Loganathan 2018

Accepted Manuscript
Heat release rate and performance simulation of DME fuelled diesel engine using
oxygenate correction factor and load correction factor in double Wiebe function
S. Loganathan, M. Leenus Jesu Martin, B. Nagalingam, L. Prabhu
PII: S0360-5442(18)30346-3
DOI: 10.1016/j.energy.2018.02.112
Reference: EGY 12412
To appear in: Energy
Received Date: 24 November 2015
Revised Date: 18 February 2018
Accepted Date: 20 February 2018
Please cite this article as: S. Loganathan, M. Leenus Jesu Martin, B. Nagalingam, L. Prabhu, Heat
release rate and performance simulation of DME fuelled diesel engine using oxygenate correction
factor and load correction factor in double Wiebe function, Energy (2018), doi: 10.1016/j.energy.
2018.02.112
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ACCEPTED MANUSCRIPT
1 Heat release rate and performance simulation of DME

2 fuelled diesel engine using oxygenate correction factor
3 and load correction factor in double Wiebe function
4
5 S. Loganathana*, M. Leenus Jesu Martinb, B. Nagalingamb, L. Prabhuc
6
7 a Department of Mechanical Engineering, SRM Institute of Science and Technology, Kattankulathur – 603203,
8 India.
9 bDepartment of Automobile Engineering, SRM Institute of Science and Technology, Kattankulathur – 603203,
10 India.
11 cDepartment of Mechanical Engineering, Aarupadai Veedu Institute of Technology, Paiyanoor – 603104, India.
12 srilogu66@gmail.com*, srilogu66@yahoo.com*
13
14
15 ABSTRACT
16 A computer simulation scheme with a rapid thermodynamic model is developed to
17 predict the diesel engine HRR (heat release rate) and performance characteristics with DME
18 as a fuel. The bmeps (MPa) are simulated as 0.5 (optimum power output) and 0.3, 0.4, 0.6
19 (other power outputs) with diesel and with DME in four steps sequentially. Initially, HRR is
20 predicted by modifying four double Wiebe function parameters; the equations of heat release
21 and combustion duration of diffusion phase and the efficiency factors of premixed and
22 diffusion phase as 2.25 and 3.25 respectively (obtained by qualitative and approximate fitting
23 by trial and error method). Obviously 99% combustion efficiency assumption with efficiency
24 factor as 6.9 is excluded. Secondly, all Wiebe parameters are computed by using LCF (load
25 correction factor which is the ratio between mass flow rates of diesel of optimum and other
26 power output) alone and by using LCF and OCF (oxygenate correction factor which is the
27 ratio between mass flow rates of DME and diesel of identical power output) in other steps.
28 Premixed and diffusion phase peaks (J/degree) with DME are 13.73 and 31.47 (0.3MPa);
29 23.18 and 47.25 (0.6MPa). Performance predicted with 1.2% accuracy is validated by SAE
30 and USA Army literature.
*Corresponding author
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31 KEY WORDS: oxygenate correction factor, load correction factor, double Wiebe function,
32 heat release rate, performance simulation, dimethyl ether, diesel engine.
33 1. INTRODUCTION
34 Heavy duty vehicles are powered by compression ignition engine, consuming
35 enormous quantity of fossil diesel and causing emission of particulate matter, oxides of
36 nitrogen and smoke. The potential use of oxygenate fuel in compression ignition engines is
37 generally considered to reduce the harmful emissions as well as to improve the performance
38 [1-3]. The presence of oxygen in the fuel improves combustion, alters heat release rate and
39 reduces emission [4]. However, the fuel borne oxygen is either improving or some time
40 deteriorating the performance characteristics of the engine because of the alteration in the
41 heat release rate [5-11]. Most of the authors’ work reviewed in the article [5] reported that
42 biodiesels reduce PM (particulate matter), HC (hydrocarbon) and CO (carbon monoxide)
43 emissions but lower brake power and brake thermal efficiency in diesel engines. Biodiesels
44 (both methyl and ethyl esters of vegetable oil and animal fat) reduce CO emission up to 43%
45 but lower average peak power up to 3% in diesel engine [6]. FOME (fish oil methyl ester)
46 and its diesel blends reduce CO, HC and soot emissions but brake thermal efficiency is found
47 to be lower at all brake power outputs compared to diesel fuel [7]. The n-pentanol [8] and
48 butanol [9] addition with diesel fuel increase CO and HC emissions at low and medium loads.
49 But no obvious difference and appreciable increase observed in the brake thermal efficiency
50 respectively with n-pentanol and butanol. However, n-pentanol and butanol can reduce PM
51 emission. Pine oil and its diesel blends reduce CO, HC and smoke emissions and increase
52 brake thermal efficiency up to 5% [10]. Blend of camphor oil (30%) with cashew nut shell oil
53 (70%) performs closer to diesel fuel in diesel engine with respect to emission and
54 performance [11]. Hence, the evaluations of performance with neat oxygenate fuels and its
55 diesel blends becomes necessary to understand the influence of the oxygen content.
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56 Computer simulation and analyses of engine performance with oxygenate fuel will
57 facilitate the fuel substitution in the engine. Heavy duty diesel engines are dominating in the
58 surface transport so it is obvious to consider the fossil diesel reduction to pass on the
59 economic benefits to the common people. Replacement of fossil diesel with an oxygenate
60 fuel in an engine demands the energy economy at least equivalent to that of diesel. Therefore,
61 it is necessary to analyse whether the oxygen presence is causing improvements in the brake
62 specific energy consumption and brake thermal efficiency. The computer simulation of heat
63 release rate overcomes the time and cost constraint of the performance analysis, since the
64 heat release rate is to be apparently computed from the cylinder pressure measurement during
65 the experimental investigation also. Therefore, the computation of the cylinder pressure from
66 the simulated apparent heat release rate would negate the need of experiments in the
67 performance analysis. Compression ignition engine cycle simulation with oxygenate fuel will
68 be required to accomplish the task of performance analysis by computer simulation. Hence,
69 the need for a rapid thermodynamic model for the oxygenate fuel is justified.
70 Primary alcohols have been known as compression ignition engine fuel for many
71 decades [12-14]. However, alcohols raise the aldehyde emissions significantly and enhance
72 the formation of photochemical smog. Methyl or Ethyl ester of vegetable oils, popularly
73 known as biodiesel is also having deficiency in properties [15] and efficiency requirements
74 are [16] for use in compression ignition engine whereas DME is a promising alternative
75 oxygenate fuel for the compression ignition engine, independent of size or application, with
76 high thermal efficiency and low emission levels [17-18]. DME can be produced from the
77 abundantly available natural gas and biomass. Chemical conversion of natural gas for direct
78 synthesis of DME destroys the least amount of gas. DME can be obtained by catalytic
79 conversion of syngas generated from gasification of woody biomass in a two-stage Gasifier
80 with energy efficiencies of 51-53% and 56-58% based on lower heating value for once
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81 through synthesis and recycled synthesis respectively [19]. DME can also be produced in
82 small-scale with energy efficiency 6-8% lower than that of large-scale plants [19]. Moreover,
83 a number of experimental investigations data are available in the literature [17, 20]; hence
84 DME is selected for the oxygenated fuel performance analysis by simulation in this study.
85 The heat release rate of oxygenate blended diesel and pure oxygenate fuel can be
86 simulated by using the two correction factors LCF and OCF in the Wiebe functions. LCF is
87 defined as the ratio of mass flow rate of diesel to produce anyone power output to mass flow
88 rate of diesel to produce the optimum power output which is the power output with lowest
89 specific energy consumption [21]. OCF is defined as the ratio of oxygenate fuel mass flow
90 rate to diesel mass flow rate under identical power output [21]. The heat release rate and the
91 heat transfer rate simulation are accomplished with double Wiebe model [25] and Woschni
92 model [26-27] respectively in this study. The pressure and temperature are computed from
93 the first law and the ideal gas equation of state after considering the heat release rate and the
94 heat loss rate. The simulation scheme with required sub models is validated by the published
95 experimental investigation data in the SAE Journal [28] and in the USA Army Research
96 Office report [29].
97 2. ENGINE CYCLE SIMULATION PROCEDURE
98 The cylinder gas is considered to be spatially homogeneous and occupying in a single
99 zone for all the processes except combustion process in a four stroke engine. During
100 combustion, the cylinder gas is assumed to be occupied in two zones namely burned and
101 unburned zone. The instantaneous composition of the cylinder gas for the diesel and DME is
102 computed from the mass fraction of fuel burned obtained from the Wiebe burn fraction
103 function [30] and CHON (carbon, hydrogen, oxygen and nitrogen) combustion equation of
104 diesel and DME as showed in equation 1-3.
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105 𝑋 = 1 ‒ 𝑒𝑥𝑝 ‒ 𝑎 ∙ [ ( ) ] 𝜃 ‒ 𝜃𝑖 𝑚 + 1
∆𝜃𝑐
(1)
𝑚
106 𝐶𝑛𝐻𝑚 + 𝑌𝑐𝑐𝑑𝑙(𝑂2 + 3.76𝑁2) = 𝑛𝐶𝑂2 + 2 𝐻2𝑂 + 3.76𝑌𝑐𝑐𝑑𝑙𝑁2 (2)
107 𝐶2𝐻6𝑂 + 𝑌𝑐𝑐𝑑𝑚(𝑂2 + 3.76𝑁2) = 2𝐶𝑂2 + 3𝐻2𝑂 + 3.76𝑌𝑐𝑐𝑑𝑚𝑁2 (3)
108 Instantaneous thermodynamic properties Cp (specific heat capacity at constant
109 pressure) and Cv (specific heat capacity at constant volume) for the cylinder gas are computed
110 by the established equations 4-7 [21-22, 31]. The instantaneous gas properties are calculated
111 by the simultaneous numerical integration of the differential equations.

𝑞2𝑖
112 𝐶𝑣𝑖(𝑇) = (𝑞1𝑖 ‒ 8.314) + 𝑇
(4) 𝐶𝑣(𝑇)
113 = ∑(𝑛𝑖 𝐶𝑣𝑖(𝑇)) (5) 𝐶𝑝𝑖(𝑇)
𝑞2𝑖
114 = (𝑞1𝑖) + 𝑇
(6) 𝐶𝑝(𝑇)
115 = ∑(𝑛𝑖 𝐶𝑝𝑖(𝑇)) (7) The
116 differential equations governing the gas pressure [32] and temperature [33] are resulting from
117 the first law of thermodynamic analysis as showed in equations 8-9.
[( ) ∙ ( )]
𝑑𝑃 𝑑𝑄𝑛 γ ‒ 1 𝑃 ∙ γ 𝑑𝑉
118 𝑑𝜃
= 𝑑𝜃 𝑉
‒ 𝑉 ∙ 𝑑𝜃 (8)
𝑑𝑇
119 𝑑𝜃
= 𝑃∙ (𝑑𝑉𝑑𝜃) + (m𝑉∙ 𝑅) ∙ (𝑑𝑃𝑑𝜃) (9)
120 The V(θ)- (instantaneous volume) is calculated from the engine geometry and piston
121 movement [34] as showed in equation 10.

2
122 𝑉(𝜃) = 𝑉𝑐 + ( ) ∙ ( ) ∙ [1 + 𝑧 ‒
𝜋∙𝐷
4
𝑆
2 𝑧 ‒ 𝑆𝑖𝑛 𝜃 ‒ 𝐶𝑜𝑠𝜃]
2 2
(10)
123 The dQn (apparent net heat release rate) is calculated from the pressure and volume
124 along with heat loss to the cylinder wall [32, 35-39] as showed in equation 11.
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𝑑𝑄𝑛 𝑑𝑄𝑐 𝑑𝑄𝑤 𝛾 𝑑𝑉 1 𝑑𝑃

125 𝑑𝜃
= 𝑑𝜃
‒ 𝑑𝜃
= 𝑃 + 𝛾 ‒ 1 𝑉 𝑑𝜃
𝛾 ‒ 1 𝑑𝜃
(11)
126 The dQc (gross heat release rate) is synthesized with two Wiebe functions often
127 referred to as double Wiebe function [25] as showed in equation 12.

𝑚𝑝
128
𝑑𝑄𝑐
𝑑𝜃 ( )( )
= 𝑎 ∙ (𝑚𝑝 + 1) ∙
𝑄𝑎𝑣𝑝
∆𝜃𝑐𝑝
∙
(𝜃 ‒ 𝜃𝑖)
∆𝜃𝑐𝑝 [
∙ 𝑒𝑥𝑝 ‒ 𝑎 ∙ ( )
∆𝜃𝑐𝑝 ]
𝜃 ‒ 𝜃𝑖 𝑚𝑝 + 1
+ 𝑎 ∙ (𝑚𝑑 + 1) ∙ ( )∙
𝑄𝑎𝑣𝑑
∆𝜃𝑐𝑑
𝜃 ‒ 𝜃𝑖 𝑚𝑑
( ) ∙ 𝑒𝑥𝑝[ ‒ 𝑎 ∙ ( ) ]
( ) 𝜃 ‒ 𝜃𝑖 𝑚𝑑 + 1
129 ∆𝜃𝑐𝑑 ∆𝜃𝑐𝑑
(12)
130 Heat transfer models can be categorically divided into global one-zone and multi-
131 zone, one-dimensional and multi-dimensional fluid dynamic models according to their spatial
132 resolution [40]. The correlations providing hg (heat transfer coefficient) representing a
133 spatially-averaged value for the cylinder are commonly referred to as global heat transfer
134 models, e.g. Annand [41], Woschni [26-27] and Hohenberg [42]. Heat transfer correlation
135 variation does not have a significant influence over the engine performance prediction as ten
136 percent heat transfer prediction error leads to the order of one per cent performance
137 prediction error [43].
138 Emiliano Pipitone and Alberto Beccari defined a term called loss angle which is
139 depending on energy loss and mass loss [44]. The loss angle variation range is assessed by
140 them by three different models independently namely Woschni [26-27], Eichelberg [45] and
141 Hohenberg [42]. The loss angle variation ranges value estimated by Woschni heat transfer
142 model is the lowest. Woschni correlation is also a time tested and frequently used one in
143 recent researches [37, 46-53], providing reasonable results. Hence Woschni model is
144 considered to be appropriate for use in the calculation of heat transfer during the engine cycle
145 simulation in this study. The dQw (wall heat transfer rate) is calculated by the equation 13.
146 The other parameters involved in the heat transfer calculation: Aw (exposed cylinder area)
147 and y (wall height), the hg and U (characteristic gas velocities) are obtained by equations
148 14- 19.
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𝑑𝑄𝑤 ℎ𝑔(𝜃) ∙ 𝐴𝑊(𝜃) ∙ [𝑇𝑔(𝜃) ‒ 𝑇𝑤]

149 𝑑𝜃
= 𝑁
(13)
2
𝜋∙𝑑
150 𝐴𝑤(𝜃) = 𝜋 ∙ 𝑑 ∙ 𝑦 + 2
(14)
[ 2 ]
𝑆 2
151 𝑦=2+𝑙‒
2
𝑙 ‒ (2𝑆) 𝑆𝑖𝑛2𝜃 + 𝑆 ∙ 𝐶𝑜𝑠𝜃 (15)
0.8 0.8 ‒ 0.2 ‒ 0.53

152 ℎ𝑔 = 3.26 ∙ 𝑃 ∙𝑈 ∙𝑑 ∙𝑇 (16)
153 𝑈 (𝑐𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑖𝑜𝑛) = 2.28 ∙ 𝑉𝑝 (17)
154 𝑈 (𝑠𝑢𝑐𝑡𝑖𝑜𝑛 𝑎𝑛𝑑 𝑒𝑥ℎ𝑎𝑢𝑠𝑡) = 6.18 ∙ 𝑉𝑝 (18)
(0.00324 ∙ 𝑇0 ∙ 𝑉𝑑 ∙ ∆𝑃𝑐)
155 𝑈 (𝑐𝑜𝑚𝑏𝑢𝑠𝑡𝑖𝑜𝑛 𝑎𝑛𝑑 𝑒𝑥𝑝𝑎𝑛𝑠𝑖𝑜𝑛) = 2.28 ∙ 𝑉𝑝 + ( 𝑉0 ∙ 𝑃0)
156 (19)
157 The manifold gases are thought to be at constant temperature and pressure. The
158 atmospheric temperature and pressure must be assumed initially to begin the simulation for a
159 naturally aspirated engine. The residual gas mass fraction may be assumed as five percent of
160 intake air quantity since several parameters are not yet known initially. However, the actual
161 values of the residual gas, pressure and temperature shall be calculated from the second cycle
162 onwards. The dm (fluid mass flow rate) and changes in fluid properties during intake and
163 exhaust processes are calculated by gas exchange process analysis [34]. The expressions of
164 dm during exhaust blow down under three separate stages according to the Lv (valve lift) and
165 the geometric details of Dv (valve head diameter), w (projected face width), Am (Mean valve
166 area), Dp (port diameter), Dm (effective hole diameter) and Ds (Valve stem diameter) are
167 presented in equations 20-27. Similarly the expressions to calculate the dm of gases during
168 intake are presented in equations 28-31. The complete calculation is usually converging
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169 within three cycles by giving repeated values in the neighbouring cycles depending on the
170 accuracy required.

w
171 (sin β.cos β)
> Lv (20)
Lv
172 Am = π ∙ Lv ∙ cos β ∙ Dv ‒ 2 ∙ w + ( 2 )
∙ sin 2β (21)
w
173 Lv > (sin β.cos β) (22)
174 Am = π ∙ Dm ∙ ((Lv ‒ w ∙ tanβ)2 + w2) (23)
175 Dm = Dv ‒ w (24)
DP ‒ Ds 2
2 2
176 Lv > ( 4Dm ) 2

‒ w + w ∙ tanβ (25)
π
177 Am = 4
∙ (Dp2 ‒ Ds2) (26)
dm
178 dt
= Am ∙ 2 ∙ ρg ∙ dp (27)
2 ∙ Pi
179 Constant c = R ∙ Ti
(28)
2
π∙D
180 Fc = 4
(29)
N ∙ Fc ∙ S 2 360 ∙ ρa 2
181 dp = ( Am ∙ α 0 ) ( ∙ c ) (30)
dm
182 dt
=c∙ dp ∙ Am (31)
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183 Hardenberg and Hase ignition delay model [54] as showed in equations 32 & 33 is
184 used to calculate the Δθid (ignition delay) of diesel and DME as it involves the CN (cetane
185 number) that influencing ignition delay.

0.63
186 [ (
θid = (0.36 + 0.22 ∙ 𝑉𝑝) exp EA ∙
1 1
RT ‒ 17190 ) ∙ ((P 21.2
‒ 12.4)) ] (32)
618840
187 𝐸𝐴 = (𝐶𝑁 + 25) (33)
188 2.1 Description of the heat release rate model
189 Diesel engine heat release rate modelling can be carried out with the simplest heat
190 release functions of Wiebe [30] or Watson [55] to the considerably more complex
191 phenomenological models of Hiroyasu et al. [56], Arrègle et al. [57-58] and Barba et al.
192 [59]. The most used burn fraction calculation function is Wiebe function [27, 60] as gave in
193 equation 1 where X is burned fraction at the crank position (θ), ‘a’ is a constant that
194 determines the combustion efficiency, (θi) is the position of crank at the start of combustion,
195 Δθc is the combustion duration and ‘m’ is shape factor that determines the speed of
196 combustion. However, factor ‘m’ and factor ‘a’ are adjustable parameters depend on the load,
197 speed, engine and fuel [33, 61-63]. The most important property of the model is the
198 combination of different Wiebe function that can be used to fit different phases of the
199 combustion in a diesel engine. The three Wiebe function in equation 34 is utilized by Sary
200 Awadi et.al [64] in 2013 to simulate premixed combustion, diffusion combustion and late
201 combustion where Qavj is burned fuel fraction in the jth phase of combustion.
𝜃 ‒ 𝜃𝑗 (𝑚𝑗 + 1)
202
𝑛
( ( ) )
𝑋 = 1 ‒ ∑𝑖 = 𝑗𝑄𝑎𝑣𝑗 ∙ 𝑒𝑥𝑝 ‒ 𝑎𝑗 ∙ ∆𝜃𝑐𝑗
(34)
203 The premixed combustion phase and diffusion combustion phase are controlled by the
204 reaction rate and mixing rate respectively of fuel and air [65]. Lapuerta et al [66] found a
205 deviation of up to 34°C in the combustion produced temperature peaks of diesel engine with
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206 the ideal gas assumption and stated that the deviation of such a magnitude is considered
207 important for emissions estimations only. Hence the ideal gas assumption is thought to be a
208 good approximation as this work is concerned with performance estimation only. The ideal
209 gas equation of state together with the first law of thermodynamics provides net heat release
210 rate [32] as showed in equation11. A predictive Wiebe function combustion heat release rate
211 model is first developed comprising two Wiebe functions each one for premixed combustion
212 phase and diffusion combustion phase [25] as showed in equation 12.
213 The gross heat release rate is synthesized with an equation 35 having different
214 efficiency factors for premixed and diffusion combustion phases denoted by ap and ad
215 respectively in the double Wiebe function [27, 67] so as to account the variation in the
216 combustion efficiencies of combustion phases in this study. The direct experimental
217 measurement of the heat release rate is difficult. Therefore, an apparent net heat release rate
218 calculated from the experimentally measured pressure-time profile and computationally
219 calculated piston displacement profile along with heat loss to the cylinder wall using the
220 equation 11 is applied for validation [28-29].
𝑚𝑝
221
𝑑𝑄𝑐
𝑑𝜃 ( )( )
= 𝑎𝑝 ∙ (𝑚𝑝 + 1) ∙
𝑄𝑎𝑣𝑝
∆𝜃𝑐𝑝
∙
(𝜃 ‒ 𝜃𝑖)
∆𝜃𝑐𝑝 [
∙ 𝑒𝑥𝑝 ‒ 𝑎𝑝 ∙ ( )
∆𝜃𝑐𝑝 ]
𝜃 ‒ 𝜃𝑖 𝑚𝑝 + 1
+ 𝑎𝑑 ∙ (𝑚𝑑 + 1) ∙ ( )
𝑄𝑎𝑣𝑑
∆𝜃𝑐𝑑
𝜃 ‒ 𝜃𝑖 𝑚𝑑
) ∙ 𝑒𝑥𝑝[ ‒ 𝑎𝑑 ∙ ( ) ]
( ) 𝜃 ‒ 𝜃𝑖 𝑚𝑑 + 1
222 ∙( ∆𝜃𝑐𝑑 ∆𝜃𝑐𝑑
(35)
223 Although the use of single Wiebe function was traced back to the papers published in
224 as far back as 1968 [68-69], the double Wiebe function is still being used by researchers and
225 its application is not restricted to the modeling of conventional diesel engine combustion
226 [70-71]. Continuous use of Wiebe function as a prescription and a prediction model in a
227 variety of applications is actually a tribute to the scientist Ivan Wiebe's pioneering work in
228 the field of internal combustion engine [72]. Therefore, a double Wiebe function showed in
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229 equation 35 is used to synthesize the premixed combustion and diffusion combustion phases
230 whereas a separate linear function model [67] is used to synthesize the late combustion phase
231 in this study. The aim of the proposed model is to offer accurate thermodynamic conditions in
232 the cylinder to facilitate the pressure and temperature calculations for performance prediction
233 alone.
234
235
236 2.2 Description of the sequence of simulation
237 The power output simulation of the compression ignition engine is therefore proposed
238 to carry out in four steps sequentially as described below. It is therefore proposed to simulate
239 the optimum power output of the engine with diesel in the first step by using the values of
240 Wiebe factors that are mp (premixed combustion shape factor) = 3, md (diffusion combustion
241 shape factor) = 0.5, Δθcp (premixed combustion duration) = 7 and the equation 36 of Qavp
242 (premixed combustion heat release) available in the literature [60] without modification. It is
243 also proposed to modify the other Wiebe factors and equations of Wiebe factors available in
244 the literature [60] (since they are based on almost 99% constant combustion efficiency) in
245 order to account the variable combustion efficiency as ap (premixed combustion efficiency
246 factor) = 2.25 and ad (diffusion combustion efficiency factor) = 3.25 (obtained by
247 qualitatively and approximately fitting the HRR in between the experimental HRR of diesel
248 at bmeps 0.3 and 0.6 by trial and error method) and the equations of Qavd (diffusion
249 combustion heat release) and Δθcd (diffusion combustion duration) as equation 37 and
250 equation 38 (obtained by qualitatively and approximately fitting the HRR in between the
251 experimental HRR of diesel at bmeps 0.3 and 0.6 by trial and error method) in the first step.
252 Secondly, the power output of the engine with diesel at lower as well as higher than the
253 optimum power output (commonly referred to as “other power outputs” in this study) is
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254 simulated with the optimum power output Wiebe factors corrected by the LCF by trial and
255 error method and obtained by qualitative matching of the experimental HRR according to
256 engine load.
257 In the third step, it is proposed to carry out the optimum power output simulation of
258 the engine with DME by correcting the optimum power output Wiebe factors of diesel by the
259 OCF alone by trial and error method and by obtaining qualitative and approximate fitting of
260 the HRR in between the experimental HRR of DME at bmeps 0.3 and 0.6. Finally, the other
261 power outputs of the engine with DME is proposed to be simulated by correcting the
262 optimum power output Wiebe factors of diesel by the OCF along with LCF by trial and error
263 method and by obtaining qualitative matching of the experimental HRR according to
264 oxygenate fuel and engine load.
265 2.2.1 Heat release rate simulation with diesel-optimum power output
266 The literature [60] values of Wiebe parameters that are mp=3, md=0.5, Δθcp =7 and
267 the equation of the Qavp as showed in equation 36 are used unmodified to simulate the heat
268 release rate at the optimum power output. The literature [60] values of Wiebe parameters that
269 are ap = ad = 6.9 are meant for 99% combustion efficiency, hence they are modified as
270 ap = 2.25 and ad = 3.25 to include the variable combustion efficiency in the simulation
271 scheme.
272 The literature [60] equation of the Qavd is modified as showed in equation 37 by
273 considering 80% (obtained by qualitatively and approximately fitting the HRR in between the
274 experimental HRR of diesel at bmeps 0.3 and 0.6 by trial and error method) of the Qavt (total
275 injected fuel energy per cycle) for the calculation of Qavd because double Wiebe model does
276 not include the energy release during late combustion phase. The literature [60] equation of
277 the Δθcd is also modified as showed in equation 38 by reducing the constant 24.5 to 23
12
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278 (obtained by qualitatively and approximately fitting the HRR in between the experimental
279 HRR of diesel at bmeps 0.3 and 0.6 by trial and error method).
( )( )
𝑄𝑎𝑣𝑡 ∆𝜃𝑖𝑑
280 𝑄𝑎𝑣𝑝 = ∆𝜃𝑖𝑛𝑗
∙ 2
(36)
281 𝑄𝑎𝑣𝑑 = 𝑄𝑎𝑣𝑡 ∙ 0.8 ‒ 𝑄𝑎𝑣𝑝 (37)
282 ∆𝜃𝑐𝑑 = 0.93 ∙ 𝑄𝑎𝑣𝑑 + 23 (38)
283
284
285
286
287
288
289
dQc (θ ‒ 1) dQcl(θ)
290 dθ
dθ
291
292
293 (∆θcl ‒ 1)
294
295
∆θcl
296
297 Fig.1. Linear late combustion phase model
298 As the double Wiebe model does not cover the experimental HRR totally (after
299 diffusion combustion), a new model needs to cover that part (late combustion) of
300 experimental HRR. Therefore, the late combustion phase is modeled by supposing that the
301 diffusion combustion heat release rate continues with constant slope as showed in Fig. 1.
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302 Usually the late combustion starts at the end of diffusion combustion phase and the Δθcl (late
303 combustion duration) as showed in Fig. 1 is assumed to be equal to 22 degrees [67] (obtained
304 by qualitatively and approximately fitting the HRR in between the experimental HRR of
305 diesel at bmeps 0.3 and 0.6 by trial and error method) since setting this duration higher than
306 the real combustion duration (experimental curve) will not influence the curve shape [60].
307 The ΔQcl (drop in late combustion heat release rate per degree crank angle) is calculated by
308 the equation 39. The dQcl (late combustion heat release rate) at each degree crank angle is
309 calculated initially by considering the dQc (combustion heat release rate) at previous crank
310 angle as showed in equation 40 and later on by considering the dQcl at previous crank angle
311 as showed in equation 41.

𝑑𝑄𝑐 1
312 ∆𝑄𝑐𝑙 = 𝑑𝜃
(𝜃 ‒ 1) ∙ ∆𝜃 (39)
𝑐𝑙
𝑑𝑄𝑐𝑙 𝑑𝑄𝑐
313 𝑑𝜃
(𝜃) = 𝑑𝜃
(𝜃 ‒ 1) ‒ ∆𝑄𝑐𝑙 (40)
𝑑𝑄𝑐𝑙 𝑑𝑄𝑐𝑙
314 𝑑𝜃
(𝜃) = 𝑑𝜃
(𝜃 ‒ 1) ‒ ∆𝑄𝑐𝑙 (41)
315
316 2.2.2 Heat release rate simulation with diesel-other power outputs
317 Values of Wiebe factors md=0.5 and Δθcp =7 and the equation of Δθcd are not
318 modified during heat release rate simulation. However, some of the other Wiebe parameters
319 and an equation of Wiebe parameters are modified according to engine load either by
320 multiplying or by dividing directly by the LCF at all other power outputs as showed in
321 equations 42-47. The remaining two Wiebe factors ad and Qavd have not been able to fit in
322 the direct multiplication or division as above; hence both are fitted according to engine load
323 either by multiplication or by division by LCF after raising it to some power as showed in
324 equations 48-51.
325 Lower than optimum power output / LCF < 1
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326 𝑎𝑝 = 2.25 / 𝐿𝐶𝐹 (42)
327 𝑚𝑝 = 3 ∙ 𝐿𝐶𝐹 (43)
( ) ( ) /𝐿𝐶𝐹
∙ 2
(44)
329 Higher than optimum power output / LCF > 1
330 𝑎𝑝 = 2.25 ∙ 𝐿𝐶𝐹 (45)
331 𝑚𝑝 = 3 / 𝐿𝐶𝐹 (46)
( ) ( ) ∙ 𝐿𝐶𝐹
∙ 2
(47)
333

0.25
335 𝑎𝑑 = 3.25 / 𝐿𝐶𝐹 (48)
0.14
336 𝑄𝑎𝑣𝑑 = 𝑄𝑎𝑣𝑡 ∙ 0.8 ∙ 𝐿𝐶𝐹 ‒ 𝑄𝑎𝑣𝑝 (49)
338 𝑎𝑑 = 3.25 / 𝐿𝐶𝐹 (50)

0.14
339 𝑄𝑎𝑣𝑑 = 𝑄𝑎𝑣𝑡 ∙ 0.8 /𝐿𝐶𝐹 ‒ 𝑄𝑎𝑣𝑝 (51)
340 The Δθcl of the other power outputs is also fitted either by multiplying or by dividing
341 the optimum power output value with LCF after raising it to some power as showed in
342 equations 52-53.

0.75
344 Δ𝜃𝑐𝑙 = 22 ∙ 𝐿𝐶𝐹 (52)

0.5
346 Δ𝜃𝑐𝑙 = 22 / 𝐿𝐶𝐹 (53)
347 2.2.3 Heat release rate simulation with DME-optimum power output
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348 The equation of Wiebe factor Qavp during the optimum power output simulation of the
349 engine with DME remains identical as in equation 36. However, numerical value of the Qavp
350 will change according to the Qavt, ignition delay and injection duration of the DME. The
351 remaining seven Wiebe factors of the optimum power output of diesel are corrected
352 according to oxygenate fuel by the OCF to simulate the optimum power output of the engine
353 with DME. Some of Wiebe factors of diesel are corrected according to oxygenate fuel either
354 by multiplying or by dividing directly with OCF as showed in equations 54-56. The equation
355 of Δθcd is modified according to oxygenate fuel by increasing the value of the constant from
356 23 to 24 as showed in equations 57. The other three Wiebe factors are corrected according to
357 oxygenate fuel either by multiplying or by dividing with OCF after raising it to some power
358 as showed in equations 58-60.
359 𝑎𝑝 = 2.25 ∙ 𝑂𝐶𝐹 (54)
360 𝑚𝑝 = 3 / 𝑂𝐶𝐹 (55)
361 𝑎𝑑 = 3.25 ∙ 𝑂𝐶𝐹 (56)
362 ∆𝜃𝑐𝑑 = 0.93 ∙ 𝑄𝑎𝑣𝑑 + 24 (57)
2.3
363 𝑚𝑑 = 0.5 / 𝑂𝐶𝐹 (58)
0.9
364 ∆𝜃𝑐𝑝 = 7/ 𝑂𝐶𝐹 (59)
0.1
365 𝑄𝑎𝑣𝑑 = 𝑄𝑎𝑣𝑡 ∙ 0.8 ∙ 𝑂𝐶𝐹 ‒ 𝑄𝑎𝑣𝑝 (60)
366 The Δθcl of the optimum power output is fitted by dividing the Δθcl of the optimum
367 power output of diesel with OCF after raising it to some power as showed in equations 61.
0.25
368 Δ𝜃𝑐𝑙 = 22 /𝑂𝐶𝐹 (61)
369 2.2.4 Heat release rate simulation with DME-other power outputs
370 The equations as showed in equations 55 and 57 of Wiebe factors mp and Δθcd
371 of the optimum power output are not modified during the heat release rate simulation of other
16
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372 power outputs. However, equations of Wiebe factors ap and Qavp are modified according to
373 oxygenate fuel and engine load either by multiplying or by dividing directly with OCF along
374 with LCF as showed in equations 62-65.The other two equations of Wiebe factors ad and
375 Qavd are fitted according to oxygenate fuel and engine load either by multiplication or by
376 division by the OCF along with LCF after raising them to some power as showed in
377 equations 66-69. However, the remaining two equations of Wiebe factors md and Δθcp have
378 to be fitted separately according to oxygenate fuel and engine load to simulate each power
379 output as showed in equations 70-75.
381 𝑎𝑝 = 2.25 ∙ 𝑂𝐶𝐹/ 𝐿𝐶𝐹 (62)
( ) ( ) /𝐿𝐶𝐹
∙ 2
(63)
383
385 𝑎𝑝 = 2.25 ∙ 𝑂𝐶𝐹 (64)
( ) ( ) ∙ 𝐿𝐶𝐹
∙ 2
(65)

0.25
388 𝑎𝑑 = 3.25 ∙ 𝑂𝐶𝐹/ 𝐿𝐶𝐹 (66)
0.1 0.14
389 𝑄𝑎𝑣𝑑 = 𝑄𝑎𝑣𝑡 ∙ 0.8 ∙ 𝑂𝐶𝐹 /𝐿𝐶𝐹 ‒ 𝑄𝑎𝑣𝑝 (67)
390 Higher than optimum power output / LCF> 1
391 𝑎𝑑 = 3.25 ∙ 𝑂𝐶𝐹/ 𝐿𝐶𝐹 (68)

0.1 0.14
392 𝑄𝑎𝑣𝑑 = 𝑄𝑎𝑣𝑡 ∙ 0.8 ∙ 𝑂𝐶𝐹 /𝐿𝐶𝐹 ‒ 𝑄𝑎𝑣𝑝 (69)
394 0.3 MPabmep power output
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1.55
395 𝑚𝑑 = 0.5 ∙ 𝑂𝐶𝐹 (70)
396 ∆𝜃𝑐𝑝 = 7 (71)

1.85
398 𝑚𝑑 = 0.5 ∙ 𝑂𝐶𝐹 (72)
0.2
399 ∆𝜃𝑐𝑝 = 7/ 𝑂𝐶𝐹 (73)
400 Higher than optimum power output / LCF> 1

2.55
402 𝑚𝑑 = 0.5 ∙ 𝑂𝐶𝐹 (74)
0.9
403 ∆𝜃𝑐𝑝 = 7/ 𝑂𝐶𝐹 (75)
404 The Δθcl of the other power outputs is fitted by multiplying the equation of the Δθcl of
405 the optimum power output with LCF after raising it to some power as showed in equations
406 76-77.
407

0.25 1.5
409 Δ𝜃𝑐𝑙 = 22 /𝑂𝐶𝐹 ∙ 𝐿𝐶𝐹 (76)

0.25 0.25
411 Δ𝜃𝑐𝑙 = 22 /𝑂𝐶𝐹 ∙ 𝐿𝐶𝐹 (77)
412
413 2.2.5 Performance simulation-optimum and other power outputs
414 The nc (polytrophic compression index) is calculated from the compression ratio and
415 the ratio of pressures between the end and the start of the compression as in equation 78.
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()
P
c
ln P
0
416 nc = ln (CR) (78)
417 The compression stroke temperature and pressure at each crank angle are calculated
418 by the equations 79 and80.
V0 (nc ‒ 1)
419 T(θ) = T0 ∙ ( )
V(θ)
(79)
nc
420 P(θ) = P0 ∙ ( )
T(θ)
T0
(nc ‒ 1)
(80)
421 The combustion temperature and pressure at each degree crank angle during the four
422 phases of combustion are calculated as showed in equations from 81-82 after computing the
423 rise or drop in the temperature and pressure by the equations 9 and 8 respectively by using
424 the predicted net heat release rate of the corresponding power output and γ (ratio of specific
425 heat capacity) calculated by the Cv and Cp values obtained by the equations 5 and 7.
426 T(θ) = T(θ ‒ 1) + (dTdθ) (81)
427 P(θ) = P(θ ‒ 1) + (dPdθ) (82)
428 The pressure at each degree crank angle during the expansion stroke is obtained by
429 the equations 83 and 84. The temperature is obtained after considering heat loss through wall
430 by equation 84. The ne (index of expansion) for diesel is assumed to be equivalent to
431 0.939646 so as to qualitatively agree with experiment at all power outputs. However, the
432 index ‘ne’ for DME at the optimum power output is calculated as showed in equation 85 and
433 the other power outputs as showed in equations 86-87.
V(θ ‒ 1) ne
434 P(θ) = P(θ ‒ 1) ∙ ( V(θ) ) (83)
ne ‒ 1
435
[
T(θ) = T(θ ‒ 1) ∙ ( P(θ)
P(θ ‒ 1) ) ne
‒ [ 1
Aw(θ) ∙ kgas
∙( )] ]
dQw
dθ
(84)
19
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1
8
436 𝑛𝑒 = 0.939646 ∙ 𝑂𝐶𝐹 (85)

1 1
8 3
438 𝑛𝑒 = 0.939646 ∙ 𝑂𝐶𝐹 /𝐿𝐶𝐹 (86)

1 1
8 3
440 𝑛𝑒 = 0.939646 ∙ 𝑂𝐶𝐹 ∙ 𝐿𝐶𝐹 (87)
441 The W (θ)-(thermodynamic work) is synthesized from average pressure and change in
442 volume at each crank angle during all the strokes at all the power outputs as showed in
443 equation 88.

[P(θ) + P(θ ‒ 1)] ∙ [V(θ) ‒ V(θ ‒ 1)]
444 W(θ) = 2
445 (88)
446 Indicated power is based on the cycle work done. Friction power is calculated from
447 the experimental diesel fuel consumptions by using Willan’s line method as it is almost
448 independent of fuel. In the Willan’s line method a plot of fuel consumption versus brake
449 output obtained from engine tests at a fixed speed is extrapolated back to zero fuel
450 consumption to determine the friction power [32]. The brake power is obtained by deducting
451 the friction power from the indicated power.
452 2.3 Engine specification, experimental parameters and fuel properties for validation
453 The equations to calculate the parameters network, IP (indicated power), BP (brake
454 power), BSFC (brake specific fuel consumption), TFC (total fuel consumption) and BTHE
455 (brake thermal efficiency) for validation [28-29] are presented in equations 89-95. The engine
456 specifications and fuel properties are provided in the Table 1 & 2.
Indicated network
457 Cycle
= imep ∙ swept volume (89)
Cycles
458 IP = imep ∙ swept volume ∙ sec
(90)
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459 IP = imep ∙ ( π ∙ bore ∙ stroke

4 )∙( speed in rpm
2 × 60 ) (91)
460 BP = bmep ∙ ( 4 )∙(

π ∙ bore ∙ stroke speed in rpm
2 × 60 ) (92)
BSEC
461 BSFC = CALORIFIC VALUE (93)
462 TFC = BSFC ∙ BP (94)
360000
463 BTHE = BSEC
(95)
464 Table 1 – Engine specification [28-29]
465 Bore [mm] 92

Stroke [ mm] 96
Displacement [cm3] 638
Max. BP [kW/cylinder] 15.6 at 2600 rpm
Compression ratio 17.7
466
467 Table 2 – Diesel and DME properties
Property Diesel DME

Density [kg/m3] 831 660
Cetane Number 45 55
Calorific value [ kJ/kg] ] 44000 28442
468
469
470
471
472
473
474 3. RESULT AND DISCUSSION
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475 The oxygen content and higher cetane number of DME increase and decrease the
476 diffusion combustion and premixed combustion heat release rate respectively over diesel as
477 showed in Fig. 2 & 3. The premixed combustion heat release rate peak of DME at 0.3 and 0.6
478 MPa bmep power output is decreased over diesel to 13.73 J/degree from 28.87 J/degree and
479 to 23.18 J/degree from 41.5 J/degree respectively. However, the diffusion combustion heat
480 release rate peak of DME at 0.3 and 0.6 MPa bmep is increased over diesel to 31.47 J/degree
481 from 21.54 J/degree and to 47.25 J/degree from 36.9 J/degree respectively. The combustion
482 duration with DME is reduced by 10 degrees crank angle at 0.3 MPa bmep. The shortened
483 combustion duration improves energy economy which is predicted reasonably as showed in
484 Fig. 13. The increase in the diffusion combustion heat release rate and decrease in the
485 diffusion combustion duration resulting in the faster combustion and higher combustion
486 temperature which will reduce smoke and particulate matter emission according to the ideal
487 shape of heat release for low emission engines [73-74]. The decrease and increase in the heat
488 release rate of premixed and diffusion combustion phase respectively with DME is forecast
489 almost accurately by the prediction of corresponding combustion phase Wiebe factors by the
490 OCF and the LCF. In general, DME exhibits a heat release rate shape similar to the ideal heat
491 release rate shape for low emission engines [73-74] which is predicted with a reasonably
492 acceptable accuracy in this study.
493 The pressure-time profiles of the engine under diesel [67] and DME operations are
494 synthesized from the corresponding net heat release rate simulated by the LCF and OCF.
495 They are found to agree well with the corresponding experimental pressure-time profiles
496 measurement as showed in Fig. 4 & 5. The agreement in the cylinder pressures between
497 simulation and experiment will facilitate the prediction of brake power output when other
498 energy losses including friction loss is properly accounted in the simulation.
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160 160
expdsl 0.3 MPa expdsl 0.6 MPa
140 simdsl 0.3 MPa 140
simdsl 0.6 MPa
simdme 0.3 Mpa simdme 0.6 Mpa
120 120
Rate Of Heat Release (J/degree)

expdme 0.6 MPa
expdme 0.3 MPa

100 100
80 80
60 60
40 40
20 20
0 0
-20 -20
340 350 360 370 380 390 400 340 350 360 370 380 390 400
Crank Angle (degree) Crank Angle (degree)
499 505
500 Fig. 2 Comparison of simulated and 506 Fig. 3 Comparison of simulated and
501 experimental heat release rates at 0.3 MPa. 507 experimental heat release rates at 0.6 MPa.
130 130
simdsl 0.3 MPa simdsl 0.6 MPa
110 110
expdme 0.3 MPa expdme 0.6 MPa
90 90
Pressure (bar)
Pressure (bar)
70 70
50 50
30 30
10 10
340 350 360 370 380 390 400 340 350 360 370 380 390 400
502 508
504 experimental pressures at 0.3 MPa. 510 experimental pressures at 0.6MPa.
23
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511 Simulated cylinder temperature-time profile with DME is agreed reasonably well with
512 experimental profile during premixed and diffusion combustion phase at 0.3 MPa as showed
513 in Fig 6.The simulated profile with DME at 0.6 MPa is deviated (higher) from the
514 experimental profile during diffusion combustion phase itself as showed in Fig 7 because of
515 the deviation (higher) in the simulated heat release rate profile from the experimental profile
516 as showed in Fig 3. However, deviations in the simulated heat release rate and cylinder
517 temperature are not affecting appreciably the simulation of pressure as showed in Fig 5 and
518 hence the thermodynamic work simulation. But the deviation in the temperature must be
519 decreased if the scheme is to be adopted for emission estimation in the future. The simulated
520 temperature-time profile at 0.3 MPa and 0.6 MPa is deviated from the experimental profile
521 during the late combustion phase which is simulated by a linear model [67]. However, the
522 deviation can be reduced with any suitable curvature model in the future.
523 3.1 DME - WIEBE FACTORS PREDICTION RESULT
524 The predicted Wiebe factors ap, ad, mp, md, Qavp and Qavd are presented in Fig 8-11.
525 The values of Wiebe factor ap, ad and md of DME are higher than the corresponding values
526 of diesel at all power outputs as showed in Fig 8 & 9. However, the values of factor mp with
527 DME are lower than the corresponding values of diesel except at 0.3 MPa as showed in Fig 9.
528 The higher values of ap and ad of DME is forecasting the improvement in the combustion
529 efficiency of DME over diesel during premixed and diffusion combustion phase respectively.
530 However, the values of ap and ad being lower than 6.9 with all the power outputs envisages
531 the exclusion of the assumption of almost 99% combustion efficiency during simulation. The
532 higher value of md of DME forecasts the increase in the speed of diffusion combustion over
533 diesel. Similarly the lower value of mp of DME is envisaging that the speed of premixed
534 combustion is slower than diesel. Moreover, the speed of premixed combustion of DME is
535 almost uniform at all the power outputs unlike to that of diesel as evident from Fig 9.
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1800 2200
2000
1600
Temperature (K)
Temperature (K)
1800
1400
1600
1200
1400
1000 1200
1000
800
800
600
expdsl 0.3 MPa 600
simdsl 0.3 MPa expdsl 0.6 MPa
400 simdme 0.3 Mpa
Crank Angle (degree) 400 simdsl(degree)
Crank Angle 0.6 MPa
expdme 0.3 Mpa simdme 0.6 Mpa
200 200
340 350 360 370 380 390 400 340 350 360 370 380 390 400
536 542
538 experimental temperatures at 0.3 MPa. 544 experimental temperatures at 0.6 MPa.
8 5
apsimdsl mpsimdsl
adsimdsl 4.5 mdsimdsl
7
apsimdme 4 mpsimdme
adsimdme mdsimdme
6
Wiebe efficiency factor ap & ad
3.5
Wiebe factor mp & md
3
5
2.5
4
2
3 1.5
1
2
0.5
1 0
0.20.300000001
0.400000003
0.500000004
0.600000006
0.700000007 0.20.300000001
0.400000003
0.500000004
0.600000006
0.700000007
Brake Mean Effective Pressure (MPa) Brake Mean Effective Pressure (MPa)
539 545
540 Fig. 8 Comparison of simulated Wiebe 546 Fig. 9 Comparison of simulated Wiebe
541 factors ap and ad with diesel and DME. 547 factors mp and md with diesel and DME.
25
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548 Simulated Qavp and the half of the ignition delay fuel energy of DME and diesel is
549 presented in Fig 10. The simulated Qavp of DME and diesel is found to be higher than the half
550 of the ignition delay fuel energy for the other power outputs as showed in Fig 10. However,
551 it is equivalent to the half of the ignition delay fuel energy at the optimum power output as it
552 is assumed to be the literature value. The trend of variation in the simulated Qavp with respect
553 to the power outputs is found similar between diesel and DME. But the nature of trend of
554 variation in the simulated Qavp of individual fuel is contrary to the previous study [60], where
555 the Qavp value is calculated as half of the ignition delay period fuel energy at all the power
556 outputs and follows a linear trend as showed in Fig 10.
557 The total fuel energy requirement per cycle and the energy distribution of each phase
558 of DME and diesel combustion are presented in Fig 11. In order to produce identical power
559 output by the engine, the total fuel energy requirement with DME is lower than the energy
560 requirement with diesel. The sum of the premixed and diffusion combustion heat release with
561 DME is also lower than or at least equal to that of diesel except at 0.3 MPa where it is higher
562 than that of diesel. However, the diffusion and premixed combustion heat release with DME
563 is higher and lower respectively than that of diesel. The enhancement in the diffusion
564 combustion heat release of DME improves combustion efficiency of DME over diesel.
565 Hence, the total fuel and energy requirement to produce identical power outputs is lowered
566 and resulting in the enhancement of thermal efficiency of the engine with DME as showed in
567 Fig 12. The lower ignition delay and the lower fuel energy available per degree of injection
568 due to the lower heating value of DME as compared to diesel reduce the premixed
569 combustion heat release of DME. It is evidently proved by the fact that the diffusion
570 combustion heat release of DME is higher than that of diesel despite with lower total fuel
571 energy requirement than that of diesel with identical power outputs as showed in Fig 11.
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0.239999995 2.00000003
Actual energy-dsl cycle energy-simdsl
Half of ig-delay energy-dsl 1.800000027 premix+diffn energy-simdsl
0.199999996 premix energy-simdsl
Actual energy-dme 1.600000024 diffn energy-simdsl
Half of ig-delay energy-dme cycle energy-simdme
1.400000021 premix+diffn energy-simdme
0.159999996
1.200000018 diffn energy-simdme
Heat input (kJ/cycle)
0.119999997 1.000000015

0.800000012
0.079999998
0.600000009
0.400000006
0.039999999
0.200000003
0 0
0.100000001
0 0.200000003
0.300000004
0.400000006
0.500000007
0.600000009
0.70000001 0.100000001
0 0.200000003
0.300000004
0.400000006
0.500000007
0.600000009
0.70000001
572 578
573 Fig. 10 Comparison of simulated premixed 579 Fig. 11 Comparison of simulated premixed
574 energy with diesel and DME. 580 and diffusion energy with diesel and DME.
40 13
expdsl expdsl
39
simdsl simdsl
12.5
38 simdslin simdslin
simdmein simdmein
37 12
simdme simdme
Brake Specific Energy Consumption
36 expdme
Brake Thermal Efficiency (%)
expdme
35 11.5
34 11
(MJ/kW-hr)
33
32 10.5
31
10
30
29 9.5
0.25
0.300000001
0.350000001
0.400000002
0.450000003
0.500000004
0.550000004
0.600000005
0.650000006 0.25
0.300000001
0.350000001
0.400000002
0.450000003
0.500000004
0.550000004
0.600000005
0.650000006
575 581
577 experimental thermal efficiency. 583 experimental specific energy consumption
27
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584 3.2 DME - PERFORMANCE PREDICTION RESULT
585 The experimental and simulated brake thermal efficiency and brake specific energy
586 consumption with diesel and DME for all the power outputs is presented in Fig 12&13. Both
587 parameters simulated with diesel are found to be reasonably agreed to the experiment as the
588 deviations are within reasonably acceptable limits. Both parameters simulated with DME are
589 considered to be agreed close to the experiment as the deviations are negligible. The
590 performance parameters are predicted with an accuracy of 1.2% overall. The comparison
591 between the simulated temperatures at the beginning of the exhaust valve opening (end of the
592 exhaust) and the experimental exhaust temperatures is showed in Fig. 14.Simulated exhaust
593 temperatures of diesel and DME for all the power outputs are found to be lower than the
594 corresponding experimental temperatures. However, the deviation in the exhaust
595 temperatures is found to be within acceptable limits as the performance simulation is
596 unaffected by it.
597 The comparison of simulated heat release rates between diesel and DME from 0.3
598 MPa bmep to 0.6 MPa bmep is presented in the Fig. 15. The premixed and diffusion
599 combustion heat release rate predicted at the power output of 0.6 MPa bmep with diesel and
600 0.3MPabmep with DME are presented in Fig. 16 & 17 respectively. The sum of the predicted
601 premixed and diffusion combustion heat release rate of diesel and DME is also compared
602 with the experimental heat release rate in Fig. 16 & 17 respectively. The sum of the premixed
603 and diffusion combustion heat release rate predicted at 0.3 MPa bmep with diesel and 0.6
604 MPa bmep with DME also exhibits almost similar trend of agreement as showed in Fig. 16 &
605 17. In order to understand the applicability of the simulation scheme for the power outputs in
606 between, the simulation is carried out at the power outputs of 0.35, 0.45 and 0.55 MPa bmep.
607 The brake thermal efficiencies and brake specific energy consumptions are found to follow
608 the trend set by the power outputs 0.3, 0.4, 0.5 and 0.6 MPa bmep as showed in Fig. 12 & 13.
28
ACCEPTED MANUSCRIPT
500 140
expdsl end of exhaust simdsl 0.6 MPa bmep
simdsl end of exhaust
simdsl 0.5 MPa bmep
450 simdme end of exhaust 120
expdme end of exhaust simdsl 0.4 MPa bmep
simdsl 0.3 MPa bmep
100 simdme 0.6 MPa bmep
Exhaust Gas Temperature (⁰C)

simdme 0.4 MPa bmep
80
350
60
300
40
250
20
200
0
150 -20
0.20.300000001
0.400000003
0.500000004
0.600000006
0.700000007 340 350 360 370 380 390 400
Brake Mean Effective Pressure (MPa) Crank Angle (degree)
609 615
610 Fig. 14 Comparison of simulated and 616 Fig. 15 Comparison of simulated heat
611 experimental exhaust temperature. 617 release rate profiles with diesel and DME.
120 120
dsimdsl 0.6 Mpa dsimdme 0.3 MPa
psimdsl 0.6 MPa psimdme 0.3 MPa
100 100 simdme 0.3 Mpa
simdsl 0.6 Mpa
expdsl 0.6 Mpa expdme 0.3 MPa
80 80
60 60
40 40
20 20
0 0
-20 -20
340 350 360 370 380 390 400 340 350 360 370 380 390 400
612 618
613 Fig. 16 Premixed and diffusion heat 619 Fig. 17 Premixed and diffusion heat
614 release rate profiles with diesel 0.6 MPa. 620 release rate profiles with DME 0.3 MPa.
29
ACCEPTED MANUSCRIPT
621 CONCLUSION
622 A simulation scheme is developed to predict the heat release rate and performance of
623 a direct injection compression ignition engine. The heat release rate is first simulated with
624 diesel as fuel by using load correction factor alone and then with DME by using both load
625 and oxygenate correction factors. Cylinder pressure and thermodynamic work are
626 computed from the heat release rate after deducting the heat loss through the cylinder
627 wall. The brake specific energy consumptions and brake thermal efficiencies of the
628 engine under different power outputs with diesel and DME are simulated with an overall
629 accuracy of 1.2%.
630 Eight parameters of double Wiebe function are computed by using the two correction
631 factors to forecast the premixed and diffusion combustion heat release rate of the engine.
632 Two separate efficiency factors ap and ad are considered for the premixed and diffusion
633 combustion phase respectively. Two factors are fitted afresh so as to exclude the earlier
634 assumption of almost 99% of combustion efficiency with the value of ap=ad=6.9.
635 However, higher numerical values of the two factors of DME over diesel are indicating
636 the higher combustion efficiency of DME. The actual premixed combustion energy
637 release of diesel and DME at the other power outputs is found higher than that proposed
638 in the previous research work (half of the ignition delay fuel energy). The diffusion
639 combustion energy release and premixed combustion energy release of the engine with
640 DME are higher and lower respectively than with diesel. Late combustion heat release
641 rate is predicted by a separate linear function. The oxygenate correction factor is
642 determining the parameters of double Wiebe function to simulate a reasonably acceptable
643 accurate heat release rate of DME. Hence the oxygenate correction factor may be
644 considered as a quantitative measure of the relationship between diesel and oxygenate
645 fuel heat release rate in an engine.
30
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646 4. FUNDING ACKNOWLEDGEMENT
647 This research received no specific grant from any funding agency in the public,
648 commercial or non-profit sectors.
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854 DEFINITIONS
adsimdsl Wiebe factor ad with diesel
adsimdme Wiebe factor ad with DME
apsimdsl Wiebe factor ap with diesel
apsimdme Wiebe factor ap with DME
BSEC Brake specific energy consumption
BSFC Brake specific fuel consumption
BP Brake power
BTHE Brake thermal efficiency
bmep Brake mean effective pressure
39
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CHON Carbon, hydrogen, oxygen and nitrogen
CN Cetane number
DME, dme Dimethyl Ether
dsl Diesel
diffn Diffusion
EA Activation energy
expdsl Experiment with diesel
expdme Experiment with DME
imep Indicated mean effective pressure
IP Indicated power
ig-delay Ignition delay
LCF Load correction factor
mdsimdsl Wiebe factor md with diesel
mdsimdme Wiebe factor md with DME
mpsimdsl Wiebe factor mp with diesel
mpsimdme Wiebe factor mp with DME
nc Index of compression
ne Index of expansion
OCF Oxygenate correction factor
premix Premixed
simdsl Simulation with diesel
simdslin Simulation with diesel-intermediate power output
dsimdsl Diffusion combustion simulation with diesel
psimdsl Premixed combustion simulation with diesel
simdme Simulation with DME
simdmein Simulation with DME-intermediate power output
dsimdme Diffusion combustion simulation with DME
40
ACCEPTED MANUSCRIPT
psimdme Premixed combustion simulation with DME
TFC Total fuel consumption
855
856 NOMENCLATURE
Am Mean valve area – m2
Aw Exposed cylinder area – m2
a Wiebe efficiency factor
aj Wiebe efficiency factor at jth phase of combustion
ap Wiebe efficiency factor of premixed combustion
ad Wiebe efficiency factor of diffusion combustion
CR Compression ratio
c Constant
Cp Specific heat capacity at constant pressure-kJ/kg K
Cv Specific heat capacity at constant volume-kJ/kg K
D, d Bore-m
Dm Effective hole diameter – m
Dp Port diameter – m
Ds Valve stem diameter – m
Dv Valve head diameter - m
dT Temperature drop or rise – m3
dP Pressure drop or rise - Pa
dV Volume drop or rise – m3
dQn Net heat release rate–kJ/degree
dQc Gross heat release rate –kJ/degree
dQcl Late combustion heat release rate –kJ/degree
dQw Heat transfer rate through cylinder wall –kJ/degree
Fc Bore area – m2
41
ACCEPTED MANUSCRIPT
hg Heat transfer coefficient – W/m2 K
kgas Over all heat transfer coefficient of cylinder gas - W/m2 K
Lv Valve lift – m
m Wiebe shape factor
m Number of hydrogen atoms in the fuel structure
m Mass of cylinder gas- kg
N Engine speed - rpm
n Number of carbon atoms in the fuel structure
n Number of moles of species
mj Wiebe shape factor at jth phase of combustion
mp Wiebe shape factor of premixed combustion
md Wiebe shape factor of diffusion combustion
P Cylinder pressure– Pa
P0 Pressure of air refer to inlet condition - bar
Pa Pressure of atmospheric air - Pa
Pc Pressure at the end of compression stroke - bar
Pi Pressure of air refer to inlet condition – Pa
Qavt Total fuel energy flow per cycle - kJ
Qavd Diffusion combustion heat release - kJ
Qavp Premixed combustion heat release - kJ
Qavj Heat release at jth phase of combustion - kJ
R Characteristics gas constant kJ/kg K
S Stroke-m
U Characteristic gas velocity – m/s
V Cylinder volume– m3
Vd Displacement volume– m3
Vp Piston speed – m/s
42
ACCEPTED MANUSCRIPT
T Temperature - K
T0 Temperature of air at inlet condition - K
Ti Temperature of air refer to inlet condition – K
Tg Gas temperature - K
Tw Wall temperature - K
Vc Clearance volume– m3
V0 Volume of air refer to inlet condition - m3
w Projected face width - m
X Mass fraction of fuel burned – kg
Yccdl Stoichiometric oxygen-fuel ratio for diesel
Yccdm Stoichiometric oxygen-fuel ratio for DME fuel
y Exposed cylinder wall height - m
z Twice the ratio between connecting rod length and stroke
α0 Duration of valve opening - degree
γ Ratio of specific heat capacity
ρg Density of gas – kg/m3
θi Crank angle at the start of combustion
θj Initial Crank Angle at jth phase start of combustion
∆θc Combustion duration – degree
∆θcj Combustion duration at jth phase of combustion – degree
∆θcd Diffusion combustion duration – degree
∆θcp Premixed combustion duration – degree
∆θinj Injection duration – degree
∆θid Ignition delay period– degree
∆θcl Late combustion duration – degree
∆Pc Instantaneous pressure rise due to combustion -Pa
∆Qcl Drop in late combustion heat release rate per degree-kJ
857
43
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858
859 FIGURE CAPTIONS
860 Fig. 1 Linear late combustion phase model
861 Fig. 2 Comparison of simulated and experimental heat release rates at 0.3 MPa.
862 Fig. 3 Comparison of simulated and experimental heat release rates at 0.6 MPa.
863 Fig. 4 Comparison of simulated and experimental pressures at 0.3 MPa.
864 Fig. 5 Comparison of simulated and experimental pressures at 0.6 MPa.
865 Fig. 6 Comparison of simulated and experimental temperatures at 0.3 MPa.
866 Fig. 7 Comparison of simulated and experimental temperatures at 0.6 MPa.
867 Fig. 8 Comparison of simulated Wiebe factors ap and ad with diesel and DME.
868 Fig. 9 Comparison of simulated Wiebe factors mp and md with diesel and DME.
869 Fig. 10 Comparison of simulated premixed energy with diesel and DME.
870 Fig. 11 Comparison of simulated premixed and diffusion energy with diesel and DME.
871 Fig. 12 Comparison of simulated and experimental thermal efficiency.
872 Fig. 13 Comparison of simulated and experimental specific energy consumption.
873 Fig. 14 Comparison of simulated and experimental exhaust temperature.
874 Fig. 15 Comparison of simulated heat release rate profiles with diesel and DME.
875 Fig. 16 Premixed and diffusion heat release rate profiles with diesel 0.6 MPa.
876 Fig. 17 Premixed and diffusion heat release rate profiles with diesel 0.3 MPa.
877
878
879
880
881
882
44
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883 Black-and-white versions of the figures in print are required. (Black-and-white figures)
160 160
140 simdsl 0.3 MPa 140
simdsl 0.6 MPa
120 120

expdme 0.6 MPa
expdme 0.3 MPa

100 100
80 80
60 60
40 40
20 20
0 0
-20 -20
340 350 360 370 380 390 400 340 350 360 370 380 390 400
884 890
886 experimental heat release rates at 0.3 MPa. 892 experimental heat release rates at 0.6 MPa.
130 130
simdsl 0.3 MPa simdsl 0.6 MPa
110 110
expdme 0.3 MPa expdme 0.6 MPa
90 90
Pressure (bar)
Pressure (bar)
70 70
50 50
30 30
10 10
340 350 360 370 380 390 400 340 350 360 370 380 390 400
887 893
889 experimental pressures at 0.3 MPa. 895 experimental pressures at 0.6 MPa.
45
ACCEPTED MANUSCRIPT
1800 2200
2000
1600
Temperature (K)
Temperature (K)
1800
1400
1600
1200
1400
1000 1200
1000
800
800
600
expdsl 0.3 MPa 600
simdsl 0.3 MPa expdsl 0.6 MPa
400 simdme 0.3 Mpa
Crank Angle (degree) 400 simdsl(degree)
Crank Angle 0.6 MPa
expdme 0.3 Mpa simdme 0.6 Mpa
200 200
340 350 360 370 380 390 400 340 350 360 370 380 390 400
896 902
898 experimental temperatures at 0.3 MPa. 904 experimental temperatures at 0.6 MPa.
8 5
apsimdsl mpsimdsl
adsimdsl 4.5 mdsimdsl
7
apsimdme 4 mpsimdme
adsimdme mdsimdme
6
Wiebe efficiency factor ap & ad
3.5
Wiebe factor mp & md
3
5
2.5
4
2
3 1.5
1
2
0.5
1 0
0.20.300000001
0.400000003
0.500000004
0.600000006
0.700000007 0.20.300000001
0.400000003
0.500000004
0.600000006
0.700000007
899 905
900 Fig. 8 Comparison of simulated Wiebe 906 Fig. 9 Comparison of simulated Wiebe
901 factors ap and ad with diesel and DME. 907 factors mp and md with diesel and DME.
46
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0.239999995 2.00000003
Actual energy-dsl cycle energy-simdsl
Half of ig-delay energy-dsl 1.800000027 premix+diffn energy-simdsl
0.199999996 premix energy-simdsl
Actual energy-dme 1.600000024 diffn energy-simdsl
Half of ig-delay energy-dme cycle energy-simdme
1.400000021 premix+diffn energy-simdme
0.159999996
1.200000018 diffn energy-simdme
0.119999997 1.000000015

0.800000012
0.079999998
0.600000009
0.400000006
0.039999999
0.200000003
0 0
0.100000001
0 0.200000003
0.300000004
0.400000006
0.500000007
0.600000009
0.70000001 0.100000001
0 0.200000003
0.300000004
0.400000006
0.500000007
0.600000009
0.70000001
908 914
909 Fig. 10 Comparison of simulated premixed 915 Fig. 11 Comparison of simulated premixed
910 energy with diesel and DME. 916 and diffusion energy with diesel and DME.
40 13
expdsl expdsl
39
simdsl simdsl
12.5
38 simdslin simdslin
simdmein simdmein
37 12
simdme simdme
Brake Specific Energy Consumption
36 expdme
Brake Thermal Efficiency (%)
expdme
35 11.5
34 11
(MJ/kW-hr)
33
32 10.5
31
10
30
29 9.5
0.25
0.300000001
0.350000001
0.400000002
0.450000003
0.500000004
0.550000004
0.600000005
0.650000006 0.25
0.300000001
0.350000001
0.400000002
0.450000003
0.500000004
0.550000004
0.600000005
0.650000006
911 917
913 experimental thermal efficiency. 919 experimental specific energy consumption
47
ACCEPTED MANUSCRIPT
500 140
expdsl end of exhaust simdsl 0.6 MPa bmep
simdsl end of exhaust
simdsl 0.5 MPa bmep
450 simdme end of exhaust 120
expdme end of exhaust simdsl 0.4 MPa bmep
simdsl 0.3 MPa bmep
Exhaust Gas Temperature (⁰C)

simdme 0.4 MPa bmep
80
350
60
300
40
250
20
200
0
150 -20
0.20.300000001
0.400000003
0.500000004
0.600000006
0.700000007 340 350 360 370 380 390 400
Brake Mean Effective Pressure (MPa) Crank Angle (degree)
920 926
921 Fig. 14 Comparison of simulated and 927 Fig. 15 Comparison of simulated heat
922 experimental exhaust temperature. 928 release rate profiles with diesel and DME.
120 120
dsimdsl 0.6 Mpa dsimdme 0.3 MPa
psimdsl 0.6 MPa psimdme 0.3 MPa
100 100 simdme 0.3 Mpa
simdsl 0.6 Mpa
expdsl 0.6 Mpa expdme 0.3 MPa
80 80
60 60
40 40
20 20
0 0
-20 -20
340 350 360 370 380 390 400 340 350 360 370 380 390 400
923 929
924 Fig. 16 Premixed and diffusion heat 930 Fig. 17 Premixed and diffusion heat
925 release rate profiles with diesel 0.6 MPa. 931 release rate profiles with DME 0.3 MPa.
48
ACCEPTED MANUSCRIPT
932
933
934
935
dQc (θ ‒ 1) dQcl(θ)
936 dθ
dθ
937
938
939 (∆θcl ‒ 1)
940
941
∆θcl
942
943 Fig. 1 Linear late combustion phase model
944
49
ACCEPTED MANUSCRIPT
HIGHLIGHTES
1) A new scheme of performance simulation for DME fuelled diesel engine is developed.
2) Heat release rates and power outputs are predicted by a 0D thermodynamic model.
3) Double Wiebe parameters are predicted by oxygenate and load correction factors.
4) Engine performance simulated is validated by the experimental data in the literature.
5) The performance parameters are predicted with an over all accuracy of 1.2%.

Loganathan 2018

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Accepted Manuscript

S. Loganathan, M. Leenus Jesu Martin, B. Nagalingam, L. Prabhu

Reference: EGY 12412

To appear in: Energy

Received Date: 24 November 2015

Revised Date: 18 February 2018

Accepted Date: 20 February 2018

1 Heat release rate and performance simulation of DME

16 A computer simulation scheme with a rapid thermodynamic model is developed to

30 and USA Army literature.

32 heat release rate, performance simulation, dimethyl ether, diesel engine.

34 Heavy duty vehicles are powered by compression ignition engine, consuming

42 biodiesels reduce PM (particulate matter), HC (hydrocarbon) and CO (carbon monoxide)

68 be required to accomplish the task of performance analysis by computer simulation. Hence,

79 conversion of syngas generated from gasification of woody biomass in a two-stage Gasifier

96 Office report [29].

97 2. ENGINE CYCLE SIMULATION PROCEDURE

98 The cylinder gas is considered to be spatially homogeneous and occupying in a single

104 diesel and DME as showed in equation 1-3.

107 𝐶2𝐻6𝑂 + 𝑌𝑐𝑐𝑑𝑚(𝑂2 + 3.76𝑁2) = 2𝐶𝑂2 + 3𝐻2𝑂 + 3.76𝑌𝑐𝑐𝑑𝑚𝑁2 (3)

108 Instantaneous thermodynamic properties Cp (specific heat capacity at constant

111 by the simultaneous numerical integration of the differential equations.

113 = ∑(𝑛𝑖 𝐶𝑣𝑖(𝑇)) (5) 𝐶𝑝𝑖(𝑇)

115 = ∑(𝑛𝑖 𝐶𝑝𝑖(𝑇)) (7) The

117 the first law of thermodynamic analysis as showed in equations 8-9.

121 movement [34] as showed in equation 10.

𝑑𝑄𝑛 𝑑𝑄𝑐 𝑑𝑄𝑤 𝛾 𝑑𝑉 1 𝑑𝑃

127 referred to as double Wiebe function [25] as showed in equation 12.

137 prediction error [43].

148 14- 19.

𝑑𝑄𝑤 ℎ𝑔(𝜃) ∙ 𝐴𝑊(𝜃) ∙ [𝑇𝑔(𝜃) ‒ 𝑇𝑤]

0.8 0.8 ‒ 0.2 ‒ 0.53

153 𝑈 (𝑐𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑖𝑜𝑛) = 2.28 ∙ 𝑉𝑝 (17)

154 𝑈 (𝑠𝑢𝑐𝑡𝑖𝑜𝑛 𝑎𝑛𝑑 𝑒𝑥ℎ𝑎𝑢𝑠𝑡) = 6.18 ∙ 𝑉𝑝 (18)

170 accuracy required.

174 Am = π ∙ Dm ∙ ((Lv ‒ w ∙ tanβ)2 + w2) (23)

176 Lv > ( 4Dm ) 2

185 number) that influencing ignition delay.

188 2.1 Description of the heat release rate model

220 equation 11 is applied for validation [28-29].

236 2.2 Description of the sequence of simulation

256 engine load.

264 oxygenate fuel and engine load.

281 𝑄𝑎𝑣𝑑 = 𝑄𝑎𝑣𝑡 ∙ 0.8 ‒ 𝑄𝑎𝑣𝑝 (37)

282 ∆𝜃𝑐𝑑 = 0.93 ∙ 𝑄𝑎𝑣𝑑 + 23 (38)

297 Fig.1. Linear late combustion phase model

311 as showed in equation 41.

324 equations 48-51.

325 Lower than optimum power output / LCF < 1

326 𝑎𝑝 = 2.25 / 𝐿𝐶𝐹 (42)

327 𝑚𝑝 = 3 ∙ 𝐿𝐶𝐹 (43)

329 Higher than optimum power output / LCF > 1

330 𝑎𝑝 = 2.25 ∙ 𝐿𝐶𝐹 (45)

331 𝑚𝑝 = 3 / 𝐿𝐶𝐹 (46)

334 Lower than optimum power output / LCF < 1

337 Higher than optimum power output / LCF > 1

338 𝑎𝑑 = 3.25 / 𝐿𝐶𝐹 (50)

342 equations 52-53.

343 Lower than optimum power output / LCF < 1

345 Higher than optimum power output / LCF > 1

358 as showed in equations 58-60.

359 𝑎𝑝 = 2.25 ∙ 𝑂𝐶𝐹 (54)