The Issues of the Air-Fuel Ratio in Exhaust Emissions Tests Carried out on a Chassis Dynamometer
Vehicle exhaust emission tests use exhaust sampling systems that dilute the exhaust gas with ambient air. The dilution factor <i>DF</i> is calculated assuming that the combustion is complete, and that the engine is operated at a stoichiometric air-fuel ratio (AFR). These assumptions are...
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MDPI AG
2021-04-01
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| Series: | Energies |
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| Online Access: | https://www.mdpi.com/1996-1073/14/9/2360 |
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| author | Wojciech Gis Sławomir Taubert |
| author_facet | Wojciech Gis Sławomir Taubert |
| author_sort | Wojciech Gis |
| collection | DOAJ |
| description | Vehicle exhaust emission tests use exhaust sampling systems that dilute the exhaust gas with ambient air. The dilution factor <i>DF</i> is calculated assuming that the combustion is complete, and that the engine is operated at a stoichiometric air-fuel ratio (AFR). These assumptions are not always met. This is especially true for diesel engines. This article discusses the tests to find out what the average lambda (λ) over the ARTEMIS, WLTC and NEDC driving cycles is and how this affects the result of the emission measurements. Measurements were carried out on a chassis dynamometer equipped with a standard emission measurement system used during the homologation. The λ was calculated using the Brettschneider equation. The dilution ratio <i>DR</i> was also determined by measuring the CO<sub>2</sub> concentration in the raw exhaust gas. The CO<sub>2</sub>-tracer method used for this was modified. The median of the <i>λ</i> for a CI vehicle was 1.23–3.31, which makes the relative percentage difference between the <i>DF</i> and <i>DR</i> (<i>Δ<sub>DF</sub></i>) in the range of 28–167%. For a SI vehicle homologated under the WLTP procedure, the median of the <i>λ</i> for the WLTC and ARTEMIS cycles was close to one and <i>Δ<sub>DF</sub></i> for most cycles does not exceed 10%. In order to reduce the influence of the error of <i>DF</i> determination on the result of the emission measurement, it is recommended to use exhaust gas sampling systems that allow to determine the actual dilution ratio or to use the lowest possible dilution. The PAS-CVS system seems to be the most promising. |
| first_indexed | 2024-03-10T12:05:20Z |
| format | Article |
| id | doaj.art-03ac476dc051410385961dc69a5c4558 |
| institution | Directory Open Access Journal |
| issn | 1996-1073 |
| language | English |
| last_indexed | 2024-03-10T12:05:20Z |
| publishDate | 2021-04-01 |
| publisher | MDPI AG |
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| series | Energies |
| spelling | doaj.art-03ac476dc051410385961dc69a5c45582023-11-21T16:34:26ZengMDPI AGEnergies1996-10732021-04-01149236010.3390/en14092360The Issues of the Air-Fuel Ratio in Exhaust Emissions Tests Carried out on a Chassis DynamometerWojciech Gis0Sławomir Taubert1Motor Transport Institute, 03-301 Warsaw, PolandMotor Transport Institute, 03-301 Warsaw, PolandVehicle exhaust emission tests use exhaust sampling systems that dilute the exhaust gas with ambient air. The dilution factor <i>DF</i> is calculated assuming that the combustion is complete, and that the engine is operated at a stoichiometric air-fuel ratio (AFR). These assumptions are not always met. This is especially true for diesel engines. This article discusses the tests to find out what the average lambda (λ) over the ARTEMIS, WLTC and NEDC driving cycles is and how this affects the result of the emission measurements. Measurements were carried out on a chassis dynamometer equipped with a standard emission measurement system used during the homologation. The λ was calculated using the Brettschneider equation. The dilution ratio <i>DR</i> was also determined by measuring the CO<sub>2</sub> concentration in the raw exhaust gas. The CO<sub>2</sub>-tracer method used for this was modified. The median of the <i>λ</i> for a CI vehicle was 1.23–3.31, which makes the relative percentage difference between the <i>DF</i> and <i>DR</i> (<i>Δ<sub>DF</sub></i>) in the range of 28–167%. For a SI vehicle homologated under the WLTP procedure, the median of the <i>λ</i> for the WLTC and ARTEMIS cycles was close to one and <i>Δ<sub>DF</sub></i> for most cycles does not exceed 10%. In order to reduce the influence of the error of <i>DF</i> determination on the result of the emission measurement, it is recommended to use exhaust gas sampling systems that allow to determine the actual dilution ratio or to use the lowest possible dilution. The PAS-CVS system seems to be the most promising.https://www.mdpi.com/1996-1073/14/9/2360pollutant emissionsemissions regulationsreal driving emissions |
| spellingShingle | Wojciech Gis Sławomir Taubert The Issues of the Air-Fuel Ratio in Exhaust Emissions Tests Carried out on a Chassis Dynamometer Energies pollutant emissions emissions regulations real driving emissions |
| title | The Issues of the Air-Fuel Ratio in Exhaust Emissions Tests Carried out on a Chassis Dynamometer |
| title_full | The Issues of the Air-Fuel Ratio in Exhaust Emissions Tests Carried out on a Chassis Dynamometer |
| title_fullStr | The Issues of the Air-Fuel Ratio in Exhaust Emissions Tests Carried out on a Chassis Dynamometer |
| title_full_unstemmed | The Issues of the Air-Fuel Ratio in Exhaust Emissions Tests Carried out on a Chassis Dynamometer |
| title_short | The Issues of the Air-Fuel Ratio in Exhaust Emissions Tests Carried out on a Chassis Dynamometer |
| title_sort | issues of the air fuel ratio in exhaust emissions tests carried out on a chassis dynamometer |
| topic | pollutant emissions emissions regulations real driving emissions |
| url | https://www.mdpi.com/1996-1073/14/9/2360 |
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