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　　西南研究所發(fā)布了關于氫燃料內燃機潤滑劑耐久性的新發(fā)現(xiàn)。 2 -冰)。出席在美國明尼蘇達州明阿波利斯市舉行的第78屆年度會議暨展覽。2024年5月n,這項研究探討了氫燃燒對潤滑劑性能和壽命的影響。

　　SWRI啟動了氫內燃機(H) 2 -ICE)聯(lián)合工業(yè)方案(JIP),以開發(fā)和展示用于重型應用的氫動力發(fā)動機的可行性。SWRI成功地改造了康明斯X15N發(fā)動機,使其以氫為燃料運行,并將其改裝為8類重型車輛,展示了其在實現(xiàn)接近零溫室氣體排放和極低排放的氧化氮和微粒物質方面的潛力。

　　研究結果

　　潤滑劑相互作用:研究強調,氫發(fā)動機的火焰淬火距離小得多,火焰對汽缸壁邊界層的滲透更深。這可能導致潤滑油氧化和相關排放增加。

　　燃燒副產(chǎn)品:討論了對水進入潤滑油和腐蝕性硝酸的潛在形成的關注。然而,這項研究發(fā)現(xiàn),潤滑油中的水積累很少,從而揭露了氫引擎中過量用水的神話。

　　耐久性測試:在經(jīng)過改進的戴姆勒DD15發(fā)動機上進行的研究涉及350小時的測試周期。結果表明,潤滑劑性能穩(wěn)定,粘度、總酸數(shù)和總堿數(shù)變化最小。

　　技術見解

　　發(fā)動機修改:自定義的噴射器,一個分裂的排氣歧管設計,和一個通過抽氣通過吸管系統(tǒng)使用優(yōu)化性能和安全。

　　撞擊和預點火:對發(fā)動機的撞擊和預點火進行了密切監(jiān)測,有幾次由于預點火而自動關閉。

　　結果的一致性:盡管存在預期,但潤滑劑并沒有明顯退化。

　　未來方向

　　雖然這項研究證實了氫發(fā)動機中的潤滑劑在穩(wěn)定、溫暖條件下的耐久性,但還需要進一步研究,以了解低溫和冷啟動情景下的潤滑劑行為。

　　結論

　　swri的研究是朝著將氫作為內燃機的一種可行燃料的方向邁出的重要一步。通過應對與潤滑劑性能有關的主要挑戰(zhàn),這項研究支持在重型運輸中更廣泛地采用氫技術,促進更清潔和更可持續(xù)的能源未來。

　　SwRI unveils promising findings on lubricant durability in hydrogen engines

　　Southwest Research Institute (SwRI) has released new findings on the durability of lubricants in hydrogen-fueled internal combustion engines (H2-ICE). Presented at the 78th STLE Annual Meeting & Exhibition in Minneapolis, Minnesota, U.S.A. in May 2024, the study explores the impact of hydrogen combustion on lubricant performance and longevity.

　　SwRI launched the Hydrogen Internal Combustion Engine (H2-ICE) Joint Industry Program (JIP) to develop and demonstrate the feasibility of hydrogen-powered engines for heavy-duty applications. SwRI has successfully converted a Cummins X15N engine to run on hydrogen and retrofitted it in a Class 8 heavy-duty vehicle, showcasing its potential to achieve near-zero greenhouse gas (GHG) emissions and ultra-low emissions of nitrogen oxides (NOx) and particulate matter.

　　Study findings

　　Lubricant Interaction: The research highlighted that hydrogen engines have a much smaller flame quench distance and deeper flame penetration into the boundary layer of the cylinder walls. This can lead to increased lubricant oxidation and associated emissions.

　　Combustion Byproducts: Concerns about water ingress into lubricants and the potential formation of corrosive nitric acid were addressed. However, the study found minimal water accumulation in lubricants, debunking myths about excessive water production in hydrogen engines.

　　Durability Testing: Conducted on a modified Daimler DD15 engine, the study involved a 350-hour test cycle. The results showed that lubricant performance remained stable, with minimal changes in viscosity, Total Acid Number (TAN), and Total Base Number (TBN).

　　Technical insights

　　Engine Modifications: Custom injectors, a split exhaust manifold design, and a draw-through blow-by suction system were used to optimise performance and safety.

　　Knock and Pre-Ignition: The engine was closely monitored for knock and pre-ignition, with several instances of automated shutdowns due to pre-ignition.

　　Consistency in Results: Despite expectations, the lubricants showed no significant degradation.

　　Future directions

　　While the study confirmed the durability of lubricants in hydrogen engines under steady-state, warm conditions, further research is needed to understand lubricant behavior under low-temperature and cold-start scenarios.

　　Conclusion

　　SwRI’s research represents a significant step toward integrating hydrogen as a viable fuel for internal combustion engines. By addressing key challenges related to lubricant performance, this study supports the broader adoption of hydrogen technology in heavy-duty transportation, contributing to a cleaner and more sustainable energy future.