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Multi-objective diesel engine emission management and control technology based on

SVM and NSGA-II

Yinghua Zhang

PII: S2590-1230(23)00708-9
DOI: https://doi.org/10.1016/j.rineng.2023.101581
Reference: RINENG 101581

To appear in: Results in Engineering

Received Date: 20 July 2023

Revised Date: 20 October 2023
Accepted Date: 7 November 2023

Please cite this article as: Y. Zhang, Multi-objective diesel engine emission management and control
technology based on SVM and NSGA-II, Results in Engineering (2023), doi: https://doi.org/10.1016/
j.rineng.2023.101581.

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Multi-objective Diesel Engine Emission Management and Control Technology Based on
SVM and NSGA-II
Yinghua Zhang*
College of Marine Engineering, Electrization and Intelligence, Jiangsu Maritime Institute,
Nanjing 211100, China
*Email of correspondence: m17301480806@163.com
Abstract: To improve the emission control effect of diesel engines, a pre-emission model for
diesel engines using biofuels is constructed using support vector machine. Considering that
traditional support vector machine training relies on initial parameters and is prone to local
convergence, a genetic algorithm model is adopted to construct an improved diesel engine
pre-emission model. At the same time, with the optimization goal of diesel engine emissions

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of particles and gases, the improved diesel engine pre-emission model is used to obtain
emission data as training parameters. The second generation non-dominated genetic
algorithm is introduced to construct a multi-objective diesel engine emission control model,

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achieving optimal control of diesel engine emissions. In the experimental analysis of diesel
engine pre emission models, the proposed pre emission model has a better prediction effect in
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nitrogen oxides, with an average prediction accuracy of 0.986, which is better than the
Particle Swarm Optimization-Support Vector Machine model's 0.906, and is more accurate in
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detecting emissions. Simultaneously predicting particulate matter, the average prediction

accuracy of the proposed model is 0.978, while the prediction accuracy of the Particle Swarm
Optimization-Support Vector Machine model is 0.902, indicating that the overall prediction
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effect of the proposed method is better. In the experimental analysis of multi-objective

optimization models, the proposed multi-objective optimization model performs best in diesel
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emission optimization. The proposed model can achieve convergence in the shortest time,
and the minimum nitrogen oxide emissions are 210.7 ppm. Compared with Non-dominated
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Sorting Genetic Algorithm II and Multi-Objective Particle Swarm Optimization models, the
particle emission optimization effect is improved by 23.5% and 18.6%. From this, it can be
seen that the proposed method has excellent performance in diesel engine emission
monitoring and pollutant optimization, surpassing related technologies in the same period.
The research technology provides important technical references for the monitoring and
emission control of harmful substances in diesel engines.
Keywords: Support vector; Biofuels; Diesel engine; Multi-objective optimization; Emission
List of abbreviations
Full name English abbreviations
Non-dominated Sorting Genetic Algorithm II NSGA-II
Particle Swarm Optimization PSO
Radial Basis Function RBF
Support Vector Machine SVM
Break Mean Effective Pressure BMEP
Diesel Engine Emission Control DEEC
 Genetic Algorithm GA
Multi-Objective Optimization MOO
Diesel Engine Pre Emission DEPE
Mean Squared Error MSE
Grid Search GS
Genetic Algorithm-Support Vector Machine GA-SVM
Particle Swarm Optimization-Support Vector Machine PSO-SVM
Multi-Objective Particle Swarm Optimization MOPSO

1 Introduction
At present, diesel engines mainly rely on fossil fuels as the main source of power. The
traditional diesel engine emission control technology mainly relies on the methods such as
chemical treatment and mechanical improvement. However, these traditional technologies

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have many shortcomings, such as limited processing efficiency and high operating costs.

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Researchers are exploring new research avenues, including diesel engines using biofuels and
the introduction of advanced computer science and technology. Compared to traditional fossil

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fuels, biofuels have significant advantages in diesel engine emissions. Biofuels have
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important research value in the field of diesel engine emission reduction control. Indraddy et
al. conducted research on existing biofuels, mixing biofuels with diesel in a certain
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proportion and conducting experiments on diesel engines. The final test denoted that under
high pressure injection conditions, diesel engines would achieve the best braking thermal
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efficiency. Meanwhile, CO and HC emissions, as well as dust particles, have significantly

decreased [1]. Sunil Kumar et al. found that global pollution has intensified, making
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environmental issues increasingly severe. Compared to traditional fuels, plastic pollutants

were cheaper and had significant applications in engines. So analyzing the method of
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converting waste plastics into fuel, the pyrolysis could obtain better fuel. Therefore,
experiments were conducted on this technology, and compared with traditional fuel powered
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diesel engines, the emissions of pollutants were significantly reduced, which was beneficial
for improving environmental quality [2]. Kumar et al. conducted research on algal biofuels,
replacing traditional diesel with algal vegetable oil through ester exchange, and configuring
different proportions of mixed oils according to type. Through experimental testing, the
application of this bio oil in diesel engines has significantly reduced fuel consumption and the
amplification of harmful substance emissions from diesel engines [3]. Oni et al. conducted
research on existing diesel engine biofuel technologies, including the stability and oxidation
properties of biofuels. It selected materials such as steel, aluminum, and copper in the current
fuel oil at an experimental temperature of 60°C to simulate the corrosion of metals after 1200
hours. The final test indicated that biodiesel had the lowest metal corrosion rate and slowest
degradation compared to regular diesel, while copper metal in the metal was the most
susceptible to corrosion. Therefore, in future diesel engines, it is necessary to add
preservatives to avoid machine damage [4].
In recent years, machine learning technology has developed rapidly, and its application
in multi-objective optimization and diesel engine emission control has improved the
performance of diesel engines [5-7]. Bandhu et al. conducted research on various steel
welding processes to improve the quality and speed of metal welding. Therefore, current,
voltage, and gas flow rate are selected as optimization variables and an optimization control
model is established. In addition to considering the above parameters, it is necessary to
perform multi-objective optimization control on variables, improve the control model using
the NSGA II method, and seek cutting-edge optimal solutions to achieve the solution of
multi-objective problems. The final experimental testing shows that this technology can
effectively improve the welding effect, surpassing traditional welding [8]. Ma et al. combined
the artificial neural network and particle swarm optimization (PSO) algorithm to optimize the
fuel consumption and emissions of the micro combustion dual fuel engine. The radial basis
function (RBF) prediction model was established by utilizing the experimental data, which
could effectively optimize and map the output parameters of the diesel engine. In specific
experimental tests, the PSO model was applied to optimize the control parameters, achieving
a significant reduction in fuel consumption and emissions, while also significantly reducing
fuel consumption [9]. Aliramezani et al. established a control oriented model for nitrogen

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oxide emissions and control optimization in diesel engines using Support Vector Machine

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(SVM). In the study, steady-state experimental data from a medium-sized diesel engine was
utilized to establish a Break Mean Effective Pressure (BMEP) model using SVM. Engine

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speed, fuel injection quantity, and fuel rail pressure were regarded as input variables. Finally,
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through testing, the proposed diesel engine emission model could accurately learn the
engine’s emission factors, thereby improving the accuracy of the control oriented model. The
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findings of the control oriented model were inline with experimental data under transient and
steady-state conditions, and the harmful gas emissions of diesel engines have significantly
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decreased [10]. To study the current application status of neural network technology in
electronic control injection control of diesel engines, Gao et al. used a comparative
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experimental method to collect experimental data, and used an injection model to readjust the
electronic control settings of the diesel engine, thereby achieving effective control of the
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diesel engine motor. According to the fuel consumption curve, the minimum fuel
consumption rate was about 201 g/kWh. Compared with the original plan, the comprehensive
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fuel consumption of the diesel engine was significantly reduced, while the harmful gas
emissions were significantly reduced [11]. Based on the above research, the importance and
superiority of using machine learning technology in the field of diesel engines, especially in
reducing diesel engine emissions pollution.
Therefore, the study chose diesel engines using biofuels as the research object and
introduced SVM to construct a diesel engine pre emission model. The advantage of this
technology is that it can predict and optimize the emission behavior of diesel engines through
learning data. However, traditional SVM training methods have the problem of relying on
initial parameters and being prone to local convergence difficulties. In order to overcome
these problems, genetic algorithm (GA) was introduced to optimize the parameters of SVM,
which improved the accuracy and stability of the model. At the same time, considering the
impact of particulate matter and gases in diesel engine emissions on the environment and
human health, the study used the emission data obtained from the improved diesel engine pre
emission model as training parameters and introduced the second generation Non Dominated
Sorting Genetic Algorithm II (NSGA-II). Through NSGA-II, researchers have constructed a
multi-objective diesel engine emission control model, which has significant advantages in
simultaneously reducing particulate matter and gas emissions. The innovation of this study
lies in the combination of biofuels and advanced computer science and technology, proposing
a new diesel engine emission control scheme. By introducing SVM and GA, as well as
NSGA-II, researchers not only improved the accuracy of the model, but also made diesel
engine emission control more efficient and accurate. The introduction of this new technology
not only brings new ideas and methods for traditional diesel engine emission control
technology, but also provides beneficial reference and guidance for environmental
governance.
The research content is divided into four parts. The first part introduces the application of
biofuels in diesel engines and the related technologies of DEEC, and discusses and analyzes
the cutting-edge technologies of machine learning in DEEC. The second part concentrates on
diesel engine emissions, introducing machine learning models to construct diesel engine
emissions models, and introducing the NSGA-II to construct multi-objective optimization
(MOO) models. The third part is to apply the mentioned technology to specific scenarios to

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verify the effectiveness of the proposed MOO model in practical diesel emission tasks. The
fourth part summarizes and analyzes the entire article, and elaborates on the improvement
direction of the research.

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2 Method
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This section mainly studies the emission related technologies of diesel engines using
biofuels, and constructs a diesel engine pre emission model by studying the emission
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characteristics related to diesel engines. Meanwhile, in response to the parameterization

problem of the pre emission model, a genetic model is introduced for optimization and
improvement. Considering the characteristics of diesel emissions, NSGA-II is introduced for
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multi-objective optimization of diesel to achieve effective control of diesel engine emissions.

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2.1 Construction of diesel engine pre emission model

Diesel engines are widely used in transportation, industrial manufacturing, and other
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fields due to their low fuel consumption, long lifespan, and high thermal efficiency. Diesel
fuel used in the transportation sector emits a large amount of harmful gases, causing serious
damage to the environment [12]. In order to effectively control diesel engine emissions, a
diesel engine pre emission model is constructed based on machine learning model support
vector. The core idea of the SVM model is to map data into a high-dimensional space,
making it easier for data to be separated in that space. Therefore, it has good adaptability to
complex nonlinear data and meets research needs. The construction process of SVM diesel
engine pre emission model is shown in Figure 1.
 Normalization
Start All Datasets
processing

Training set
Select Select kernel
parameters function

Test set
Building a
Support Vector End
Model

Figure 1 Construction process of SVM DEPE model

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To achieve effective prediction of diesel engine emissions in machine learning, it is
necessary to determine the training dataset as the input for the model, mainly including diesel

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engine operating speed, injection pressure, cooling water temperature, etc. Appropriate input
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variables are selected based on the characteristic parameters of the diesel engine [13]. In the
SVM based Diesel Engine Pre Emission (DEPE) model, the idea is to make the sample
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distance infinitely close to the optimal classification plane distance according to the optimal
classification hyperplane, and classify the samples in this way to address the issue [14]. As
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expressed in Figure 2.
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
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Figure 2 Schematic diagram of regression support vector

Define a training dataset for the model, where xi means the input sample representing

the parameters of the diesel engine, and yi is the corresponding output value representing

the emission parameters of the diesel engine [15]. In the construction of the SVM model, to
raise the prediction accuracy of the model, the relaxation variable i  0 is introduced to

handle nonlinear separable situations. The introduction of relaxation variables can indicate
that some samples are allowed to be on the wrong side, but the impact on classification
results is limited to a certain range [16]. The optimization objective is transformed into a
minimum objective function in the study, as shown in Equation (1).

N
1
min w,b , || w ||2 +C  i (1)
2 i =1

In Equation (1), w denotes the weight vector; b indicates the bias; C expresses the

penalty factor; N denotes the amount of samples. Considering the complexity of objective

problem processing, the objective function is transformed into the form of a quadratic convex
programming problem, and Lagrange multiplier method is used to introduce Lagrange

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multiplier  i  0 . The optimization expression is shown in Equation (2).

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N N N
1
L( w, b,  ,  ) = || w ||2 +C  i −   i ( yi ( wT xi + b) − 1 + i ) −  ii
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2 i =1 i =1 i =1
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In Equation (2), i is the Lagrange multiplier corresponding to the relaxation variable
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 i . Finally, the quadratic convex programming problem is treated by the dual problem, and
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the dual problem is obtained by maximizing the lower bound of the Lagrange function on the
Lagrange multiplier, as shown in Equation (3).
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max min w,b, L( w, b,  ,  ) (3)

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The optimal solution of the dual issue is solved by using the Karolem Kuhn Tuck
condition, and a set of optimal Lagrange multipliers  * are obtained. The optimal weight

vector w* and offset b* can be calculated using the following equation, as shown in

Equation (4).

N
w* =   i* yi xi (4)
i =1

In Equation (4), N refers to the amount of samples, and the expression of biased b* is

shown in Equation (5).

Ns N
1
b* =
Ns
 ( yi −  *j y j xTj xi )
i =1 j =1
(5)
 In Equation (5), N s stands for the amount of support vectors. Ultimately, through the

trained SVM regression model, the emission parameters of the diesel engine can be predicted.
Given a new input sample xtest , the prediction of diesel engine emissions can be achieved

through Equation (6).

N
f ( xtest ) =   i* yi K ( xi , xtest ) + b* (6)
i =1

In Equation (6), K ( xi , xtest ) is the kernel function used to calculate the similarity

between the input sample xi and the test sample xtest . Through the above steps, it can

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construct an SVM based DEPE model and use it to effectively predict diesel engine
emissions [17]. It should be noted that in practical applications, it needs to select appropriate

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kernel functions based on specific problems and tune the model through methods such as
cross validation.
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2.2 Improvement of diesel engine pre emission model construction
In the DEPE model based on SVM, accurate prediction of diesel engine emissions
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requires accurate initialization and training of the model. In order to ensure the training
effectiveness of the model and avoid overfitting during the training process, this study used
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genetic algorithm to optimize the SVM diesel engine pre emission model. Compared with
traditional artificial neural network models, the genetic algorithm optimized SVM model has
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strong adaptability and more accurate recognition of diesel engine emission characteristics,
thereby improving the prediction effect of diesel engine emissions. The specific optimization
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is shown in Figure 3.

k-fold cross Training set

validation

Optimizing
Initialize Re-optimize the optimization
corresponding
model parameters obtained from network
parameters for
parameters search using genetic algorithm
network search

Obtain
Output optimized
Model Test set
Results SVM model
checking

Figure 3 Schematic diagram of optimization process for pre-emmision model of diesel

engine
In the optimization of SVM models, the k-fold cross validation method is first applied to
partition the training and validation sets. Secondly, the SVM optimization parameters are
given a spatial range through network search, and all nodes are traversed for parameter values.
The corresponding errors are calculated to obtain the optimal parameter set of the model [18].
Finally, the GA is utilized to re optimize the optimization parameters obtained from network
search, resulting in the optimized SVM model.
It assumes that the experiment contains a dataset of N samples, and the representation is
shown in Equation (7).

N P = ( xi , yi )iN=1 (7)

In Equation (7), xi is the input feature vector, and yi expresses the corresponding

category label. To promote the training accuracy, the K-fold cross validation method is
utilized to divide the training samples into k equal parts, represented by a set as shown in

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Equation (8).

Dall = D1 , D2 ,..., Dk (8)

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In Equation (8), D j is the jth subset data. The partitioned data is used as the validation
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set for the model, and the remaining data are utilized for model establishment. It carries out K
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times according to the above method, and calculates each error of the training model. It
divides the sum of the mean squared error (MSE) by K to get the model cross validation error,
and uses it as the model accuracy evaluation index. The principle of K-fold cross validation is
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shown in Figure 4.
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D1 D2 D3 D4 D5 D6 … DK

Training set Test set

Test result
D1 D2 D3 D4 D5 D6 … DK-1 DK
1

Test result
D1 D2 D3 D4 D5 D6 … DK-2 DK-1 2 Average
results
… …
… …

Test result
D2 D3 D4 D5 D6 D7 … DK D1
3

Figure 4 Schematic diagram of K-fold cross validation principle

Before optimizing the parameters of the SVM model, a grid search algorithm (GS) is
introduced to determine the parameter space range. The final optimized parameters are C
and  , which are the penalty factor of SVM and the width parameter of RBF kernel function,

respectively. It divides the parameter space within a given range to obtain a set of candidate
parameter values [19]. It assumes that the candidate value for parameter C is C1 , C2 ,..., Cm ,

and the candidate value for parameter  is  1 ,  2 ,...,  n . It calculates the error corresponding

to each parameter and treats the error corresponding to the parameter as the optimal
parameter set, as shown in Equation (9).

 ErC = Erc1 + Erc 2 + Ercn

 (9)
 Er = Er 1 + Er 2 + Er n

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In Equation (9), ErC denotes the penalty factor corresponding to the error set; Ercn

means the penalty factor error subset; Er refers to the width parameter corresponding to

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the error set; Er n represents the width parameter error subset. It needs to further optimize
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the selected parameters using GA. It initializes the GA model and randomly generates a
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model population of N individuals within a determined spatial range, defined as P , as

shown in Equation (10).

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P = {X1 , X 2 , X n} (10)
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In Equation (10), X n expresses an individual population. After the initialization setting

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of the GA model is completed, the fitness of the model needs to be calculated, and the GA
fitness value is shown in Equation (11).

n
F = k (  ( yi − 0i )) (11)
i =1

In Equation (11), n denotes the amount of model output nodes; yi represents the

expected output value; oi refers to the predicted output value;  means the adjustment of

initial parameters. The selection operation of the population is an important process in the GA
model, and the research mainly adopts the roulette wheel method, as shown in Equation (12).

N
fi
pi = N f j
(12)

j =1
fj j =1
 In Equation (12), pi expresses the probability value of i individual being selected;

N stands for the population size; f i is calculated as shown in Equation (13).

fi = k / Fi (13)

In Equation (13), Fi means the fitness value of the i th individual. When all model

parameters are determined, the next step is to perform population crossover operation, as
shown in Equation (14).

aij = aij (1 − b) + ai b
} (14)

f
aij = aij (1 − b) + aij b

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In Equation (14), aij indicates the j th chromosome in the i th individual; b means a

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random number, with an interval of [0,1]. Mutation operation is the process of mutating
individual genes, as shown in Equation (15).
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aij + (aij − amax )* f ( g ) r >0.5
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aij = { (15)
aij + (ami − aij )* f ( g ) r  0.5
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In Equation (15), amax indicates the maximum value in aij , and amin indicates the
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minimum value in aij . The calculation of f ( g ) is shown in Equation (16).

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f ( g ) = r2 (1 − g / Gmax ) 2 (16)

In Equation (16), r2 represents any real number; g denotes the current iteration times

of the model; Gmax refers to the max evolution amount of the population. By using the

above mathematical model and specific population initialization, fitness calculation, selection,
crossover, and mutation operations, the initial parameter values of the SVM model are
obtained, achieving improvements to the diesel engine pre emission model.
2.3 A multi-objective optimization model for diesel engine emission control based on
NSGA-II
Diesel engines consume fuel to obtain power during operation, while also emitting
nitrogen oxides and particulate matter. Therefore, it is necessary to control diesel engine
emissions, reduce environmental pollution caused by emissions, and ensure efficient
operation of diesel engines. To maintain efficient operation of diesel engines, it will increase
the emissions of harmful substances from diesel, and a balance between the two needs to be
maintained. Therefore, based on the DEPE model constructed in section 2.2, an improved
NSGA-II is introduced to search for the optimal solution for diesel engine particulate matter
and nitrogen oxide emissions [20]. The MOO model based on NSGA-II and SVM is shown
in Figure 5.

Start Bench test data

Minimum
Minimum Training
confidence
Support Support Vector

f
Obtain decision function

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NSGA-2 NSGA-2
optimization optimization End

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calculation calculation
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Figure 5 MOO flowchart based on NSGA-II
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The NSGA-II model has two processes in solving MOO problems. Firstly, individuals
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need to be ranked using sorting method, and the solution sets that do not meet the
requirements need to be eliminated through sorting. The remaining solution sets are
reasonably divided according to the population, and continuously approached the optimal
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target solution through calculation [21]. The construction process of its mathematical model
is as follows: assuming there is a MOO problem, with the amount of objective functions
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being m and the amount of decision variables being n , the particle objective function can
be represented as shown in Equation (17).
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f ( Particle)1 = z1 ( x1 x2 x3 ) (17)

In Equation (17), z1 means the nonlinear function of particles constructed by Genetic

Algorithm-Support Vector Machine (GA-SVM); f ( NOx) = z2 ( x1 x2 x3 ) indicates the

optimization target factor, which represents viscosity, surface tension and Cetane number.
The target optimization of nitrogen oxides is shown in Equation (18).

f ( NOx) = z2 ( x1 x2 x3 ) (18)

In Equation (18), z2 denotes the nonlinear function of nitrogen oxides constructed by

GA-SVM. Assuming the population size is Pop , it randomly generates Pop individuals,

with each individual’s decision variable following a given range. The optimization
characteristics of diesel engines are considered in the study, with a value of 50. The selection
of fitness is the key to model training. For each individual in the population, it is necessary to
perform non dominated sorting based on the fitness calculation results, that is, divide the
individuals into different levels. If an individual outperforms another individual in all
objective functions, it is classified as a higher level, and vice versa. At the same time, in
model training, to ensure that the model does not fall into a dead cycle, it is necessary to set
the maximum iteration evolution number maxGen , and the maxGen value should not be

too large or too small. If it is too small, it will increase the training time and affect the model
optimization accuracy. Finally, the maxGen value will be set to 100. In model training, it is

necessary to perform crossover and mutation operations on new populations to generate the
next generation of populations, thereby continuously adjusting the model’s optimization

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performance. It sets the crossover probability to Pc and the mutation rate to Pv . In the

study, the crossover probability to Pc was set to 0.9 and the mutation rate to Pv was set to

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0.1. The decision constraints for the entire MOO are shown in Equation (19).
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 49.8  x1  64.64

 2.56  x2  3.321 (19)
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 26.7  x  34.12
 3
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Finally, the MOO expression of the entire diesel engine is shown in Equation (20).

 f ( Particle)1 = z1 ( x1 x2 x3 )
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 (20)
 f ( NOx) = z2 ( x1 x2 x3 )
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3 Results
This section mainly tests the application effect of the proposed technology in practical
scenarios, including experimental analysis of pre emission models, multi-objective emission
optimization control analysis, and other content. Through experimental analysis and
comparison of the application effectiveness of the proposed method in practical scenarios, the
main testing content includes diesel engine emission prediction, optimization effect
comparison, and multi-objective optimization effect comparison.
3.1 Experimental analysis of DEPE model
The research conducted performance testing on the proposed DEPE model, with an
experimental environment of WINDOWS 10, a running memory of 32G, and a 24 core
Zhiqiang processor. It organized and normalized the collected data such as diesel engine
operating speed, injection pressure, and cooling water temperature as model training data.
Through multiple rounds of model benchmark testing, the optimal initialization parameters of
the model were obtained, as shown in Table 1.
 Table 1 Initial parameters for model training

Model parameter types Parameter value

Population size of genetic algorithm 20

Maximum genetic algebra 200

Crossover probability 0.7

Binary system 10

Support vector kernel function Sigmoid

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Support vector penalty factor 0 to 100

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Genetic algorithm mutation probability 0.05

Migration Fraction
-p 0.1
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In the study, K-fold test was used to train test data, and MSE obtained from cross test
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data was taken as the model optimization object. It set different K variation values and
compared the results in two types of diesel emissions, as expressed in Figure 6.
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0.020 0.0145
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0.018 MSE 0.0140 MSE

Cross validation MSE

Cross validation MSE

0.016 0.0135
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0.0130
0.014
0.0125
0.012
0.0120
0.010 0.0115
0.008 0.0110
0 2 4 6 8 10 0 2 4 6 8 10
K-fold crossing number K-fold crossing number
(a) Nox emission (b) Particulate emission

Figure 6 MSE results of main emissions of two diesel engines

Figures 6(a) and 6(b) are nitrogen oxides and particulate matter respectively. From the
data curve, as the k value increased, the scale of model training data expanded, and the MSE
of model cross validation gradually decreased. Nitrogen oxides had a minimum MES value of
0.009 at a K value of 5, while particulate matter had a minimum MSE value of 0.0112 at a K
value of 9. After comprehensive comparison, it was found that the best emission search result
was achieved when the k value was 5. Therefore, a K value of 5 was set for further testing.
Figure 7 shows the optimization of SVM under different parameters.
 0.30 0.12
Best fitness
Best fitness
0.25 Average fitness 0.10
Average fitness
0.20 0.08

Fitness
Fitness

0.15 0.06

0.10 0.04

0.05 0.02

0 0
0 40 80 120 160 200 0 40 80 120 160 200
Sampling rate Sampling rate
(a) Nox emission (b) Particulate emission

Figure 7 Comparison of SVM fitness values under GA optimization

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Figures 7(a) and 7(b) show the fitness selection results for nitrogen oxides and particulate

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matter, respectively. As the iteration times increased, the fitness value of the model constantly
changed. After reaching 50 iterations, the basic position of the model’s fitness fluctuated

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steadily, with fitness values ranging from 0.03 to 0.19. This indicated that the parameter
optimization of the SVM model has achieved the optimal effect. Considering the training
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effects of two emissions, the final fitness value was 0.05 to guarantee the training model’s
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accuracy. The particle swarm optimization algorithm optimized SVM model (PSO-SVM) was
selected as the model test basis to test the accuracy of different DEPE models. The prediction
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results of nitrogen oxides are shown in Figure 8.

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450 Actual value 450 Actual value

400 Predictive value 400 Predictive value
NOX emissions (ppm)

NOX emissions (ppm)

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350 350
300 300
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250 250

200 200

150 150
100 100
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
Test operating point Test operating point
(a) PSO-SVM (b) GA-SVM

Figure 8 Prediction of nitrogen oxides

Figures 8(a) and 8(b) show the prediction outcomes of PSO optimized SVM and
GA-SVM models in nitrogen oxides, respectively. From the actual curve, the PSO-SVM
model had some error at 80 test operation points, with an average prediction accuracy of
0.906. The proposed GA-SVM model had an average prediction accuracy of 0.986 for 80 test
operation points under the same environment. The predicted results in particulate matter are
shown in Figure 9.
 Predictive value Actual value Predictive value Actual value
3.5 3.5

Particulate emissions (mg/cc)

Particulate emissions (mg/cc)

3.0 3.0
2.5 2.5
2.0 2.0

1.5 1.5

1.0 1.0

0.5 0.5
0.0 0.0
0 10 20 30 40 50 60 70 80 0 10 20 30 40 50 60 70 80
Test operating point Test operating point
(a) PSO-SVM (b) GA-SVM

Figure 9 Particle prediction results

Figures 9(a) and 9(b) denote the prediction findings of the PSO-SVM and GA-SVM

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models in particulate matter, respectively. Compared to the type of nitrogen oxide compound

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prediction results, the GA-SVM model had a better average prediction accuracy of 0.978,
while the PSO-SVM model had 0.902. The GA-SVM model worked better in predicting the

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emission effects of diesel engines.
3.2 Analysis of MOO model experiments
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To effectively control the emissions of diesel engines, ensure their stable operation, and
reduce environmental pollution, the improved NSGA-II model was used for multi-objective
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diesel emission optimization. Two speed states were selected for testing, namely 1500 r/min
and 1800 r/min, with a diesel engine load of 50% in both states. The optimal solutions for the
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two types of emissions are displayed in Figure 10.

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1.30 Optimal solution Pereto 2.10

Particulate emissions (mg/cc)

Particulate emission (ppm)

Optimal equilibrium point Optimal solution Pereto

1.20 2.00
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Measured value Optimal equilibrium point

1.10 1.90
Measured value
1.00 1.80

0.90 Test 10 1.70

Test 12
0.80 1.60
314 316 318 320 324 326 328 330 332 200 205 210 215 220 225 230 235 240
NOX emissions (ppm) NOX emissions (ppm)
(a) 1500r/min (b) 1800r/min

Figure 10 Pareto optimal model under two working conditions

Figures 10(a) and 10(b) show the multi-objective optimal solutions of the improved
NSGA-II model under two operating states of 1500 r/min and 1800 r/min, respectively. The
horizontal axis indicates the emissions of nitrogen oxides, and the vertical axis denotes the
emissions of particulate matter. The red dot construction curve represents the Pareto front. At
the same speed and load, there was a negative correlation between particulate matter and
nitrogen oxides. At a working state of 1500 r/min, the optimal solution was obtained when
the nitrogen oxide compound displacement was 320.6 ppm and the particle displacement was
0.99.7 mg/cc. At the same time, the multiple objective particle swarm optimization (MOPSO),
traditional NSGA-II and improved NSGA-II models were selected for model training
comparison. Selecting the ZDT3 function for multiple model optimization comparisons is
shown in Table 2.
Table 2 Functional Frontier Performance Test Results
Target minimum Standard
Model Target Mean value
value deviation
Target 1 0.256 0.565 0.456
MOPSO model
Target 2 0.056 0.542 0.405
Target 1 0.098 0.456 0.365
NSGA-II model
Target 2 0.045 0.436 0.240
Improved Target 1 0.058 0.322 0.321
NSGA-II model Target 2 -0.354 0.235 0.245
According to the comparison results of target values, standard deviations, and other
statistics in Table 2, the improved NSGA-II optimization model has the best comprehensive

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performance. The smaller the values of Goal 1 and Goal 2, the closer they are to the Pareto
optimal frontier. The minimum value of objective 1 in the MOPSO model is 0.256, and the
minimum value of objective 2 is 0.056, indicating the worst optimization effect. The second

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best performing model is the NSGA-II model, with a minimum value of 0.098 for Goal 1 and
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0.045 for Goal 2. The best optimization effect is the improved NSGA-II model, with a
minimum value of 0.058 for Goal 1 and -0.354 for Goal 2, which is closer to the optimal
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pareto frontier results. The actual prediction comparison is shown in Figure 11.
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250 2.20
Particulate emissions (mg/cc)

MOPSO MOPSO
240 NSGA-II 2.10 NSGA-II
Nox emission (ppm)

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Improving NSGA-II Improving NSGA-II

230 2.00

220 1.90
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210 1.80
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200 1.70
0 20 40 60 80 100 120 140 160 180 200 0 20 40 60 80 100 120 140 160 180 200
Iterations Iterations
(a) Nox emission (b) Particulate emissions

Figure 11 MOO results without optimization model in 1800 r/min environment

Figures 11(a) and 11(b) show the MOO results under nitrogen oxides and particulate
matter, respectively. There were significant differences among the three models in nitrogen
oxide optimization. The improved NSGA-II model converged the fastest with a minimum
nitrogen oxide displacement of 210.7 ppm, while the NSGA-II model and MOPSO model
were divided into 216.4 ppm and 227.6 ppm respectively. In the optimization of particulate
matter emissions, the best performing model was the improved NSGA-II model, with a final
emission of 180.6 mg/cc. Compared with the NSGA-II model and MOPSO model, the
proposed model improves the optimization effect of particulate matter emissions by 23.5%
and 18.6%. The optimal parameter data results under two diesel environments of 1500 r/min
and 1800 r/min are shown in Table 2.
Table 3 Partial optimal solution parameter data results for two diesel operating states
 1500 r/min 1800 r/min
Pareto
optimal
Surface Cetane Surface Cetane
solution Viscosity Viscosity
tension number tension number

Test 1 3.30 33.75 52.01 2.85 33.87 51.22

Test2 2.82 30.20 63.64 2.55 34.01 49.91

Test 3 3.31 33.43 51.82 2.84 34.07 52.45

Test 4 2.61 30.57 64.35 2.86 34.04 51.54

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Test5 2.50 27.62 64.37 2.56 33.52 49.86

Test 6 2.53 28.10 64.51 2.56 33.32 49.85

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Test 7 2.85 29.93
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64.52 2.57 34.11 59.44
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Test 8 2.52 27.57 64.48 2.58 33.34 49.81
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Test 9 2.55 31.68 63.56 2.59 33.80 49.81

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Test 10 2.65 30.15 64.34 2.84 34.11 51.92

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Table 3 shows the optimal solution parameter results obtained by improving the
NSGA-II model under different working conditions. In 10 sets of tests, each group had
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corresponding physical and chemical characteristic parameters. In test 10, the optimal
emission results were obtained when the working condition was 1500 r/min. At this moment,
the viscosity value of diesel mechanistic parameters was 2.65, the surface tension was 30.15,
and the Cetane number was 64.34.
4 Discussion
Based on the above test results, the proposed diesel engine pre emission model and
multi-objective emission optimization model have undergone rigorous experimental analysis
and demonstrated excellent performance in practical scenarios. Firstly, K-fold cross
validation is used, and MSE is used as the evaluation indicator for model optimization. The
most suitable K value was selected through experimental testing, effectively improving the
training effect of the model. In the optimization process of the SVM model, genetic algorithm
was introduced for parameter optimization, ensuring that the model parameters were fully
optimized during the training process. Compared with traditional PSO-SVM, the proposed
GA-SVM model performs well in predicting nitrogen oxides and particulate matter, with
higher prediction accuracy. Secondly, for the multi-objective emission control problem of
diesel engines, researchers used an improved NSGA-II model for multi-objective
optimization. Emission optimization experiments were conducted under different operating
conditions of 1500r/min, 1800r/min, and 50% load. The experimental results demonstrate the
superiority of the improved NSGA-II model in multi-objective emission optimization. By
comparing the performance of different optimization models, it was found that the improved
NSGA-II model performed well in terms of target minimum, mean, and standard deviation.
Specifically, in the optimization of nitrogen oxide and particulate matter emissions, the
improved NSGA-II model can achieve lower emissions and has better optimization effects
than other models. Through actual prediction comparison, this model shows faster
convergence speed and lower emissions in optimizing nitrogen oxides and particulate matter,
especially in controlling particulate matter emissions. The improved NSGA-II model
significantly improved its performance, reaching 180.6 mg/cc, which is 23.5% and 18.6%
higher than other models, respectively.
In summary, it can be found that the diesel engine emission control management

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technology studied has good application effects. The GA-SVM model was innovatively used
to predict diesel engine emissions, and based on the emission results, an improved NSGA-II
algorithm was introduced to construct a multi-objective emission optimization model.

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Compared to traditional direct construction of multi-objective emission optimization models
for diesel engines, the proposed method is more accurate and reliable in monitoring and
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controlling diesel engine emissions. However, diesel engines operate complex in actual
operating conditions, requiring consideration of harsh operating environments and the overall
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performance of diesel engines. Future work needs to comprehensively consider these factors
to make up for technological deficiencies.
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Overall, this technology has good application effects in practical scenarios. This model
not only improves the accuracy of diesel engine emission control, but also reduces harmful
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gas emissions, providing reliable technical support for the stable operation of diesel engines
and environmental protection.
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5 Conclusion
The problem of environmental pollution is becoming increasingly severe, and reducing
the discharge of harmful substances is of great significance for the development of society. In
order to reduce the emissions of harmful substances from diesel engines, a DEPE model was
established using a support vector machine. Considering that the support vector machine
model is prone to local convergence issues, K-fold cross validation, network search algorithm,
and GA model were used to improve the support vector machine. At the same time, the
NSGA-II model was introduced on the basis of the SVM model to construct a multi-objective
diesel engine emission optimization model, and the actual application effect of the model was
verified through specific experiments. In the experimental analysis of DEPE models, the
GA-SVM model had a better average prediction accuracy for particulate emissions, with an
average prediction accuracy of 0.978, while the PSO-SVM model had 0.902. In the
experimental analysis of MOO models, diesel engines were optimized for particulate matter
emissions at 1800 r/min. The best performing model was the improved NSGA-II model, with
a final emission of 180.6mg/cc. Compared to the NSGA-II, NSGA-II and MOPSO models,
the optimization effect of particulate matter emissions was improved by 23.5% and 18.6%.
Finally, the optimal physical and chemical emission parameters of the diesel engine at 1800
r/min were obtained through MOO. In Test 10, the optimal emission results were obtained for
the two substances at 1500 r/min. At this moment, the viscosity value of the diesel engine’s
mechanistic parameters was 2.65, the surface tension was 30.15, and the Cetane number was
64.34. It can be seen that the diesel engine emission management technology proposed by the
research institute has good practical application effects, improving the control effect of diesel
engine emissions and reducing pollutant emissions. At present, research is mainly focused on
biofuel diesel engines, and their applicability to traditional petrochemical diesel environments
has not been fully verified. Therefore, in the future, it is necessary to expand the research
object and conduct in-depth research on the emission optimization of different types of diesel
engines, which is one of the future research directions. In addition, a multi-objective
optimization method was adopted and the NSGA-II model was introduced to achieve
multi-objective optimization of diesel engine emissions. However, in practical engineering

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applications, the working state and environmental conditions of diesel engines may change,

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so further research is needed on the stability and adaptability of multi-objective optimization
models under different working states to improve the effectiveness of technical applications.

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Funding: This research did not receive any specific grant from funding agencies in the public,
commercial, or not-for-profit sectors.
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 Highlights
l. Construct an improved diesel engine pre-emission model.
2. Introduce the second generation non-dominated genetic algorithm to construct a
multi-objective diesel engine emission control model.
3. The average prediction accuracy is superior to other models.
4. The minimum nitrogen oxide emission is 210.7 ppm.
5. This research has important reference value for the optimization and control of diesel
engine emissions.

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Declaration of interests

☒ The authors declare that they have no known competing financial interests or personal relationships
that could have appeared to influence the work reported in this paper.

☐ The authors declare the following financial interests/personal relationships which may be considered
as potential competing interests:

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