2010 Sixth International Conference on Natural Computation (ICNC 2010)

Predication Emission of an Intelligent Marine Diesel Engine Based on Modeling of BP Neural Networks
Mingyv Wang a,b
a

Marine Engineering College, Dalian Maritime University 1 Linghai Road, 116026 Dalian, China b Ocean School, Yantai University 32 Qingquan Road, 264005 Yantai, China Jundong Zhang a a Marine Engineering College, Dalian Maritime University 1 Linghai Road, 116026 Dalian, China

Shaojun Zhang c Yantai Institute of Coastal Zone Research, Chinese Academy of Sciences 17 Chunhui Road, Laishan District, 264005, Yantai,China Qiang Ma d d Marine College,Shandong Jiaotong University 115 Xinwei Road,264200 Weihai,China
c

Abstract Predicate the emission of the marine diesel using the artificial neural networks (ANNs) has never been reported. The aim of this study is to establish a new approach for prediction of the marine diesel engine emissions based on ANNs. The marine engine exhaust emissions were measured for different engine loads conditions according to the IMO technical code. According to the results, the network performance is sufficient for all emission outputs. In the network, engine speed (N), engine load (L), fuel flow rate (FFR), air mass flow rate (AMR), scavenge air pressure(SAR), maximum injection pressure (MIP), electronic parameters and environmental conditions were taken as the input parameters, and the values of emissions were used as the output parameters. The R2 values of the modeling were 0.98, and the mean % errors were smaller. However, filter smoke number (FSN) higher mean errors were obtained due to the complexity of the burning process and the measurement errors. Finally, ANNs modeling was successfully trained by experimental data, and then the model was used to predict engine emission values. The result showed that the values produced by ANNs were parallel to the experimental results. Keywords-Emission; high pressure common rail; BP Neural Network

I.

INTRODUCTION

The exhaust emissions from marine diesel engine are important environment pollution sources. Pollutants from diesel engines include carbon monoxide (CO), carbon dioxide (CO2), sulfur oxides (SOx), nitrogen oxides (NOx), smoke and particulate matter (PM). Generally, to reduce NOx emissions must lead to the increase of smoke and PM emissions. Otherwise, to reduce smoke and PM emissions must increase the NOx emissions. As the combustion temperature of the marine diesel engines is higher than the vehicle diesel engine, and the combustion cycle time is longer than the vehicle diesel engine. The CO2, CO and Hydrocarbon (HC) emissions emission of the marine diesel engine is relatively low, while the NOx and smoke emissions significantly increase. So Marine diesel engine emission control focus on NOx and smoke. Intelligent marine diesel engine adopts the electronic controlled technology, especially fuel common rail (CR), vari-

able injection time (VIT) and variable exhaust time (VET). All of these new technologies make the control functions more flexible. Using the common rail injection system makes the exhaust smokeless, which meets the increasingly severe regulatory limits on emissions. The soot emissions are significantly lower compared to the conventional. Common rail (CR) technology offers almost unlimited possibilities to control the fuel injection. Different from the conventional injection system, the CR concept is based on the optimization of fuel pumping, injection timing and injection rate. The CR technology allows adjusting the fuel injection timing freely, cylinder peak pressure and engine performance to prevailing needs. The CR fuel injection system has many benefits such as lower fuel consumption, lower NOx and possibilities to use different NOx ratings, no visible exhaust smoke at any load. Especially at low load, possibility to start the engine without visible exhaust smoke, load cycling without exhaust smoke and interchangeable cylinder specific components [1]. For example, the ignition delay depends on operating conditions, and will be longer when the engine increases load (acceleration) compared with steady-state speed and load operation. In addition, in turbo-charged engines, a turbocharger lag (delay) takes place during load increasing with increased. Control strategies in CR systems allow for selecting free fuel injection timing and fuel injection rate independent from the engine speed and load. By reducing both the cylinder pressure (with CR) and mean gas temperature (with DWI), NOx formation is reduced in the combustion region of 10 to 24CA ATDC where the highest rate of diffusion burning occurs [2]. Injection delay and rail pressure are important parameters. The amount of fuel delivery is decided by the fuel injection pressure and fuel duration time. In the CR system, the start of injection (SOI) time can be controlled flexibly, which is impossible with conventional fuel systems. With respect to fuel quality and quality variations, common rail injection system is flexible, because injection pressure and rate are controlled independently from engine speed and load, with control parameters in the local engine map. All important engine performance parameters, including specific fuel consumption, engine speed, engine power, emissions of NOx,

1 978-1-4244-5961-2/10/$26.00 2010 IEEE 1290

CO, CO2, HC, PM and maximum cylinder pressure, are a strong function of injection timing. As testing engine to determine the engine performance map for different operating work conditions consumes a lot of time and money. However, the progress of neurobiology has allowed researchers to build mathematical models of neurons to simulate neural behavior. ANNs approach was one of wellknown evolutionary computation methods in the last decades. ANNs ensure the prediction of the physical system variables without requiring mathematical expressions. ANNs techniques have been used by some researchers to predict the engine performance and exhaust emissions by means of the fuel properties such as cetane number, density, volatility, oxygen and sulfur content [3-6]. ANNs have also been used in analyzing and predicting the performance and exhaust emissions of diesel engines [7]. The results provided by ANNs played an important role in the modeling and prediction of the performance and control of the combustion processes. Arcaklioglu [8] determined the engine performance and exhaust emissions of a diesel engine with respect to injection pressure, engine speed and throttle position using ANNs. Predicate the emission of the marine diesel using ANNs has never been reported. The aim of this study is to predict the marine diesel engine emission values building a new approach based on ANNs. In this study, two stages were carried out: First, the experimental data was obtained by testing emission of marine diesel on the bed. Second, ANN modeling was successfully trained by experimental data, and then the model was used to predict engine emission values. The result showed that the values produced by ANNs were parallel to the experimental results. II. EXPERIMENTAL SETUP The emission data was obtained from an RT-flex60C marine diesel engine (Qingdao Qiyao Wartsila MHI Linshan Marine Diesel Co. Ltd.) that tested in accordance with regulation MARPOL 73/78, Annex VI [9-11] Engine specifcations and fuel property RT-flex60C marine diesel engine is a large scale low speed two stroke high pressure common variable injection time variable exhaust time marine diesel. The specifications are listed in Table1. RT-flex60C has significant improved in the design. It mainly adopt the low NOx nozzle, delay fuel injection, increase the compression, variable injection pattern to control and optimize the diesel engine combustion process and effectively reduce the missions, to meet the IMO emission standards requirements without increasing manufacturing costs. The fuel fired was mainly heavy fuel oil with properties as given in Table 2.
TABLE 1 ENGINE SPECIFICATIONS
Model o engine Number of cylinder Bore*stroke Nominal Compression ratio Injection pump Injector number Rated Power (kW) and Speed (RPM) Maxmum Fuel Rail Pressure QMD-Wartsila 7RT-flex60C 7 600mm2250mm 18.4:1 Electronic controlled type 3 16520 kW 114rpm 900 bar

Turbocharger type Air cooler

ABB TPL73B12 2 sets SAC53F 2 sets

TABLE 2 THE FUEL PROPERTY

Test item &unit Water Conten % Ash Content % Carbon in 10% residue % Gross calorific value Mj/kg Net calorific value MJ/kg Density(15C) Kg/m3 Kinematic Viscosity (40C) Mm3/s Flash point(closed) C Sulfur content % Cetane index Carbon content % Hydrogen content % Nitrogen content% Test value trace <0.01 <0.01 45.76 42.78 842.6 2.376 58 0.16 46 86.08 13.19 0.03 Test methods CB/T260-1997 CB/T508-1985 CB/T1714-1997 GB/T384-1981(1998) CB/T 384-1981(1998) GB/T1884-2000 GB/T261-1988 GB/T161-1983(1991) GB/T17040-1997 CB/T1119-1989 CB/T15460-2003 CB/T15470-2003 CB/T15470-2003

RT-flex60C desgins low NOx nozzles to reduce the NOx emission. As shown in Fig.1, low-NOx nozzle reduces the volume of the nozzle pressure chamber compared to the conventional nozzle.
Standard nozzle low NOx nozzle

Fig. 1. Standard nozzle and low NOx nozzle

A.

Every cylinder head of 7RT-flex60c is installed three fuel injectors. All injectors are controlled individually, but with one common feedback signal for the injected fuel quantity. Normally all injection valves are activated together, injecting in one single-stroke. Special operation modes enable injection with only one or two injector or with spray interruption (multishooting patterns). Each injector can be shift in the different injection pattern. There are three injection patterns (Fig. 2). That is pilot spray mode, multi-shooting patterns and sequential spray pattern. Pilot spray mode is a small portion of the fuel in advance of the main fuel injection spray into the cylinder. Multi-shooting patterns spray the amount of the fuel into the cylinder by a short three times mutual separation way. Sequential spray pattern separately drive each nozzle, so that three injectors work according to their different injection time. The desired engine performance optimization goal can be achieve by three injector fuel injection mode free selection and composition, flexible controllable common rail pressure, optimize the combustion process.

Fig 2. CR fuel injection system use three injector. a) Three Injector using at the same time b) Rotation using the three injectors

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B.

Measuring Instrument The parameters of measuring instrument used in the experiments are listed in Table 3.
TABLE 3 THE PARAMETERS OF MEASURING INSTRUMENT
unit Ppm ppm % ppm % Rpm kWh t Manu. CAI CAI CAI CAI CAI Latai,Guangzhou FUCHINO Toledo Model Measurement Deviation HFID 400S 0.13% HCLD400S -0.29% NDIR 300 0.50% NDIR 300 -0.26% PMD 300 -0.47% DT2350 0-150 0.05% CFSR-30.0 0-6500BHP 0.05% SCS0-10t/0-3t Class3 10/SCS-3 174B 0-100C 2C 0-160C 0-600C 50-70 0-100 0-160 0-10000 0-4 80-106 10-99 Class1 Class1 0.1C Class 1 Class 1 Class 1 Class 1 2hPa 3%

Component HC NOx CO2 CO O2 Speed Power Fuel flow

of the injection pressure and duration. The injection timing (SOI) can be controlled flexibly between 10 and -10CA TDC, and the conventional fuel systems' SOI is constant for the total load range, which can't be controlled flexible. With respect to fuel quality and quality variations, common rail injection system is very flexible, because injection pressure and rate are controlled independently from engine speed and load, with control parameters in the so-called engine map [13].

Coolant C Alphura temp. Lubricant C NUOVA FIMA TG850 temp. Exhaust gas C NUOVA FIMA TGA810 temp. Inlet air C Latai,Guangzhou HTC temp Intercolled C NUOVA FIMA TG810 air temp. Fuel temp. C NUOVA FIMA TG850 U-type Exhaust gas mmWG Qingdao kiruifeng pressure Inlet manibar NUOVA FIMA MGS18/3/F fold pressure DYM3 Atmospheric kPa Ningbao yingzhou pressure Intake air RH Guangzhou lantai HTC-1 humidity

Fig. 3. Measuring system schematic diagram

Notes: HC measuring range: 0---3, 10, 30, 100, 300, 1000, 3000, 10000, 30000 ppm NOx measuring range: 0---30,100,300,1000,3000 ppm CO2 measuring range: 0---6,16 % CO measuring range: 0---2000,4000 ppm O2 measuring range: 0---5,15,25 %

C.

Exhaust gas system and the experimental setup Exhaust gas system and measure plot plan is presented in Fig.3. As this engine has two exhaust outlets, it gives samples from each exhaust pipe individually and calculates an average value. For the evaluation of gaseous emissions, read the recorder the last 3 minutes of each mode are averaged. The recording time is at least 10 minutes after engine stable running, and these data will be input into emission predication modeling. The fuel line pressure, intake air temperature, exhaust temperature, fuel temperature, coolant inlet, outlet and temperature were measured by measuring instruments in the table 3. However, the crankshaft position, cylinder gas pressure, common rail pressure and other electronic parameter are obtained from electronic controlled unit (ECU). D. Common rail fuel injection The main purpose of the common rail system (CR) is to make the exhaust smokeless. The smoke emissions are significantly lower compared to the conventional operation mode. Operating the engine with smoke emissions values less than, FSN=0.15, is possible only with a CR system present. Injection delay and rail pressure for engine load and speed are important parameters. The large-scale diesel engine injection delay range is typically 9001200 s and inverse vs. rail pressure 90145 M pa [12]. The fuel delivery is a function

E. Measurement procedures 1) Warm up The exhaust gas analyzers must be properly heated before they are used to measure calibration gases to check the analyzers. Warm up of emission analyzers will usually take at least 3 hours. 2) Leakage checking. Before and after measurement, the sampling system leakage is checked. 3) Zero and span checking The calibration curves shall be checked for all analyzers by testing pure N2 and span gases, which are all certified by the gas supplier according to "The IMO-NOx Technical Code". 4) Engine stabilization a) The maximum pressures for all cylinders shall be within 3 bar of specified value. b) The exhaust gas temperature at the sampling position shall be within 5C. c) The specified speed must be held 1%r/min or 3 rpm, whichever is greater. d) The torque shall be within 2% of the maximum torque at test speed. 5) Test cycle Emission test will be carried out based on test E3 cycle in Table 4. In order to obtain enough measure data for training or testing the model, test cycle E3 method was expanding to 20 operation points from every 5% entire loads.
TABLE 4 TEST CYCLE E3
Item Speed Power % 100 100 97 75 80 50 63 25

III.

ETERMINATION OF DATA AND THE NETWORK MODEL TOP

An ANNs model was developed to predict the emission of marine diesel engine. The network structure was show in Fig.4. The input layer without transfer function consisted of nine

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neurons which corresponded to N, L, FFR, SAP, MIP, SOI, common rail pressure(CRP), variable exhaust open(VEO) and variable exhaust close(VEC). The output layer has five neurons which corresponded to the engine NOx, FSN, CO, CO2 and HC emission. The single hidden layer with 15 neurons was selected to be sigmoid function. A linear function was best suited for the output layer.

IV.

RESULTS AND DISCUSSION

As stated before, the number of neurons in hidden layer has been changed for the test of SCG and LM algorithms. The best algorithm for the networks is SCG with 7 neurons. The statistical values of the outputs are shown as the training and testing data (Table 6). Each of the error values of the outputs is given. Higher mean errors for the test data are obtained, such as FSN. It is caused by the complexity of the burning process and the measurement errors in the experiment. R2 values are very close to unity and the RMS values are very small for all the emission values.
TABLE 6. STATISTICAL VALUES OF THE PREDICTIONS BASED ON BP NETWORK
Outputs CO (%) CO2 (%) HC(ppm) NO(ppm) SOOT(FSN) PM (%) RMS training 0.0131 0.0055 0.0106 0.0183 0.0110 0.0120 R2 training 0.9985 0.9999 0.9994 0.9982 0.9942 0.9997 Mean% error training 4.0583 0.7562 2.1945 4.0093 2.0141 1.4615 RMS test 0.0305 0.0210 0.1167 0.0309 0.1102 0.0381 R2 test 0.9922 0.9989 0.9296 0.9955 0.9991 0.9971 Mean% error test 9.6212 2.3332 15.645 6.5979 3.4147 4.5287

Fig.4. the network structure The experimental data set for every output parameter includes 20 values, of which 15 values were for training the network and 5 values were selected randomly to test the performance of the trained network. A standard Back-Propagation algorithm for the engine was used in this model. This algorithm uses the supervised training technique where the network weights and biases are initialized randomly at the beginning of the training phase. The error minimization process is achieved using gradient descent rule. Scaled conjugate gradient (SCG) and LevenbergMarquardt (LM) have been used for training modeling. These normalized both for the inputs and outputs are realized between the values of 0 and 1. ANN was trained and tested by means of the MATLAB R2007a software on a PC. In order to obtain the output precisely for training stage, changed number of neurons (510) in the hidden layer was tried. The network was trained successfully, and then the test data were used to test the network. By means of the results deduced by the network, a comparison was carried out using the statistical methods. Errors that happened at the learning and testing stages are described as the RMS and R2, mean error percentage values, which are defined as follows, 1/ 2 (1) RMS = (1 / p ) | t j o j | 2
j j t j oj R 2 = 1- o 2 j j

In Fig.5, the actual and predicted values for all the outputs are compared. In these figures, the left columns indicate the training data and the right columns indicate the test data. As shown in the figures, the actual and predicted values are very close to each other.
45 60 55 40

Predication CO value [ppm]

50 45 40 35 30 25 20 20 25 30 35 40 45 50 55 60

Predication CO value [ppm]

35

30

25

20

20

25

30

35

40

45

Measure CO value [ppm]

Measure CO value [ppm]

6.5 6.0 5.8 6.0 5.6

Prediction CO2 value [%]

Predication CO2 [%]

4.0 4.5 5.0 5.5 6.0 6.5

5.4 5.2 5.0 4.8 4.6 4.4 4.2

5.5

5.0

4.5

Prediction HC valur [ppm]

450

Prediction HC valur [ppm]

( ) t j oj 1 100 Mean % Error = p i tj

2

4.0 4.2 4.4 4.6 4.8 5.0 5.2 5.4 5.6 5.8 6.0

Measure CO2 value [%]

Measure CO2 [%]

(2) (3)
480 500 460 440 420 400 380 360 340 320 300 300 300 350 400 450 500 300 320 340 360 380 400 420 440 460 480

where t is the target value, o is the output value, and p is the pattern (Pala, Ozbay, Oztas, & Yuce, 2007). Experimental results are used to train and test data for the ANNs. The RMS, R2 and the mean error percentage values are used for comparing all of them.

400

350

Measure HC valur [ppm]

Measure HC valur [ppm]

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2600 2400 2200

2600 2400

pressure and the outbreak of the peak temperature of combustion gases, thereby reducing NOx synthesis.
26 25 24

Predication NOx value [ppm]

2200 2000 1800 1600 1400 1200

Predication NOx [ppm]

2000 1800 1600 1400 1200 1200 1400 1600 1800 2000 2200 2400 2600

NOx

1200

1400

1600

1800

2000

2200

2400

2600

23 22

Measure NOx value [ppm]

Measure NOx value [ppm]

NOx [g/kW.h]

21 20 19 18 17 16 15 0 10 20 30 40 50 60 70 80 90 100 110

2600 2400 2200

0.04 0.04 0.04

Prediction FSN

1800 1600 1400 1200 1200 1400 1600 1800 2000 2200 2400 2600

Prediction FSN

2000

0.03 0.03 0.03 0.02 0.02 0.20 0.23 0.27 0.30 0.33 0.37 0.40 0.43

LOAD [%]

0.18 0.17 0.16 0.15 0.14

FSN V_FSN

Measure FSN

Measure FSN

Fig.5. Comparison of the ANN-predicted results and experimental (actual)

FSN

0.13 0.12 0.11 0.10 0.09 0.08 0.07 0.06 0.05 0.04 0.03 0.02 0 10 20 30 40 50 60 70 80 90 100 110

results for CO, CO2, HC and NOx for the network.

The established model is used to predict the emissions. The prediction results of ANNs are given in Fig.6. Electronic parameters such as Injection Timing (IT), Fuel Rail Pressure (FRP), Injection Nozzle's number (INN), Exhaust valve open Angle (EPA), Exhaust valve Close Angle (ECA), fuel properties such as heating value, cetane number, kinematic viscosity, and specific gravity and environmental conditions have influences on the emissions. NOx is an important emission product which must be controlled. In diesel engines, the fuel distribution in the cylinder is generally non-uniform. The formation process of the pollutants is strongly dependent on the fuel distribution and how that distribution changes with time due to mixing. The rate of NOx synthesis was determined by the concentration of N2, O2 and the combustion temperature. In order to reduce NOx emissions, it needs to reduce combustion temperature by minimizing the extent of the combustible gas mixture in the premixed combustion phase. The predicted NOx results are also shown that the NOx emissions decreased with the increasing of the engine load. This result can be explained as follows. Low-NOx nozzles reduce the volume of the nozzle pressure chamber. The duration of the nozzle spray was changed with the volume nozzle pressure chamber; reducing the injection pressure chamber volume will lead to the increasing the duration of the nozzle spray. RT-flex60c diesel engine test results showed that, if the duration of spray was extend 10%, NOx emissions will be reduced by 6%, it is because the duration of the extension will be reduced the deflagration trend. Appropriate delay fuel injections reduce the NOx emission. When the traditional low-speed diesel engine ignition is before the Top Dead Center (BTDC), burning mixture of gas is further compressed, causing a high temperature peak and high outbreak pressure which will speed up the NOx synthesis. Delay in fuel injection by retarded the SOI, ignition time was delay After Top Dead Center (ATDC) to reduce the maximum

LOAD [%]

0.34 0.33 0.32 0.31 0.30 0.29 0.28 0.27 0.26 0.25 0.24 0.23 0.22 0.21 0.20 0.19 0.18 0.17 0.16 0 10 20 30 40 50 60 70 80 90

CO

CO [g/kW.h]

100

110

LOAD [%]

560 550 540 530 520 510 500 490 480 470 460 450 440 430 420 410 0 10 20 30 40 50 60 70 80 90 100 110

CO2

CO2(g/kW.h)

LOAD [%]

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1.70 1.65 1.60 1.55

HC

HC [g/kW.h]

1.50 1.45 1.40 1.35 1.30 1.25 1.20 0 10 20 30 40 50 60 70 80 90 100 110

LOAD [%]

Fig.6. The predictions of the engine exhaust emissions with respect to engine load.

Diesel engine compression ratio increased, the excess air coefficient can be reducing in the combustion chamber. Therefore, the outbreak of the pressure is basically maintaining unchanged, reduce burned in the process of N, O concentration, reduction of NOx generation. To change the variable exhaust time, that is, delay the closure of exhaust valve, can increase the engine compression. To increase the compression ratio can compensate for the delay in fuel injection caused. However, changing the exhaust timing will be possible to increase the excess air coefficient, which is detrimental to control of NOx synthesis. Thus, the RT-Flex60c using a series of advanced technology makes the NOx emissions to meet international standards. However, the amount of NOx emission is higher than 17g/kW.h IMO standards in partial loads. Lower engine speeds lead to the lower inlet air flow speed or turbulence level and less atomization ratio cause locally high combustion temperature, so that the NOx emission increase. In order to raise the engine efficiency in partial load, higher VIT value makes the amount of pre-mixed fuel sprayed into the cylinder to increases. So, to increase the pre-mixed combustion produced extremely high temperatures and higher pressure of peak of the outbreak pressure, thus NOx emissions increase. Smoke opacity is strongly dependent on the air amount in the cylinder. It is obvious that fuel composition influences the amount of smoke produced by the engine. Especially, the sulfur and oxygen contents of the fuel affect the smoke formation and oxidation, respectively. Generally, measurement principles for filter smoke number and soot imply that part of the exhaust gas flow is sampled by means of a probe in the exhaust pipe and drawn through a filter paper. The resultant blackening of the filter paper is measured by a reflect meter and represents a measure of the soot content in the exhaust gas. It showed that the Filter Smoke Number (FSN) is closely related to black soot, carbon (mg/m3), as long as the emitted particulate matter contains more than 15% C. The FSN amounts for the different load range illustrated in Fig. 6. The smoke level is very low below the visible smoke line in whole loads range. The mainly purpose of The 7RTFlex60c adopted the High Pressure Common Rail injection system is optimizing performance parameters of diesel by free choice of injection pressure and fuel injection model on condition of meeting IMO emission Rules.

The 7RT-Flex60c is in smokeless in the whole load range. This can be explained as follows. Fuel injection pressure (high or low) of the diesel engine has a significant impact on key performance parameters at different load. Common-rail fuel Injection system can automatically change the fuel injection pressure in the whole load range through the control software. At low load to maintain a higher fuel injection pressure, the smoke emissions significantly reduced. At low load control system automatically cuts out one of the three injection valves per cylinder. At very low load two of the three injection valves are cut out. This ensures optimal atomization and combustion, reducing smoke emission. To spread the thermal load evenly in the combustion chamber, the control system changes the cutting out of the three injection valves in regular intervals 20 minute. This can meet the needs of a small amount of fuel injection and a good spray at low load running. The use of higher injection pressure and flexible exhaust valve timing is conducive to supporting a smokeless operation. In addition, according to the order of selection injector, the total flow area of injector can reduce to resulting to improve fuel atomization in the low load operate. The visible smoke emissions were avoided in the low load. The CO emission in the exhaust indicates the lost chemical energy that is not fully utilized in the engine. CO emission is affected by equivalence ratio, fuel type, atomization ratio, injection timing, common rail pressure, engine load and speed. The predicted CO amount for different load was showed in Fig.6. The CO emission increases with the increase of the load in the whole load range. The very low amount of CO emission in the partial load can be explained as follows: the exhaust port be early closed by VGC to decrease the new air lost in partial load; the two or one fuel injector were used instead of three injector and higher common rail pressure to meet the required a small amounts of fuel and a good atomization in partial load fuel injection advance angle increases in order to increase the proportion of premixed combustion in partial load. However, the higher amounts of CO due to lower air excess and combustion of fuel-rich mixtures in the higher load. CO2 is an important component in the global warming. As seen in the Fig.6, at low engine speed, CO2 emission had increased with the increasing of engine load in the low load range, however CO2 emission had decreased when the load is higher than 65 % load. Another emission produced by diesel engines is HC. HC emissions are primarily of unburned fuel, consisting of decomposed fuel molecules, recombined intermediate compounds and lubricating oil. The amount of HC in the exhaust depends on the engines operating conditions, fuel properties, fuel-spray characteristics, and the interaction between fuel spray and air in the combustion chamber. The predicted HC amounts for different engine loads are also shown in Fig.6. The HC amount in the exhaust had increased with increasing amount of the loads below 52% load, however it changes in the opposite more than 52% load. The HC emission is low due to variable the electronic parameters of diesel improved the process of combustion region provided more complete combustion. The highest amount of the HC emission

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is at 52% load. As the engine load increases, the somewhat decreasing air ratio produces higher fuel concentrations in the spray core, causing more fuel to be deposited on the walls. This HC emission is very low. The most importantly the increased engine speed (higher load) improves the mixing and the HC oxidation processes and the combustion temperature. For HC burnout high loads, the temperature is apparently more important than the mixing. V. CONCLUSIONS The exhaust emissions values of a marine diesel engine are predicted using ANNs for different engine load conditions. The predication of exhaust emissions of an intelligent diesel engine is built using ANNs model for different engine loads. Exhaust emissions values are predicted as acceptable limits except for the mean errors for smoke. The complexity of the burning process and the measurement errors in the experimental study has resulted in the higher mean errors. However, actual and predicted engine exhaust emissions show that the correlation of the actual and predicted values is in good agreement. Therefore, the usage of ANNs is highly recommended to predict the engines emissions instead of having to undertake complex and time-consuming experimental studies. ACKNOWLEDGMENT The authors would like to thank the support of Qingdao Qiyao Wartsila MHI Linshan Marine Diesel Co. Ltd and Engineer Tian zhaobo. REFERENCES

[1] K. Egger, U. Lingener, D. Schoeppe, Die Mglichgeiten der Einspritzung mit einem Piezo-Common-Rail-Einspritzsystem fuer PWK, 22. Internationales Wiener Motorsymposium,Fortschritt-Berichte VDI (VDI Verlag, Dsseldorf, Reihe 12, Nr. 455, Band 1, pg. 279294, 2001. [2] H. Breitbach, Fuel Injection Systems Overview, Delphi Corporation, March 2002. [3] Celik and E. Arcaklioglu, "Performance maps of a diesel engine," Applied Energy 81 (3) (2005), pp. 247259. [4] Y.W. Deng, M.L. Zhu, D. Xiang and X.B. Cheng, "An analysis for effect of cetane number on exhaust emissions from engine with the neural network", Fuel 81 (15) (2002), pp. 19631970. [5] A.N. Ozsezen, M. Canakci and C. Sayin, "Effects of biodiesel from used frying palm oil on the performance, injection, and combustion characteristics of an indirect injection diesel engine," Energy and Fuels 22 (2) (2008), pp. 12971305. [6] C.M. Thompson, N.N. Atkinson, T.W. Clark, et al., "Neural network modelling of the emissions and performance of a heavy-duty diesel engine," Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 214 (2) (2000), pp. 111126. [7] M. Canakci, A. Erdil and E. Arcaklioglu, "Performance and exhaust emissions of a biodiesel engine," Applied Energy 83 (6) (2006), [8] S.A. Kalogirou, "Application of artificial neural-networks for energy systems," Applied Energy 67 (12) (2000), pp. 1735. [9] IMO, International maritime organisation (IMO) 1998 annex VI of MARPOL 73/78, "Regulations for the prevention of air pollution from ships", MPG Books Ltd., Cornwall (UK), 1998. [10] ISO, International Standard ISO 3046-1. "Reciprocating internal combustion Engines Performance Part 1," Fourthed, Dec. 1995. [11] ISO, Draft International Standard ISO/DIS 8178-1.2. "Reciprocating Internal Combustion Engines Exhaust Emission Measurement Part 1, "1995. [12] Arto Sarvia, Pia Kilpinenb, Ron Zevenhovena, Emissions from largescale medium-speed diesel engines: 3. Influence of direct water injection and common rail, Fuel Processing Technology 90 (2009)222-231. [13] B. Buchholz, R. Pittermann, M. Niendorf, Measure to reducesmoke using compact CR injectors, CIMAC Paper no. 129, Vienna, 2007.

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