CN213510804U

CN213510804U - Emission control system

Info

Publication number: CN213510804U
Application number: CN202022075750.9U
Authority: CN
Inventors: 王东升; 王晓华; 张瑜
Original assignee: Weichai Power Co Ltd
Current assignee: Weichai Power Co Ltd
Priority date: 2020-09-21
Filing date: 2020-09-21
Publication date: 2021-06-22
Anticipated expiration: 2030-09-21

Abstract

The utility model provides an emission control system, this emission control system includes: a first NOx sensor, a second NOx sensor, a third NOx sensor, a first temperature sensor, a second temperature sensor, a third temperature sensor, a fourth temperature sensor, a first LNT, a first aftertreatment device, a second LNT, a second aftertreatment device, and a third aftertreatment device. For the gas discharged from the outlet of the turbocharger, the first LNT, the first aftertreatment device, the second LNT, the second aftertreatment device and the third aftertreatment device are respectively utilized to convert the nitrogen oxides in the gas to obtain the finally discharged gas, a urea injection system is not needed, the problem of low nitrogen oxide conversion rate at low temperature is avoided, the nitrogen oxides in the gas discharged by the automobile are reduced, and the finally discharged gas of the automobile meets the corresponding emission standard.

Description

Emission control system

Technical Field

The utility model relates to an internal-combustion engine technical field, concretely relates to emission control system.

Background

With the development of science and technology, automobiles become one of the most common transportation means at present, and more people use the automobiles as transportation means. However, due to environmental requirements, the emission standards of China are more and more demanding for the gas emitted by automobiles. Therefore, how to control the gas emitted by the automobile to meet the corresponding emission standard is a problem which needs to be solved urgently at present.

SUMMERY OF THE UTILITY MODEL

In view of the above, embodiments of the present invention provide an emission control system to reduce nitrogen oxides in the gas emitted from an automobile.

In order to achieve the above object, the embodiment of the present invention provides the following technical solutions:

the embodiment of the utility model discloses emission control system, emission control system includes: a first nitrogen oxide sensor, a second nitrogen oxide sensor, a third nitrogen oxide sensor, a first temperature sensor, a second temperature sensor, a third temperature sensor, a fourth temperature sensor, a first nitrogen oxide trap LNT, a first aftertreatment device, a second LNT, a second aftertreatment device, and a third aftertreatment device;

a first end of the first LNT is connected to an outlet of a turbocharger, the first nitrogen oxide sensor and the first temperature sensor, respectively, and a second end of the first LNT is connected to the second temperature sensor and a first end of the first aftertreatment device, respectively;

a second end of the first aftertreatment device is connected to the second oxynitride sensor, the third temperature sensor, and a first end of the second LNT, respectively;

a first end of the second LNT is connected to the hydrocarbon HC injector, and a second end of the second LNT is connected to the first end of the second aftertreatment device;

the second end of the second post-processing device is connected with the first end of the third post-processing device;

a second end of the third aftertreatment device is connected with the third nitrogen oxide sensor and the fourth temperature sensor respectively;

and the gas discharged from the outlet of the turbocharger is processed by the first LNT, the first aftertreatment device, the second LNT, the second aftertreatment device and the third aftertreatment device respectively to obtain the finally discharged gas.

Preferably, the first aftertreatment device is a DPF technology SCRF device coated with an SCR catalyst.

Preferably, the second aftertreatment device is a selective catalytic reduction, SCR, device.

Preferably, the third aftertreatment device is an ammonia slip catalyst ASC.

Preferably, the emission control system further comprises: a controller;

the controller is respectively connected with the first nitrogen oxide sensor, the second nitrogen oxide sensor, the third nitrogen oxide sensor, the first temperature sensor, the second temperature sensor, the third temperature sensor and the fourth temperature sensor.

Preferably, the SCRF device includes at least an SCRF model.

Preferably, the first temperature sensor, the second temperature sensor, the third temperature sensor and the fourth temperature sensor are thermistor temperature sensors.

Preferably, the first temperature sensor, the second temperature sensor, the third temperature sensor and the fourth temperature sensor are resistance temperature detectors.

Based on above-mentioned the embodiment of the utility model provides an emission control system, this emission control system includes: a first NOx sensor, a second NOx sensor, a third NOx sensor, a first temperature sensor, a second temperature sensor, a third temperature sensor, a fourth temperature sensor, a first LNT, a first aftertreatment device, a second LNT, a second aftertreatment device, and a third aftertreatment device. For the gas discharged from the outlet of the turbocharger, the first LNT, the first aftertreatment device, the second LNT, the second aftertreatment device and the third aftertreatment device are respectively utilized to convert the nitrogen oxides in the gas to obtain the finally discharged gas, a urea injection system is not needed, the problem of low nitrogen oxide conversion rate at low temperature is avoided, the nitrogen oxides in the gas discharged by the automobile are reduced, and the finally discharged gas of the automobile meets the corresponding emission standard.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

Fig. 1 is a schematic structural diagram of an emission control system according to an embodiment of the present invention;

fig. 2 is a schematic diagram of an emission control system according to an embodiment of the present invention;

fig. 3 is a flowchart of an emission control method according to an embodiment of the present invention;

fig. 4 is a schematic control logic diagram of an emission control method according to an embodiment of the present invention;

fig. 5 is a block diagram of an emission control device according to an embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

In this application, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

Hereinafter, embodiments will be described with reference to the drawings. The embodiments described below do not limit the scope of the invention described in the claims. Further, the entire contents shown in the following embodiments are not limited to those required as a solution of the invention described in the claims.

As can be seen from the background art, the requirement for the gas discharged from the automobile is more and more demanding due to the environmental protection requirement, and how to control the gas discharged from the automobile to meet the corresponding emission standard is a problem that needs to be solved urgently at present.

Therefore, the embodiment of the utility model provides an emission control system to the gas that turbo charger's export was discharged, utilizes first LNT, first aftertreatment device, second LNT, second aftertreatment device and third aftertreatment device to change the nitrogen oxide in this gas respectively, obtains the gas of final emission to do not need urea injection system, avoid the low problem of nitrogen oxide conversion rate under the low temperature, with the nitrogen oxide in the gas that reduces the car and discharge.

For better understanding of the english abbreviations appearing in the embodiments of the present invention, the explanation is made by the following contents.

LNT: the nitrogen oxide Trap (Lean NOx Trap) can adsorb nitrogen oxide (NOx) during Lean combustion and desorb and convert NOx during rich combustion, and has certain conversion efficiency on NOx.

SCR: selective Catalytic Reduction (Selective Catalytic Reduction).

ASC: ammonia slip catalyst (ammonia slip catalyst).

SCRF: DPF technology (Selective Catalytic Reduction on Filter) coated with SCR catalyst.

DPF: particle trap (Diesel Particulate Filter).

Referring to fig. 1, a schematic structural diagram of an emission control system according to an embodiment of the present invention is shown, where the emission control system includes: first nitrogen oxide sensor 101, second nitrogen oxide sensor 102, third nitrogen oxide sensor 103, first temperature sensor 104, second temperature sensor 105, third temperature sensor 106, fourth temperature sensor 107, first LNT108, first aftertreatment device 109, second LNT110, second aftertreatment device 111, and third aftertreatment device 112.

A first end of the first LNT108 is connected to the outlet of the turbocharger, the first nox sensor 101 and the first temperature sensor 104, respectively, and a second end of the first LNT108 is connected to the second temperature sensor 105 and a first end of the first aftertreatment device 109, respectively.

A second end of the first aftertreatment device 109 may be coupled to a first end of the second nox sensor 102, the third temperature sensor 106, and the second LNT110, respectively.

A first end of the second LNT110 is connected to a hydrocarbon injector (also called HC injector) and a second end of the second LNT110 is connected to a first end of a second aftertreatment device 111.

The second end of the second aftertreatment device 111 is connected to the first end of the third aftertreatment device 112.

A second end of the third aftertreatment device 112 is connected to the third nox sensor 103 and the fourth temperature sensor 107, respectively.

The gas discharged from the outlet of the turbocharger is processed by the first LNT108, the first aftertreatment device 109, the second LNT110, the second aftertreatment device 111, and the third aftertreatment device 112, respectively, to obtain the final discharged gas.

Preferably, the emission control system further comprises: and the controller is respectively connected with the first nitrogen oxide sensor, the second nitrogen oxide sensor, the third nitrogen oxide sensor, the first temperature sensor, the second temperature sensor, the third temperature sensor and the fourth temperature sensor. The controller receives signals sent by each temperature sensor and each nitrogen oxide sensor, and performs relevant control according to the received signals.

It is understood that the SCRF device contains at least a SCRF model.

The first temperature sensor, the second temperature sensor, the third temperature sensor and the fourth temperature sensor are thermistor temperature sensors, and similarly, the first temperature sensor, the second temperature sensor, the third temperature sensor and the fourth temperature sensor may also be resistance temperature detectors, and the types of the temperature sensors are not specifically limited herein.

It is understood that the first LNT is controlled based on the oxygen concentration signal and the nitrogen oxide concentration signal output from the first and second nitrogen oxide sensors, and based on the upstream and downstream temperature signals of the first LNT (temperature signals output from the first and third temperature sensors).

Similarly, the second LNT is controlled based on the oxygen concentration signal and the nitrogen oxide concentration signal output from the second nitrogen oxide sensor and the third nitrogen oxide sensor, and based on the upstream and downstream temperature signals of the second LNT (temperature signals output from the third temperature sensor and the fourth temperature sensor).

It should be noted that the upstream and downstream in the embodiment of the present invention are determined according to the flow direction of the gas.

Specific contents of the treatment of the exhaust gas discharged from the outlet of the turbocharger are as follows.

The control scheme for the first LNT is: the adsorption amount of the first LNT (the amount of adsorbed NOx) is determined based on the oxygen concentration signal and the nitrogen oxide concentration signal output from the first nitrogen oxide sensor and the second nitrogen oxide sensor, and based on the upstream and downstream temperature signals of the first LNT. When the adsorption capacity of the first LNT reaches a preset value, the engine is controlled to perform in-cylinder post-injection, and the air-fuel ratio is adjusted to enable the exhaust gas entering the first LNT to enter a rich-burn mode, so that the first LNT is desorbed.

The first gas discharged after the first LNT desorption may have NOx, the first gas discharged after the first LNT desorption is treated by the first aftertreatment device, the NOx in the first gas is continuously converted, and a second gas (gas discharged after the first gas is treated by the first aftertreatment device) is discharged, the second gas enters the second LNT, and the NOx in the second gas is continuously treated by the second LNT.

The control scheme for the second LNT is: the adsorption amount of the second LNT is determined based on the oxygen concentration signal and the nitrogen oxide concentration signal output from the second nitrogen oxide sensor and the third nitrogen oxide sensor, and based on the upstream and downstream temperature signals of the second LNT. When the adsorption capacity of the second LNT reaches a preset value, the engine is controlled to perform HC injection, and the air-fuel ratio is adjusted to enable the exhaust gas entering the second LNT to enter a rich mode, so that the second LNT is desorbed.

And NOx possibly still exists in the third gas discharged after the second LNT desorption, the third gas discharged after the second LNT desorption is processed by the second aftertreatment device and the third aftertreatment device respectively, the NOx in the third gas is continuously converted, and finally discharged gas is discharged by the third aftertreatment device.

It is understood that after the desorption of the first LNT and the second LNT is completed, the air-fuel ratio of the engine is adjusted to enable the first LNT and the second LNT to enter a lean mode, so that the first LNT and the second LNT can continuously adsorb NOx.

For the first LNT, since the first LNT is closely coupled to the engine, the first LNT is hotter, and therefore the first LNT ignites faster and has a higher conversion efficiency for NOx at low temperatures.

At high temperatures, the second LNT is cooler and more suitable for NOx adsorption because it is disposed at the far end of the engine.

In combination with the above, the first LNT and the second LNT are controlled in different regions, and the corresponding emission standards (e.g., national six and more strict emission standards) can be achieved without the need for a conventional urea injection system.

That is to say, when the adsorption capacity of the first LNT reaches the set value, the limited desorption condition is the engine middle load condition, the desorption of the first LNT is realized by controlling the engine to perform in-cylinder post-injection, and the first, second and third post-treatment devices ensure that the tail gas such as NOx leaked in the desorption process of the first LNT is completely treated by the downstream component.

When the adsorption capacity of the second LNT reaches a set value, the limited desorption condition is the high-load condition of the engine, desorption of the second LNT is realized through HC injection at the upstream of the second LNT, and other substances such as NOx generated by desorption of the second LNT can be processed by the second aftertreatment device and the third aftertreatment device.

The embodiment of the utility model provides an in, to the gas that turbo charger's export was discharged, utilize first LNT, first aftertreatment device, second LNT, second aftertreatment device and third aftertreatment device to change the nitrogen oxide in this gas respectively, obtain the gas of final emission to do not need urea injection system, avoid the problem that nitrogen oxide conversion rate is low under the low temperature, reduce the nitrogen oxide in the gas of automobile emission, make the gas of automobile final emission accord with corresponding emission standard.

With reference to fig. 1, in a specific implementation, the first aftertreatment device is an SCRF device, the second aftertreatment device is an SCR device, and the third aftertreatment device is an ASC, see fig. 2, which shows an architectural diagram of an emission control system provided by an embodiment of the present invention, and the emission control system includes: a first nitrogen oxide sensor (NOx1 in fig. 2), a second nitrogen oxide sensor (NOx2 in fig. 2), a third nitrogen oxide sensor (NOx3 in fig. 2), a first temperature sensor (T1 in fig. 2), a second temperature sensor (T2 in fig. 2), a third temperature sensor (T3 in fig. 2), a fourth temperature sensor (T4 in fig. 2), a first LNT (LNT 1 in fig. 2), a SCRF device, a second LNT (LNT 2 in fig. 2), an SCR device, and an ASC.

A first end of the first LNT is coupled to an outlet of the turbocharger, a first nitrogen oxide sensor (NOx1), and a first temperature sensor (T1), respectively, and a second end of the first LNT108 is coupled to a second temperature sensor (T2), and a first end of the SCRF device, respectively.

The second end of the SCRF device is coupled to the first end of the second nitrous oxide sensor (NOx2), the third temperature sensor (T3), and the second LNT, respectively.

A first end of the second LNT is coupled to the HC injector and a second end of the second LNT is coupled to a first end of the SCR device.

The second terminal of the SCR device is connected to the first terminal of the ACS, i.e. the ACS is arranged at the tail end of the SCR device.

It should be noted that in fig. 2, the SCR unit and the ACS are in the same block.

A second end of the ACS is coupled to a third nitrogen oxide sensor (NOx3) and a fourth temperature sensor (T4), respectively.

The gas discharged from the outlet of the turbocharger is processed by the first LNT, the SCRF device, the second LNT, the SCR device and the ASC respectively to obtain the final discharged gas.

It will be appreciated that the first LNT generates high temperature and NH3 (ammonia) during desorption, which may facilitate active regeneration of the SCRF device to combust particulates. At the same time, under the action of the SCR catalyst of the SCRF device, NH3 can react with NOx in the exhaust gas to reduce the NOx content emitted from the SCRF device, i.e., reduce the NOx content at the outlet of the SCRF device.

It should be noted that, because the first LNT has a limited NOx conversion capacity, a portion of NO2 (nitrogen dioxide) enters the SCRF device, causing passive regeneration of soot inside the SCRF device.

It is understood that the exhaust gas such as NOx/NH3/HC/CO (carbon monoxide) leaked during desorption of the first LNT can be disposed of by the SCRF device, the second LNT, the SCR device and the ASC.

Gases such as NOx/NH3 generated by desorption of the second LNT are disposed of by the SCR device and ASC.

The embodiment of the utility model provides an in, to the gas that turbo charger's export was discharged, utilize first LNT, SCRF device, second LNT, SCR device and ASC to change the nitrogen oxide in this gas respectively, obtain the gas of final emission, do not need urea injection system, avoid the problem that nitrogen oxide conversion rate is low under the low temperature, reduce the nitrogen oxide in the gas that the car discharged, make the gas that the car finally discharged accord with corresponding emission standard.

Corresponding to the emission control system provided by the embodiment of the present invention, referring to fig. 3 in combination with the contents shown in fig. 1 and fig. 2, the embodiment of the present invention further provides a flow chart of an emission control method, where the emission control method includes:

step S301: the adsorption amount of the first LNT is determined based on the oxygen concentration signals and the nitrogen oxide concentration signals output by the first and second nitrogen oxide sensors, and based on the temperature signals output by the first and third temperature sensors.

Step S302: and if the adsorption quantity of the first LNT reaches a set value, controlling the engine to perform in-cylinder post-injection so as to desorb the first LNT.

Step S303: the adsorption amount of the second LNT is determined based on the oxygen concentration signal and the nitrogen oxide concentration signal output from the second nitrogen oxide sensor and the third nitrogen oxide sensor, and based on the temperature signals output from the third temperature sensor and the fourth temperature sensor.

Step S304: and if the adsorption quantity of the second LNT reaches a set value, controlling the engine to perform HC injection, so that the second LNT is desorbed.

It should be noted that, the execution principle of steps S301 to S304 and the subsequent process of processing the gas generated during desorption of the first LNT and the second LNT can refer to the contents shown in fig. 1 and fig. 2 of the embodiment of the present invention, and are not repeated herein.

To better explain the contents of the emission control method, the contents shown in fig. 1 and 2 are combined and exemplified by a control logic diagram of the emission control method shown in fig. 4.

In fig. 4, the adsorption efficiency of LNT1 is correlated to the upstream and downstream temperatures of LNT1 and the actual adsorption amount of LNT 1.

The NOx conversion efficiency of LNT1 correlates with the upstream and downstream temperature and adsorption efficiency of LNT 1.

The passive regeneration efficiency of the SCRF device correlates to the NOx conversion efficiency of LNT1, the upstream and downstream temperatures of the SCRF device, and the carbon loading of the SCRF device.

The desorption efficiency of LNT1 correlates with air-fuel ratio, upstream and downstream temperatures of LNT1, and adsorption efficiency.

The active regeneration efficiency of the SCRF device correlates to the desorption efficiency of the LNT1, the upstream and downstream temperatures of the SCRF device, and the carbon loading of the SCRF device.

The NOx conversion efficiency of the SCRF device correlates with the desorption efficiency of the LNT 1.

The adsorption efficiency of LNT2 correlates with the NOx conversion efficiency of the SCRF device and the upstream and downstream temperatures of LNT 2.

The NOx conversion efficiency of LNT2 correlates with the adsorption efficiency of LNT2 and the upstream and downstream temperatures of LNT 2.

The desorption efficiency of LNT2 correlates with the adsorption efficiency of LNT2, the air-fuel ratio, and the upstream and downstream temperature of LNT 2.

The NOx conversion efficiency of the SCR device and the ASC is correlated to the desorption efficiency of LNT2, the temperature signal output by the third temperature sensor, and the temperature signal output by the fourth temperature sensor.

The closed-loop feedback control is performed according to the control logic diagram shown in fig. 4, and it should be noted that the content shown in fig. 4 is only for illustration.

It will be appreciated that since the first LNT typically has a high precious metal content, there will be a periodic desulfation process, and both high temperature desulfation and low temperature desulfation will have an effect on the carbon loading of the SCRF device, so the SCRF device will automatically correct the carbon loading based on the internal carbon loading and temperature model.

The embodiment of the utility model provides an in, when confirming the adsorption capacity of first LNT and second LNT and reaching the setting value, make first LNT and second LNT carry out the desorption through adjusting the air-fuel ratio. When the gas discharged by the turbocharger is treated, the first LNT device, the SCRF device, the second LNT device, the SCR device and the ASC are respectively utilized to convert nitrogen oxides in the gas to obtain the finally discharged gas, a urea injection system is not needed, the problem of low nitrogen oxide conversion rate at low temperature is avoided, the nitrogen oxides in the gas discharged by an automobile are reduced, and the finally discharged gas of the automobile meets the corresponding emission standard.

Corresponding to the above description, the embodiment of the present invention provides a method for controlling emissions, see fig. 5, the embodiment of the present invention further provides a structural block diagram of an emission control device, where the emission control device includes: a first determination unit 501, a first desorption unit 502, a second determination unit 503, and a second desorption unit 504;

a first determination unit 501 for determining the adsorption amount of the first LNT based on the oxygen concentration signal and the nitrogen oxide concentration signal output from the first nitrogen oxide sensor and the second nitrogen oxide sensor, and based on the temperature signals output from the first temperature sensor and the third temperature sensor.

And the first desorption unit 502 is configured to control the engine to perform in-cylinder post-injection if the adsorption amount of the first LNT reaches a set value, so that the first LNT is desorbed.

A second determination unit 503 for determining the adsorption amount of the second LNT based on the oxygen concentration signal and the nitrogen oxide concentration signal output from the second nitrogen oxide sensor and the third nitrogen oxide sensor, and based on the temperature signals output from the third temperature sensor and the fourth temperature sensor.

And a second desorption unit 504 configured to control the engine to perform HC injection and desorb the second LNT if the adsorption amount of the second LNT reaches a set value.

To sum up, the embodiment of the utility model provides an emission control system, to the gas that turbo charger's export was discharged, utilize first LNT, first aftertreatment device, second LNT, second aftertreatment device and third aftertreatment device to the nitrogen oxide in this gas respectively and change, obtain the gas of final emission to do not need urea injection system, avoid the problem that the nitrogen oxide conversion rate is low under the low temperature, reduce the nitrogen oxide in the gas of automobile emission, make the gas of automobile final emission accord with corresponding emission standard.

The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, the system or system embodiments are substantially similar to the method embodiments and therefore are described in a relatively simple manner, and reference may be made to some of the descriptions of the method embodiments for related points. The above-described system and system embodiments are only illustrative, wherein the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An emissions control system, comprising: a first nitrogen oxide sensor, a second nitrogen oxide sensor, a third nitrogen oxide sensor, a first temperature sensor, a second temperature sensor, a third temperature sensor, a fourth temperature sensor, a first LNT, a first aftertreatment device, a second LNT, a second aftertreatment device, and a third aftertreatment device;

2. The emissions control system of claim 1, wherein the first aftertreatment device is a DPF technology SCRF device coated with an SCR catalyst.

3. The emissions control system of claim 1, wherein the second aftertreatment device is a Selective Catalytic Reduction (SCR) device.

4. The emissions control system of claim 1, wherein the third aftertreatment device is an ammonia slip catalyst, ASC.

5. The emissions control system of claim 1, further comprising: a controller;

6. The emissions control system of claim 2, wherein the SCRF device comprises at least a SCRF model.

7. The emissions control system of claim 1, wherein the first, second, third, and fourth temperature sensors are thermistor temperature sensors.

8. The emissions control system of claim 1, wherein the first, second, third, and fourth temperature sensors are resistive temperature detectors.