DME – A Sustainable Fuel Solution for Clean and Closed CO2-Cycle-Mobility for CI Powertrain

Zubel, Marius; Ottenwälder, Tamara; Heuser, Benedikt; Herudek, C.; Maas, H.; Willems, Werner

doi:10.1007/978-3-662-58006-6_30

Cited by 1 publication

(4 citation statements)

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“…The fuel properties of DME (chemical formula: CH3-O-CH3) are listed and compared with those of various fuels in several studies [47][48][49][50]. DME is a volatile organic compound, but is described as non-carcinogenic, non-teratogenic, non-mutagenic, and non-toxic [49].…”

Section: Dmementioning

confidence: 99%

“…This property results in a shorter ignition delay and lower auto-ignition temperature (DME: 235 °C vs. diesel: 250 °C), resulting in the fuel having a high cetane number (DME: 55-60 vs. diesel 40-55) [47,51]. Because of the high oxygen content (34.8%) and the absence of C-C bonds, soot formation from diffusive flames is also suppressed [50]. As less air is required for combustion, the fuel itself contains oxygen, and fuel-rich zones are avoided, even in areas with low oxygen concentrations.…”

Section: Dmementioning

confidence: 99%

“…Moreover, DME's maximum possible injection pressure is limited to 1000 bar due to its lower bulk modulus, demanding a further increase in the hydraulic flow rate. To compensate the lower calorific value, density, and the injection pressure, Zubel et al [50] estimated the need for a higher flow rate with a factor of 2.2 compared to diesel and finally decided on a factor 2.5 to cover uncertainties as well. The lower bulk modulus than diesel, with a factor of 2.3, results in 3.2 times higher compression energy demand than dodecane in a closed system for a final compression to 250 bar and 323 K [47].…”

Section: Dmementioning

confidence: 99%

“…In contrast, DME combustion results in low soot emissions. Its quick evaporation, further aided by better spray atomization, results in a very fast mixture formation, reducing the formation of soot precursors [50]. It is even considered soot-free, with the lack of C-C bonds and high oxygen content [47,51].…”

Section: Emission Behaviormentioning

confidence: 99%

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Achieving the CO2 reduction targets for 2050 requires extensive measures being undertaken in all sectors. In contrast to energy generation, the transport sector has not yet been able to achieve a substantive reduction in CO2 emissions. Measures for the ever more pressing reduction in CO2 emissions from transportation include the increased use of electric vehicles powered by batteries or fuel cells. The use of fuel cells requires the production of hydrogen and the establishment of a corresponding hydrogen production system and associated infrastructure. Synthetic fuels made using carbon dioxide and sustainably-produced hydrogen can be used in the existing infrastructure and will reach the extant vehicle fleet in the medium term. All three options require a major expansion of the generation capacities for renewable electricity. Moreover, various options for road freight transport with light duty vehicles (LDVs) and heavy duty vehicles (HDVs) are analyzed and compared. In addition to efficiency throughout the entire value chain, well-to-wheel efficiency and also other aspects play an important role in this comparison. These include: (a) the possibility of large-scale energy storage in the sense of so-called ‘sector coupling’, which is offered only by hydrogen and synthetic energy sources; (b) the use of the existing fueling station infrastructure and the applicability of the new technology on the existing fleet; (c) fulfilling the power and range requirements of the long-distance road transport.

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