Exhaust Gas Condensation during Engine Cold Start and Application of the Dry-Wet Correction Factor

• Main Authors: Barouch Giechaskiel, Alessandro A. Zardini, Michael Clairotte
• Format: Article
• Language: English
• Published: MDPI AG 2019-05-01
• Series: Applied Sciences
• Subjects: portable emissions measurement system (PEMS); worldwide harmonized light-duty vehicles test cycle (WLTC); real driving emissions (RDE); Fourier-transform infrared spectroscopy (FTIR); non-dispersive infrared detection (NDIR); gas analyzers; measurement uncertainty; engine cold start emissions; exhaust gas condensation; tailpipe CO₂ measurements
• Online Access: https://www.mdpi.com/2076-3417/9/11/2263

Gas components, like carbon monoxide (CO) and dioxide (CO₂), can be measured on a wet- or dry-basis depending on whether the water is left or removed from the sample before analysis. The dry concentrations of gaseous components in the exhaust from internal combustion engines are converted to wet concentrations with conversion factors based on the combustion products and the fuel properties. Recent CO₂ measurements with portable emissions measurement systems (PEMS) compared to laboratory grade equipment showed differences during the first minutes after engine start. In this study we compared instruments measuring on a dry- and wet-basis using different measuring principles (non-dispersive infrared detection (NDIR) and Fourier-transform infrared spectroscopy (FTIR)) at the exhaust of gasoline, compressed natural gas (CNG), and diesel light-duty and L-category vehicles. The results showed an underestimation of the CO₂ and CO mass emissions up to 13% at cold start when the conversion factor is applied and not direct “wet” measurements are taken, raising concerns about reported CO₂ and CO cold start emissions in some cases. The underestimation was negligible (<1%) for CO₂ when the whole test (20–30 min) was considered, but not for CO (1%–10% underestimation) because the majority of emissions takes place at cold start. Exhaust gas temperature, H₂O measurements and different expressions of the dry-wet corrections confirmed that the differences are due to condensation at the exhaust pipes and aftertreatment devices when the surface temperatures are lower than the dew point of the exhaust gases. The results of this study help to interpret differences when comparing instruments with different principles of operation at the same location, instruments sampling at different locations, or the same instrument measuring different driving test cycles or at different ambient temperatures (e.g., −7 °C).