CN102197203B - 冷起动内燃机的方法和设备 - Google Patents

冷起动内燃机的方法和设备 Download PDF

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CN102197203B
CN102197203B CN2008801316606A CN200880131660A CN102197203B CN 102197203 B CN102197203 B CN 102197203B CN 2008801316606 A CN2008801316606 A CN 2008801316606A CN 200880131660 A CN200880131660 A CN 200880131660A CN 102197203 B CN102197203 B CN 102197203B
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combustion engine
internal
predetermined temperature
catalyst converter
oxidation catalyst
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CN102197203A (zh
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伦纳特·安德森
伯特-因格·贝蒂尔松
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    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
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    • F01N13/0097—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
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    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
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Abstract

本发明涉及一种具有排气后处理系统的内燃机冷起动时降低排放的方法，其中所述排气后处理系统包括：至少一个柴油氧化催化器(DOC)、至少一个柴油颗粒过滤器(DPF)和选择性催化还原(SCR)单元，所述方法包括如下步骤：在冷起动所述内燃机之前加热DOC，当所述DOC达到预定温度时起动并控制内燃机接近低的NOx排放，当所述DPF和SCR达到预定温度时优化燃料消耗接近预定的总排放水平。

Description

冷起动内燃机的方法和设备
技术领域
本发明涉及根据独立权利要求的前序部分所述的、使内燃机冷起动的方法和设备。
背景技术
配备有柴油或另外的稀燃发动机的车辆提供了提高燃料经济性的益处，然而，由于排气中高的氧气含量，需要控制这类发动机的氮氧化物(NOx)排放。对此，已知选择性的催化还原(SCR)催化器可达到高的NOx转换效率，其中通过将还原剂如脲有效注入进入该催化器的排气混合物中，而连续除去NOx。
然而，在起作用之前，排气后处理系统(EATS或EGAS)需要达到特定的操作温度。因此，在冷起动状态过程中的非常有限的一段时间内，释放出在行程过程中排放到大气中的污染物总量中的相当大的量。
为降低这种冷起动状态中的污染，希望使排气后处理系统达到它的操作温度所需要的时间最小化。通常这通过提高冷起动状态中发动机上的负荷来实现。然而，更高的负荷需要更多的燃料，这会导致产生的污染增加，其与希望降低排放相悖。
发明内容
因此本发明的一个目的是提供降低燃料消耗同时降低污染的内燃机冷起动的方法。
通过独立权利要求的技术特征达到该目的。其它权利要求和说明书公开了本发明的有利实施方式。
根据本发明的第一个方面，提供了一种在具有排气后处理系统的内燃机冷起动时降低排放的方法，其中所述排气后处理系统包括：至少一个柴油氧化催化器(DOC)、至少一个柴油颗粒过滤器(DPF)和选择性催化还原(SCR)单元。所述方法包括如下步骤：在冷起动所述内燃机之前加热DOC，当所述DOC达到预定温度时起动并控制内燃机接近NOx排放的预定极限值，当所述DPF和SCR达到预定温度时优化燃料消耗接近预定的总排放水平。
在本发明的另一实施方式中，在起动所述内燃机之前，通过如下方式进行所述DOC的所述加热：在所述内燃机的燃料供给被切断，并且所述内燃机的选定设置使得从气缸的出口阀出来的气体温度高于从所述气缸的入口阀进入的气体温度的情况下，用电子装置曲柄发动(cranking)该内燃机。
该实施方式的优势是可仅通过内装式设备进行加热，例如在混合动力车中，用于曲柄发动发动机的装置可以是电源输入，并且选择用于内燃机的设置可以是改变排气阀关闭和开启的时间。
在本发明的另一实施方式中，通过利用HCCI燃烧原理达到所述NOx排放的预定极限值。
该实施方式的优势是发动机可以在相对低温的EATS下运行并仍然满足普遍的污染要求。
在本发明的另一实施方式中，通过使用至少50％的EGR达到所述NOx排放的预定极限值。
该实施方式的优势是可使用EGR调节用于控制NOx排放，同时因为它可以用于降低HCCI模式或PHCCI模式中的燃烧温度。
在本发明的另一实施方式中，当在其中设有所述内燃机的车辆移动时，进行所述DOC的所述加热。
该实施方式的优势是不一定要在车辆停止时进行加热，并可因此为驾驶员节省时间。
另一个优势会是车辆的动量可用作为对加热DOC的装置提供能量的另一个来源。
在本发明的另一实施方式中，当在其中设有所述内燃机的车辆停止时，进行所述DOC的所述加热。
该实施方式的优势是加热不取决于车辆的驾驶状态。
在本发明的另一实施方式中，所述设置是调整排气阀以进行排气制动。
该实施方式的优势是可使用现有的技术加热EATS，其不取决于车辆的驾驶状态。
在本发明的另一实施方式中，还包括以下步骤：在所述DOC和所述DPF之间，提供HC-捕集器、NOx-捕集器和具有阀的旁路通道，关闭所述旁通阀直到所述DOC达到所述预定的温度，当所述DOC处于所述预定温度和高于所述预定温度时打开所述旁通阀，当所述SCR低于预定温度，操作者需要发动机具有高于预定值的NOx值时，关闭所述旁通阀。
该实施方式的优势是可在EATS中通过其自身或者与另一加热源结合或者通过自身进行排气的调节，并从而控制它的温度。
在本发明的第二方面，提供了用于使具有排气后处理系统(EGAS)的内燃机冷起动时达到降低排放的设备，其中该排气后处理系统包括至少一个柴油氧化催化器(DOC)、至少一个柴油颗粒过滤器(DPF)和选择性催化还原(SCR)单元。所述设备还包括提供在所述DOC和所述DPF之间的HC-捕集器、NOx-捕集器和具有阀的旁路通道。
该实施方式的优势是对EGAS中的不同单元的温度调节可以在单元自身内完成。
在本发明的另一实施方式中，所述HC-捕集器和所述NOx-捕集器设为独立的部件。
该实施方式的优势是可独立于其它捕集器而优化各个捕集器。
在本发明的另一实施方式中，所述NOx-捕集器材料被涂覆在所述HC-捕集器材料上。
该实施方式的优势是所述捕集器可以是紧凑型的，从而需要小空间，这从而减小了EGAS的总尺寸。
在本发明的第三方面，提供了为使具有排气后处理系统的内燃机冷起动时降低排放的设备，其中该设备包括：至少一个柴油氧化催化器(DOC)、至少一个柴油颗粒过滤器(DPF)和选择性催化还原(SCR)单元，还包括：在冷起动所述内燃机之前加热DOC的装置，当所述DOC达到预定温度时起动并控制内燃机接近NOx排放预定极限值的装置，当所述DPF和SCR达到预定温度时优化燃料消耗接近预定的总排放水平的装置。
在本发明的另一实施方式中，在起动所述内燃机之前用于所述DOC加热的所述装置是用于曲柄发动该内燃机的电子装置，其中所述内燃机的燃料供给被切断，并且所述内燃机的选定设置使得从气缸的出口阀出来的气体温度高于从所述气缸的入口阀进入的气体温度。
该实施方式的优势是可仅通过内装式设备进行加热，例如在混合动力车中用于曲柄发动发动机的装置可以是电源输入，并且为内燃机选择的设置可以是改变排气阀关闭和开启的时间。
在本发明的另一实施方式中，还包括在所述DOC和所述DPF之间的HC-捕集器、NOx-捕集器和具有阀的旁路通道；关闭所述旁通阀直到所述DOC达到所述预定温度的装置；当所述DOC处于所述预定温度或高于所述预定温度时打开所述旁通阀的装置；当所述SCR低于预定温度，操作者需要发动机具有高于预定值的NOx值时，关闭所述旁通阀的装置。
该实施方式的优势是EGAS的温度可通过EGAS中的阀控制，并且彼此独立地调整排气阀以用最有效的方式达到所希望的温度。
附图说明
本发明以及上述和其它的目的和优势可从如下对实施方式的详细描述中得到最好地理解，但不局限于所述实施方式，其中用图解表示：
图1示意性说明了根据本发明使内燃机冷起动方法的流程图。
图2显示了根据本发明的排气后处理系统的实施方式。
在附图中，用相同或类似的标号指代相同或类似的元件。附图仅为示意性的代表，不是旨在描绘本发明的特定参数。
优选实施方式的描述
图1示意性说明了根据本发明使内燃机冷起动方法的流程图。
本发明方法将在具有排气后处理系统的内燃机冷起动时降低排放，其中排气后处理系统包括：至少一个柴油氧化催化器(DOC)、至少一个柴油颗粒过滤器(DPF)和选择性催化还原(SCR)单元。
在第一步110中，在冷起动所述内燃机之前进行DOC的加热。
在起动所述内燃机之前，可通过如下方式进行所述DOC的所述加热：在所述内燃机的燃料供给被切断，并且所述内燃机的选定设置使得从气缸的出口阀出来的气体温度高于从所述气缸的入口阀进入的气体温度的情况下，用电子装置曲柄发动该内燃机。
如上提到的内燃机的所述设置可以是对排气阀的调整，以比正常驾驶情况下更早进行开启，类似于发动机制动，其在不同的实施方式特别是在WO9425740、WO9629508和9722789中有详细描述。
当在其中设有所述内燃机的车辆移动或停止时，可进行所述DOC的所述加热。
曲柄发动发动机而不起动它的电子装置可以是电动机，例如可用在混合动力车中的电动机。混合动力车中的这样的电动机会能够在车辆停止时也可以在车辆向前或向后移动时曲柄发动所述发动机。电动机的另一个实施例可以是比仅用于起动发动机的正常起动器发动机具有稍微高起动能力的起动发动机。该起动发动机能够在延长的一段时间内曲柄发动发动机，然而起动能力与混合动力车中的电子发动机不可比较，其中所述混合动力车中的电子发动机还能够释放移动车辆的能量。比正常起动器发动机具有稍微高起动能力的该起动器发动机可在车辆停止时曲柄发动发动机直到DOC温度达到预定值。
可与上述无燃料供给和排气制动的情况下曲柄发动发动机的步骤结合的其它技术特征是：关闭VGT(可变几何涡轮)，即升高排气系统的背压；打开EGR(排气再循环)阀。EGR阀打开的最佳点取决于发动机的种类并且是F(排气压力、空气密度、环境温度、电功率等)的函数。升高温度的另一方法可以是在发动机的入口侧上设置节流阀，其可以在EGAS的加热阶段调节该节流阀。也可以使用电加热进入的空气和/或排气和/或DOC以及使用与在IC发动机中使用的相同的燃料的燃料电池或燃烧器加热DOC。
在第二步120中，当所述DOC达到预定温度时，进行起动和控制所述内燃机接近NOx排放的预定极限值。催化反应可以在DOC120中在约200℃开始，并且最大催化反应温度可在约300-400℃。因此，DOC的所述预定温度可以设置在所述200-400℃区间中的任何温度。可根据现有技术中熟知的实践完成测量，并且只要温度低于预定温度，所述加热会继续，并且IC发动机的起动被延迟。
为达到NOx排放的预定极限值，可使用的一种燃烧模式是HCCI(均质压燃)或PHCCI(半均质压燃)。HCCI和PHCCI之间的区别是燃烧前混合燃料和空气的步骤。因为DPF和/或SCR仍不在它的工作温度范围内，必须在其中NOx和颗粒污染保持在最低的模式下驱动发动机。PHCCI中的EGR度可以是50-70％。在这样高的EGR含量下，燃点被延迟，这意味着燃料将有更多的时间与空气混合。高的EGR含量和燃料的合适喷射点可使燃烧温度如此低以至于非常慢地产生NOx和烟灰。
在第三步130中，发动机以如下模式运转：其中当所述DPF和SCR达到预定的温度时，将燃料消耗最小化在预定的总排放水平。
可将预定温度设置到DPF的工作温度，其在200-700℃之间。在200℃以下，将没有烟灰颗粒转化为CO2，在700℃以上DPF的老化受到严重影响。SCR的预定温度可设置在与DPF相同的温度区间。只要温度低于DPF和/或SCR的预定温度，发动机在HCCI或PHCCI模式运转，如果操作者需要负荷，但其不能以那些类别的模式运转，电动机将提供需要的模式。
优化的燃料消耗必须考虑当在一定情况下驱动发动机时法律规定的排放水平。
控制EATS温度的其它装置可通过在所述DOC和所述DPF之间提供HC-捕集器、NOx-捕集器和具有阀的旁路通道，关闭所述旁通阀直到所述DOC达到所述预定的温度，当所述DOC在所述预定温度和高于所述预定温度时打开所述旁通阀，当所述SCR低于预定温度，操作者需要发动机具有高于预定值的NOx值时，关闭所述旁通阀。
图2是根据本发明的排气后处理系统(EATS)100的实施方式。所述EATS与内燃机(未显示)如柴油发动机流体连通。所述EATS 100包括入口112、DOC115、HC-捕集器125、NOx-捕集器135、旁路通道145、DPF 155、还原剂喷射器165、SCR 175、清理催化器185和出口187.
DOC 115与内燃机直接流体连通。DOC 115在该实施方式中提供在HC-捕集器125、NOx-捕集器135、DPF 155、SCR 175和清理催化器185的上游。发生在DOC 120中的反应可如下所示：
(1)NO+1/2O2→NO2
DOC 120中的温度特别取决于催化剂材料；HC、CO和O2含量和质量流。催化反应可在DOC 120中在约200℃开始，并且对于反应(1)具有约300-400℃的最大催化转化温度。在达到最大反应温度后，反应可能下降，该下降取决于平衡反应，其中逆反应比式(1)对温度的依赖性更高。
(2)NO2→1/2O2+NO
(3)CO+1/2O2→CO2
(4)烃+X O2→y CO2+z H2O
DOC 115通常以堇青石或金属制得的整体结构的形式制成。所述整体结构可涂有碱金属氧化物和贵金属形式的催化材料，其中贵金属可以是铂和/或钯。
HC-捕集器可由沸石材料制得，该沸石材料可吸附大量HC。该沸石可具有含有交换离子的表面，在该表面这些替代的离子可以是铂、铜或铁。如果该沸石在它的表面上含有铂、铜或铁离子，大量的HC将在温度升高时被氧化。如果该沸石不具有含有这些离子的表面，即，含有氧化性金属离子的表面，并且通过它自身不能自氧化，大量被吸附的HC将在温度升高时被解吸。吸附HC的程度以及氧化或解吸HC的程度取决于温度和材料的选择。
NOx-捕集器也可由沸石制得，在这种情况下该沸石吸附或解吸NOx。NOx-捕集器也可由一种金属氧化物组成，例如，氧化铈或氧化钡，其中这些氧化物可生成亚硝酸盐硝酸盐，该亚硝酸盐硝酸盐在较高温度下将分解为特别是NOx。NOx-捕集器将在低于预定温度时吸附NOx并在高于所述预定温度时解吸NOx。可在NOx-捕集器表面上设有一定量的铂，以提高亚硝酸盐生成的速度。
旁通阀145将会关闭直到DOC达到预定的温度，例如250℃。由于阀145是关闭的，HC被捕集于HC-捕集器125且NOx被捕集于NOx-捕集器135中。当DOC115达到预定温度时，所述阀145被打开，HC在DOC中被氧化。当所述阀打开时，温热的排气将会预热DPF 155和SCR 175。在DPF和SCR的预热阶段，所述发动机在任何可能的低NOx模式下运行，例如HCCI或PHCCI模式。如果驾驶员需要来自这样的发动机的动力，即所述发动机在不将NOx水平增大到一定界限以上就不能从发动机获得所述能量时，在这种情况下所述旁通阀将会关闭，且NOx将被捕集于NO-捕集器135中。当稍后驾驶员需要以低于所述限度的NOx水平从所述发动机得到较少的能量时，所述阀145被再次打开。当根据上述所述DPF和SCR足够温热时，对于所有的能量需要，发动机的燃烧模式从HCCI或PHCCI转换到常规的燃烧模式，并且在这种情况下旁通阀将总是打开的。在该常规的燃烧模式中，其中考虑到排放的法律规定的需要，将燃料消耗最小化，HC-捕集器和NOx-捕集器被加热到一定温度，在该温度所述捕集的HC和NOx可被释放。HC将或者原样在HC-捕集器中或者在DPF中(如果DPF被设计为进行所述操作)被烧掉。来自NOx-捕集器的NOx将在温热的SCR中被还原。
如果所述NOx-捕集器和HC-捕集器包含铂，并且具有在它的操作温度范围的SCR时，所述NOx-捕集器可用于控制NO2/NOx含量。如果DPF之后NO2/NOx变得过低，所述旁通阀145可被关闭以产生更多的NO2。这转而将提高SCR活性以及DPF中HC更好的燃烧。然而，必须保证当发动机关闭时，NOx-捕集器不会变为充满NOx的。
在DPF 155中发生的反应可如下所示：
(5)2NO2+C→NO+CO2
DPF155中的温度可受到DPF155中烟灰层厚度的影响，并且可低至约200℃，但是在高于250℃时变为有效的。在高于约700℃的温度，DPF155自身的老化以及提供在所述DPF155下游的一个或多个催化器将会受到严重影响。
DPF 155可由多孔形式的堇青石或碳化硅或烧结的金属粉制成。所述多孔形式可涂覆有碱金属氧化物和贵金属形式的催化剂材料，其中该贵金属可以是铂和/或钯。在那种情况下，反应1-5在DPF中发生。
如果过多烟灰被捕集在DPF155中，这可能是由于过低的温度和/或发动机的过低的NOx/烟灰造成，可在所述DPF155上游使用热发生器以加热DPF155至合适的工作温度。所述热发生器可以采取不同形式。在第一个实施方式中，可通过将柴油后注入内燃机的一个或多个气缸中和/或将柴油后注入所述DOC115上游的排气系统中，而根据需要升高DPF155中的温度。然后如式4所述，通过DOC115中的燃料的氧化而产生热。
反应(4)可发生的最低温度取决于催化组合物，它还取决于特别是HC的含量。它可在200℃开始，以达到约为350℃的DOC115出口温度，并且可在280℃开始以达到600℃的峰值温度。
催化材料和/或DOC115中的温度决定了式(1)或式(4)中哪个是占主导的。如果DOC115的目的是升高排气的温度，可优化为反应(4)，如果DOC115的目的是产生NO2，可优化为反应(1)。
热发生器的另一个例子可以是电加热的催化器。
在DPF155中发生的另一个反应如下所示：
(6)O2+C→CO2
当反应(6)足够快时，温度在550℃以上，如果过滤器涂覆有催化剂或如果加入的燃料带有催化剂，该温度可稍微降低至约450℃。该较低的温度会使得有必要将催化剂材料加入燃料中，该催化剂材料转而被烟灰颗粒吸附。
在该实施方式中，SCR175被提供在所述DPF155的下游。在SCR175中可能发生的反应如下所示：
(7)4NO+4NH3+O2→4N2+6H2O
(8)2NO+2NO2+4NH3→4N2+6H2O
(9)6NO2+8NH3→7N2+12H2O
(10)4NO2+4NH3→2N2+2N2O+6H2O
由于反应(8)是反应(7)-(10)中的最快的反应，并且为了避免反应(10)，希望保持NO/NO2的比例为约50∶50。
反应(8)可以在SCR175中从约200℃和更高的温度范围内起作用，然而该反应在低得多的温度下开始，但是温度越低反应越慢。在SCR175中反应(7)的开始温度可为约250℃。开始点和温度范围略微受到SCR175中的催化材料的选择的影响。
SCR175能够以堇青石或金属制得的整体结构的形式制成。所述结构可以或者在含有一些氧化钨的氧化钛之上涂有氧化矾，或者含有沸石的涂层。该沸石可包含一些铁或铜成分或一些其它合适的反离子。还有从整体结构中突出的氧化矾催化剂，即该催化剂和所述结构由相同的材料制得。
在图1所示的实施方式中，喷射器165置于DPF155和SCR175之间。所述喷射器165在所述SCR175的上游喷射还原剂材料。该还原剂材料可以是脲、氨、吸附在水中的氨、碳酸铵或可吸附氨的金属氯化物盐。
(11)4NH3+3O2→2N2+6H2O
清理用催化器185是任选的，并且用于通过反应(11)清理过量的氨，但是也可能发生反应7-10。该催化器可包含金属氧化物和一些贵金属，并且可涂在如SCR催化器的类似结构或甚至相同的结构上。
本发明可应用于任何贫燃内燃机例如柴油发动机、具有一个或多个气缸的双燃料/弹性燃料发动机。
所述内燃机可设在车辆，例如货车、卡车、公共汽车、私人汽车、轮式装载机、建筑设备车辆、船、固定发动机等中。
本发明不能被认为是限于以上描述的实施例，不背离权利要求范围的许多另外的变体和改变是可行的。

Claims (11)

1.一种在具有排气后处理系统的内燃机冷起动时降低排放的方法，其中所述排气后处理系统包括：至少一个柴油氧化催化器、至少一个柴油颗粒过滤器和选择性催化还原单元，所述方法包括如下步骤：
-在冷起动所述内燃机之前加热柴油氧化催化器，
-当所述柴油氧化催化器达到预定温度时起动并控制内燃机接近NOx排放的预定极限值，
-当所述柴油颗粒过滤器和选择性催化还原单元达到预定温度时，优化燃料消耗接近预定的总排放水平。
2.根据权利要求1的方法，其中在起动所述内燃机之前，通过如下方式进行所述柴油氧化催化器的所述加热：在所述内燃机的燃料供给被切断，并且所述内燃机的选定设置使得从气缸的出口阀出来的气体温度高于从所述气缸的入口阀进入的气体温度的情况下，用电子装置曲柄发动所述内燃机。
3.根据权利要求1或2的方法，其中通过利用HCCI燃烧原理达到所述NOx排放的预定极限值。
4.根据权利要求1或2的方法，其中通过使用至少50%的EGR达到所述NOx排放的预定极限值。
5.根据权利要求1或2的方法，其中当其内设有所述内燃机的车辆移动时，进行所述柴油氧化催化器的所述加热。
6.根据权利要求1或2的方法，其中当其内设有所述内燃机的车辆停止时，进行所述柴油氧化催化器的所述加热。
7.根据权利要求2的方法，其中所述设置是调整排气阀以进行排气制动。
8.根据权利要求1或2的方法，还包括以下步骤：
-在所述柴油氧化催化器和所述柴油颗粒过滤器之间，提供HC-捕集器、NOx-捕集器和具有旁通阀的旁路通道，其中提供具有所述阀的所述旁路通道用于绕开所述HC-捕集器和所述NOx-捕集器，
-关闭所述旁通阀直到所述柴油氧化催化器达到所述预定温度，
-当所述柴油氧化催化器处于所述预定温度和高于所述预定温度时，打开所述旁通阀，
-当所述选择性催化还原单元低于预定温度，操作者要求内燃机的NOx值高于预定值时，关闭所述旁通阀。
9.一种用于使具有排气后处理系统的内燃机冷起动时达到降低排放的设备，其中所述排气后处理系统包括：至少一个柴油氧化催化器、至少一个柴油颗粒过滤器和选择性催化还原单元，还包括：
在冷起动所述内燃机之前加热柴油氧化催化器的装置，
用于当所述柴油氧化催化器达到预定温度时，起动并控制内燃机接近NOx排放的预定极限值的装置，
用于当所述柴油颗粒过滤器和选择性催化还原单元达到预定温度时，优化燃料消耗接近预定的总排放水平的装置。
10.根据权利要求9的设备，其中在起动所述内燃机之前，用于加热所述柴油氧化催化器的所述装置是在所述内燃机的燃料供给被切断，并且所述内燃机的选定设置使得从气缸的出口阀出来的气体温度高于从所述气缸的入口阀进入的气体温度的情况下，用于曲柄发动所述内燃机的电子装置。
11.根据权利要求9或10的设备，还包括在所述柴油氧化催化器和所述柴油颗粒过滤器之间的HC-捕集器、NOx-捕集器和具有旁通阀的旁路通道，其中提供具有所述旁通阀的所述旁路通道用于绕开所述HC-捕集器和所述NOx-捕集器，
用于关闭所述旁通阀直到所述柴油氧化催化器达到所述预定温度的装置，
用于当所述柴油氧化催化器处于所述预定温度和高于所述预定温度时，打开所述旁通阀的装置，
当所述选择性催化还原单元低于预定温度，操作者要求内燃机的NOx值高于预定值时，用于关闭所述旁通阀的装置。
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