuel reserves are running out [1].
Accordingly, alternative fuels such as biodiesel, gasohol, and die-
sohol etc. play an important role since they are the blends of
agricultural products. They have shown economic and environ-
mental benets [2e5]. An important point of the utilization of
alternative fuels is the changing of engine performance and emis-
sion concentration [6]. The results of studies usually report the
differences in terms of unit percentages since they are easy to
interpret [7e9]. The primitive comparison method compares the
average values, which is discussed as the comparison of the
average value in this paper. This technique is simple and
* Corresponding author. 1518, Pracharat 1, Wongsawang, Bangsue, Bangkok,
10800, Thailand. Tel.: 66 2 555 2000; fax: 66 2 587 4350.
E-mail address: chedthawutp@kmutnb.ac.th (C. Poompipatpong).
acceptable. However, the weak point is that the number of exper-
imentations is limited in much engineering research because of the
cost and time consuming. Moreover, this technique cannot be
assured that the number of experimentations is sufcient to be the
representative of the engine performance.
With the purpose of overcoming this limitation, the objective of
this research is to present a new decision support methodology for
torque performance comparison. This approach applies response
surface to generate more reliable and accurate mathematical
models, which can predict a sufcient number of outputs. There-
fore, these models can be a representative of the engine perfor-
mance and the comparison results can become more accurate.
This research experimentation was done on a six-cylinder diesel
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
was selected as the example throughout the research because it is
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)

Experimental Setup and Engine Testing (Section 2)

3. Comparison of the engine torques

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

Type 6-cylinder, 4-stroke diesel

Confirmation Process (Section 4) Bore 104 mm
C Stroke 113 mm
Displacement 5759 cc
Conclusions (Section 5)
Power 145 HP at 3200 rpm
Compression ratio 16.5:1
End Fuel system Direct injection
Cooling system Water cooled
Air charging system Naturally aspired
Fig. 1. Research methodology.

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.

Run Load Speed Output torque (Nm)

6 Diesel (WPO 0%) WPO 25%
*Reference Fuel*

7 1 20% 800 rpm 265.94 237.44

2 1200 rpm 211.45 181.37
3 1500 rpm 156.06 136.14
2 4 1800 rpm 89.20 84.39
10 5 2000 rpm 58.81 51.85
1 6 40% 800 rpm 271.23 241.55
13
4 7 1200 rpm 288.11 257.91
14 8 1500 rpm 302.83 270.56
9 1800 rpm 289.24 264.76
3 10 2000 rpm 248.39 226.18
12 11 60% 800 rpm 276.35 246.45
12 1200 rpm 294.54 266.30
5
13 1500 rpm 311.71 277.99
11 14 1800 rpm 321.23 293.13
15 2000 rpm 316.76 291.88
1. Diesel Engine 2. Intake Manifold 16 100% 800 rpm 288.03 259.85
3. Exhaust Manifold 4. Engine Dynamometer 17 1200 rpm 309.64 280.51
5. Dynamometer Controller 6. Water Supply Tank 18 1500 rpm 335.83 302.19
7. Engine Coolant Supply Tank 8. Hot Water Reservoir 19 1800 rpm 348.05 312.34
9. Cooling Tower 10. Air Flow Meter 20 2000 rpm 343.23 307.16
11. Exhaust Gas Temperature Sensor Mean or Average 266.33 239.50
Difference (percentage deviation) 239:50266:33
12. Engine Speed Sensor 13. Inlet coolant temperature 266:33  100% 10:08%
14. Outlet coolant temperature

Fig. 2. Experimental setup.

3.2. The comparison by applying response surface methodology

3.1. The comparison of the average value
This technique is the most straightforward [9e11]. Since the
aim was to compare the engine torque between diesel and WPO
25%, the rst step was to average the engine torque from diesel
and the average of the engine torque from WPO 25%. Both of the
results were then compared using the percentage deviation
method (PD). The process is shown in the dashed box on the left of
Fig. 1.
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%,
respectively. The difference was calculated using the percentage
deviation method. According to Table 4, the comparison results
using this technique presented that the engine fueled with WPO
25% produced 10.08% lower torque than that of the engine fueled
with diesel. This is because the WPO 25% has less heating value and
lower Cetane number than that of diesel. Less heating value de-
nitely reduce the engine performance, while literature explained
that the lower Cetane number leads to the longer ignition delay,
which is the period between the injection and the start of com-
bustion [12,13,17]. This delay period depicts the risk to abnormal
combustion in diesel engine and, accordingly, reduces the engine
torque and power [10].
According to Table 4, the input parameters in engine research
are usually planned around 4e6 levels of tested condition
[12,13,18]. This research experimentation was also planned at four
levels of load (20%, 40%, 60%, and 100%) and ve levels of speed
(800 rpm, 1200 rpm, 1500 rpm, 1800 rpm, and 2000 rpm). The main
objective of presenting this technique was to provide researcher
with a new decision support methodology in the prediction of
engine performance. This technique consists of three main steps, as
follows.
3.2.1. Mathematical modeling and response surface plot
Engine output torque (T) is to be plotted as response surface to
which a mathematical model is tted as a function of fuel type (F),
engine load (L) and speed (S), as shown in Equation (1). The model
for a multiple regression takes many different forms. It was found in
previous research [19e21] that the second-order models are nor-
mally applied, as shown in Equation (2) [22]. Equation (2) assumes
that the response surface Y contains free term (b0), linear term (Xi),
squared term Xi2 and cross product term (XiXj), which have the
coefcients b.
Torque f F; L; S (1)

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

Torque 178:623  1:07653F 4:03929L  0:0271414S

 0:0548582L2  4:55586  105 S2
(3)
 6:41193  103 FL 2:43746  104 FS
2:35919  103 LS

TorqueWPO0% 178:623 4:03929L  0:0271414S

 0:0458582L2  4:55586  105 S2 (4)
3
2:35919  10 LS

TorqueWPO25% 151:70975 3:87899175L  0:02104775S

 0:0458582L2  4:55586  105 S2
2:35919  103 LS
(5)
Fig. 4. Relation between engine load, speed, and torque from WPO 25% operation.

3.2.2. Accuracy check

After the mathematical modeling was generated, it was very
important to check the reliability of the developed quadratic
models. Thus, each level of process parameter was placed into the
generated equation and the predicted values were calculated. The
differences between the predicted and measured values can
identify the errors. The MAPE (mean absolute percentage error) is
commonly used because it congregates reliability, ease of inter-
pretation and support of statistical evaluation [23]. The most
important point is that the MAPE is a unit free measure [24],
which is easily understandable as generally seen in much of the
research [24e26]. The results are classied into four cases, which
provide excellent accuracy (MAPE < 10%), good accuracy
(MAPE 10e20%), acceptable accuracy (MAPE 20e50%), and
unacceptable accuracy (MAPE > 50%) [24]. MAPE is dened as
shown in Equation (6).
1X n
jmeasured value  predicted valuej
MAPE  100%
n i1 measured value
respectively. These values are in the transition zone between good
accuracy and excellent accuracy. Moreover, they show the MPE
(mean percentage error) of 4.29% and 3.34%, which indicates that
the predicted values are 4.29% and 3.34% higher than the measured
values. Consequently, the total accuracy of the generated quadratic
model and response surfaces were approximately 95.71% and
96.66% for diesel and WPO 25%, respectively.
3.2.3. Determination of the volumes covered by response surfaces
and the comparison results
After the model and response surfaces were validated, the vol-
umes covered by both response surfaces were determined by
integrating Equations (4) and (5) over engine load and speed
ranges. The results of the double integration are shown in Equa-
tions (7) and (8).
(6)

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 (%)

20 800 265.94 227.94 38.003 14.29 14.29

1200 211.45 199.51 11.937 5.65 5.65
1500 156.06 168.62 12.567 8.05 8.05
1800 89.20 129.53 40.334 45.22 45.22
2000 58.81 98.92 40.110 68.21 68.21
40 800 271.23 291.44 20.215 7.45 7.45
1200 288.11 281.89 6.221 2.16 2.16
1500 302.83 265.15 37.681 12.44 12.44
1800 289.24 240.22 49.017 16.95 16.95
2000 248.39 219.04 29.351 11.82 11.82
60 800 276.35 318.26 41.914 15.17 15.17
1200 294.54 327.58 33.035 11.22 11.22
1500 311.71 325.00 13.292 4.26 4.26
1800 321.23 314.22 7.011 2.18 2.18
2000 316.76 302.48 14.281 4.51 4.51
100 800 288.03 261.83 26.194 9.09 9.09
1200 309.64 308.90 0.739 0.24 0.24
1500 335.83 334.63 1.202 0.36 0.36
1800 348.05 352.16 4.113 1.18 1.18
2000 343.23 359.29 16.060 4.68 4.68
Mean 0.000 4.29% 12.26%
Explanation 95.71% accuracy Good prediction
Fig. 3. Relation between engine load, speed, and torque from WPO 0% operation.

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.

VolumeTorque WPO 25% 2:58091  107 Table 7

Details of the addition of test conditions.

Fuel (F) Load Speed (S) Runs (setup

Since the volumes covered by the surface are determined by (L) condition)
integrating Equations (7) and (8), the signicant of the covered
WPO 20% 800, 1000, 1200, 1500, 1800 and 2000 rpm 6 runs
volume is that it presents the total or summation of the torque 0% 40% 800, 1000, 1200, 1500, 1800 and 2000 rpm 6 runs
within the testing condition (20%e100% load and 800e2000 rpm). 60% 800, 1000, 1200, 1500, 1800 and 2000 rpm 6 runs
Finally, these values can be compared using the percentage de- 80% 800, 1000, 1200, 1500, 1800 and 2000 rpm 6 runs
viation method in a similar way to that of the comparison of the 100% 800, 1000, 1200, 1500, 1800 and 2000 rpm 6 runs
WPO 20% 800, 1000, 1200, 1500, 1800 and 2000 rpm 6 runs
average value. The calculation of PD (percentage deviation) of
25% 40% 800, 1000, 1200, 1500, 1800 and 2000 rpm 6 runs
engine torque comparing diesel and WPO 25% is shown in Equa- 60% 800, 1000, 1200, 1500, 1800 and 2000 rpm 6 runs
tions (9)e(11). The results demonstrated that the engine torque of 80% 800, 1000, 1200, 1500, 1800 and 2000 rpm 6 runs
WPO 25% was 9.43% lower than that of diesel. This difference or 100% 800, 1000, 1200, 1500, 1800 and 2000 rpm 6 runs
deviation is affected by the fuel type as discussed in section 3.1 Total 60 runs (30 runs
for each fuel)
previously.

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

Table 8 30 tested conditions

Results of the comparison of the average value with the addition of the conrmation Using
test. The comparison of the
20 tested conditions average value
Run Load Speed Output torque (Nm)
Using The result is -9.99%
Direction of less Direction of more (shown in Table 8)
Diesel (WPO 0%) WPO 25% accurate results The comparison of accurate results
*reference fuel* the average value
20 tested conditions
1 20% 800 rpm 265.94 237.44 The result is -10.08% Using
2 1000 rpm 245.17 218.34 (shown in Table 4) The new comparison technique
3 1200 rpm 211.45 181.37 (Response Surface)
4 1500 rpm 156.06 136.14 The result is -9.43%
(shown in Eq. 11)
5 1800 rpm 89.20 84.39
6 2000 rpm 58.81 51.85
7 40% 800 rpm 271.23 241.55 Fig. 6. Directions of less accurate results and more accurate results.
8 1000 rpm 282.03 251.56
9 1200 rpm 288.11 257.91
10 1500 rpm 302.83 270.56
11 1800 rpm 289.24 264.76
The contribution of this research is to present a more accurate
12 2000 rpm 248.39 226.18
13 60% 800 rpm 276.35 246.45 decision support methodology to perform an engine torque com-
14 1000 rpm 283.23 256.65 parison. The value of this research lies in the development of a new
15 1200 rpm 294.54 266.30 approach, which is practical and applicable to the decision maker in
16 1500 rpm 311.71 277.99
obtaining an engine torque comparison. The two most outstanding
17 1800 rpm 321.23 293.13
18 2000 rpm 316.76 291.88 benets of the study are as follows: (1) the practical data from a
19 80% 800 rpm 279.78 252.51 large diesel engine fueled with WPO (waste plastic pyrolysis oil)
20 1000 rpm 291.54 263.30 blends over a wide range of loads and speeds are revealed; and (2)
21 1200 rpm 302.02 272.94 the details of the comparison techniques are also discussed. Even
22 1500 rpm 328.65 295.30
though the new approach is more complicated, it provides higher
23 1800 rpm 337.21 305.23
24 2000 rpm 329.75 299.27 exibility and accuracy with less complicated experimentation, as
25 100% 800 rpm 288.03 259.85 the response surfaces and mathematical models can forecast the
26 1000 rpm 300.03 270.85 results in-depth. Consequently, the number of experimentations
27 1200 rpm 309.64 280.51
can be reduced and this leads to lower costs and less time usage for
28 1500 rpm 335.83 302.19
29 1800 rpm 348.05 312.34
future research.
30 2000 rpm 343.23 307.16 It would be interesting for future research to use numerous case
Mean or Average 276.87 249.20 studies to investigate the relationship between the model accuracy
Difference (percentage deviation) 249:20276:87
276:87  100% 9:99% and the comparison results. Statistical analysis might also be
needed if many cases are investigated.

References
The comparison of the average value reported a difference of
10.08% while the new technique (response surface) reported a [1] Shaee S, Topal E. When will fossil fuel reserves be diminished? Energy Policy
difference of 9.43%. The values were slightly different. In order to 2009;37:181e9.
prove whether the new approach was more accurate, the conr- [2] Lapuerta M, Armas O, Rodrguez-Fernandez J. Effect of biodiesel fuels on diesel
engine emissions. Prog Energy Combust Sci 2008;34:198e223.
mation process was presented. It demonstrated that, when more [3] Chauhan BS, Kumar N, Cho HM. A study on the performance and emission of a
experimental data were conducted, the results of the comparison of diesel engine fueled with Jatropha biodiesel oil and its blends. Energy
the average value approached to the direction of the new approach 2012;37:616e22.
[4] Cheenkachorn K, Fungtammasan B. Biodiesel as an additive for diesohol. Int J
(response surface). Therefore, the new approach is more accurate Green Energy 2009;6:57e72.
and is strongly recommended. [5] Agarwal AK, Karare H, Dhar A. Combustion, performance, emissions and
particulate characterization of a methanol-gasoline blend (gasohol) fuelled
medium duty spark ignition transportation engine. Fuel Process Technol
2014;121:16e24.
[6] Poompipatpong C, Cheenkachorn K. A modied diesel engine for natural gas
The comparison of the operation: performance and emission tests. Energy 2011;36:6862e6.
average value Difference is -10.08% [7] Sayin C, Canakci M. Effects of injection timing on the engine performance and
(section 3.1) (shown in Table 4) exhaust emissions of a dual-fuel diesel engine. Energy Convers Manage
20 tested conditions 2009;50:203e13.
for each fuel [8] Sayin C, Uslu K, Canakci M. Inuence of injection timing on the exhaust
The new comparison
(shown in Table 1) technique emissions of a dual-fuel CI engine. Renew Energy 2008;33:1314e23.
(Response Surface) Difference is -9.43% [9] Poompipatpong C, Kengpol A. A group decision support methodology to
(section 3.2) (shown in Eq. 11) weight diesel engine's operating parameters by using analytical hierarchy
process and Delphi. Int J Ind Eng Technol 2013;5:47e60.
[10] Poompipatpong C, Kengpol A, Uthistham T. The effects of diesel-waste plastic
oil blends on engine performance characteristics. KMUTNB Int J Appl Sci
(section 4)
Confirmation test Technol 2014;7:37e45.
(10 additional tested conditions for each fuel for more accurate results) [11] Mani M, Nagarajan G, Sampath S. Characterisation and effect of using waste
plastic oil and diesel fuel blends in compression ignition engine. Energy
2011;36:212e9.
The comparison of the [12] Mani M, Nagarajan G, Sampath S. An experimental investigation on a DI diesel
30 tested conditions average value
For each fuel Difference is -9.99% engine using waste plastic oil with exhaust gas recirculation. Fuel 2010;89:
(shown in Table 8)
(shown in Table 7) 1826e32.
[13] Fahd MAF, Wenming Y, Lee PS, Chou SK. Experimental investigation of the
performance and emission characteristics of direct injection diesel engine by
water emulsion diesel under varying engine load condition. Appl Energy
Fig. 5. Results from the comparisons and the conrmation process. 2013;102:1042e9.

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 7

[14] Poompipatpong C. Effect of intake valve timing and injection timing in a
natural gas dedicated diesel engine. Master thesis. King Mongkut's Institute of
Technology North Bangkok; 2007.
[15] Poompipatpong C. Quadratic prediction models for the performance
comparison of a marine engine fuelled with biodiesel B5 and B20. Int J
Eng Math 2014. http://dx.doi.org/10.1155/2014/104989. Article ID
104989.
[16] Dogan O, Celik MB, Ozdalyan B. The effect of tire derived fuel/diesel fuel
blends utilization on diesel engine performance and emissions. Fuel 2012;95:
340e6.
[17] Murugan S, Ramaswamy MC, Nagarajan G. The use of tyre pyrolysis oil in
diesel engines. Waste Manag 2008;28:2743e9.
[18] Ning Z, Chan TL. On-road remote sensing of liqueed petroleum gas (LPG)
vehicle emissions measurement and emission factors estimation. Atmos En-
viron 2007;41:9099e110.
[19] Yuan X, Liu J, Zeng G, Shi J, Tong J, Huang G. Optimization of conversion of
waste rapeseed oil with high FFA to biodiesel using response surface meth-
odology. Renew Energy 2008;33:1678e84.
[20] Carbonell P, Rodriguez-Escudero AI. Relationships among team's organiza-
tional context, innovation speed, and technological uncertainty: an empirical
analysis. J Eng Technol Manag 2009;26:28e45.
[21] Silva GF, Camargo FL, Ferreira ALO. Application of response surface method-
ology for optimization of biodiesel production by transesterication of soy-
bean oil with ethanol. Fuel Process Technol 2011;92:407e13.
[22] National Research Council. Estimating population and income for small places.
Washington DC, USA: National Academy Press; 1980.
[23] Armstrong JS. Relative accuracy of judgmental and extrapolative methods in
forecasting annual earnings. J Forecast 1983;2:437e47.
[24] Udomsri N, Kengpol A, Ishii K, Shimada Y. The design of a forecasting support
models on demand of durian for export markets by time series and ANNs.
Asian Int J Sci Technol Prod Manuf Eng 2011;4:49e65.
[25] Tsai JM, Hung SW. A novel model of technology diffusion: system dynamics
perspective for cloud computing. J Eng Technol Manag 2014;33:47e62.
[26] Changa YF, Linb CJ, Chyanb JM, Chena IM, Chang JE. Multiple regression
models for the lower heating value of municipal solid waste in Taiwan.
J Environ Manage 2007;85:891e9.

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