energies

Article
Experimental Research on Aftertreatment SCR Sizing
Strategy for a Nonroad Mid–Range Diesel Engine
Lu Xie 1 , Guozhang Jiang 1 and Feng Qian 2, *
1 College of Machinery and Automation, Wuhan University of Science and Technology, Heping Road,
Wuhan 430081, China; xiemenglu@163.com (L.X.); whjgz@wust.edu.cn (G.J.)
2 College of Automotive and Transportation Engineering, Wuhan University of Science and Technology,
No. 947 Heping Road, Wuhan 430081, China
* Correspondence: feng.qian@wust.edu.cn




Received: 29 July 2020; Accepted: 26 August 2020; Published: 29 August 2020


Abstract: Urea-Selective Catalytic Reduction (SCR) is widely used to reduce nitrogen oxide (NOx)
emissions. This paper presents a comprehensive experimental research work on aftertreatment
emissions of NOx and ammonia (NH3 ) slip for three aftertreatment concepts by introducing the SCR
sizing strategy on a 6-cylinder mid-range non-exhaust gas recirculation (EGR) diesel engine to meet
China non-road Stage IV regulation limits. It can be observed that the three concepts could meet
the regulation limits for NOx emissions and NH3 slip by selecting the appropriate length. There is
little effect on emission results during a non-road transient cycle (NRTC) when the aftertreatment
inlet/outlet with insulation and without insulation and the emission results on both strategies could
meet non-road China Stage IV regulation limits. It is recommended to select Concept 2 which could
meet regulation requirements considering multiple factors in the SCR sizing strategy. Substrate impact
and NH3 /NOx molar ratio (ANR) impact are investigated based on Concept 2. The results show
that by applying the SCR substrate aftertreatment with a cell density of 600 cpsi, NOx conversion
capability is stronger than that with cell density 400 cpsi for the same SCR size. Current dosing
strategy is capable and recommended ANR is 0.9–1.1 if considering dosing strategy optimization.
The methodology in this study provides an effective guidance and reference for future aftertreatment
SCR sizing strategies in real applications.

Keywords: SCR sizing strategy; Diesel engine; aftertreatment; NOx emissions; NH3 slip

1. Introduction
Recently China proposed new non-road Stage IV emission regulations that preliminarily states
that for engines with powers within a 130 kW to 560 kW range, the system NOx emission limit should
be 2.0 g/kWh, the NH3 slip limit 25 ppm, and the particle matter (PM) limit 0.025 g/kWh, while a
particle number (PN) requirement is also added, with a limitation of 5 × 1012 [1]. Fulfilling this strict
emission regulation in non-road diesel engines requires a complex aftertreatment with a Diesel oxidant
catalyst (DOC) + Diesel particle filter (DPF) + selective catalytic reduction (SCR) scheme [2]. SCR size
is quite critical to determine the appropriate aftertreatment system to meet the regulation requirements
for NOx emissions and NH3 slip. The vehicles for non-road applications always have limited space
for aftertreatment installation and the aftertreatment cost must be taken into consideration in real
applications, which make the SCR size proposal significant.
Many studies have researched different ideas for NOx conversion efficiency improvement.
Open loop feed forward control and close loop feedback control have been discussed and it was stated
that the main challenge was how to actively manage NH3 storage to maximize NOx reduction while
reducing ammonia slip [3]. To achieve low NOx emissions, an integrated control strategy involving a

Energies 2020, 13, 4462; doi:10.3390/en13174462 www.mdpi.com/journal/energies

Energies 2020, 13, 4462 2 of 15

selective catalytic reduction filter (SCRF) + selective catalytic reduction (SCR) scheme was applied [4,5].
Considering the temperature impact on SCR performance, thermal management was applied in the
aftertreatment system [6]. A modeling method was applied for analyzing NOx conversion efficiency
impact aspects by considering the NH3 storage capability in a DOC+DPF+SCR aftertreatment system [7].
Computational fluid dynamics (CFD) analysis was used to optimize aftertreatment packaging design
for better SCR performance and higher NOx conversion efficiency [8–10]. Ammonia slip catalyst
(ASC) was considered as an aftertreatment to reduce NH3 slip [11,12]. There are studies which discuss
catalyst material selection for higher NOx conversion efficiency. Cu-zeolite was claimed to perform
well on NOx emissions and could become a good candidate for the next generation SCR technology,
especially for applications that require high thermal durability [13–15]. It was demonstrated that
higher performance was achieved by using highly loaded high porosity and high cell density substrates
could enable significant a volume reduction for future heavy duty and off-road diesel aftertreatment
systems [16]. The thermal SCR performance degradation was validated and many researchers have
studied the SCR catalyst aging impact factors and proposed aging specifications according to real duty
cycle applications when developing SCR in aftertreatment systems [17–22]. Those studies showed that
factors such as temperature, sulfur, urea dosing and so on should be regarded to impact SCR catalyst
performance in real applications.
The purpose of this study is to introduce a strategy for aftertreatment SCR sizing for a non-road
6-cylinder mid-range non-EGR Diesel engine to meet the non-road China Stage IV emission regulation
requirements, using aftertreatment with a DOC+DPF+SCR scheme under NRTC emission cycle
conditions. In this study, three aftertreatment concepts with different SCR size are proposed to
conduct the research. Details for approaching the appropriate SCR size and the shortest SCR length
for a non-EGR engine while the catalyst diameter is the same are discussed. In order to introduce
aftertreatment with technical robustness as well as economic considerations, this research recommends
an appropriate solution for determining SCR size for the nonroad mid-range Diesel engine. In addition,
it figures out the main factors that could improve the emission results using aftertreatment with the
recommended SCR length to optimize the emission results.

2. Experimental Methodology

2.1. Aftertreatment Architecture and Test Setup

Figure 1 shows the aftertreatment architecture and test setup used in this experimental study.
This complex aftertreatment system has a DOC+DPF+SCR scheme for a non-road mid-range diesel
engine, using a urea doser installed on the mixer to inject ammonia into the aftertreatment system
when necessary under the control strategy under different engine conditions to achieve the best
NOx conversion efficiency. The mixer aims to guarantee the efficient use of urea with an optimum
distribution across the catalyst, and the mixer is integrated in the aftertreatment system by clamps.
In this experimental setup, the exhaust flow comes out from turbocharger of a nonroad 6-cylinder
engine and enters the aftertreatment inlet tube. The exhaust gas then goes across the catalysts (DOC,
DPF, SCR) to the aftertreatment outlet tube. In-cylinder post injection is applied in the control strategy
for active DPF regeneration. The connection pipe between the turbocharger and the aftertreatment
inlet is assumed to be 1.5 m in length per typical non-road applications.
The urea pyrolysis mechanism and droplet evaporation involve complex reactions. The urea
droplets would begin to evaporate with rising temperature after being gradually heated by exhaust
gas. Urea can be directly pyrolyzed from the solid or liquid phase, as the water starts to evaporate
from the aqueous urea solution at the earliest point in time due to its lower boiling point.
In a word, the urea droplets are heated up and water evaporates first, followed by the thermolysis
of urea into ammonia and isocyanic acid [23]:

(NH2 )2 CO(aq) → (NH2 )2 CO(l) + H2 O(g) (1)

Energies 2020, 13, 4462 3 of 15

(NH2 )2 CO(l) → NH3 (g) + HNCO(g) (2)

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Figure 1. Aftertreatment architecture and test setup scheme. 
Figure 1. Aftertreatment architecture and test setup scheme.

The main reactions in SCR would require that NH
The main reactions in SCR would require that NH33 and NOx to be mixed under stoichiometric 
and NOx to be mixed under stoichiometric
conditions (shown in Equations (3)–(5)) to achieve high NOx conversion efficiency: 
conditions (shown in Equations (3)–(5)) to achieve high NOx conversion efficiency:
4NH3 + 4NO + O2  →  4N2 + 6H2O (Standard Reaction)  (3) 
4NH3 + 4NO + O2 → 4N2 + 6H2 O (Standard Reaction) (3)
4NH3 + 3NO2  →  (7/2)N2 + 6H2O (Slow Reaction)  (4) 
4NH3 + 3NO2 → (7/2)N2 + 6H2 O (Slow Reaction) (4)
4NH3 + 2NO + 2NO2  →  4N2 + 6H2O (Fast Reaction)  (5) 
4NH3 + 2NO + 2NO2 → 4N2 + 6H2 O (Fast Reaction) (5)
In  this  experimental  setup,  two  NOx  sensors  are  installed  to  measure  the  engine  out  NOx 
In thisand 
emissions  experimental
system  out setup, twoemissions. 
NOx  NOx sensors areNOx 
The  installed to measure
conversion  the engine
efficiency  out NOx
could  emissions
be  calculated 
and system out NOx emissions. The NOx conversion efficiency could be calculated accordingly from
accordingly from these two test values. The engine which is applied in these experiments is a 6‐cyliner 
these two test values. The engine which is applied in these experiments is a 6-cyliner Diesel engine
Diesel engine without EGR, using a turbocharged intake system. 
without EGR, using a turbocharged intake system.
2.2. Experimental Methodology 
2.2. Experimental Methodology
There  are  a  comprehensive  research  experimental  tests  guiding  how  to  determine  the 
There are a comprehensive research experimental tests guiding how to determine the appropriate
appropriate SCR size for a non‐road mid‐range diesel engine with a given SCR diameter. In the series 
SCR size for a non-road
of  experimental  mid-rangewould 
tests,  catalysts  diesel be 
engine with a given
considered  SCRand 
as  aged  diameter.
fresh In the
for  series ofspecific 
different  experimental
tests. 
tests, catalysts would be considered as aged and fresh for different specific tests.
When considering aged conditions, the catalysts are aged according to catalyst coating content and  When considering
agednon‐road 
the  conditions, thecycle 
duty  catalysts are aged according
requirements  which  are to catalyst
aged  coating for 
specifically  content
50  h and the 650
under  non-road duty
  °C  using  a 
◦
cycle requirements which are aged specifically for 50 h under 650 C using a hydrothermal method
hydrothermal method in a catalyst aging oven for all catalysts. The NRTC emission cycle is applied 
in a catalyst aging oven for all catalysts. The NRTC emission cycle is applied in these experiments.
in these experiments. Figure 2 shows the parameter variation in an NRTC emission cycle which is in 
Figure 2 shows the parameter variation in an NRTC emission cycle which is in total 1238 s in duration.
total 1238 s in duration. 
Three aftertreatment
Three  aftertreatment systemsystem concepts of with
concepts  different
of  with  SCR lengths
different  using the
SCR  lengths  samethe 
using  SCR diameter
same  SCR 
are introduced in this study and the aftertreatment packaging is the same in all these concepts.
diameter  are  introduced  in  this  study  and  the  aftertreatment  packaging  is  the  same  in  all  To make
these 
sure the sizing strategy is efficient, only the SCR is varied and all other parts (DOC, DPF, mixer. etc.)
concepts. To make sure the sizing strategy is efficient, only the SCR is varied and all other parts (DOC, 
are the same in all the experiments.
DPF, mixer. etc.) are the same in all the experiments. 
Figure 3 illustrates all the concepts, and the SCR specifications matrix in the experiments is
detailed in Table 1. The catalyst has a honeycomb structure.
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Figure 2. Parameter variation in an NRTC emission cycle. 

Figure  3  illustrates  all  the  concepts,  and  the  SCR  specifications  matrix  in  the  experiments  is 
detailed in Table 1. The catalyst has a honeycomb structure. 
Figure 2. Parameter variation in an NRTC emission cycle.
Figure 2. Parameter variation in an NRTC emission cycle. 

Figure  3  illustrates  all  the  concepts,  and  the  SCR  specifications  matrix  in  the  experiments  is 
detailed in Table 1. The catalyst has a honeycomb structure. 

 
Figure 3. Aftertreatment SCR sizing concepts in the experiments.
Figure 3. Aftertreatment SCR sizing concepts in the experiments. 

Table 1. SCR specifications matrix in the experiments.

Table 1. SCR specifications matrix in the experiments. 
 
Diameter, Cell density,
Cell density,  Length, 
Concept
Concept  Figure 3. Aftertreatment SCR sizing concepts in the experiments. 
Material
Material  Washcoat Diameter, (in) 
Washcoat  ASCASC  Length, (in)
(in) (cpsi)
(cpsi)  (in) 
1 1 CordieriteTable 1. SCR specifications matrix in the experiments. 
Cordierite  Cu-zeolite
Cu‐zeolite  10.5
10.5  600
600  Without
Without  aa 
2 2 Cordierite Cu‐zeolite 
Cordierite  Cu-zeolite 10.5
10.5  600
600  Without
Without  = 0.75a
bb = 0.75a 
3 3 Cordierite Cu‐zeolite 
Cordierite  Cu-zeolite 10.5
10.5  600
Cell density, 
600  Without
Without  = 0.5a
cLength, 
c = 0.5a 
Concept  Material  Washcoat  Diameter, (in)  ASC 
(cpsi)  (in) 
1  Cordierite  Cu‐zeolite  10.5  600  Without  a 
The urea dosing starting temperature is set as 230 ◦ C  °C in the control strategy and base ANR is 
The urea dosing starting temperature is set as 230 in the control strategy and base ANR is 0.95.
2  Cordierite  Cu‐zeolite  10.5  600  Without  b = 0.75a 
0.95. This strategy is considered as base dosing strategy for the experiments in this paper. We research 
This strategy isCordierite 
considered as base dosing strategy for the experiments in thisWithout 
paper. We research in
3  Cu‐zeolite  10.5  600  c = 0.5a 
in these experiments the aftertreatment system inlet/outlet insulation impact on the system emission 
these experiments the aftertreatment system inlet/outlet insulation impact on the system emission
results. The
results. The insulation
insulation  is  packaged 
is packaged on surface
on the the  surface 
of eachof  each  module
 catalyst
catalyst according
module  to
according  to  the 
the appropriate
The urea dosing starting temperature is set as 230 °C in the control strategy and base ANR is 
appropriate size. Table 2 shows the insulation specifications. 
size. Table 2 shows the insulation specifications.
0.95. This strategy is considered as base dosing strategy for the experiments in this paper. We research 
 
in these experiments the aftertreatment system inlet/outlet insulation impact on the system emission 
results.  The  insulation  is  packaged  on  the  surface  of  each  catalyst  module  according  to  the 
appropriate size. Table 2 shows the insulation specifications. 
 
Energies 2020, 13, 4462 5 of 15

Table 2. Insulation specifications.

Specifications Description
Material Stainless steel
Thickness 1.2 mm

When considering the SCR substrate impact on the system emission results, the aftertreatment
system of Concept 2–1 is introduced into this experimental. Concept 2–1 is generated based on Concept
2, the only difference between these two concepts being the SCR cell density. The SCR cell density is
600 cpsi in Concept 2, and the SCR cell density is 400 cpsi in Concept 2–1. Table 3 specifies the SCR
specifications for Concept 2 and Concept 2–1.

Table 3. SCR specifications for Concept 2 vs. Concept 2–1.

Diameter, Cell density,

Concept Material Washcoat ASC Length, (in)
(in) (cpsi)
2 Cordierite Cu-zeolite 10.5 600 Without 0.75a
2–1 Cordierite Cu-zeolite 10.5 400 Without 0.75a

The NOx conversion efficiency deviation with these two SCR substrates concepts is investigated
under different system conditions. The conditions specifications are shown in Table 4.

Table 4. Conditions specifications.

Condition Space Velocity, (103 /h) SCR Bed Temperature, (◦ C)

1 260 80
2 390 110
3 320 110

In this experimental research, an AVL AMAi60 instrument is equipped as the NOx emission
analyzer. The exhaust gas is introduced into a Horiba Fourier transform infrared (FTIR) spectroscopy
system which is used for NH3 analysis to obtain the NH3 slip results. The measurement range is
0–1000 ppm for the two analyzers and these two main analyzers are calibrated for an allowable
measurement error within ± 2%. Considering the variations of the whole test setup, the maximum
permitted measurement error is within ± 8%. Each test was conducted at least three times and the
repeatability of the measurement results was checked. The results which were deemed repeatable were
used for the analysis.

3. Results and Discussions

3.1. System Emission Results with Different SCR Size Concepts

Figure 4 shows NOx conversion efficiency results with different SCR size concepts during NRTC.
Figure 5 shows the average NH3 slip with the three concepts during NRTC:

(1) The NOx conversion efficiency is very similar for these three concepts. It could be observed that
the NOx emission performance can meet the regulation requirement, and the cumulative NOx
emission would be the similar for Concept 1, Concept 2 and Concept 3, when the system urea
dosing strategy is the same. These three concepts with different SCR length demonstrate the SCR
capability for NOx conversion.
(2) The average NH3 slip during NRTC varies greatly among these three concepts. The average
NH3 slip during NRTC is quite low when applying Concept 1 and there is large margin to meet
the regulation limit (25 ppm). As the SCR length becomes shorter, the average NH3 slip during
Energies 2020, 13, 4462 6 of 15

NRTC increases. When the SCR length is much shorter, the average NH3 slip result shows a much
quicker increase. Concept 1 displays the largest SCR size among the three concepts, which results
in better capability for NH storage compared with Concept 2 and Concept 3. That results
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much less average NH3 slip during NRTC by applying aftertreatment system with Concept 6  of 
1.15 
(3) The average NH33 slip during NRTC is nearly to 20 ppm when applying an aftertreatment system 
(3) The average NH slip during NRTC is nearly to 20 ppm when applying an aftertreatment system
(3) The average NH
with Concept 3,3 slip during NRTC is nearly to 20 ppm when applying an aftertreatment system 
which would risk exceeding the regulation limit if a shorter SCR length were
with Concept 3, which would risk exceeding the regulation limit if a shorter SCR length were 
with Concept 3, which would risk exceeding the regulation limit if a shorter SCR length were 
used based on Concept 3. It can be regarded that the SCR length in Concept 3 is the shortest
used based on Concept 3. It can be regarded that the SCR length in Concept 3 is the shortest 
used based on Concept 3. It can be regarded that the SCR length in Concept 3 is the shortest 
length to meet the NOx emission limit and NH33 slip limit in the regulation in these experiments. 
slip limit in the regulation in these experiments.
length to meet the NOx emission limit and NH
length to meet the NOx emission limit and NH3 slip limit in the regulation in these experiments. 

Figure 4. NOx conversion efficiency results during NRTC with different SCR size. 
Figure 4. NOx conversion efficiency results during NRTC with different SCR size.
Figure 4. NOx conversion efficiency results during NRTC with different SCR size. 

Figure 5. NH
Figure 5. NH33 slip results during NRTC with different SCR size. 
slip results during NRTC with different SCR size.
Figure 5. NH3 slip results during NRTC with different SCR size. 
With the same control and urea dosing strategy, these three concepts with different SCR length
With the same control and urea dosing strategy, these three concepts with different SCR length 
can With the same control and urea dosing strategy, these three concepts with different SCR length 
meet the NOx emission andand 
NH3NH slip3  regulation requirements when performing a NRTC emission
can  meet  the  NOx  emission  slip  regulation  requirements  when  performing  a  NRTC 
can 
cycle.meet  the 
According NOx  emission  and 
to the aboveto analysis, NH 3  slip  regulation  requirements  when  performing  a  NRTC 
the analysis, 
emission results could meet China Stage IV regulation limits
emission  cycle.  According  the  above  the  emission  results  could  meet  China  Stage  IV 
emission 
for cycle.  According 
NOx emissions and NHto  the  above  analysis, aftertreatment
the  emission  results  could  meet  China  Stage  IV 
3 slip by applying 3the
regulation limits for NOx emissions and NH with Concept 2. When
 slip by applying the aftertreatment with Concept 2.  considering
regulation limits for NOx emissions and NH
real  slip by applying the aftertreatment with Concept 2. 
applications, a shorter length of the whole 3aftertreatment system would be required due to limited
When considering real applications, a shorter length of the whole aftertreatment system would be 
When considering real applications, a shorter length of the whole aftertreatment system would be 
installation space on non-road application vehicles. The shorter catalyst could bring lower cost in real
required due to limited installation space on non‐road application vehicles. The shorter catalyst could 
required due to limited installation space on non‐road application vehicles. The shorter catalyst could 
applications. Therefore, the aftertreatment with Concept 2 is recommended due to cost and installation
bring lower cost in real applications. Therefore, the aftertreatment with Concept 2 is recommended 
bring lower cost in real applications. Therefore, the aftertreatment with Concept 2 is recommended 
space limits, as well as technical robustness of its emission capability. The aftertreatment with Concept
due to cost and installation space limits, as well as technical robustness of its emission capability. The 
due to cost and installation space limits, as well as technical robustness of its emission capability. The 
3aftertreatment with Concept 3 could be regarded to have the shortest SCR length which can meet 
could be regarded to have the shortest SCR length which can meet regulation requirements and it is
aftertreatment with Concept 3 could be regarded to have the shortest SCR length which can meet 
suggested
regulation to pay attentionand 
requirements  to the NH
it  is  3 slip riskto 
suggested  if pay 
thereattention 
is large variation
to  the  NH in3the whole
  slip  system.
risk  if  there  is  large 
regulation  requirements  and  it  is  suggested  to  pay  attention  to  the  NH
There were many studies that investigate the factors which impact NOx emission and NH3 slip, 3  slip  risk  if  there  is  large 
variation in the whole system. 
variation in the whole system. 
especially the temperature influence, as well as the functions of ASC [24–26]. In these experiments,
There were many studies that investigate the factors which impact NOx emission and NH 3 slip, 

the There were many studies that investigate the factors which impact NOx emission and NH
SCR temperature during NRTC is kept within a 250 ◦ C to 400 ◦ C range in most of the real application 3 slip, 
especially the temperature influence, as well as the functions of ASC [24–26]. In these experiments, 
especially the temperature influence, as well as the functions of ASC [24–26]. In these experiments, 
conditions. In this temperature range,is the SCR catalyst could
  °C  generally
the  SCR  temperature  during  NRTC  kept  within  a  250 to  400  °C achieve
range  in the required
most  of  the NOx
real 
the  SCR 
conversion temperature  during  NRTC  is  kept  within  a  250   °C  to  400  °C  range  in  most  of  the  real 
application efficiency withIn 
conditions.  Cu-zeolite under a stable
this  temperature  range, control strategy
the  SCR  [27]. The
catalyst  could  ASC concept is
generally  generated
achieve  the 
application 
based on conditions. 
Concept 3. The In  this 
total SCR temperature 
length (d) range, 
in the ASCthe concept
SCR  catalyst 
includes could 
SCR generally 
and ASC, achieve 
and the the 
ASC
required NOx  conversion efficiency  with  Cu‐zeolite under  a  stable  control  strategy  [27].  The  ASC 
required NOx 
length is 0.5 d. conversion efficiency 
The total SCR length inwith  this Cu‐zeolite under 
ASC concept is thea same stable ascontrol 
the length strategy  [27].  The 
in Concept ASC 
3, that is
concept is generated based on Concept 3. The total SCR length (d) in the ASC concept includes SCR 
concept is generated based on Concept 3. The total SCR length (d) in the ASC concept includes SCR 
and ASC, and the ASC length is 0.5 d. The total SCR length in this ASC concept is the same as the 
and ASC, and the ASC length is 0.5 d. The total SCR length in this ASC concept is the same as the 
length in Concept 3, that is d = c. Figure 6 shows cumulative NOx emission results and average NH3 
length in Concept 3, that is d = c. Figure 6 shows cumulative NOx emission results and average NH3 
slip results during NRTC in Concept 3 and with the ASC concept. 
slip results during NRTC in Concept 3 and with the ASC concept. 
Energies 2020, 13, 4462 7 of 15

d = c. Figure 6 shows cumulative NOx emission results and average NH3 slip results during NRTC in
Concept 3 and with the ASC concept.
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Figure 6. NOx emission results and NH3 slip results considering ASC concept. 

It can be seen that the average NH3 slip during NRTC exceeds the regulation limit (25 ppm) in 
this ASC concept and increases by 45% compared to that in Concept 3. The cumulative NOx emission 
with the ASC concept increase by 29% compared to that in Concept 3, although the NOx emission is 
still within the regulation limit. The SCR length in ASC concept is very short and is half the length of 
that in Concept 3. As a result, when applying this ASC concept, the engine out NOx could not be 
mixed using the same conditions as in Concept 3. 

3.2. Inlet/Outlet Insulation Impact on System Emission Results 
Figure 6. NOx emission results and NH33 slip results considering ASC concept. 
Figure 6. NOx emission results and NH slip results considering ASC concept.
The aftertreatment concepts in these experimental tests are without insulation on the inlet and 
outlet 
It package.  In that
can be seen this the
experimental 
average NH
It can be seen that the average NH part,  we 
slip add  insulation 
during to  the the
NRTC exceeds aftertreatment  inlet 
regulation limit (25
33 slip during NRTC exceeds the regulation limit (25 ppm) in and  outlet 
ppm) in
based on Concept 1. Figure 7 shows cumulative system out NOx emissions and the average NH
this ASC concept and increases by 45% compared to that in Concept 3. The cumulative
this ASC concept and increases by 45% compared to that in Concept 3. The cumulative NOx emission  NOx 3 slip 
emission
results during NRTC for the inlet/outlet with insulation and without insulation. Figure 8 shows the 
with the ASC concept increase by 29% compared to that in Concept 3, although the NOx emission is
with the ASC concept increase by 29% compared to that in Concept 3, although the NOx emission is 
NOx conversion efficiency under these two concepts during NRTC. 
still within the regulation limit. The SCR length in ASC concept is very short and is half the length
still within the regulation limit. The SCR length in ASC concept is very short and is half the length of 
of that in Concept 3. As a result,
out when
NOx applying
emission this ASC similar 
concept,when 
the engine out the 
NOxaftertreatment 
that in Concept 3. As a result, when applying this ASC concept, the engine out NOx could not be 
(1) The  cumulative  system  is  quite  applying  could not be
mixed using the same conditions as in Concept 3.
mixed using the same conditions as in Concept 3. 
system including an inlet/outlet with insulation as that with inlet/outlet without insulation. The 
cumulative system out NOx emissions are lower than 1.5 g/kWh during NRTC, with the NOx 
3.2. Inlet/Outlet Insulation Impact on System Emission Results
3.2. Inlet/Outlet Insulation Impact on System Emission Results 
conversion  efficiency  being  about  84%,  which  meets  the  non‐road  China  Stage  IV  proposed 
The aftertreatment concepts in these experimental tests are without insulation on the inlet and
regulation emission limit (2.0 g/kWh). 
The aftertreatment concepts in these experimental tests are without insulation on the inlet and 
outlet
(2) package.
The 
outlet  InNH
average 
package.  In  this3  experimental 
this  experimental part, we 
slip  during  NRTC 
part,  we add
is  also  insulation
add quite  to
similar 
insulation  the
the aftertreatment
to when  applying  the inlet
aftertreatment  and
and outlet
aftertreatment 
inlet  outlet 
based on Concept 1. Figure 7 shows cumulative system out NOx emissions and the average
system by inlet/outlet with insulation as that using inlet/outlet without insulation. The average 
based on Concept 1. Figure 7 shows cumulative system out NOx emissions and the average NH NH33 slip 
slip
results
NH during NRTC for the inlet/outlet with insulation and without insulation. Figure 8 shows the
3 slip during NRTC is very low and meets the non‐road China Stage IV proposed regulation 
results during NRTC for the inlet/outlet with insulation and without insulation. Figure 8 shows the 
NOx conversion efficiency under these two concepts during NRTC.
emission limit (25 ppm). 
NOx conversion efficiency under these two concepts during NRTC. 
(1) The  cumulative  system  out  NOx  emission  is  quite  similar  when  applying  the  aftertreatment 
system including an inlet/outlet with insulation as that with inlet/outlet without insulation. The 
cumulative system out NOx emissions are lower than 1.5 g/kWh during NRTC, with the NOx 
conversion  efficiency  being  about  84%,  which  meets  the  non‐road  China  Stage  IV  proposed 
regulation emission limit (2.0 g/kWh). 
(2) The  average  NH3  slip  during  NRTC  is  also  quite  similar  when  applying  the  aftertreatment 
system by inlet/outlet with insulation as that using inlet/outlet without insulation. The average 
NH3 slip during NRTC is very low and meets the non‐road China Stage IV proposed regulation 
emission limit (25 ppm). 

Figure 7. NOx emission and NH3 lip results with insulation and without insulation during NRTC. 

Figure 7. NOx emission and NH lip results with insulation and without insulation during NRTC.

(1) The cumulative system out NOx emission is quite similar when applying the aftertreatment
system including an inlet/outlet with insulation as that with inlet/outlet without insulation.
The cumulative system out NOx emissions are lower than 1.5 g/kWh during NRTC, with the
NOx conversion efficiency being about 84%, which meets the non-road China Stage IV proposed
regulation emission limit (2.0 g/kWh).
(2) The average NH3 slip during NRTC is also quite similar when applying the aftertreatment system
by inlet/outlet with insulation as that using inlet/outlet without insulation. The average NH3 slip

Figure 7. NOx emission and NH3 lip results with insulation and without insulation during NRTC. 
Energies 2020, 13, 4462 8 of 15

during NRTC is very low and meets the non-road China Stage IV proposed regulation emission
Energies 2020, 13, x FOR PEER REVIEW  8 
Energies 2020, 13, x FOR PEER REVIEW  8  of 
of  15 
15 
limit (25 ppm).

Figure 8. NOx conversion efficiency results with insulation and without insulation. 
Figure 8. NOx conversion efficiency results with insulation and without insulation. 
Figure 8. NOx conversion efficiency results with insulation and without insulation.

The insulation is generally used to decrease heat losses and ensure the exhaust gas temperature is
The insulation is generally used to decrease heat losses and ensure the exhaust gas temperature 
The insulation is generally used to decrease heat losses and ensure the exhaust gas temperature 
kept in a specific range, so that SCR catalyst performs with high efficiency under certain conditions.
is kept in a specific range, so that SCR catalyst performs with high efficiency under certain conditions. 
is kept in a specific range, so that SCR catalyst performs with high efficiency under certain conditions. 
Figure 9 shows the exhaust gas temperature at points on SCR_In and SCR_Out during NRTC when
Figure 9 shows the exhaust gas temperature at points on SCR_In and SCR_Out during NRTC when 
Figure 9 shows the exhaust gas temperature at points on SCR_In and SCR_Out during NRTC when 
applying the aftertreatment system using inlet/outlet with insulation compared with that obtained with
applying the aftertreatment system using inlet/outlet with insulation compared with that obtained 
applying the aftertreatment system using inlet/outlet with insulation compared with that obtained 
an inlet/outlet without insulation. It is illustrated that the average exhaust gas temperature is in range
with an inlet/outlet without insulation. It is illustrated that the average exhaust gas temperature is in 
with an inlet/outlet without insulation. It is illustrated that the average exhaust gas temperature is in 
of 250 ◦ C to  265 ◦ C at  the points of SCR_In and SCR_Out. The exhaust gas temperature variation ratio
range of 250
range of 250  °C to 265
°C to 265 °C at the points of SCR_In and SCR_Out. The exhaust gas temperature variation 
°C at the points of SCR_In and SCR_Out. The exhaust gas temperature variation 
is within ± 2% under these two conditions during NRTC. This slight exhaust gas temperature variation
ratio is within ± 2% under these two conditions during NRTC. This slight exhaust gas temperature 
ratio is within ± 2% under these two conditions during NRTC. This slight exhaust gas temperature 
results in similar emission results by applying aftertreatment inlet/outlet with insulation and without
variation results in similar emission results by applying aftertreatment inlet/outlet with insulation 
variation results in similar emission results by applying aftertreatment inlet/outlet with insulation 
insulation.
and  without 
and  without  The connection
insulation. 
insulation.  The pipe
The  betweenpipe 
connection 
connection  the between 
pipe  engine turbocharger
between  the 
the  engine  and aftertreatment
engine  turbocharger 
turbocharger  and  inlet is very
and  aftertreatment 
aftertreatment 
short in non-road applications, typically 1.5 m, and the connection pipe is designed with insulation
inlet is very short in non‐road applications, typically 1.5 m, and the connection pipe is designed with 
inlet is very short in non‐road applications, typically 1.5 m, and the connection pipe is designed with 
on the surface.
insulation 
insulation  on  The
on  the  average
the  surface. temperature
surface.  The 
The  average drop
average  from enginedrop 
temperature 
temperature  turbocharger
drop  from  to the aftertreatment
from  engine 
engine  turbocharger  inlet
turbocharger  to  is
to  the 
the 
around 20 ◦ C under the full load cycle using the test setup employed in this research. The exhaust gas
aftertreatment inlet is around 20
aftertreatment inlet is around 20 °C under the full load cycle using the test setup employed in this 
 
°C under the full load cycle using the test setup employed in this 
temperature could remain high throughout SCR to achieve an appropriate NOx conversion efficiency
research. The exhaust gas temperature could remain high throughout SCR to achieve an appropriate 
research. The exhaust gas temperature could remain high throughout SCR to achieve an appropriate 
during NRTC.
NOx conversion efficiency during NRTC. 
NOx conversion efficiency during NRTC. 

  
Figure 9. Exhaust gas temperature results with insulation and without insulation. 
Figure 9. Exhaust gas temperature results with insulation and without insulation.
Figure 9. Exhaust gas temperature results with insulation and without insulation. 

In
In these experiments, there is little effect on emissionemission 
results during NRTC when the aftertreatment
In  these 
these  experiments, 
experiments,  there 
there  is 
is  little 
little  effect 
effect  on 
on  emission  results 
results  during 
during  NRTC 
NRTC  when 
when  the 
the 
inlet/outlet with insulation and without insulation and the emission results could meet the non-road
aftertreatment inlet/outlet with insulation and without insulation and the emission results could meet 
aftertreatment inlet/outlet with insulation and without insulation and the emission results could meet 
China Stage IV regulation limit whether the inlet/outlet have insulation or not.
the non‐road China Stage IV regulation limit whether the inlet/outlet have insulation or not. 
the non‐road China Stage IV regulation limit whether the inlet/outlet have insulation or not. 
3.3. Catalyst Status Impact on System Emission Results
3.3. Catalyst Status Impact on System Emission Results 
3.3. Catalyst Status Impact on System Emission Results 
SCR catalyst performance degradation was validated after long use in real world application due
SCR catalyst performance degradation was validated after long use in real world application 
SCR catalyst performance degradation was validated after long use in real world application 
to factors such as temperature, sulfur, duty cycle and so on [28]. The aftertreatment is suggested use
due to factors such as temperature, sulfur, duty cycle and so on [28]. The aftertreatment is suggested 
due to factors such as temperature, sulfur, duty cycle and so on [28]. The aftertreatment is suggested 
use aged catalysts in SCR sizing strategy experiments to estimate the useful emission control life in 
use aged catalysts in SCR sizing strategy experiments to estimate the useful emission control life in 
real 
real  world 
world  according 
according  to 
to  the 
the  regulation 
regulation  requirements. 
requirements.  In 
In  this 
this  experimental 
experimental  part, 
part,  we 
we  compare 
compare  the 
the 
catalysts under the NRTC emission cycle. 
(1) Taking Concept 2 into consideration, it could be observed that the NOx conversion efficiency 
will  be  improved  by  about  2%  when  applying  fresh  catalysts  compared  to  applying  aged 
catalysts in the aftertreatment system. It could also be found that the average NH33 slip test results 
during NRTC are in the low range (less than 10 ppm) under all conditions in these experimental 
Energies 2020, 13, 4462 9 of 15
tests.  This  could  prove  that  the  SCR  in  Concept  2  is  capable  of  converting  NOx  to  meet  the 
regulation standard, while has enough NH33 storage capability with the SCR size to lower NH33 
agedslip even without ASC. A similar NOx conversion efficiency trend could be found in the ASC 
catalysts in SCR sizing strategy experiments to estimate the useful emission control life in real
worldconcept. 
according to the regulation requirements. In this experimental part, we compare the emission
results between aftertreatment system with aged catalysts and the system with fresh catalyst on the
(2) As for the ASC concept, it could be seen that with a fresh catalyst aftertreatment system, the 
non-road mid-range diesel engine.
emission results could easily meet the regulation limitations on NOx emissions and NH 33 under 
Figure
the  NRTC 10 shows the NOx
emission  cycle conversion
conditions. efficiency
However, results in 33Concept
the  NH 2 andthe 
  slip  exceeds  theregulation 
ASC concept (total
limit  (25 
SCR ppm) 
lengthwith 
is d) aged 
with fresh
catalyst  aftertreatment  with  the  same  scheme.  Although  there  is  an  ASC 11
catalysts and aged catalysts during the NRTC emission cycle. Figure in 
shows the NH 3 slip test results in Concept 2 and the ASC concept with fresh catalysts and aged
concept, the total SCR length including ASC used in this experimental Diesel engine is short, 
catalysts under the NRTC emission
which results in high NH cycle.
33 slip as it is hard for the ASC with limited size to convert NH33. 

Figure 10. NOx conversion efficiency results during NRTC with aged catalysts vs. fresh catalysts. 
Figure 10. NOx conversion efficiency results during NRTC with aged catalysts vs. fresh catalysts.

Figure 11. NH33 slip results during NRTC with aged catalysts vs. fresh catalysts. 

Figure 11. NH slip results during NRTC with aged catalysts vs. fresh catalysts.

(1) Taking Concept 2 into consideration, it could be observed that the NOx conversion efficiency will
It is thus recommended to apply the aged catalysts aftertreatment in the SCR sizing strategy to 
be improved
estimate  by about
the  emission  2% when
useful  applying fresh
life  performance  in catalysts compared to
real  applications,  applying
which  aged
would  catalysts
bring  in
higher 
the aftertreatment system. It could also be found that the average NH slip
confidence to propose the appropriate SCR size for this non‐road mid‐range diesel engine. 
3 test results during
NRTC are in the low range (less than 10 ppm) under all conditions in these experimental tests.
This could prove that the SCR in Concept 2 is capable of converting NOx to meet the regulation
standard, while has enough NH3 storage capability with the SCR size to lower NH3 slip even
without ASC. A similar NOx conversion efficiency trend could be found in the ASC concept.
(2) As for the ASC concept, it could be seen that with a fresh catalyst aftertreatment system,
the emission results could easily meet the regulation limitations on NOx emissions and NH3
under the NRTC emission cycle conditions. However, the NH3 slip exceeds the regulation limit
(25 ppm) with aged catalyst aftertreatment with the same scheme. Although there is an ASC in
concept, the total SCR length including ASC used in this experimental Diesel engine is short,
which results in high NH3 slip as it is hard for the ASC with limited size to convert NH3 .
Energies 2020, 13, 4462 10 of 15

It is thus recommended to apply the aged catalysts aftertreatment in the SCR sizing strategy to
estimate the emission useful life performance in real applications, which would bring higher confidence
to propose the appropriate SCR size for this non-road mid-range diesel engine.
Energies 2020, 13, x FOR PEER REVIEW  10  of  15 

3.4. Substrate Impact to System Emission Results

3.4. Substrate Impact to System Emission Results 
The aftertreatment concepts in these experimental tests are with a SCR cell density of 600 cpsi.
The aftertreatment concepts in these experimental tests are with a SCR cell density of 600 cpsi. 
We
We investigated
investigated the
the system
system emission
emission  with
with  aftertreatment
aftertreatment  applying
applying  a a SCR
SCR  cell
cell  density
density  of
of  400
400  cpsi
cpsi 
(Concept 2–1) based on the aftertreatment system with Concept 2. Figure 12 shows
(Concept 2–1) based on the aftertreatment system with Concept 2. Figure 12 shows the system out  the system out
NOx
NOx  emission
emission  results
results  over
over  time
time during
during NRTC
NRTC withwith different
different SCR
SCR substrate
substrate concepts.
concepts.  During
During  the
the 
whole NRTC emission cycle, the system out NOx emission result is higher with Concept
whole NRTC emission cycle, the system out NOx emission result is higher with Concept 2–1 than  2–1 than with
Concept 2. There is an obvious system out NOx variation from 600 s to 800 s when the engine speed is
with Concept 2. There is an obvious system out NOx variation from 600 s to 800 s when the engine 
continuously high during this period in the NRTC emission cycle. The SCR temperature is high during
speed is continuously high during this period in the NRTC emission cycle. The SCR temperature is 
this period, that makes the system out NOx emission still be low.
high during this period, that makes the system out NOx emission still be low. 

 
Figure 12. System out NOx emission during NRTC with different SCR substrate concepts. 
Figure 12. System out NOx emission during NRTC with different SCR substrate concepts.

Figure
Figure 1313 shows
shows  the cumulative
the  NOx
cumulative  emission
NOx  results
emission  and average
results  NH3 slip
and  average  NH3results duringduring 
  slip  results  NRTC
with different SCR substrate concepts. It could be found that the cumulative NOx emission and average
NRTC with different SCR substrate concepts. It could be found that the cumulative NOx emission 
NH 3 slip could meet
and average NH regulation requirements by applying Concept 2 or Concept 2–1 and the emission
3 slip could meet regulation requirements by applying Concept 2 or Concept 2–1 and 

results are higher by applying the aftertreatment system with Concept 2–1 compared to Concept 2
the emission results are higher by applying the aftertreatment system with Concept 2–1 compared to 
Concept 2 when the system urea dosing strategy is the same: 
when the system urea dosing strategy is the same:
(1) It can be seen that the system out cumulative NOx emission result during the NRTC emission 
(1) It can be seen that the system out cumulative NOx emission result during the NRTC emission
cycle is about 30% higher with the aftertreatment system considering Concept 2–1 compared to 
cycle is about 30% higher with the aftertreatment system considering Concept 2–1 compared to
Concept 2 and it could meet the regulation requirement (2.0 g/kWh) under both conditions. 
Concept 2 and it could meet the regulation requirement (2.0 g/kWh) under both conditions.
(2) The  average NH
(2) The average NH 3  slip  results  during  NRTC  show  that  they  could  meet  the  regulation 
3 slip results during NRTC show that they could meet the regulation requirement
requirement (25 ppm) under both conditions and the NH 3 slip result during NRTC is nearly 20 
(25 ppm) under both conditions and the NH3 slip result during NRTC is nearly 20 ppm.
ppm. 
Figure 14 shows NOx conversion efficiency deviation with different SCR substrates concepts
under three conditions in which the exhaust temperature and space velocity are different. The NOx
conversion efficiency deviation is within 6% for the concept of SCR substrates with 400 cpsi cell
density compared to that with 600 cpsi cell density, which shows that the NOx conversion efficiency
is lower for the concept of SCR substrate with 400 cpsi cell density. That is mainly due to the fact
the proportion is different with the two concepts. With the same SCR diameter, the catalyst holes
proportion of the concept of SCR substrate with 400 cpsi cell density is less than that with 600 cpsi cell
density, which results in less washcoat on the catalyst hole surface. This makes the NOx conversion
opportunity less compared to that with 600 cpsi cell density, when the engine out NOx emission and
dosing strategy are consistent for these two concepts.

Figure  13.  NOx  emission  results  and  NH3  slip  results  during  NRTC  with  different  SCR  substrate 
concepts. 

Figure  14  shows  NOx  conversion  efficiency  deviation  with  different  SCR  substrates  concepts 
(1) It can be seen that the system out cumulative NOx emission result during the NRTC emission 
cycle is about 30% higher with the aftertreatment system considering Concept 2–1 compared to 
Concept 2 and it could meet the regulation requirement (2.0 g/kWh) under both conditions. 
(2) The  average  NH3  slip  results  during  NRTC  show  that  they  could  meet  the  regulation 
requirement (25 ppm) under both conditions and the NH3 slip result during NRTC is nearly 20 
Energies 2020, 13, 4462 11 of 15
ppm. 

Energies 2020, 13, x FOR PEER REVIEW  11  of  15 

conversion  efficiency  deviation  is  within  6%  for  the  concept  of  SCR  substrates  with  400  cpsi  cell 
density compared to that with 600 cpsi cell density, which shows that the NOx conversion efficiency 
is lower for the concept of SCR substrate with 400 cpsi cell density. That is mainly due to the fact the 
proportion  is  different  with  the  two  concepts.  With  the  same  SCR  diameter,  the  catalyst  holes 
proportion of the concept of SCR substrate with 400 cpsi cell density is less than that with 600 cpsi 
cell  density,  which  results  in  less  washcoat  on  the  catalyst  hole  surface.  This  makes  the  NOx 
conversion opportunity less compared to that with 600 cpsi cell density, when the engine out NOx 
Figure 
Figure 13. 
13. NOx 
NOxemission  results 
emission and  NH
results and3  slip 
NH3results  during  during
slip results NRTC  with 
NRTC different  SCR  substrate 
with different SCR
emission and dosing strategy are consistent for these two concepts. 
concepts. 
substrate concepts.

Figure  14  shows  NOx  conversion  efficiency  deviation  with  different  SCR  substrates  concepts 
under three conditions in which the exhaust temperature and space velocity are different. The NOx 

 
Figure 14. NOx conversion efficiency deviation with different SCR substrate concepts. 
Figure 14. NOx conversion efficiency deviation with different SCR substrate concepts.

It can be seen that by applying Concept 2 of SCR substrate with 600 cpsi cell density, the NOx
It can be seen that by applying Concept 2 of SCR substrate with 600 cpsi cell density, the NOx 
emission and NH33 slip results could meet the regulation limits and the NOx conversion capability is 
emission and NH slip results could meet the regulation limits and the NOx conversion capability is
stronger than that with 400 cpsi cell density when the SCR size is the same. Therefore, it shows that
stronger than that with 400 cpsi cell density when the SCR size is the same. Therefore, it shows that 
the SCR substrate with 600 cpsi cell density is better than with 400 cpsi in this experimental research
the SCR substrate with 600 cpsi cell density is better than with 400 cpsi in this experimental research 
considering the NOx emission and NH3 slip results during the NRTC emission cycle. 
considering the NOx emission and NH slip results during the NRTC emission cycle.

3.5. ANR to System Emission Results

3.5. ANR to System Emission Results 
Figure 15 
Figure  15 shows
shows  the
the  cumulative
cumulative  NOx
NOx  emission
emission  results
results  and
and  average
average  NH slip results
NH33  slip  results  during
during 
NRTC considering ANR adjustment compared to the base dosing strategy. These
NRTC considering ANR adjustment compared to the base dosing strategy. These experiments use  experiments use
aftertreatment with Concept 2. By reducing ANR by 5%, the cumulative NOx emission increases
aftertreatment with Concept 2. By reducing ANR by 5%, the cumulative NOx emission increases from 
from around
around  1.0 g/kWh
1.0  g/kWh  to about
to  about  1.5 g/kWh,
1.5  g/kWh,  which
which  is still
is  still  lower
lower  than2.0 
than  2.0g/kWh 
g/kWhand 
andcould 
could meet 
meet the
the 
regulation limits. The system average NH33 slip decreases to less than 5 ppm when adjusting the ANR 
regulation limits. The system average NH slip decreases to less than 5 ppm when adjusting the ANR
to 5% lower. Under the same aftertreatment concept, when decreasing the ANR, the amount of NOx
to 5% lower. Under the same aftertreatment concept, when decreasing the ANR, the amount of NOx 
would have less opportunity to be converted enough compared to using the base ANR.
would have less opportunity to be converted enough compared to using the base ANR. 
As a result, the current dosing strategy for the aftertreatment system with Concept 2 would meet
the regulation limits on NOx emissions and NH3  slip. We could adjust ANR in the dosing strategy
according to the experimental results. In these experiments, we investigated the NOx conversion
efficiency and NH3 slip under different ANR using aftertreatment with Concept 2. Typical boundary
conditions are selected from a real off-highway application. Six points with different space velocity
and temperature are chosen from the real application to define these boundary conditions, as shown
in Figure 16. It shows that the SCR bed temperature is higher than 250 ◦ C and the space velocity
is within 150*103 /h. Each point in Figure 16 stands for a specific typical condition, and these six
 Figure  15  shows  the  cumulative  NOx  emission  results  and  average  NH3  slip  results  during 
NRTC considering ANR adjustment compared to the base dosing strategy. These experiments use 
aftertreatment with Concept 2. By reducing ANR by 5%, the cumulative NOx emission increases from 
around 
Energies 1.0 13,
2020, g/kWh 
4462 to  about  1.5  g/kWh,  which  is  still  lower  than  2.0  g/kWh  and  could  meet  the 
12 of 15
regulation limits. The system average NH3 slip decreases to less than 5 ppm when adjusting the ANR 
to 5% lower. Under the same aftertreatment concept, when decreasing the ANR, the amount of NOx 
points illustrate the boundary conditions which could be regarded to represent the real off-highway
would have less opportunity to be converted enough compared to using the base ANR. 
application conditions. Therefore, it is necessary to understand the emission results under12 these
Energies 2020, 13, x FOR PEER REVIEW  of  15 
six conditions.  
Figure 15. NOx emission results and NH3 slip results during NRTC considering ANR adjustment. 

As a result, the current dosing strategy for the aftertreatment system with Concept 2 would meet 
the regulation limits on NOx emissions and NH3 slip. We could adjust ANR in the dosing strategy 
according  to  the  experimental  results.  In  these  experiments,  we  investigated  the  NOx  conversion 
efficiency and NH3 slip under different ANR using aftertreatment with Concept 2. Typical boundary 
conditions are selected from a real off‐highway application. Six points with different space velocity 
and temperature are chosen from the real application to define these boundary conditions, as shown 
in Figure 16. It shows that the SCR bed temperature is higher than 250  °C and the space velocity is 
within 150*103/h. Each point in Figure 16 stands for a specific typical condition, and these six points 
illustrate  the  boundary  conditions  which  could  be  regarded  to  represent  the  real  off‐highway 
application conditions. Therefore, it is necessary to understand the emission results under these six 
conditions. 
 
 
Figure 15. NOx emission results and NH slip results during NRTC considering ANR adjustment.
3

 
Figure 16. Typical boundary conditions. 
Figure 16. Typical boundary conditions.

Figure
Figure 1717 shows
shows the the NOx
NOx conversion
conversion efficiency
efficiency and
and NH NH33  slip
slip  results
results  by
by  ANR
ANR  under
under  the
the  six
six 
boundary conditions. Under a certain space velocity and temperature condition, as ANR increases,
boundary conditions. Under a certain space velocity and temperature condition, as ANR increases, 
the NOx conversion
the NOx  conversion  efficiency increases and the NHNH
efficiency increases and the  3 slip increases
3  slip  too. Based
increases too.  on the
Based  reactions
on the  in SCR,
reactions in 
the NH3 and NOx
SCR, the NH are mixed under stoichiometric conditions (shows in equations (3)–(5)) to achieve a
3  and NOx are mixed under stoichiometric conditions (shows in equations 3) – (5)) to 

high NOx conversion efficiency. When ANR increases to a higher value, there would be NH3 slip.
achieve a high NOx conversion efficiency. When ANR increases to a higher value, there would be 
NH3 slip. 
(1) It could be found that the NH3 slip is very little and close to zero when ANR is below 0.8 under all
(1) It could be found that the NH
six boundary conditions. When 3 slip is very little and close to zero when ANR is below 0.8 under 
ANR is above 1.1, the NH3 slip under boundary conditions with
all six boundary conditions. When ANR is above 1.1, the NH
Point 1, 3, 4, 5, 6 conditions, would be above 25 ppm which exceeds 3 slip under boundary conditions 
the regulation requirement in
with 
this experimental study. When ANR is between 0.8–0.9, the NH3 slip isexceeds 
Point  1,  3,  4,  5,  6  conditions,  would  be  above  25  ppm  which  very low the  regulation 
under all six
requirement in this experimental study. When ANR is between 0.8–0.9, the NH
boundary conditions. 3 slip is very low 

(2) under all six boundary conditions. 
The NOx conversion efficiency becomes higher as ANR increases. When the ANR is higher than
(2) The NOx conversion efficiency becomes higher as ANR increases. When the ANR is higher than 
0.9, the NOx conversion efficiency could reach above 80%.
0.9, the NOx conversion efficiency could reach above 80%. 
Considering
Considering  the the  regulation
regulation  requirements
requirements  on on  NOx
NOx  emissions
emissions  and and  NH
NH33  slip,
slip,  it
it  would
would  be be 
recommended that the ANR be set in range
recommended that the ANR be set in range of 0.9–1.1.  of 0.9–1.1.
Energies 2020, 13, 4462 13 of 15
Energies 2020, 13, x FOR PEER REVIEW  13  of  15 

 
Figure 17. NOx conversion efficiency and NH
Figure 17. NOx conversion efficiency and NH33 slip by ANR. 
slip by ANR.

4. Conclusions
4. Conclusions 
This
This paper
paper  presents a comprehensive
presents  experimental
a  comprehensive  study on
experimental  aftertreatment
study  system NOx
on  aftertreatment  emissions
system  NOx 
and NH slip
emissions and NH
3 for different aftertreatment concepts considering the China non-road Stage IV
3 slip for different aftertreatment concepts considering the China non‐road Stage 
emission
regulations.
IV  emission Itregulations. 
introduces aIt SCR sizing strategy
introduces  for a 6-cylinder
a  SCR  sizing  strategy  non-EGR mid-range
for  a  6‐cylinder  Diesel mid‐range 
non‐EGR  engine for
non-road applications, and provides alternative solutions to determine the SCR size in DOC+DPF+SCR
Diesel engine for non‐road applications, and provides alternative solutions to determine the SCR size 
scheme to meet the China
in  DOC+DPF+SCR  scheme Stage IV regulation
to  meet  requirements.
the  China  Specifically,
Stage  IV  regulation  the findingsSpecifically, 
requirements.  include: the 
findings include: 
(1) The three concepts could meet the regulation limits for NOx emissions and NH3 slip by selecting
an appropriate length. It is suggested to use an aged catalyst system in SCR sizing
(1) The three concepts could meet the regulation limits for NOx emissions and NH research work
3 slip by selecting 
when taking real world application into consideration.
an appropriate length. It is suggested to use an aged catalyst system in SCR sizing research work 
(2) when taking real world application into consideration. 
There is little effect on emission results during NRTC when the aftertreatment inlet/outlet is
with insulation or without insulation. The emission results with both strategies could meet the
(2) There is little effect on emission results during NRTC when the aftertreatment inlet/outlet is with 
non-road China Stage IV regulation limits.
insulation or without insulation. The emission results with both strategies could meet the non‐
(3) road China Stage IV regulation limits. 
It is recommended to select Concept 2 which could meet the regulation requirements considering
multiple factors in theto 
(3) It  is  recommended  SCR sizing
select  strategy.2  Substrate
Concept  impact
which  could  and the 
meet  ANRregulation 
impact arerequirements 
investigated
based on Concept 2. The results show that by applying the aftertreatment of SCR substrate with
considering multiple factors in the SCR sizing strategy. Substrate impact and ANR impact are 
600 cpsi cell density, the NOx conversion capability is stronger than that with 400 cpsi cell density
investigated based on Concept 2. The results show that by applying the aftertreatment of SCR 
when the SCR size is the same. The current dosing strategy is capable and recommended ANR is
substrate with 600 cpsi cell density, the NOx conversion capability is stronger than that with 400 
0.9–1.1
cpsi  if density 
cell  considering
when dosing strategy
the  SCR  size  optimization.
is  the  same.  The  current  dosing  strategy  is  capable  and 
(4) recommended ANR is 0.9–1.1 if considering dosing strategy optimization. 
It can be regarded the SCR length in Concept 3 is the shortest length that can meet the NOx
emissions
(4) It  limit and NH3 slip limit in theConcept 3 is 
can  be  regarded the SCR length in  regulation inthe 
these experiments.
shortest  Emission
length that  results during
can  meet the NOx 
emissions  limit  and  NH3  slip  limit  in  the  regulation  in  these  experiments.  Emission isresults 
NRTC with the ASC concept are discussed based on Concept 3. As the total SCR length short
for the ASC concept, there is no optimization of the emission results in this case.
during NRTC with the ASC concept are discussed based on Concept 3. As the total SCR length 
is short for the ASC concept, there is no optimization of the emission results in this case. 
In the Chinese market, aftertreatment would be applied for the first time in non-road applications.
It would be quite
In  the  Chinese significant
market, to aftertreatment 
develop shorterwould 
aftertreatment to meet
be  applied  for the
the limited installation
first  time  space
in  non‐road 
available on vehicles
applications.  It  would andbe achieve lower cost, to 
quite  significant  while guaranteeing
develop  the whole robustness
shorter  aftertreatment  of the 
to  meet  the limited 
system
emission capabilities. This SCR sizing strategy helps to balance these complex requests for
installation  space  available  on  vehicles  and  achieve  lower  cost,  while  guaranteeing  the  whole  non-road
applications.
robustness  of For
the further improvement,
system  one could This 
emission  capabilities.  optimize
SCR the integrated
sizing  control
strategy  helps strategies with
to  balance  the
these 
selected
complex SCR size. for  non‐road  applications.  For  further  improvement,  one  could  optimize  the 
requests 
integrated control strategies with the selected SCR size. 
Energies 2020, 13, 4462 14 of 15

Author Contributions: Conceptualization, L.X.; Formal analysis, L.X.; Methodology, L.X.; Project administration,
F.Q.; Supervision, G.J.; Validation, L.X.; Writing—original draft, L.X.; Writing—review & editing, L.X. All authors
have read and agreed to the published version of the manuscript.
Funding: This research was funded by Natural Science Foundation of Hubei Province (No. 2019CFB694) and
Hubei Provincial Department of Education Science and Technology Research (No. B2018003).
Conflicts of Interest: The authors declare no conflict of interest.

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