International Journal of Emerging Technology and Advanced Engineering

Website: www.ijetae.com (ISSN 2250-2459, Volume 2, Issue 10, October 2012)

THE POTENTIAL OF DME-DIESEL BLENDS AS AN

ALTERNATIVE FUEL FOR CI ENGINES
K. R. PATIL1, DR. S. S. THIPSE2
1
Research Scholar, Symbiosis International University, Pune; Asst. Professor, Department of Mechanical Engineering,
MMCOE, Pune, India
2
Sr. Asst. Director, The Automotive Research Association of India (ARAI), Pune, India
Abstract— This paper provides a comprehensive review of
the technical feasibility of DME-Diesel blend as an alternative
fuel for compression-ignition engines for automotive
applications. DME is a synthetic fuel produced by the
conversion of various feedstocks such as natural gas, coal, oil
residues and bio-mass. The compatible properties such as
high cetane number and low auto-ignition temperature with
spray characteristics of DME enable its application to CI
engines despite of its easier evaporation and lower density. In
addition, simple chemical structure of DME (CH3-O-CH3)
with only C–H and C–O bonds and no C–C bond with high
oxygen content result in soot-free combustion justifies its
consideration for diesel engines. Recent research and
development shows that the operation of DME combustion
system needs the adoption of rigorous procedures for safe
operation due to the wide flammability limits. Practically, the
blending of some oxygenated DME to diesels to reduce engine
emissions with few engine modifications seems to be a more
attractive proposition. Hence, the relative ―benefit‖ of each
fuel might be utilized by blending DME with diesel fuel. The
blending of DME to diesel fuel changes its physicochemical
properties. The review compares key properties of diesel, neat
DME and DME-Diesel blended fuels which are relevant to this
application. The increase of DME mass fraction decreases the
density, calorific value, kinematic viscosity and aromatic
fractions of the blends, while the C/H ratio, cetane number
and oxygen content of the blends are enhanced, which affects
the performance and emission characteristics of the engine.
Recent research and development shows that the blending of
DME with diesel as an alternative fuel for CI engine and its
application for automotive vehicles is promising solution for
the future.
Keywords— Alternative fuels, Blend, CI engine, Diesel,
DME
I. INTRODUCTION
Air pollution, global warming, acid rain, smog, odours
and its effect on human health, wildlife are being caused by
a rapid increase in harmful exhaust emissions due to the
burning of fossil fuels. Many types of combustion
contribute to this problem.
Automotive vehicles have been identified as a
significant source of carbon monoxide (CO), unburned
hydrocarbons (HC), oxides of nitrogen (NOx) and
particulate matter (PM). Keeping in view the Eco-mobility,
emission standards are constantly being changed in an
attempt to lower exhaust emissions. The fast dwindling oil
deposits, the growing cost of conventional fuels and the
stringent emission norms have spurred the research for
alternative fuels.
Alternative fuels such as CNG, HCNG, LPG, LNG,
Bio-Diesel, Biogas, Hydrogen, Ethanol, Methanol, Di-
Methyl Ether, Producer gas, P-series have been tried
worldwide [28]. Di-methyl ether (DME) is one such fuel
that has been attracting notable attention of researchers as a
clean alternative fuel for compression ignition engines
without large sacrifice in vehicle performance.
II. ANALYSIS OF DME CHARACTERISTICS
Di-methyl ether (DME) is the simplest ether expressed
by its chemical formula CH3OCH3, consisting of two
methyl groups bonded to a central oxygen atom. It has a
low carbon-to-hydrogen (C:H) ratio. The chemical
structure of DME is somewhat similar to methanol; it
contains oxygen and no carbon-carbon bonds, thus limiting
the possibility of forming carbonaceous particulate
emissions during combustion.
DME is a synthetic fuel can be made from a variety of
fossil feedstock including natural gas and coal as well as
from renewable feedstock and waste. The most cost
effective feedstock for both DME and methanol is natural
gas at remote locations. DME production methods are (a)
De-hydrogenation of methanol and (b) Direct conversion
from synthesis gas (syngas). DME is commonly produced
from synthesis gas, composed of H2, CO and CO2 in a
catalytic process, which is very similar to the production of
methanol [27]. In the year 1995 an energy- and cost
efficient process for its manufacture from natural gas had
been developed by Haldor Topsøe.

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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, Volume 2, Issue 10, October 2012)
A simplified block diagram of the process is shown in Liquid density kg/m3 667 831
fig. I and the key properties of DME and diesel fuel are Relative gas density (air
shown in table I. 1.59 --
= 1)
Critical density Kg/m3 259 --
Critical pressure MPa 5.37 3.00
Vapour pressure(at 298
Kpa 530 <<10
K)
Kinematic viscosity of
cSt <1 3
liquid
Enthalpy of vaporization kJ/kg 467.13 300
vol% in 3.4 -
Ignition limits 0.6 - 6.5
air 18.6
Gaseous specific heat
kJ/kgK 2.99 1.7
capacity
6.37E+ 14.86E+
Modulus of elasticity N/m2
08 08
Surface tension (at 298
N/m 0.012 0.027
K)
A. Application possibility of DME
Regarding the use of DME in CI engine, several
advanced combustion concepts such as common rail direct
injection (CRDI), low compression ratio DI diesel engines,
FIGURE I Block diagram of DME production process [27,29,30]
DME blended with diesel fuel and homogeneous charge
It consists of the following main steps: compression ignition (HCCI) engines have been
 Desulphurization investigated to improve engine performance and exhaust
 Auto thermal reforming (ATR) emissions characteristics [5,8,10,19]. The advantages of
DME as a candidate fuel for replacing diesel fuel in CI
 CO2 adjustment
engines are demonstrated by many investigators [12-26]
 Combined methanol and DME synthesis
that-
 Final DME purification
(i) DME is a synthetic fuel can be produced from a
TABLE I variety of fossil feedstock including natural gas and
Physical and Chemical Properties of DME and Diesel fuel
[1,2,12,22,27] coal as well as from renewable feedstock and waste.
The most cost effective feedstock for both DME and
Property Unit DME Diesel methanol is natural gas at remote locations.
CH3-O- (ii) DME (CH3-O-CH3) has only C–H and C–O bonds
Chemical structure - -
CH3 and no C–C bond with high oxygen content
Molar mass g/mol 46 170 (34.8%), result in low smoke and PM emissions.
Carbon content mass% 52.2 86 (iii) Cetane number is a measure of the fuel's ability to
Oxygen content mass% 34.8 0 auto-ignite. Cetane number of DME (55-60) is
Hydrogen content mass% 13 14 higher than diesel fuel which leads to fast ignition
Carbon-to-hydrogen ratio - 0.337 0.516 and short ignition delay, which in turn lowers the
premixed burning of the fuel, results in low NOx
Cetane number - >55 40-55
and noise emission.
Auto-ignition temp. K 508 523 (iv) DME vaporizes easily in the cylinder when injected
Boiling point at 1 atm K 248.1 450-643 in a liquid phase due to its low boiling point (248 K)
Lower calorific value MJ/kg 27.6 42.5 which yields better atomization and improved
Stoichiometric A/F mass combustion. Also it leads to easier starting of engine
kg/kg 9.0 14.6
ratio during cold weather conditions.
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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, Volume 2, Issue 10, October 2012)
(v) The viscosity of DME is very low (about 10% of
diesel fuel) which reduces the effort in delivering
the fuel supply into the engine cylinder during cold
weather conditions.
(vi) The exhaust gas reactivity of DME is very low.
(vii) DME engine combustion noise is lower than that of
diesel engine and similar to that of gasoline engine
if appropriate injection characteristics are employed.
(viii) DME displays a visible blue flame similar to
natural gas when burning over a wide range of air–
fuel ratios, which is an important safety
characteristic.
(ix) DME is non-toxic and environmentally benign. It
causes no negative health effects at low mole
fractions (a few percent by volume) and it has
hardly any odour. Even at high mole fractions
(>10% by volume) it may be recognized by the
odour and there is no effect on human health except
narcotic effects after long exposure.
(x) Kajitani et al. [25] investigated the concept of using
DME as fuel in a direct-injection CI engine with a
low compression ratio (12:1) for a small passenger
car engine, in an effort to identify a combustion
regime with the highest possible thermal efficiency.
B. Limitations of DME’s application
(i) The lower calorific value and lower density of DME
than the diesel fuel requires higher volumetric flow
rate of DME than the diesel fuel in order to produce
the same amount of input energy [14].
(ii) The vapor pressure of DME (530 kPa at 298 K) is
low but comparable to LPG hence it liquefies easily
at relatively low pressurization (0.5 MPa). So, it can
be easily handled and stored like LPG as liquefied
gas, however, due to its low vapor pressure and low
boiling point a pressurized fuel system is required to
maintain liquid state of fuel. Corresponding high
pressure on the back of the needle would decrease
the injection rate and consequently hamper the
engine performance. Also it increases the overall
cost of the DME engine [2.23.24].
(iii) Low viscosity of DME causes the leakage from the
fuel supply system which relies on small clearances
for sealing [19].
(iv) Low lubricity of DME can cause intensified surface
wear of moving parts within the fuel-injection
system and hence conventional fuel delivery and
fuel injection systems are not compatible with
dimethyl ether [1,23].
37
(v) DME is not compatible with most elastomers
including those used in conventional diesel fuel
system due to its corrosiveness [1,2].
(vi) Due to the wide flammability limits the operation of
DME combustion system needs the adoption of
rigorous procedures for safe operation [23].
Recent research studies suggest that further
comprehensive investigation is required for DME as an
alternative fuel for CI engines especially for fuel storage,
fuel supply and injection system to overcome high internal
leakage problems, to keep DME in liquid state and high
volume flow rate requirement.
III. LIMITATIONS TO DIESEL FUELED CI ENGINES
Diesel engines have several advantages like high thermal
efficiency, torque capacity, reliability, adaptability, low HC
and CO emissions and cost effectiveness, but they suffer
from high concentration of NOx, smoke and particulate
emissions. However, it is more difficult for diesel engines
to meet stringent emission norms by the use of
conventional fuel such as diesel and biodiesel as a neat fuel
through engine design or control parameters alone.
The various methods like EGR, catalytic converters,
retarding the injection timing, use of high injection
pressure, split injection and modifying the combustion
chamber geometry to enhance the swirl and squish are
being evaluated to reduce emissions but problems are still
prevailing in the operation of these techniques. In an
attempt to meet such standards the various alternative fuels
such as Methanol, Ethanol, Natural gas dual fuel, Biodiesel
etc. have been tried in CI engines worldwide [19,23].
IV. DME BLENDING WITH DIESEL
To overcome the limitations of diesel fuel and neat DME
fuel in CI engine, it is advantageous to blend DME with
diesel fuel without much engine modifications. Thus, the
relative “benefit” of each fuel might be utilized. The
blended fuel retains the desirable physical properties of
diesel fuel but includes the cleaner burning capability of
DME [2.5.20].
At international level fewer efforts by researchers are
observed in the use of DME-diesel blend fuel in CI engine.
The studies on the performance and emissions of the
diesel/DME blends with 10%, 20% and 30% DME by mass
are conducted in a CI engine [5].
 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, Volume 2, Issue 10, October 2012)
The blend of 10% DME and 90% diesel by mass is
called DM 10, accordingly DM15, DM20, DM30 etc. The
addition of DME to diesel fuel changes the
physicochemical properties of fuels.
With an increase of DME mass fraction in blend, cetane
number, C/H ratio and oxygen content of the blends are
enhanced but density, kinematic viscosity, low calorific
value and aromatic fractions of the blends decreases. The
properties of DME-diesel blend fuel with different ratio is
given in Table II.
The schematic block of the experimental setup used by
Wang et al. [5] is shown in fig. II. The LPG vessel is used
instead of diesel fuel tank to prevent DME from
evaporating and the blend fuel is pressurized to 0.7 MPa by
an electrical pump. The DME-diesel blend fuel is injected
into cylinders by injectors and surplus fuel is returned to FIGURE II Schematic block of the DME/diesel blend experimental
LPG vessel through a regulator valve. setup. Reproduced from reference [5].
TABLE II A. Intersolubility of DME in diesel fuel
Properties of DME-Diesel blend fuel [2,5,7,20]
Intersolubility of DME with diesel is the prerequisite for
DM DM DM the engine’s stable working. Wang et al. [5] experimentally
Property DME Diesel
10 15 20 demonstrates that the DME and diesel blend well with each
Cetane 40 < cetane number < other without any solvent. Physical and chemical properties
55–60 40–55 of DME and diesel display mutual solubility at any ratio.
number 60
Stoichiomet Xiaoming et al. [7] experimentally demonstrated that the
ric A/F 9.0 14.6 14.04 13.76 13.48 critical solubility temperatures of DME/diesel blended fuel
(kg/kg) are below 273.15 K and the critical solubility temperature
Low decreases gradually with the increase of DME mass
calorific fraction in blend.
28.43 42.5 41.1 40.4 39.7
value
(MJ/kg)
Latent heat
410(−
of
20 250 - - -
evaporation
°C)
(kJ/kg)
Mass % of
52.2 86 82.2 80.93 79.24
carbon
Mass % of
13 14 13.9 13.85 13.8
hydrogen
Mass % of
34.8 0 3.48 5.22 6.96
oxygen

FIGURE III Solubility curve of DME in diesel fuel. Data reproduced

from reference [5]

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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, Volume 2, Issue 10, October 2012)
B. Vapor pressure of DME/diesel blend
It is observed that vapor lock easily occurs in the pure
DME fuel system and to overcome this some pressure must
be supplied to keep fuel in the liquid state. Wang et al. [5]
have shown that the vapor pressure of DME/diesel blends
is lower than that of pure DME at the same temperatures
and it increases with an increase of DME mass fraction.
Due to lower vapor pressure of blend fuels, the low
pressure fuel supply system can be used to keep blends in
the liquid state. This lower fuel supply pressure is
beneficial for the fuel transportation and storage safety of
the blend fuels.
C. Fuel spray characteristics
Fuel spray characteristics have an important influence on
the combustion and emission of CI engines. By taking
relative advantages of DME and diesel, the DME/diesel
blend fuels could achieve satisfactory properties in lubricity
and atomization, which contributed to improvements in
spray and combustion characteristics.
FIGURE IV The relationship between vapor pressure of different
kinds of fuels and ambient temperature. Data reproduced from
reference [5].
It is evidently shown by Wang et al. [5] that an addition
of DME could lead to decreased spray penetration but
increased spray angle. Su Han et al. [2] experimentally
demonstrated that the DME/diesel blends shows higher
spray tip penetration and larger spray area than that of neat
DME fuel. It can be explained by two phenomena. First,
the volatility of blend is higher than that of diesel fuel and
the density of blend is lower than that of diesel fuel.
39
Second, the compressibility of DME/diesel blend fuel
enlarges owing to the addition of DME into diesel, which
means a lower fuel supply pressure and injection pressure
can be used for blended fuel.
D. Engine performance
The fuel properties show that DME has higher oxygen
content (34.8%) and cetane number, compared to those of
diesel fuel. It shows that the DME addition to diesel fuel
supplies an amount of oxygen for fuel blends, which has a
positive influence on engine's combustion and emissions.
In addition, DME has a better atomization. However, with
an increase of DME mass fraction in blend fuel, the fuel
supply duration and late combustion phase extends, which
finally leads to an increase of energy consumption. As a
result, brake specific energy consumption (BSEC) of high
fraction DME blend is a little higher than that for low
fraction DME operation and comparable to that of neat
DME [5].
Zhu et al. [20] shows that the power output of blend fuel
lowers with increase of DME mass fraction. Similar results
are also shown by Wang et al. [5]. This is possible due to
the lower calorific value and the smaller fuel delivery
amount resulted from lower density of blend fuels. This
lower power output of DME/diesel blend fuelled CI engine
can be improved by enlarging the fuel supply amount of
pump per cycle.
During the premixed combustion stage the amount of
heat release of DME/diesel blend fuels is smaller than that
of diesel fuel, which reduces the combustion pressure and
temperature and leads to low NOx emission. It means that
the higher DME content in blends causes the smaller heat
release rate during the premixed combustion stage. The
reason is superior auto-ignition and atomization
characteristics of the DME in the diesel/DME blends,
which improve the combustion process on CI engines.
E. Emissions
The DME (CH3-O-CH3) has simple chemical structure
with only C–H and C–O bonds and no C–C bond in
addition high oxygen content, therefore, the emissions
produced from combustion such as smoke and PM are
expected to be lower than diesel operation[1,2]. The
blending of DME in diesel fuel reduces the smoke density
significantly, especially at higher loads [5]. It is due to that
DME as an oxygenate additive is effectively introduced to
the fuel regions which suppress the soot formation in the
combustion chamber. This high oxygen content combined
with low C/H ratio and aromatics fractions of the blend
fuels are also assumed to contribute to the reduction of
smoke at high loads.
 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, Volume 2, Issue 10, October 2012)
However, at low and medium loads, smoke emission of
diesel engine is low and comparable because diesel fuel
burns completely owing to a large air fuel ratio [5].
Wang et al. [5] and Zhu et al. [20] found that the NOx
emissions of blend fuel are reduced somewhat in
comparison to the engine fueled with neat diesel fuel. As
DME has a higher cetane number value and an excellent
autoignition characteristic leads to shorter ignition delay
and the amount of premixed combustion is smaller than
diesel fuel, which makes the maximum in-cylinder pressure
and temperature lower which prohibits the formation of
NOx. It is observed that the increased power output and
reduced NOx emission can be achieved by retarding the
fuel supply advance angle appropriately in the blend fuel
engines [5,20]. It is well known that if the fuel supply
advance angle is retarded too much, combustion would
outspread to an expansion cycle, which finally results in the
reduced power output, the increased fuel consumption and
the higher exhaust temperature.
No significant varying trend in HC and CO emission of
blended fuel could be observed and they are higher than
those in diesel engines [5,20]. It is suggested by various
researchers [2,5,20] to optimize the injection characteristics
of the fuel blend and the need to add an oxidation catalyst
to a vehicle fueled in this manner.
V. SUMMARY
Numerous investigations reveals the importance of the
DME fuel in compression ignition engines in the
automotive sector but very few studies of the various
aspects of the neat DME and blending of DME with diesel
fuel are carried out. Hence, there is great motivation to use
DME fuel in CI engine to meet stringent emission norms.
But there are some limitations to diesel fuel use in CI
engine to meet stringent emission norms and with neat
DME fuel high internal leakage problems, to keep DME in
liquid state and high volume flow rate requirement are the
major issues. Hence, it is advantageous to blend
oxygenated DME with diesel fuel without much engine
modifications. Thus, the relative “benefit” of each fuel
might be utilized. The blended fuel retains the desirable
physical properties of diesel fuel but includes the cleaner
burning capability of DME.
This is an important step showing that the DME/diesel
blend fuel performs well in CI engine with minor
modifications to the fuel system by giving the significant
results in lowering smoke, PM and NOx emissions of
diesel engines.
40
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[15 ] Su Han Park, Hyung Jun Kim, Chang Sik Lee, Effects of dimethyl- AUTHOR’S PROFILE
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[29 ] Dr. Thipse. S.S. (2010) Alternative Fuels Textbook by Jaico Fuels Combustion. He has
Publications Research experience of
[30 ] Bechtold Richard (2008) Alternative Fuels by SAE International over 12 years in the
development of Alternative
Fuel vehicles and has been working at ARAI as Senior
Assistant Director since 2004. At ARAI, he is working on
the development of CNG, LPG and HCNG engines at the
Powertrain Engineering Laboratory. He serves as a core
member in the expert committee on Alternative fuels of
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nominee of Director, ARAI. He is the member of ISO TC
22 SC 25 committee on gaseous fuels and Member of BIS
TED-26 & ME_16 committees. He is member of Board of
Studies, Mechanical Engineering, University of Pune,
Pune, India.

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