采用试验和数值模拟相结合的方法研究了上止点时的充量密度、温度和氧体积分数对柴油机高负荷条件下的燃烧路径、排放和热效率的影响．结果表明：高的充量密度导致低的全局燃氧当量比，增强了燃氧混合率和化学反应速率，有利于提高热效率．提高充量密度对NOx 的形成有两个相反的作用：增加充量的总热容，抑制燃烧温度；增加空气的卷吸率，提高混合气的温度．低的氧体积分数降低了燃油/气体混合气的化学反应速率，推迟放热率．高负荷柴油发动机在燃烧过程中有大量不完全燃烧产物CO 形成和存在，这被称为“CO 的冷储藏”，其推迟了放热率相位，降低了已燃气体的温度，致使NOx排放降低．研究还发现发动机的碳烟排放与“CO的冷储藏”量相关．

论文已在中国上海举行的2013年CIMAC大会上发表，论文的版权归CIMAC所有。As international oil price rise rapidly, the proportion of the fuel cost share of the transport cost has become increasingly high, At the same time, in order to reduce CO2 emissions, the meeting of MEPC formulated and adopted the resolution on EEDI, and saving energy and reducing emission has become a marine industry benchmark. Diesel is the main power of the ship, its thermal efficiency is the highest in all thermodynamic engines, but still more than 50% of the energy is not being used. First of all this paper analyze and discuss the energy distribution of the main engine of the ship. The result shows that making full use of the waste heat of the main diesel engine scientifically and effectively, not only reduce the fuel consumption and the shipping cost, but also re-duce the value of the ship EEDI effectively, and improve the international competitiveness of the Chinese shipbuilding industry. To be able to design and transform the green ship, thermodynamic analyzing of the ship power plant and mastering the energy utilization of each part is necessary. In this paper, the energy system of the ship power plant was analyzed with the heat balance which is based on the first law of thermodynamics and the exergy balance which is based on the second law of thermodynamics, and the analysis of the exergy balance is important, and has built the calculation model of the thermodynamic system of the ship power plant. The result shows that the irreversible exergy loss of the cylinder is the largest in the main engine; The exergy loss of the waste heat boiler is the largest in the waste heat power generation system; When the diesel power is enough large to produce large waste heat, the waste heat recovery system can meet ship's auxiliary heat and electricity demand. According to the results of each part of the energy loss, analyze the causes and put forward improvement measures. Finally, the economy of the waste heat recovery system was analyzed, the result show that the economic viability of the waste heat recovery system is strong. According to the model and calculation of the thermodynamic system of the ship power plant, this thesis obtain the law of utilization of energy, and find the priority and direction as to transforming the ship power plant, provide the theoretical basis for development highly efficient ship waste heat recovery system.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 The trend towards higher fuel prices is expected to continue. In addition, the upcoming EEDI scheme requires a reduction in CO2 emissions. Both are boundary conditions calling for more fuel efficient propulsion solutions for large merchant vessels. In this respect ABB has investigated the potential of two-stage turbocharging on two-stroke low speed engines. Based on experience from preceding tests and extensive simulation exercises, ABB Turbocharging presents two different application cases for two-stage turbocharging of 2-stroke engines for marine propulsion. The first system building up on turbo compound by means of a power turbine and moderate increase of power density heads for maximum system efficiency. This system allows for the highest reduction in fuel consumption of all compared cases, however closely followed by a concept without power turbine based on part-load optimized 1-stage turbocharging and derating. However, according rough indications from commercial projects realized in the past the first costs of the former concept are expected to be high, which relativize the benefits in basic of the 2-stage turbocharging with a power turbine. The second system focuses on downsizing the engine to extreme power density levels. Extreme downsizing can theoretically be conducted up to a bmep of 30 bar by scaling engine tuning parameters of today's typical engines. While offering downsizing potential, it should be considered that with increasing boost, exhaust gas temperature after turbine is reduced and with it the extractable enthalpy for steam production. For both systems avail-able IMO Tier lll emission reduction methods can be used.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 The increasingly more stringent legislation with regard to pollutant emission presents engine manufacturers and operators with seemingly never-ending challenges. Irrespective of whether the required standards are met within the engine itself and/or with different exhaust aftertreatment concepts, we can no longer do without state-of-the-art control units that operate discretely in the background. The number of electronically regulated components on combustion engines will continue to increase in the future. This in turn increases the integration effort, while also making extensive test series necessary, increases the likelihood of responsibility conflicts("finger-pointing') and lowers the level of reliability. The use of platform solutions however does help to re-duce system complexity, while simultaneously spreading the testing outlay between the OEMs own R&D and development partners. The new HEINZMANN control unit model series represents a platform solution which enables those customers who wish to develop their own software to relieve themselves of the need to deploy scarce and valuable R&D resources for routine tasks, and to concentrate on the expansion of core competencies, unique selling points and complex control algorithms. Customers that do not have their own software department benefit from the use of HEINZMANN-developed function libraries that have proven their value time and time again in the field. An open software platform based on RTOS has almost no restrictions in terms of the development tools to be used. Established development tools are supported such as,e.g. Matlab/Simulink, CoDeSys, and, naturally, the conventional method of programming using Embedded C. Thanks to the modular software architecture, the integration of customer-specific solutions and protected algorithms is extremely easy. One of the key elements in complying with state-of-the-art exhaust standards in diesel engines is the CR injection technology including the control system. More and more complex actuation algorithms, combined with calculation-intensive methods for the compensation of injection-system component tolerances and long-term drift, require powerful hardware and optimized soft-ware operating-times, that when used together enable not only emissions to be reduced, but also compensates for the wear suffered by the injection system components. Special attention was paid to both the simple connection ability to the various exhaust after treatment components, as well as the actuation of VVT, EGR and WG. Dual fuel applications are also gaining more and more in significance. To this end the new HEINZMANN control system provides a basis both for actuation on the diesel side as well as comprehensive range of monitoring and control of exhaust-gas components. Here too our platform solution provides ideal integration of components with each other while the final result achieves maximum efficiency with regard to the diesel-to-gas conversion rates and reliable operation. Nowadays, next to pure functionality, it is the ease of configuration and user friendliness that are of major significance. Remote support options and fast link-up to superordinate systems is another important factor, which enhances the appeal of the customer end product, while opening up brand new options for developing individual service solutions and products.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 Shipping is the most eco-friendly means of transportation. Nevertheless increasingly strict emission regulation as well as high fuel prices create a demand for innovative solutions in ship propulsion. One way to deal with these challenges is the use of LNG as ship's fuel, thus significantly decreasing emissions of sulphur oxides, particles, NOx, and carbon dioxide. All major engine makers have their designs for gasfuelled or dual-fuel engines available, but on top of the engines such ships require additional systems for the storage of LNG under cryogenic conditions and for the processing of gas to a pressure and temperature as required by engines. Depending on the engine type these requirements may strongly differ,e.g. for two stroke engines following the Diesel principle the injection pressure is up to 300 bar g. As a world leading EPCS contractor for cargo systems for cryogenic gases like LNG, Ethylene and LPG, TGE Marine Gas Engineering is very familiar with cryogenic storage and processing on board of seagoing vessels and offshore platforms. TGE has transferred this vast experience into the design of LNG fuel gas systems for all types of engines. These fuel supply systems are ready for the market and proven to meet the requirements regarding safe and reliable onboard operation. A special focus has been taken on high-pressure gas supply systems to feed two-stroke engines like MAN ME-Gl These very sophisticated systems have been evaluated in detail and in close cooperation with the engine maker in order to make sure that they are ready for reliable operation. On top of the storage and processing system a LNG fuelled vessel will have a number of safety and auxiliary systems like fire & gas detection, ventilation, heating system as well as automation system. TGE's paper will also cover the main aspects of such systems that are mandatory for safe operation. Further to the onboard systems the bunkering of LNG is in a very early stage of development, only very few places in the world are prepared to fuel smaller ships. Bunker vessels to cover the requirements for larger vessels are not yet in operation. Using TGE's experience from the gas carrier market, we have developed solutions to close this gap in infrastructure in order to enable the LNG as fuel development to take off.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 In recently, emission legislations are gradually strengthened for marine engines. A gas engine fueled LNG is in the spotlight due to simplify an exhaust gas after-treatment and reduce GHG emission.2-stroke slow speed engines are preferred for propulsion of large vessels due to high power, slow speed, and high reliability. Unfortunately, most commercialized gas engines have been 4-stroke medium speed engine due to technical difficulties of 2-stroke slow speed gas engine. To realize the 2-stroke slow speed premixed gas engine, a technological breakthrough is needed. The new concept of 2-stroke slow speed premixed gas engine is verified by engine test with 1-cylinder modified to gas engine configurations from a normal 2-stroke slow speed diesel engine. In this engine test, pre-ignition phenomenon is observed under specific conditions which are at higher Mean Effective Pressure. Pre-ignition leads to high maximum cylinder pressure and high NOx emission due to uncontrollable ignition timing by pilot fuel injection. In a combustion chamber of reciprocating engines, the lubrication oil is indispensable to maintain sliding condition between piston and cylinder liner and existing. This paper shows that influence of cylinder lubrication oil to pre-ignition is realized by in-cylinder visualization with a high speed camera and endoscope. Luminescence intensity and the number of auto-ignition flames are reduced by reduction of cylinder lubrication oil. In addition, this paper describes the effects of temperature, equivalence ratio of pre-mixture, and characteristics of lubrication oil on ignition behavior from fundamental test results. This fundamental test is carried out by Rapid Compression and Expansion Machine. RCEM can simulate the high temperature and high pressure condition of actual engine. The fundamental test results show that temperature reduction technique is not enough to avoid the pre-ignition because the auto-ignition temperature of lubrication oil is similar to the ignition temperature of pilot fuel. However, lean pre-mixture reduces ignition probabilities of pre-mixture induced by auto-ignition of lubrication oil. Moreover, this pre-mixture can be ignited by micro pilot fuel in this lean pre-mixture condition. In this suitable condition, it is possible to avoid pre-ignition and misfire. This paper clarifies that controlling the premixture equivalence ratio within the suitable condition is important for stable operation of the 2-stroke premixed gas engine without pre-ignition caused by auto-ignition of lubrication oil.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 Because of 10% oxygen content, biodiesel could produce more NOx emissions than fossil fuel. The higher NOx emissions of biodiesel could be redecided by blending with ethanol, according to the fuel design concept. Based on the previous study, this paper focus on the effect of ethanol-biodiesel blended fuel on particulate mass concentration, particle number concentration, particle size distribution characteristics and unregulated emission. It was found that with increase of ethanol in ethanol-biodiesel blends, PM mass and number concentration could be reduced, while formaldehyde, acetaldehyde and unburned ethanol emission could be enhanced.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 Abstract: Waste heat recovery (WHR) is a promising solution for the efficient, cost-effective and environmentally friendly power generation onboard oceangoing vessels. Nowadays, there is a renewed interest in these systems due to persistently rising fuel costs, market volatility, environmental concerns and stringent emissions regulations. In this landscape, the marine powerplant complexity increases significantly under machinery space and weight limitations, multiple safety and operational constraints, new technologies and fuels, and inherently higher capital costs. To address simultaneously such issues, a techno-economic approach able to take into account the design, operation and control of the entire integrated marine energy system throughout its mission profile is required. In this paper, we present the techno-economic assessment and optimisation of waste heat recovery options for an aframax tanker, a cape-sized bulk carrier and a 8000 TEU containership, via mathematical modelling and simulation techniques. Representative models of the integrated energy system of each vessel have been developed using a modular library of reconfigurable component process models suitable for design, performance and transient operation analyses. To account for the interrelations of design, operability and transient operation between the prime mover and heat recovery subsystems, detailed models of Diesel engine, turbocharger, power and steam turbine, various heat exchangers and auxiliaries were used. The component models have been calibrated and validated using measured data. Capital cost functions for the waste heat recovery components have been employed along with operational cost data to evaluate and optimise the net present value (NPV) of the energy system subject to technical, operational, safety, space and weight constraints. This assessment and optimization has been performed taking into account typical mission profiles for each of the vessels considered. The techno-economic assessment and optimisation results indicate that there is clear potential for the waste heat recovery systems for the selected ships. However, the best-suited configuration and savings potential are strongly related to the specific ship type and size. The efficiency gains and operability of the WHR system also vary with the powerplant load demands. This study identified the minimum attainable load for WHR system operation for each ship. In addition, sensitivity analyses on fuel prices and capital costs have been performed and the range of economic viability of the WHR has been identified. Through this model based approach complex integrated systems can be successfully and timely investigated providing effective decision support to system designers, integrators and owners/operators.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 The objective of the article is to present critical design aspects of SCR systems suited for high sulphur fuels in combination with exhaust gas boilers, silencers and scrubber. The combination is presented by going through the challenges of the general system design. Regarding the challenges the main focus of the paper is in SCR operation when using high sulphur heavy fuel oil. The message is that by designing the exhaust gas treatment combination effectively it is possible to meet IMO ECA requirements for NOx and SOx emissions in the future while utilising the whole exhaust gas system design also e.g. for noise attenuation. The intension is to explain the most important phenomena influencing on the design and by what terms the different exhaust gas equipment affect each other and the engine itself. The main focus of the article is on SCR operational requirements. Therefore the paper will review the exhaust gas temperature window requirements for SCR and will explain facts behind the recommended temperature limits. The paper will present how the SCR design is effectively implemented to high sulphur heavy fuel oil operation by optimised catalyst design and improved catalyst cleaning system and by following the temperature requirements. In some engines there is a certain need to control the temperature after the turbocharger during the operation with high sulphur HFO and SCR. The need for control also applies to applications which have significantly low engine intake air temperature. The most suitable way to carry out the temperature control strongly depends on the operation profile of the engine and SCR and if the SCR is operated only on certain sailing areas or continuously. Aspects of the combined engine and SCR design are reviewed in general level. The paper also reviews the whole exhaust gas line. Temperature changes, back pressures, and noise attenuation features of the different equipments are discussed. Back pressure of the whole exhaust gas line can be optimised by sufficient dimensioning and combination of the equipments. Sound attenuation features of the combination of integrated mixing duct silencer, SCR reactor, boiler and Wartsila CSS(Compact Silencer System) elements are discussed. This combination can be designed to meet various sound attenuation requirements. Space restrictions are well recognised concern for many ship owners, ship operators and shipyards. The needed performance of the exhaust gas line after turbocharger plays a significant role in the design of the ship. The paper presents the typical sizes of different equipments and the feasible ways to minimise the needed space for the whole exhaust gas line.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 In more than 60 years Rexroth has developed from a supplier of pneumatic control components to a competent partner of major original equipment manufacturers for control system applications in the shipping industry. A ship control system today covers more functions than the standard electronic remote controls Rexroth has been selling successfully over many years. Marex OS was applied basically for controlling the engine speed and gear setting of a ship's propulsion system. Today, additional requirements must be met, many more functions need to be controlled and monitored for the efficiency and safety on board. With its subsystems the Marex ship control system is able to cover most of the required functions which may be very different depending on the size and purpose of a ship. The Marex OS ll-control can be adapted perfectly to any propulsion system, from standard diesel engines with reversing gear over controllable pitch propellers to the latest hybrid systems with diesel electric drives. Different automation modes are available such as diesel, sailing and diesel/electric. The subsystem Marex AMC is a state-of-the-art alarm and monitoring system. Besides engine safety and ship alarm functions, subsystems like an exhaust gas deviation monitoring, navigation light control or integration of video can be realized. Marex ship control systems use a safe CAN-bus protocol for the communication between its main components, analogue or digital signals are standard, CAN SAE J1939, Modbus RTU, Modbus TCP or others can be implemented on request. Marex control systems are available for any type of vessel, low cost, standard or complex, from small pilot boats, workboats, yachts, mega yachts or oceangoing vessels. Their high-quality components are well-proven and tested and meet the classification requirements. A service network is supporting the partners worldwide. Rexroth attaches a special importance on manufacturing environmental compatible products. The Green Passport (in accordance with the IMO Guidelines on Ship Recycling) is already avail-able on request for Marex systems. In cooperation with Bosch, Rexroth can now supply the full scope of products from diesel injection system up to the control lever. The newly developed marine platform from Bosch based on the electronic diesel control system (EDC) integrates seamlessly with Rexroth's class-compliant engine safety and alarm system Marex AMC and of course the remote control system Marex OS ll. This technical paper will describe the ship control system Marex with its subsystems Marex OS II and Marex AMC.A short technical introduction will be followed by functional information on 2 or 3 existing ship control systems.