Probing the low-temperature chemistry of ethanol via the addition of dimethyl ether

Abstract

7Ignition delay times of ethanol/DME/air mixtures were measured in a rapid compression machine and in two high-8 pressure shock tubes at conditions relevant to internal combustion engines. The influences of these conditions on the 9 auto-ignition behavior of the mixture blends were systematically investigated. Our results indicate that, in the low 10 temperature range (650 -950 K), increasing the amount of DME in the fuel mixture increases. At higher 11 temperatures, reactivity is controlled by ethanol and there is almost no visible impact of the fuel mixture 12 composition, whereas DME shows a slower reactivity. The experimental measurements were simulated using an 13 updated mechanism for ethanol which includes the latest experimental or theoretical work in the literature. Results 14indicates that the model is in satisfactory agreement with all of the mixtures. 15 16

Determining the laminar burning velocity of nitrogen diluted dimethoxymethane ( OME 1 ) using the heat‐flux burner method: Numerical and experimental investigations

“…Comparison of the experimental LBV for ethanol/air flames (T gas = 363 K): data from Sileghem et al (T gas = 358 K) 36 and Dirrenberger et al (T gas = 358 K) 37 . Lines show calculations using models of the Zhang mechanism 30 and ELTE 31 [Colour figure can be viewed at wileyonlinelibrary.com]…”

“…Furthermore, the adaptive parameters' grad = 0.05 and curv = 0.25 were used to calculate the adiabatic laminar burning velocity to be obtained independently of the grid. Finally, five detailed reaction mechanisms were adopted, namely, USC II, 28 San Diego 2016, 29 Zhang, 30 ELTE, 31 Jacobs 18 and Ren et al 19 The USC II and San Diego mechanisms were used to calculate the LBV in the case of propane. The reaction mechanisms proposed by Zhang et al 30 and ELTE 31 were utilised for numerical calculation of the LBV of ethanol.…”

“…35 Lines show calculations using models of San Diego 29 and USC II mechanisms 28 [Colour figure can be viewed at wileyonlinelibrary.com] F I G U R E 4 Comparison of the experimental LBV for ethanol/ air flames (T gas = 363 K): data from Sileghem et al (T gas = 358 K) 36 and Dirrenberger et al (T gas = 358 K). 37 Lines show calculations using models of the Zhang mechanism 30 and ELTE 31 [Colour figure can be viewed at wileyonlinelibrary.com] F I G U R E 5 Laminar burning velocity of OME 1 (T gas = 323 K, P u = 1 atm) compared with data reported by Gillespie 38 and numerical calculations using Ren et al's 19 and Jacobs' mechanisms 18 [Colour figure can be viewed at wileyonlinelibrary.com] temperature and small species have the highest impact on burning velocity. For both mechanisms, Ren (Figure 6) and Jacobs (Figure 7), it could be observed that the chain branch of H + O 2 = O + OH is the most important.…”

Chemical interaction of dual-fuel mixtures in low-temperature oxidation, comparing n-pentane/dimethyl ether and n-pentane/ethanol

“…'s data [51] , but no further stud-112 ies confirmed these results. Recognizing these difficulties, ethanol 113 auto-ignition has been investigated very recently for ST and RCM 114 conditions by adding DME as a radical initiator [64] .…”

Modelling and Co-simulation of hybrid vehicles: A thermal management perspective

“…Vehicle powertrain models typically simulate longitudinal motion of the vehicle using a vehicle speed reference which varies over time. This reference can be a legislative drivecycle [41,42], real world logged data [43,44] or custom traces to simulate particular conditions such as vehicle acceleration or gradeability tests [45,46]. Vehicle powertrain models are generally separated into three categories; backward facing [47,48], forward facing [49][50][51] and acausal models [52][53][54].…”