General Air Fuel Ratio and EGR Definitions and
Published
their Calculation from Emissions
Martin Müller
Delphi Corp.
ABSTRACT
Many exhaust gas analyzers only calculate the Air Fuel Ratio
(AF) based on equations derived for the special case of
combustion without exhaust gas recirculation (EGR), and
therefore do not represent the combustion AF during lean
operation with EGR. Equations that are not subject to this
limitation will be presented. Using these equations to provide
measurements of the combustion AF and total inert EGR is
encouraged as they relate more directly to what governs the
combustion process.
INTRODUCTION
Many test facilities utilize exhaust gas analysis equations that
are deduced from the combustion reaction equation for a
general hydrocarbon fuel that may contain oxygen and does
not include EGR:
(1)
An example of literature using this equation is [1]. Other
literature investigating variations on this equation are [2,3,4].
This paper presents the derivations for Air Fuel Ratio (AF)
and EGR concentration calculations based on the general
combustion equation including EGR:
(2)
The implications of the revised equations are relevant for lean
operation and especially for simultaneous lean and EGR
2010-01-1285
04/12/2010
Copyright © 2010 SAE International
operation and thought advantageous as they relate more
closely to what governs the combustion process. This type of
operation is relevant for diesel engines and more recently the
advent of direct injection gasoline engines and Homogenous
Charge Compression Ignition (HCCI) engines. Furthermore,
equations for inert EGR and exhaust inert concentration are
given. Finally, the calculation of carbon balanced exhaust
oxygen concentration is given as a good complement to the
actual exhaust oxygen measurement.
It is suggested that ideally these new measurements be made
readily available by commercial exhaust analyzers.
It should be noted that the reaction equation (2) used as a
basis in this paper is still somewhat idealized. For example, it
does not consider the effects of humidity, assumes no water
in the fuel, ignores water drop out in cooled EGR systems
and ignores the effect of measurement disturbance from the
finite samples of the analyzers. Some discussion of these
effects are included in [2,3,4].
THEORETICAL ANALYSIS &
RESULTS
The data illustrated in the following was obtained on a Direct
Injection Gasoline engine running both stratified and
homogeneous lean combustion as well as homogeneous
stoichiometric combustion. The measurements of intake and
exhaust constituents were done with industry standard
emissions analyzers typical in vehicle emission laboratories
(VEL) of ULEV2 accuracy.
<table 1 here>
 Table 1. Editorial notes

AIR/FUEL RATIO (AF) EQUATIONS &

DEFINITIONS
The oxygen and carbon balanced AF for the general
combustion reaction equations of (2) becomes:

(3)

Figure 1. Lean operation results in several AF

(4) definitions. They all co-incide for stoichiometric
operation. The WRAF sensor AF and common emission
where bench calculated AF are both measurements of throttle
(= fresh) AF which only accounts for the fresh airflow
which has not been recycled.

Table 2. AF definitions and their EGR dependencies.

(5)

As opposed to the special case equations for (1), the general

equations for (2) contain an EGR dependency. They become
identical for EGR=0. The AF that is calculated depends on
which EGR is used in the equation as shown in Table 2. This
means that the AF that is commonly reported by emission
benches and Wide Range Air Fuel Ratio (WRAF) sensors is
the fresh airflow AF, also referred to as the throttle AF, since
it does not account for any EGR. The ratio between the
throttle AF and combustion AF is shown vs. throttle AF and
total EGR in Figure 2, and is seen to differ up to 30% during
lean operation with significant EGR. It can be argued that the
combustion process relates more closely to the combustion
AF and inert EGR, which is why providing those
measurements is advantageous.
Table 3. Relation between AF definitions.
The practical implications of this are the required additional
measurements of EGR when measuring combustion, or intake
port, AF as compared to the common practice when
measuring throttle (fresh air) AF. External EGR is measured
by CO2 in the intake and exhaust and is commonly available.
Until recently measuring internal EGR was impractical, but a
new more practical technique was recently described in [5,6].
 The data points in all the figures were obtained on a Direct
Injection Gasoline engine running both stratified and
homogeneous lean combustion as well as homogeneous
stoichiometric combustion under a wide range of speed, load,
AF and EGR conditions. All the following figures with “meas
points” as independent axis have AF and Intake EGR vs.
measurement point number ordered as shown in Figure 3.

Figure 2. AF-X / AF-Throttle = f(AF-Throttle, EGR-Y)

where X = Intake Port for Y = external and X =
Combustion for Y = Total. The surface is a curve fit of
the measured data points obtained by post-processing
measured exhaust concentrations using equations (3)
and (4).

The AF calculations derived for (1) are identical to (3) and

(4) with EGR = 0. The AF dependency on EGR is purely a
multiplicative effect on the exhaust oxygen term and is most
clearly apparent in the oxygen balanced form, equation (3).
As a special case, this means that its absence in the non-
general equations is not of consequence for stoichiometric
and rich operation.

The Throttle AF is calculated when ignoring recycled

exhaust. The Combustion and Throttle AF ratio relate as:

(6)

Stoichiometric combustion utilizes all oxygen, leaving the

exhaust gas practically oxygen free, . For this
Figure 3. Combustion AF and Intake EGR vs.
special case , and a distinction between throttle
measurement points illustrated in the following figures.
and combustion AF is irrelevant. This special case is the
common current practice. Not including EGR dependence is
essentially not properly accounting for the air (oxygen and
nitrogen) that is present in the exhaust due to recycling. For
ENGINE MANAGEMENT SYSTEMS
lean operation the distinction becomes necessary, e.g. for (EMS) IMPLICATIONS
diesel engines or direct injection gasoline engines running In order to take full advantage of providing the new AF and
stratified combustion. EGR measurements, EMS control algorithms should in
concert convert to these units. This may be done relatively The coefficients A,B and C are specific of the balancing
easily by implementing an EGR estimation model in the EMS method.
and using this together with Throttle AF measured by a
WRAF sensor to look up for example the combustion AF in a Oxygen balanced
tabulation of the surface shown in Figure 2.

EGR EQUATIONS AND DEFINITIONS

The following EGR definitions are used:
(14)

(7)
(15)

(8) (16)

(9)
(17)

(10)
(18)

Carbon balanced
(11)

This is a total of 8 EGR definitions when applying (11) to

(7,8,9,10), and the equations for their calculation from
exhaust and intake constituent measurements are listed
below. The measurement most commonly provided by (19)
emission bench measurements is an approximation of
. However, it can be argued that the Total Inert
EGR concentration is what most directly affects (20)
combustion. [7] includes an example of such a discussion.

Total EGR (21)

The oxygen and carbon balanced EGR equations for (2)
becomes:

(12) (22)
where

(18)
(13)
The exhaust measurement is corrected for the water not
reaching the exhaust analyzer:

(28)

(23)
(29)
It is assumed that the water in the intake sample is negligible,
giving: Carbon balancing

: carbon balanced is corrected to a

(24) wet basis using (37).

Inert EGR and Exhaust Inert concentration , are given by (19) and (20).
During lean operation only part of the recycled gas is inert.
Therefore does not represent the inert dilution of the
combustion fresh charge as is the case for stoichiometric and
rich operation. Inert EGR affects combustion most directly,
which is why it should be readily available as a measurement.
It is the product of total EGR and inert percentage of the (30)
exhaust. The exhaust inert percentage measurement should
also be made readily available.

(31)

(25) is given by (35). It is the carbon balanced exhaust

oxygen concentration.
where
The implemented exhaust inert percentage calculations
should be truncated to 100%.
(26)
It is interesting to note that only depends on
AF and not on , and it is not very different to that of air.
Therefore, the ratio of the molar weights of air and exhaust
gas varies slightly with air fuel ratio. Since the calculations
describing this variation are rather complex, and the variation
(27)
from unity is small, it is natural to investigate how well

and the coefficients A,B, E and F are specific of approximates unity. Figure 4 shows
the balancing method. approximation errors of 5% for lean operation, which would
be considered significant enough for its inclusion. However,
Oxygen balancing apparent measurement errors cause the measured exhaust
molar weights to be too low, so the real approximation errors

: measured is corrected to a wet basis are less than 5% and the approximation of =1
using (37). is reasonable.

, are given by (14) and (15). <figure 4 here>

 Figure 4. Illustration of the impact of approximating
Plots a,b,c are all ordered with respect to lambda illustrated in
plot c (right y-axis). Plot c shows how well
approximates unity. The approximation errors are small, and
decrease with lean operation as expected.
Plots b,d show that these errors are reduced when calculating
and instead increase with lean operation
due to the multiplicative effect of
Plot b shows less than 100% for
stoichiometric operation due to some measured exhaust
oxygen content (see Figure 6).
External EGR
The definition gives:
(32)
Intake EGR
For a non-zero residual fraction, , the
external EGR is not equal to the intake EGR. Intake EGR
relates the externally recycled mass (flow) to the total mass
that the cylinder inducts from the intake manifold. External
EGR relates the externally recycled mass (flow) to the total
cylinder mass, which includes residuals.
.
(33)
Internal EGR (residuals)
Until recently, measuring internal EGR was very difficult, but
a new practical technique was recently described in [5-6].
[5-6] presented the Residual Estimation Tool (RET) which
provides on-line residual estimation. It does so by adjusting
key parameters of a crank-angle resolved combustion model
. until its behavior matches quantities that can more easily be
measured. Required measurements include crank angle
resolved cylinder pressure and combustion boundary
conditions such as average intake and exhaust pressures and
temperatures as well as air flow. The residual estimate of the
converged model is the provided virtual measurement. The
key advantage of this approach is that it does not rely on in-
cylinder gas sampling nor crank-angle resolved boundary
pressures, which keeps the equipment requirement relatively
simple and the convergence time low enough to run on-line.
Residual measurement was not performed during collection
of the data shown in this paper as the technique of [5-6] was
not available at the time. Since the engine used for data
collection did not have cam-phasing, the very coarse
approximation of the theoretical relationship between
geometrical compression ratio and internal EGR was
assumed, which was 8%. Clearly this is a coarse
approximation since any valve overlap at low load will have
significantly higher residuals. However, it is sufficient to
illustrate the influence of residuals on the various definitions
presented here. is on the same wet, dry or partially wet basis as
the other concentrations.
Comparison with commonly used calculation
Note that it is not EGR dependent.
Commonly implemented calculations do not distinguish
between intake and external EGR as the effect of residuals is
not included. The commonly used approximation of external/
intake EGR is:

(34)

The error of the approximation is illustrated below, and is

found to be relatively small.

Figure 6. Comparison of measured exhaust oxygen

concentration with that calculated by carbon

balancing shows good correspondence.

Several regions show apparent erroneous
measurements. This illustrates the advantage of

as a check on measurements. Note the effect

of measurement errors on for example AF as seen
in Figure 3.
Figure 5. Illustration of the error when calculating
intake and external EGR as the ratio of intake to exhaust
dry concentrations.
(H2O) calculation
is calculated by assuming a fixed value for the water/
gas equilibrium constant, K, which relates the concentrations
MISCELLANIOUS CALCULATIONS
of , , and water vapor under equilibrium
Carbon balanced exhaust oxygen concentration conditions:
calculation
A sanity check of the measured exhaust concentration can
be made with that calculated through the measurements of
other exhaust species. Carbon balancing gives:
(36)

where is on the same wet, dry or partially dry basis as

the other concentrations. According to [1] K=3.8 is
recommended.

(35)
Converting exhaust emission concentrations to a
wet basis
Usually, the exhaust sample passes through an ice bath that
removes any water present so that the analyzers measure a
dry sample, in which case . When the wet
concentration is needed the following correction should be
applied, exemplified for the constituent XX:
(37)
SUMMARY/CONCLUSIONS
Emission analyzers today typically only provide a
measurement of Throttle (=Fresh) Air Fuel Ratio (AF) and an
approximation of External EGR. However, the combustion
process relates more directly to the Combustion AF and Total
Inert EGR concentration, and is especially relevant for diesel
engines and direct-injection gasoline engines running
stratified combustion and most recently Homogeneous
Charge Compression Ignition (HCCI) engines. The two AF
definitions may for example differ by 30% during typical
stratified operation.
In response, this paper presents the several AF and EGR
definitions that exist for the general combustion reaction
which includes EGR. Their definitions and calculation from
exhaust and intake constituent measurements have been
presented. It is encouraged that exhaust analysis equipment
should provide this expanded list of measurements that relate
more closely to what governs the combustion process. It is
acknowledged that adding AF and EGR definitions increases
complexity and that the additional AF measurements are
more involved in practice as they require simultaneous
measurements of EGR. This is particularly challenging when
measuring internal EGR (residuals) although recent advances
reported in the literature are making this substantially easier.
Nevertheless, providing these new measurements may prove
worthwhile especially for sensitive combustion processes
such as HCCI.
It should be noted that Engine Management System (EMS)
control algorithms may relatively easily be converted to such
new AF and EGR units. This includes the conversion of
measured Throttle AF by the WRAF sensor by using an EGR
estimation model and a tabulated relationship.
Finally, it is found prudent to sanity check the measured
exhaust oxygen with that calculated from Carbon-balancing.
REFERENCES
1. “General Motors Automotive Engine Test Code, For
Spark Ignition Engines”, Seventh Edition, The Engine Test
Code Committee, 1994.
2. Chan, S. H., Zhu, J., “Exhaust Emissions Based Air-Fuel
Ratio Model (I): Literature Reviews and Modelling,” SAE
Technical Paper 961020, 1996.
3. Silvis, W. M., “An Algorithm for Calculating the Air/Fuel
Ratio from Exhaust Emissions,” SAE Technical Paper
970514, 1997.
4. Jones, J. C. P., Muske, K. R., “A Generalized Chemical
Balance Analysis Tool for Combustion and Catalytic
Reactions,” SAE Technical Paper 2005-01-0680, 2005.
5. Sinnamon, J. F., Sellnau, M. C., “A New Technique for
Residual Gas Estimation and Modelling in Engines,” SAE
Technical Paper 2008-01-0093, 2008.
6. Sellnau, M., Sinnamon, J., Oberdier, L., Dase, C., Viele,
M., Quillen, K., Silvestri, J., Papadimitriou, I., “Development
of a Practical Tool for Residual Gas Estimation in IC
Engines,” SAE Technical Paper 2009-01-0695, 2009.
7. Schöppe, D., Geurts, D., Balland, J., Schreurs, B.,
“Integrated Strategies for Boost and EGR Systems for Diesel
Engines to achieve most stringent Emission Legislation”,
10th Supercharging Conference 2005, Technische
Universitaet Dresden.
DEFINITIONS/ABBREVIATIONS
f, fuel
f signifies fuel per carbon atom. Note f(uel) refers to f.
:concentration of XX, concentration type described by
sub- and super-scripts. The partially wet super-script is
implied if nothing else included. Unit in [%].
:special case of
This is equivalent to the exhaust concentration
measurements. Note that this could be on a wet, dry or
partially wet basis why this super-script is not
included.
:Nitrogen / Oxygen ratio of air, 3.774 used in order to
account for trace amounts of argon, , , etc in
atmospheric air, according to [1].
K (xxx)
:water/gas equilibrium constant. Use 3.8 according to :equation xxx
[1].
[xxx]
:reference xxx
:percentage of theoretical exhaust water content that
reaches exhaust analyzers. Usually 0. Unit in [%].

y
:Hydrogen / Carbon ratio of fuel

z
:Oxygen / Carbon ratio of fuel

n
:moles (in general) or molar coefficient for air in
combustion reaction equation

:effective number of carbon atoms per fuel molecule

:molar weight

:cylinder content before combustion

:oxygen balanced

:carbon balanced

stoich
:stoichiometric

tot
:total

int
:intake manifold

exh
:exhaust
 (b). Relationship of molar coefficients to measured
APPENDIX concentrations
is used as an example:
INTRODUCTION
The chemical combustion equation including EGR for a
general hydrocarbon fuel that may contain oxygen is:

(A7)

(A1) differs from by the moles of that

are removed from the exhaust sample before reaching the
This is to be compared to the combustion equation used in [1] exhaust analyzers. The sample may be wet, dry or partially
which does not include EGR: wet.

The concentration measured by the emissions bench in

(A2) volume percent is:

Note that both combustion reaction equations have been

normalized by the effective number of carbon atoms in a fuel
molecule, .
(A8)
PREPARATORY DERIVATIONS
(a). Normalized combustion reaction equation The rightmost term in (A7) is found by relating the number of
The combustion reaction equation of (A1) origins from: moles of fuel to the number of carbon-containing species
through a carbon balance:

(A3)

Normalizing with gives:

(A9)

(A4) Substituting using (A8) and its equivalent for and

where into (A9) results in:

(A5)
and

(A10)
(A6)
(A7), (A8) and (A10) now gives:
 There are several reasons for expressing exhaust
concentration through the measurement of other exhaust
species.
(A11)
• measurement not available
and similarly for the other molar coefficients:
• As a check of measured concentration

• As a replacement of erroneous measurements

(A12) As will be seen in the following sections, both the AF and
derivations can be solved either using or not using
measured . Derivations using measured are based on
oxygen balancing while derivations not using measured
are based on carbon balancing. As an example, it is found
(A13) that AF=f( ). Therefore, four types of AF calculations are
possible depending on the combination of oxygen and carbon
based derivations. For consistency the following convention
is assumed unless explicitly stated otherwise:

(A14) • O-bal = oxygen balance based derivation = measured

used in all calculations

• C-bal = carbon balance based derivation = measured not

used in any calculations
(A15)
Expressing the molar coefficient of by measured species
is found through oxygen balancing:

(A16)

(c). , and exhaust concentrations

expressed through other measured species
As the concentrations of and are not measured, their (A19)
molar coefficients are expressed by measured molar
where is used (derived below).
coefficients of other species.

Hydrogen balancing gives: (d). (H2O) calculation

is calculated by assuming a fixed value for the water/
gas equilibrium constant, K, which relates the concentrations
of , , and water vapor under equilibrium
conditions:

(A17)

Nitrogen balancing gives:

(A20)

Substituting e with (A17) and applying (A11,A12,A13) and

(A16) gives:

(A18)
 AIR/FUEL RATIO DERIVATIONS
AF is defined as:
(A21)

Finally, inserting N of (A10) results in:

(A26)

The basis for intake air is :

(A22)

where is on the same wet, dry or partially dry basis as Air is defined as having the molar relation :
the independent terms. According to [1] K=3.8 is
recommended.
Cylinder air amount is therefore :
(e). Converting exhaust emission concentrations to
a wet basis Which gives:
The molar coefficients of the combustion reaction equation
are wet, meaning they relate to the total mol amount which
includes water vapor. Usually, the exhaust sample passes
through an ice bath that removes any water present so that the
analyzers measure a dry sample, in which case . (A27)
The correction is exemplified for :
can be expressed through either oxygen or carbon
balancing.

Oxygen balancing
(A23) Oxygen balancing gives:
where is the theoretical number of moles of water in the
exhaust calculated by conserving species in the combustion
equation.

Combining (A10) and (A16) gives: (A28)

Substituting a,b,d,f,g and N gives:

(A24)
which inserted into (A23) applying
(A29)
and (A12) results in:
Inserting (A10), (A15) and (A29) in (A27) gives:

(A25)
(A30)
This conversion applies to any species. and finally using (A26) results in:
 Inserting gives after some
rearranging:

(A31)
(A37)
It is noted that . However, the influence of
where
is only present for exhaust containing oxygen, why the
dependency effectively disappears for stoichiometric
and rich operations. The difference between
derived for the two combustion reaction equations is that the

(A38)
term has the multiplier for (A1) but not
for (A2). Not including EGR dependence is essentially not and finally using (A26) results in:
properly accounting for the air (oxygen and nitrogen) that is
present in the exhaust due to recycling.

Carbon balancing (A39)

was obtained through carbon balancing (see (A10)).
Note that for the special case of =0 (A39) becomes:
An alternative expression for is:

(A40)
(A32)
which is identical to stated in [1].
where is the percentage of water reaching the exhaust
analyzers.
Stoichiometric Air/Fuel ratio
Stoichiometric air/fuel ratio is calculated for complete
Substituting , and results in:
combustion yielding only , and . The
combustion equation becomes:

(A33)

(A41)
(A34)
The AF definition is restated:
Substituting N, b,c and g gives:

(A42)

(A35)
Intake air amount is :
Combining (A19) and (A27) gives:
Which gives:

(A36)
 (A51)
(A43)

Oxygen balancing gives:

(A52)

Solving for EGR using (A52) would involve measuring the

(A44) concentration in the cylinder during the crank angle
interval where the intake valves are shut and combustion has
not yet begun. Such a measurement is in general not
Carbon balancing gives :
available. Instead, (A52) is written as:

(A45)

Hydrogen balancing gives : (A53)

In the following, the residual fraction, , is

(A46) assumed known.

Combining (A42,A43,A44,A45,A46) results in: The rightmost term of (A53) is rewritten as:

(A47) (A54)

The rightmost term of (A54) is:

EGR DERIVATIONS
Total EGR
is defined as the percentage of exhaust mass recycled.

Recycling happens both internally (residuals) and externally:

(A55)
(A48) where

(A49) (A56)

and

(A50)

Assuming atmospheric air is free, all CylPreComb

is from recycling: (A57)
Applying (A6) and (A11,A12,A13,A14,A15,A16) results in:

(A66)

(A58) Combining (A53),(A54), (A60),(A63) and (A66) results in:

where

(A59)

(A67)
Inserting (A56),(A58) and (A48) into (A55) gives:

(A68)
(A60)
where

The numerator of the first term is named:

(A61) (A69)

and are given by (A29) respectively (A35). and

are measured.

The remaining term to be solved is . The exhaust measurement is corrected for the water not
reaching the exhaust analyzer, using (A25):
Oxygen balancing
Substituting and in (A56) gives:

(A70)
(A62)
It is assumed that the water in the intake sample is negligible,
Substituting a,c,d,f,g gives: giving:

(A71)
(A63)
Carbon balancing
where Subtituting e,h and f in (A56) gives:

(A72)
(A64)

(A65) (A73)
where and applying continuity:

(A81)

(A74) results in:

(A75) (A82)

(A76) Likewise for and .

It is defined that the exhaust can be purely partitioned into air

Equivalent to oxygen balancing, one gets: and inert, which gives:

(A83)
(A77)
where where

(A84)
(A78)
and
INERT EGR DERIVATION
During lean operation only part of the recycled gas is inert.
Therefore does not represent the inert dilution of the (A85)
combustion fresh charge as is the case for stoichiometric and which is measured.
rich operation. Inert EGR affects combustion most directly
why it should be readily available as a measurement.

The two EGR definitions are: The term remains to be solved.

Total EGR : (A86)

Inserting (A11,A12,A13,A14,A15,A16) gives

Inert EGR :

Introducing the exhaust inert mass percent: (A87)

Oxygen balancing
From (A63):
(A79)
and

(A88)
(A80)
The numerator of (A87) is solved by substituting e,h given by Therefore:
(A17),(A18) and then substituting a,b,c,d,g given by
(A11,A12,A13,A14) and (A16), resulting in:

(A94)
(A89)
where

(A95)

INTAKE EGR
(A90) For a non-zero residual fraction, , the
external EGR is not equal to the intake EGR.

Intake EGR relates the externally recycled mass (flow) to the

(A91) total mass that the cylinder inducts from the intake manifold.

Combining the numerator (A89) with the denominator (A88) External EGR relates the externally recycled mass (flow) to
cancels the EGR dependency: the total cylinder mass, which includes residuals.

(A92) (A96)

It is interesting to note that only depends on

AF and not on . Since the molar weight of air and inert
(A97)
are very similar and is in between, it is natural to
They are seen to relate as:

investigate the possible simplification of =1.

See Figure 4 in main report for evaluation of

(A98)
approximation.
The rightmost term can be rewritten as (applying
Carbon balancing
Equivalent to oxygen balancing, one gets: ):

(A93)
(A99)
where the only difference between and is
that the exhaust oxygen measurement of is replaced Finally, it is noted that and relate
with that calculated by carbon balancing, . equivalently.

is derived in section Carbon balanced exhaust

oxygen concentration derivation.
 CARBON BALANCED EXHAUST
OXYGEN CONCENTRATION
DERIVATION
As discussed in section Preparatory derivations there are
several reasons for expressing exhaust concentration
through the measurement of other exhaust species.

Equaling the two expressions for , (A15) and (A19), gives:

(A100)

Substituting and , (A10) and (A35) respectively,

results in:

(A101)

is on the same wet, dry or partially dry basis as

the other concentrations.

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doi:10.4271/2010-01-1285