论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 Simulating the combustion process in diesel engine and studying the fuel combustion and pollutant formation mechanism are the fundamental approaches to improve the air environment and meet the emission regulations. This paper set n-heptane as an alternative fuel to diesel engine and calculated the chemical kinetics combustion process of n-heptane in-side cylinder. The results showed that HO2• and OH• are the main radicals that participate the dehydrogenation reaction of n-heptane, HO2• mainly comes from the two initial reactions of n-heptane, OH• mainly comes from the pyrolysis reaction of H2O2,C7H15-1• and C7H15• are the key dehydrogenation reaction products, CH2O is the key aldehyde product, CH3•and C2H5• are the main products of high temperature pyrolysis reaction, in the high temperature phase, the generation of CO is mainly from the reaction of CH2O, the generation of CO2 is the result of reaction between CO and OH. Based on the calculation of chemical kinetics, by temperature sensitivity analysis, composition and reaction rate analysis, a reduced combustion model of n-heptane was got in the paper, the reduced model contained 43 kinds of components and 63 elementary reactions, calculation results showed that it gave predictions similar to detailed model in the ignition timing, temperature and pressure in-cylinder, the distribution of intermediate products and combustion products. Finally, based on the reduced model, the paper built a new combustion and emission model of diesel engine, the combustion process of a special diesel engine was simulated and the variation of parameters such as turbulent kinetic energy, fuel concentration, temperature in-cylinder and concentrations of the main intermediate products and NO were obtained.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 GE Transportation is in the process of updating its EVO and Power haul line of diesel engines to meet the requirements of EPA Tier 4 and EU Stage lllB emissions standards. The base engine with the largest production volumes continues to be the loco-motive version of the 12 cylinder EVO rated at 3375kW. Additionally, in-line 6 and 8 cylinder and vee 12and 16 cylinder versions of the EVO engine are underdevelopment to serve the marine market along with an update to the Power haul 16 cylinder engine for the European locomotive market. The EVO engine has been one of GE Transportation's most successful products. Over 5000 engines have been built to date. The product line has been expanded to from its original offering to serve higher power applications and the marine market. This engine has also undergone a pervious emissions update to meet the requirements of EPA Tier 3 with the introduction of common rail and Miller Cycle. Tier 4 emission levels for U.S. locomotives present significant challenges in the reduction of NOx and particulate emissions compared to Tier3. These challenges require the introduction of technologies such as Aftertreatment, Exhaust Gas Recirculation (EGR), Advanced Turbocharging, Aggressive Miler Cycle, Variable Valve Timing, and Higher Pres-sure Common Rail. This paper will cover the concept selection process by which these various technologies were evaluated and the selection of the best concept to serve GE Transportation's customers. The selection process included a combination of modeling and single cylinder research engine testing to evaluate the various emission reduction technologies. The first field trials of the EPA Tier 4 compliant EVO engine are scheduled for spring of 2013.

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。In order to comply with the increasingly stringent emission regulation from shipping, engine developers and researchers have put tremendous effort to develop high efficient and low emission ship power systems. Fuel cell power systems offer high efficiency and almost zero emission which meet the target of marine power system development. This paper presents a hybrid ship power system with the combination of a solid oxide fuel cell (SOFC) and a micro gas turbine(MGT). In a SOFC fuel cell, the chemical energy contained in the fuel is converted directly into electricity and high temperature exhaust gases where the thermal energy can be further extracted for electricity generation by the use of micro gas turbines (MGT). The hybrid technology can achieve an efficiency as high as 80 per cent and its emission is very low. However, working as a marine power provider onboard ship, this technology still has some challenges to tackle due to onbarod working conditions and environment. In addition to the challenges of meeting the requirements and functioning properly as a ship propulsion system, a great difficulty lies in the control strategy of the hybrid system to balance power generation from the SOFC's chemical reaction and the MGT's rotation. By using Matlab/Simulink software, both SOFC fuel cell and MGT subsystems, including SOFC electrochemical, fuel(natural gas) reformer, heat exchanger and turbine system have been modelled. Based on the developed mathematical models, the control strategy for the hybrid power systems is presented. A control strategy of key parameters and the power sharing between the two power sources of SOFC and MGT is proposed as well. The simulation results demonstrate that the control strategy is able to control the SOFC and MGT subsystems' operation effectively as well as safely.

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 a prime mover, marine diesel engines are designed to enable safe and reliable operation of ships, maximise availability of operation. Thus, the application of monitoring and diagnosis technology for marine diesel engines is able to improve the economy of ship operation and environmental protection. This paper presents the development and application of a marine engine monitoring and fault diagnosis system by using LabVIEW software, which integrates real time parameters obtained by monitoring and measurement via computer network and off line engine parameters and database. The real time parameters include engine shaft instantaneous angular speed and engine operational parameters. Those measured off-line include engine indicating diagram. The developed system is able to measure and monitor multiple engines operation at the same time, performing fault diagnosis. The installation of the system on a case ship and subsequent sea trials have proved the functionality and reliability of the system.

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。The Bombardier ALP-45DP ® is a single-cab, dual-mode (electric and diesel-electric) locomotive manufactured by Bombardier Transportation for the North American market. It is rated at 4.0 MW continuous power in catenary-electric mode and 3.0 MW in diesel-electric mode. In diesel-electric mode, power is provided by two 1.5 MW Caterpillar 3512C HD diesel engines. This paper describes the challenges and solutions in obtaining U.S. EPA Tier 3 locomotive certification for this new locomotive. There are several unique aspects of the Bombardier ALP45DP locomotive that required dialogue with EPA for the exhaust emissions certification process. These included an infinitely variable throttle in contrast to the North American convention of ’throttle notches,’ where discrete engine speed and load are predefined by the locomotive manufacturer, and hence selection of the exhaust emissions test modes is straightforward. Bombardier performed extensive analysis of the launch customer route (New Jersey Transit) to develop expected locomotive power requirements, and subsequently used this information to help define specific emissions test modes and associated duty-cycle weighting factors to be used for EPA emissions certification testing. The two 1.5 MW Caterpillar 3512C HD engines in the Bombardier ALP-45DP locomotive are each equipped with a diesel oxidation catalyst (DOC). This was relatively new for the North American locomotive market, and considerable effort was required to detail the DOC degreening requirements, and to provide sufficient technical basis for the deterioration factor (DF) required by EPA as part of the certification process. Exhaust emissions test results from U.S. EPA certification testing are included in the paper, including regulated emissions of HC, CO, NOx, and PM, as well results for new EPA requirements for reporting greenhouse gas emissions of CO2 and methane (CH4). Methane measurement and reporting is a new requirement by EPA for new locomotives starting in 2012, and these procedures are detailed in the paper

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 The current level of mean effective pressure(mep) of medium speed diesel engines is 25 to 28 bar. Maximum pressure is about 230 bar. At the Technical University Hamburg Harburg a research engine with an mep of 40 bar and a maximum pressure of 350 bar has been operated successfully with good results. This led the authors to investigate what can be expected when operating at even higher pressures. Ina theoretical study the mep of a 320 mm bore medium speed engine was increased up to 80 bar.A zero dimensional cycle simulation program was used for the calculations. Compression ratio, stoichiometric air ratio, valve timing and mechanical efficiency were kept constant. Several strategies concerning combustion and turbocharger efficiency were investigated. Some results: With a constant turbocharger efficiency of 70% and constant rate of heat release(ROHR) an increase of mep above 60 bar is not possible, because the scavenge pressure difference becomes negative.Specific fuel oil consumption(sfoc) increases slightly. The exhaust temperature before turbine rises significantly. With constant ROHR and a constant ratio of pressure before turbine and charge air pressure an mep of 80 bar is possible. Temperature before turbine decreases slightly, sfoc decreases by 5%. The required turbocharger efficiency is above 80 %. Thermal load increases significantly. In all cases the required charge air and maximum pressure rise approximately proportional to mep. For an mep of 80 bar the first reaches 15 to 16 bar and the latter 750 to800 bar. Using a jet mixing model two strategies for injection and combustion were investigated. In both the injection duration was kept constant. If the nozzle area is increased proportional to the injected fuel mass the ROHR is unchanged and so are the operating data. The nozzle hole diameters become very large so smoke problems have to be expected. Injection pressure rises only moderately. If the nozzle area is increased proportional to the square root of the iniected fuel mass iniection pressure rises above 3000bar and the operating data improve. Sfoc for example is reduced by another 2.5%. Summarized it can be stated that improvements in operating data are possible. The challenge is to control the high mechanical and thermal loads and to provide the required high efficiency of the turbocharging system.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 For the 2-stroke marine engines, lubrication of liners and piston rings has always been a field of high interest. Over the years the position and numbers of levels where the cylinder oil is injected, have been subject to many design variants. The issue regarding numbers and positions of the lubrication level, is becoming an important issue with the new trend for 2 stroke marine engines. The trend towards longer stroke/bore ratio will increase the distance from the injection level leading to longer ' road of transportation' of the cylinder oil. A brief summary of lubrication systems used on MAN Diesel engines, and the basic functions of the cylinder oil will be given. The impact on the tribological system from the increased stroke will be discussed. In this paper service tests with a lubrication level positioned very close the TDC area is reported in details. The results are compared with a' standard' execution of the cylinder oil system. Wear measurements and drain oil analysis is used to analyses the effect of different modes of the test unit. I addition to the service test, simulation of the cylinder oil performance is presented. The impact on the oil film thickness in relation to the level where lubrication is injected, and the lubricant transport. The latter is of great importance in respect to the oil stress around TDC. Finally, the correlation between the service test and the simulations will be discussed.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 Homogeneous charge compression ignition (HCCI) combustion is a spontaneous multi-point combustion of a highly diluted premixed fuel-air mixture. This combustion mode is an ultra-low in-cylinder NOx formation strategy which has also benefits in terms of efficiency. The high efficiency is due to the ability of operating with high compression ratios, lack of throttling losses at part load, lean combustion, and close to constant volume ideal Otto cycle heat release. There are some deficiencies intrinsic to HCCI combustion which should be overcome: The lack of any direct control method for combustion timing; producing high levels of HC and CO emissions; obtaining an appropriate fueling rate for achieving high engine loads under mechanical limitations of engine. In order to make the HCCI engine a feasible alternative to the conventional engines, several items must be elucidated. Control of the combustion timing is one of the most important of these items to be resolved. Combustion timing should be controlled in order that heat is released at the best time in the engine cycle. HCCI combustion is a form of natural auto-ignition. Thus it is highly sensitive to the mixtures thermal, physical and chemical proper-ties. The intake temperature, pressure, air/fuel ratio, auto-ignitability, and EGR rate are the most influential parameters. This study investigates the effect of intake charge temperature on dual fuel HCCI combustion of n-heptane and natural gas to control the combustion. The experimental investigations are based on a modified first law apparent heat release model developed by the authors. This heat release model is a detailed one which produces more reliable results. Seven cases in two data sets were experimented on a Waukesha CFR single cylinder research engine. The results indicate that intake charge temperature has profound effects on in-cylinder charge pressure and temperature. It alters heat release rate magnitude and phasing. This parameter also affects indicated power and fuel consumption. Measured emissions have also shown changes due to variations of this initial condition..

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 Up to this time, there have been studied about the size, the shape and the concentration of soot particles. While, in here, there was paying attention to the size of crystallites in a single soot particle, and for obtaining that it was to compare and to examine the size, which was measured through the diffraction of soot particles with an x-ray diffract meter, with the size observed by electron-microphotographs of soot particles. For this researching, the combustion device for single spray with a rapid-compression machine of single stroke, was tried to manufacture in the way to make the combustion state approaching that in the combustion chamber of diesel engines as closely as possible. The combustion apparatus of rapid-compression machine was set the glass window in its cylinder head for being able to observe the burning states from the outside, so that they could be taken photographs while with variation in compression ratio as possible, and it was also the purpose of this researching for what about the size particle while with variation in compression ratio and fuel quantity of one injection. Kerosene and gas oil were used with this experiment. The results of this experiment are summarized as follows;(1) The size distribution of single soot particles is not effected by the compression ratio and the quantity of fuel injection. It is the same as the distribution of single soot particle in the wick flame. (2)A single soot particle is a sphere of 300 angstrom in diameter in the maxi-mum distribution. (3) The size of crystallites in a single soot particle is 13.96 angstrom. It is 1/15~1/25 the size of a single soot particle in the maximum distribution obtained from the electron-microphotographs. (4) The size distribution of single soot particles in this experiment shows much the same tendency as the one caluculated by Guinier plot method. The results of this experiments indicate that a soot is composed of many spherical single soot particles and that it is formed by a great many microscopic cristallites. As described above, the essential structure of soot particles is one of the important factors in the investigation of soot formation and reduction in combustion processe

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。Contraposing defects of the conventional mechanical lubrication system, a new electronically controlled cylinder lubrication system was developed. Its constitution, working principle, control strategy and features were described, and the performance experiments were conducted on the test bench and real ship. The main performance data are as follows: oil injection pressure 2MPa; injection timing precision 0.1ms; injection duration 20ms. The oil injection concentrates onto the piston rings zone to ensure the cylinder liner lubrication, and the oil injection frequency is regulated according to engine load, sulphur content in fuel, cylinder liner run-in condition and so on, thus the cylinder oil consumption rate can be reduced approximately by 30% compared to the conventional mechanical lubrication system. As a retrofit on vessels in service, the Lubrication System will have a payback period of less than two years on most types of MC/MC-C engines.