Medium-speed Diesel Research Articles

IMPLEMENTATION APPROACHES DURING SIMULATION OF ENERGY PROCESSES FOR A DYNAMICALLY POSITIONED SHIP

Purpose. Creation of a mathematical model of the ship's power plant (SPP) combined propulsion complexes (CPC) that takes into account the behavior of all objects, including the ship itself, the transfer of power from the medium speed diesel generators on the propellers, which will allow to take into account the hydrodynamic properties of the vessel and their impact on the energy processes in SPP CPC. Methodology. The analysis of energy processes in the SPP CPC in different operating conditions resulted in creation of a strategy for constructing mathematical models of SPP CPC. This strategy is based on the implementation on the vector plane resulting power characteristics of SPP vectors disturbances, leading to the deviation of the hydrodynamic characteristics of the ship during operation dynamic positioning. The result allowed to consider not only the features of setting PID-governors of frequency converters of electric thrusters but the automatic voltage regulators of medium speed diesel generators as well. Results. Within the research work a software package Ships_CPC in MatLab/Simulink was developed under the state budget project «Concepts, technologies and ways of improving ship power plants combined propulsion complexes» at the Department of Electromechanics and Electrical Engineering of Odessa National Maritime Academy. Originality. This complex represents a set of functional blocks of the components SPP CPC, built on the principle of «input-output». The simulation results demonstrate the ability to use software package Ships_CPC to study the effect of various settings on the energy regulators of processes SPP CPC, which can develop and integrate the different strategies of automatic voltage regulators. Practical value. Since software complex Ships_CPC was developed under Open system technology, it can reorganize, re-tune and integrate in processes of any difficulties with further completion in the form of a universal structure.

Improvement of Lubrication Characteristics in Fuel Injection Pump for Medium-Speed Diesel Engines: Part I - Application of Profile Shape

Engine & Machinery Division, Hyundai Heavy Industries(Received August 15, 2015; Revised September 20, 2015 ; Accepted September 21, 2015)Abstract − In this research, effects of profile changes of stem section of the plunger on the lubrication char-acteristics of a fuel injection pump (FIP) were evaluated by hydrodynamic lubrication analysis. The clearancebetween plunger and barrel was divided into two regions, head and stem. The head was not involved in pre-venting a decrease of fuel oil pressure. So, research efforts were focused on both edges of the plunger’s stem.The two -dimensional Reynolds equation was used to evaluate lubrication characteristics with variations in vis-cosity, clearance and profile for a laminar, incompressible, unsteady-state flow. Moreover, the equilibrium equa-tion of moment and forces in the vertical and horizontal directions were used to determine the motion of theplunger. The equations were discretized using the finite difference method. Lubrication characteristics of the FIPwere investigated by comparing the dimensionless minimum film thickness, or film parameter, which is the ratioof minimum film thickness to surface roughness. Through numerical analyses, we showed that the profile of thelower edge of the stem had no effect on lubrication characteristics, but the profile of the upper edge had a sig-nificant influence on lubrication characteristics. In addition, changes in the profile were more effective in improvinglubrication characteristics under low viscosity conditions.Keywords − medium-speed diesel engine, fuel injection pump, profile, minimum film thickness

75 Years of Large Engine Development as Reflected in MTZ

Table 1 shows the wide variety of applications for diesel engines and their characteristic figures. No other type of heat engine offers an equivalent range of power outputs. The engines are categorised according to their speed and application and, therefore, also their size and power output. The smallest category of large engines consists of heavy-duty vehicle engines with a capacity per cylinder of 1.5 l or more. However, many people regard large engines as starting at a capacity per cylinder of 2.5 l. There are four categories of large engine: — engines for heavy-duty road vehicles and industrial and stationary engines: heavy-duty engines — engines for fast ships, locomotives, rail cars and heavy construction vehicles: high-performance diesel engines — medium-speed four-stroke diesel engines (two-stroke engines no longer play a role in this market segment) for marine applications and diesel-powered heat and power stations, some of which can be used with heavy oil — slow-speed two-stroke diesel engines for direct drive applications in maritime industries. MTZ focused on different engine sizes on the basis of the interest at the time from the fields of scientific research and industrial development. Figure 1 shows the number of articles on the individual engine segments. Initially the emphasis was on large engines for ships and locomotives. Stationary engines were a constant theme across all the different periods. However, in the last 20 to 30 years, the majority of MTZ articles have concerned diesel engines for commercial vehicles and cars. The introduction of the ATZ-Offhighway and MTZindustrial magazines have resulted in fewer pieces appearing in MTZ about engines for construction vehicles, marine applications and stationary machinery. It is not always possible to categorise the individual articles by engine size, which means that the figures only give a general overview. TABLE 1 Specific values from different diesel engines (© Helmut Tschoke) Engine \ Parameter Speed [rpm] Power [kW] Specific power [kW/dm3] Power per cylinder [kW/cyl.] Engine displacement [dm3] Number of cylinder [−] BMEP [bar] Small engine 3000 – 3600 1.5 – 12 7.5 – 14 1,5 – 12 0,2 – 0,85 1 3 – 5 Passenger cars 3000 – 4600 35 – 283 40 – 95 17 – 40 0,8 – 4.2 2 – 8 17 – 22 LD vehicle 3000 – 4000 70 – 160 40 – 66 17 – 32 2 – 3.2 4 – 5 12 – 15 HD vehicle 1400 – 2500 170 – 600 20 – 35 29 – 67 7.7 – 16.4 5 – 8 12 – 28 High speed / high performance 1100 – 2200 500 – 10,000 25 – 55 120 – 500 30 – 350 8 – 20 23 – 30 Medium speed 300 – 1200 550 – 21,600 8 – 22 100 – 2000 25 – 2300 4 – 20 22 – 28 Two-stroke low-speed 70 – 170 4300 – 87,000 1.1 – 3.2 870 – 6200 750 – 29,000 5 – 14 18 – 22 Open image in new window FIGURE 1 Number of MTZ reports per year for different diesel applications (© Helmut Tschoke) Using the example of commercial vehicle engines in Figure 2, it becomes clear that the capacity has essentially remained consistent over the years, while the power has increased six- to eightfold and the torque by a factor of seven because of the widespread use of turbocharging. Figure 3 shows the mean effective pressures for all engine sizes. The medium-speed and high-performance diesel engines have the highest mean pressures at over 25 bar. The data in Figure 3 and Figure 4 come from different sources within MTZ and do not cover every engine application. They are only intended to indicate trends. Open image in new window FIGURE 2 Displacement, power output and torque of truck engines — sources: [28] and own inquiry (© Helmut Tschoke) Open image in new window FIGURE 3 Trend curves of BMEP for different diesel engines (© Helmut Tschoke) Open image in new window FIGURE 4 History of diesel engine development (© Helmut Tschoke)

A Numerical Study on Combustion and Emission Characteristics of a Medium-Speed Diesel Engine Using In-Cylinder Cleaning Technologies

In order to clarify the potential of internal purification methods on medium speed diesel engines to meet the IMO Tier III nitrogen oxide (NOx) emission regulations, combined 1-D engine working cycle simulation and 3-D CFD simulation were conducted to predict the performance and emissions of the engine under different valve close timings, geometric compression ratios, injection timings, and Exhaust Gas Recirculation (EGR) rates. The numerical results show that, as the inlet valve close timing is advanced, NOx is reduced by as much as 27%, but the peak of premixed combustion heat release rate is increased; this can weaken the ability to reduce NOx with the Miller cycle. Moreover, the peak of premixed combustion heat release rate is reduced when the geometric compression ratio is increased to 15.4, and linking with injection timing by delaying 6°CA can further reduce NOx by 55.3% from the baseline. Finally, over 80% NOx reduction can be achieved when the above schemes are combined with over 15% EGR. The NOx and soot can be reduced simultaneously by using moderate Miller cycle combination with moderate EGR, and the results show a large reduction of NOx and moderate reduction of soot. This can be a feasible technical solution to meet Tier III regulations.

Cavitation Treatment of High-Viscosity Marine Fuels for Medium-Speed Diesel Engines

The paper considers processes of treatment for fuels with high sulphur content, when applied in marine medium-speed diesel engines. The paper describes features of operating marine medium-speed diesel engine fuel systems with high-viscosity fuels. The paper offers an option for the cavitation fuel treatment to disrupt the sulphur-carbon bonds in the marine fuels. The authors developed a scheme of the experimental installation, which allows performing cavitation fuel treatment. The results of the analysis are provided in the paper, as well as the fuel cavitation treatment effect on sulphur wear of diesel engine cylinder and piston assembly parts (bushing and top piston ring) is analysed, as well as its operational parameters (maximum cylinder pressure, gases temperature in the exhaust manifold).

High strength tin-based overlay for medium and high speed diesel engine bearing tribological applications

Tin-based materials are often used as lead-free overlay for half shell bearings in medium and high speed diesel engines for their high resistance to cavitation and corrosion damages and excellent conformability and embeddability for engine tribological applications. Tin-based overlay also offers reasonable fatigue resistance but in order to satisfy the more and more exigent demand of future engine developments especially those fired by natural gases to minimize emissions, a multilayer tin–copper overlay system is herein proposed to overcome the structural weaknesses of traditional monolayer tin–copper overlay therefore provide enhanced tribological performances.

Condition-Based Maintenance for medium speed diesel engines used in vessels in operation

Condition-Based Maintenance for diesel engines has contributed to reliability, energy-efficiency, and cost reduction. Both, the modelling of engine performance and fault detection require large amounts of data; usually, these are obtained on a test bench. In contrast, in operative engines, provoking faults onboard is not a viable proposition. Condition-Based Maintenance, fault detection and diagnosis need to be solved on engines installed in commercial vessels: the present contribution answers this need. A medium-speed diesel engine was monitored using thermocouples, pressure sensors, a propeller shaft torque meter and fuel oil flow-meters, during more than 10,000 running hours. Monitored data were used to train a three-layer feed-forward neural network, to generate the engine performance model; thus, determine the engine's fuel consumption and faulty conditions. The faulty conditions considered were: (1) a polluted turbine; (2) a dirty air filter/compressor; (3) a dirty air cooler; (4) and bad fuel injection, i.e. bad combustion. The sensor's precision and the experience gained by monitoring the engine served as a baseline to define the fault threshold values. The results proved the feasibility of installing a Condition-Based Maintenance, for vessels in operation, by monitoring engine performance and analysing the data with the aid of artificial neural networks.

Real-time analysis of organic compounds in ship engine aerosol emissions using resonance-enhanced multiphoton ionisation and proton transfer mass spectrometry.

Organic combustion aerosols from a marine medium-speed diesel engine, capable to run on distillate (diesel fuel) and residual fuels (heavy fuel oil), were investigated under various operating conditions and engine parameters. The online chemical characterisation of the organic components was conducted using a resonance-enhanced multiphoton ionisation time-of-flight mass spectrometer (REMPI TOF MS) and a proton transfer reaction-quadrupole mass spectrometer (PTR-QMS). Oxygenated species, alkenes and aromatic hydrocarbons were characterised. Especially the aromatic hydrocarbons and their alkylated derivatives were very prominent in the exhaust of both fuels. Emission factors of known health-hazardous compounds (e.g. mono- and poly-aromatic hydrocarbons) were calculated and found in higher amounts for heavy fuel oil (HFO) at typical engine loadings. Lower engine loads lead in general to increasing emissions for both fuels for almost every compound, e.g. naphthalene emissions varied for diesel fuel exhaust between 0.7mg/kWh (75% engine load, late start of injection (SOI)) and 11.8mg/kWh (10% engine load, late SOI) and for HFO exhaust between 3.3 and 60.5mg/kWh, respectively. Both used mass spectrometric techniques showed that they are particularly suitable methods for online monitoring of combustion compounds and very helpful for the characterisation of health-relevant substances. Graphical abstract Three-dimensional REMPI data of organic species in diesel fuel and heavy fuel oil exhaust.

LCA Study of Oleaginous Bioenergy Chains in a Mediterranean Environment

This paper reports outcomes of life cycle assessments (LCAs) of three different oleaginous bioenergy chains (oilseed rape, Ethiopian mustard and cardoon) under Southern Europe conditions. Accurate data on field practices previously collected during a three-year study at two sites were used. The vegetable oil produced by oleaginous seeds was used for power generation in medium-speed diesel engines while the crop residues were used in steam power plants. For each bioenergy chain, the environmental impact related to cultivation, transportation of agricultural products and industrial conversion for power generation was evaluated by calculating cumulative energy demand, acidification potential and global warming potential. For all three bioenergy chains, the results of the LCA study show a considerable saving of primary energy (from 70 to 86 GJ·ha−1) and greenhouse gas emissions (from 4.1 to 5.2 t CO2·ha−1) in comparison to power generation from fossil fuels, although the acidification potential of these bioenergy chains may be twice that of conventional power generation. In addition, the study highlights that land use changes due to the cultivation of the abovementioned crops reduce soil organic content and therefore worsen and increase greenhouse gas emissions for all three bioenergy chains. The study also demonstrates that the exploitation of crop residues for energy production greatly contributes to managing environmental impact of the three bioenergy chains.

Experimental study of NOx reduction on a medium speed heavy duty diesel engine by the application of EGR (exhaust gas recirculation) and Miller timing

Emission legislation that applies to engines used in shipping, rail and land power generation becomes increasingly strict. E.g. IMO Tier III applicable to sea-going vessels limits the NOx emission by 75% compared to IMO Tier II. Attaining these without sacrificing fuel consumption is a big challenge. This paper reports on engine internal measures that can provide a viable alternative to expensive (running costs) and bulky after-treatment. EGR (exhaust gas recirculation) and early intake valve closing as NOx reduction techniques are mature technologies on automotive applications but on medium speed diesel engine as investigated here, these are still not straightforward to implement. Two camshaft configurations are considered under EGR operation. In this research, a new approach for determining the EGR rate is developed. The effects of various EGR rates on fuel consumption and engine-out emissions are investigated, while in-cylinder pressure measurements and calculated AHRR (apparent heat release rates) provide more insight into the physical effects of EGR on the combustion.

Fibre Optic Sensors for Long-Term Monitoring of Oil Film Pressure in Diesel Engine Main Bearing

The oil film pressure is one of the key parameters in journal bearings influencing the performance of the bearings. A fibre optic sensor was developed for online determination of actual oil film pressure under load without disturbing the actual tribological contact. Four optical sensors were integrated in a hydrodynamic journal bearing of a Wartsila Vasa 4R32 LN E medium-speed diesel engine with four cylinders, maximum power of 1,640 kW and rotating speed on 750 rpm. Online engine tests were carried out with different loads to study the sensor operation in real operating conditions. The engine tests were repeated six times over 4 years of operation reaching up to thousand hours of the engine use. The results showed differences in bearing pressure depending on the position of the sensor and on the operating cycle of the cylinders. The pressure peaks of all four cylinder work cycles could be identified in the measured pressure curves, and the pressure variations within the pressure curves fit well to the diesel engine’s work cycle and mass forces. The sensors had good repeatability over the whole test period.

Economic analysis of trans-ocean LNG-fueled container ship

This paper proposes concepts and economic analysis of 9,300 TEU (Twenty-foot Equivalent Unit) trans-ocean container ship fueled by LNG, sailing between Asia and Europe, based on the design of existing container ship fueled by bunker oil. For a quantitative comparison, three projects complying with IMO Tier III NO x emission regulation are made: oil-fueled ship with selective catalystic reduction (SCR), LNG-fueled ship with low-speed diesel engine directly coupled to the propulsion system, and LNG-fueled ship with medium-speed diesel electrical propulsion system. Moreover, parameters for the economic analysis study are evaluated by the market research and the general information: initial shipbuilding cost, freight revenue, operation expenditure, and fuel cost. Economic analysis by discount cash flow method shows that the project of LNG low-speed diesel ship is more attractive investment than the project of the oil-fueled ship with SCR. Supposing that life time is 20 years, net present value of each LNG ship is larger than that of the oil-ship at the end of the projects. Moreover, refund time to payback initial cost for the LNG ship is shorter. This result is confirmed by the market price of LNG.

Black carbon emissions from in-use ships: a California regional assessment

Abstract. Black carbon (BC) mass emission factors (EFBC; g BC (kg fuel)−1) from a variety of ocean-going vessels have been determined from measurements of BC and carbon dioxide (CO2) concentrations in ship plumes intercepted by the R/V Atlantis during the 2010 California Nexus (CalNex) campaign. The ships encountered were all operating within 24 nautical miles of the California coast and were utilizing relatively low sulphur fuels (average fuel sulphur content of 0.4%, 0.09% and 0.03% for vessels operating slow-speed, medium-speed and high-speed diesel engines, respectively). Black carbon concentrations within the plumes, from which EFBC values are determined, were measured using four independent instruments: a photoacoustic spectrometer and a particle soot absorption photometer, which measure light absorption, and a single particle soot photometer and soot particle aerosol mass spectrometer, which measure the mass concentration of refractory BC directly. These measurements have been used to assess the level of agreement between these different techniques for the determination of BC emission factors from ship plumes. Also, these measurements greatly expand upon the number of individual ships for which BC emission factors have been determined during real-world operation. The measured EFBC's have been divided into vessel type categories and engine type categories, from which averages have been determined. The geometric average EFBC (excluding outliers) determined from over 71 vessels and 135 plumes encountered was 0.31 ± 0.31 g BC (kg fuel)−1, where the standard deviation represents the variability between individual vessels. The most frequent engine type encountered was the slow-speed diesel (SSD), and the most frequent SSD vessel type was the cargo ship sub-category. Average and median EFBC values from the SSD category are compared with previous observations from the Texas Air Quality Study (TexAQS) in 2006, during which the ships encountered were predominately operating on high-sulphur fuels (average fuel sulphur content of 1.6%). There is a statistically significant difference between the EFBC values from CalNex and TexAQS for SSD vessels and for the cargo and tanker ship types within this engine category. The CalNex EFBC values are lower than those from TexAQS, suggesting that operation on lower sulphur fuels is associated with smaller EFBC values.

A case study into the measurement of ship emissions from plume intercepts of the NOAA ship <i>Miller Freeman</i>

Abstract. Emissions factors (EFs) for gas and sub-micron particle-phase species were measured in intercepted plumes as a function of vessel speed from an underway research vessel, the NOAA ship Miller Freeman, operating a medium-speed diesel engine on low-sulfur marine gas oil (fuel sulfur content ~0.1% by weight). The low-sulfur fuel in use conforms to the MARPOL fuel sulfur limit within emission control areas set to take effect in 2015 and to California-specific limits set to take effect in 2014. For many of the particle-phase species, EFs were determined using multiple measurement methodologies, allowing for an assessment of how well EFs from different techniques agree. The total sub-micron PM (PM1) was dominated by particulate black carbon (BC) and particulate organic matter (POM), with an average POM / BC ratio of 1.3. Consideration of the POM / BC ratios observed here with literature studies suggests that laboratory and in-stack measurement methods may overestimate primary POM EFs relative to those observed in emitted plumes. Comparison of four different methods for black carbon measurement indicates that careful attention must be paid to instrument limitations and biases when assessing EFBC. Particulate sulfate (SO42−) EFs were extremely small and the particles emitted by Miller Freeman were inefficient as cloud condensation nuclei (CCN), even at high super saturations, consistent with the use of very low-sulfur fuel and the overall small emitted particle sizes. All measurement methodologies consistently demonstrate that the measured EFs (fuel mass basis) for PM1 mass, BC and POM decreased as the ship slowed. Particle number EFs were approximately constant across the speed change, with a shift towards smaller particles being emitted at slower speeds. Emissions factors for gas-phase CO and formaldehyde (HCHO) both increased as the vessel slowed, while EFs for NOx decreased and SO2 EFs were approximately constant.

Simulation Research on Combustion Process in a Natural Gas-Diesel Dual-Fuel Marine Engine

In order to solve the problem of Diesel natural gas dual fuel engine, such as power reduction, low charging efficiency, the conception of diesel engine fueled with pilot-ignited directly-injected liquefied natural gas is put forward. On the basis of this theory, a medium speed diesel of the marine is refitted into dual fuel engine, in order to keep original power, decrease the temperature of combustion and reduce emission. The LNG injection timing, duration of LNG injection and the different ratios the pilot diesel to total energy are studied the method of AVL FIRE software. Conclusions are as follows: When the different ratios pilot diesel to total energy is 0.5%, the engine can not work; Delaying the LNG injection timing, shortening the LNG injection duration and choose the right ratios pilot diesel to total energy can reach the indicated power of original machine, and the NOx emissions level will be greatly reduced.

VALIDATION OF REFERENCE SAMPLING FOR FAILURE DETECTION BY CRANKSHAFT ANGULAR SPEED ANALYSIS

The paper presents results of the experiment focused on evaluation of records of runs of the engine in good condition as a reference for subsequent detection of faults of fuel system of medium speed diesel engine. The aim of research was determination of limits of instantaneous angular speed's spread spotted between random starts of the engine, without any fault condition simulation. Due to fine variation of the load setup and different ambient condition, every record of angular speed of independent starting, despite of attempts to sustain the same load and rotational speed value, presents some deviations between runs. Having on mind utilization of such measurement as a template for further comparison, is crucial to find out how random changes of ambient conditions and accuracy of revolutionary speed setup affect the IAS magnitude course. The answer was got in way of registration of numerous runs of the test engine after independent starts and hand adjustment of required RPM’s. The experiment was carried out at laboratory stand in Gdynia Maritime University, equipped with diesel engine Sulzer 3AL 25/30 driving electrogenerator. Sulzer 3AL 25/30 is three cylinder, medium speed, four stroke marine diesel engine, with maximum output 400 kW at 750 rpm. Independent records were treated as random variable and were compared each other. Obtained results were compared with differences between healthy engine and with simulated malfunctions of fuel injection.

Design of exhaust manifold for pulse converters considering fatigue strength due to vibration

The design of the exhaust manifold for the pulse converters of a 4 strokes high power medium-speed diesel engine is presented in terms of fatigue analysis. The said system undergoes thermal expansion due to high temperature of exhaust gas and is exposed to intrinsic vibration of the internal combustion engine. Moreover, the exhaust pulse generates pressure pulsating along the runner inside manifold. Under such circumstances, the design and construction of exhaust manifold must be carried out in a way to prevent early failure due to fracture. To validate the design concept, a test rig was developed to simulate the combination of thermal and vibrational movements, simultaneously. Experimental results showed that a certain sense of reliability can be achieved by considering a field factor obtained from the results of engine bench tests.

Are we there yet? Improving solar PV economics and power planning in developing countries: The case of Kenya

Despite the rapid decline in the cost of solar photo-voltaic (PV) systems in the past five years, even recent academic research suggests that the cost of generating PV electricity remains too high for PV to make a meaningful contribution to the generation of grid electricity in developing countries. This assessment is reflected in the views of policy-makers throughout Africa, who often consider PV as a technology suited only to remote locations and small-scale applications. This paper therefore analyzes whether, in contrast to conventional wisdom, PV is already competitive with other generation technologies. Analytically, the paper is based on a levelized cost of electricity (LCOE) model to calculate the cost of PV electricity in Kenya, which serves as a case study. Based on actual technology costs and Kenya’s solar resource, the LCOE from PV is estimated at USD 0.21/kWh for the year 2011, with scenario results ranging from USD 0.17-0.30/kWh. This suggests that the LCOE of grid-connected PV systems may already be below that of the most expensive conventional power plants, i.e. medium-speed diesel generators and gas turbines, which account for a large share of Kenya’s current power mix. This finding implies that researchers and policy-makers may be mistaken in perceiving solar PV as a costly niche technology, rather than a feasible option for the expansion of power generation in developing countries.

Experimental investigation concerning the influence of fuel type and properties on the injection and atomization of liquid biofuels in an optical combustion chamber

Due to the scarcity of fossil fuels and the future stringent emission limits, there is an increasing interest for the use of renewable biofuels in compression ignition engines. However, these fuels have different physical, chemical and thermodynamic properties affecting atomization, spray development and combustion processes. The results reported in this paper have been obtained by experimentation with a constant volume combustion chamber. The influences of physical fuel properties on injections under non-evaporating conditions are studied, using a pump-line-nozzle system from a medium speed diesel engine with injection pressures up to 1200 bar, by changing the fuel type and temperature. Experiments were conducted for diesel, biodiesel, straight vegetable oils and animal fats. Injection pressure and needle lift measurements were analyzed. A high speed camera was used to visualize the spray, which enabled us to study the spray penetration and spray angle. Our results show that the fuel temperature is an important parameter to control because it significantly affects the fuel properties. Both the injection timing and injection duration are affected by the fuel properties. The influences of these properties on the spray development were less pronounced. At low temperatures, a strongly deteriorated atomization of oils and fats was observed.

Research on NOx Emission Characteristics of Medium Speed Diesel Engine

In order to research the NOx emission characteristics of the medium speed diesel engine DN8340, a finite element model is built. Calculate the influence of changing the intake charge temperature and injection timing on NOx emission, and forecast how it works to decrease the intake charge temperature and delay injection timing by the methods of Miller-cycle, oscillating cooling piston and electronic controlled high pressure common rail. The calculation result shows that Decreasing the intake charge temperature and delaying the injection timing can reduce the NOx emission to 2.22g/kWh effectively which meets the requirement of IMO TierIII.