Turbine bypass for a driven turbocharger and method of supplying exhaust gases from an exhaust manifold of an engine through a turbine bypass

Abstract

Turbine bypass (102, 202, 302, 402, 502, 602) for a driven turbocharger (601) for an engine (104, 204, 304, 404, 604) comprising: an exhaust manifold (108, 208, 308, 408, 508) from the engine (104, 204, 304, 404, 604) coupled to a turbine (110, 210, 310, 410) from the driven turbocharger (601); Exhaust gas aftertreatment (114, 214, 314, 414, 514, 614) arranged downstream of the turbine (110, 210, 310, 410); a bypass valve (116, 216, 316, 416, 616) coupled to the exhaust manifold (108, 208, 308, 408, 508) and the exhaust aftertreatment (114, 214, 314, 414, 514, 614); an electronic controller (660) that opens the bypass valve (216, 316, 416, 616) during a cold start or during low load and idle conditions of the engine (104, 204, 304, 404, 604) so ​​that exhaust gases from the exhaust manifold (108, 208, 308, 408, 508) are directed to the exhaust aftertreatment (114, 214, 314, 414, 514, 614) to provide additional heat to the exhaust aftertreatment (114, 214, 314, 414, 514, 614); a restriction (217) in the turbine bypass (102, 202, 302, 402, 502, 602) providing pressure to the exhaust manifold (108, 208, 308, 408, 508) to enable EGR flow through a high pressure EGR portion (209).

Description

BACKGROUND

[0001] Driven turbochargers represent an improvement over conventional turbochargers because driven turbochargers (super turbochargers) are driven by more than just the exhaust turbine, thus providing additional operating modes through constraints. DE 10 2009 016 266 A1 describes an exhaust manifold of an exhaust system of an internal combustion engine, which has a shell enclosing the exhaust flow, which is provided on its inner side, at least in some regions, with an insulating layer made of heat-insulating material. The insulating layer is protected from the exhaust flow by a jacket.DE 10 2013 001 453 A1 describes a method for operating an internal combustion engine, wherein the internal combustion engine is assigned at least one turbine to which exhaust gas leaving the internal combustion engine can be fed for expanding the exhaust gas, wherein energy obtained in this case is used to drive at least one compressor or at least one generator, wherein the internal combustion engine is assigned at least one catalytic converter to which exhaust gas expanded in the or each turbine can be fed for exhaust gas purification, and wherein, to ensure a rapid heating process of the or each catalytic converter, a control variable for influencing the wastegate and / or a control variable for influencing the turbine geometry of the or each turbine is determined depending on a temperature setpoint for an exhaust gas temperature prevailing upstream of the or each turbine.DE 10 2013 216 512 A1 describes a system and method for operating an engine turbocharger, wherein the turbocharger is rotated in different directions in response to operating conditions. DE 10 2015 201 805 A1 describes an exhaust gas turbocharger with a compressor housing, with a bearing housing, with a turbine housing in which a turbine wheel is arranged, which has a housing inlet, which has a turbine spiral adjoining the housing inlet, which has a housing outlet, and which has a wastegate arrangement which, in the open state, brings the housing inlet into flow connection with the housing outlet for supplying a wastegate mass flow, wherein a wastegate insert is arranged in the turbine housing between the turbine wheel and the housing outlet, into which wastegate insert the open wastegate arrangement introduces the wastegate mass flow.US 2012 / 0 017 587 A1 describes a control system of an internal combustion engine which arranges an exhaust gas turbine of an exhaust gas-driven compressor in an engine exhaust gas duct, arranges an exhaust gas purification catalyst in the exhaust gas duct downstream of the exhaust gas turbine, connects the exhaust gas duct between the exhaust gas purification catalyst and the exhaust gas turbine to the exhaust gas duct upstream of the exhaust gas turbine by a bypass duct, arranges a storage means in the bypass duct which stores a specific component of the exhaust gas, and is equipped with an exhaust gas flow switching device which selectively switches the exhaust gas flow between a flow which flows through the exhaust gas turbine into the exhaust gas purification catalyst and a flow which flows through the bypass duct into the exhaust gas purification catalyst.US 2014 / 0 109 553 A1 describes an exhaust aftertreatment system for diesel engines and its application, wherein the system and method combine the properties of lean and stoichiometric operation and use multiple LNTs (lean NOx traps), one of which can function both as a lean NOx trap and as a three-way catalyst, wherein the engine is operated with a lean air-fuel ratio when the LNT treatment can efficiently reduce nitrogen oxides (NOx) in the exhaust gas, and when the lean NOx treatment is ineffective, the diesel engine is operated with or close to a stoichiometric air-fuel ratio so that the three-way catalyst treatment can be used. SUMMARY

[0002] The present invention provides a turbine bypass according to claim 1 and a method according to claim 11. Preferred embodiments are subject to the dependent claims. An embodiment of the present invention may accordingly comprise a turbine bypass for a driven turbocharger for an engine, comprising: an exhaust manifold of the engine coupled to a turbine of the driven turbocharger; exhaust aftertreatment disposed downstream of the turbine; a bypass valve coupled to the exhaust manifold and openable to direct exhaust gases from the exhaust manifold through the turbine bypass directly to the exhaust aftertreatment during cold start or during low-load and idle engine conditions to provide additional heat to the exhaust aftertreatment.

[0003] Accordingly, an embodiment of the present invention may further comprise a method of supplying exhaust gases from an exhaust manifold of an engine through a turbine bypass directly to an exhaust aftertreatment, the method comprising: coupling a turbine of a driven turbocharger to the exhaust manifold; coupling a bypass valve to the exhaust manifold that can be opened to supply the exhaust gases from the exhaust manifold through the turbine bypass directly to the exhaust aftertreatment to provide additional heat to the exhaust aftertreatment; driving a compressor of the driven turbocharger by the engine to supply an increased airflow to the engine when the turbine bypass is active.

[0004] An embodiment of the present invention may accordingly further comprise a method of controlling heat flow to an exhaust aftertreatment for an engine, the method comprising: coupling a driven turbocharger to an engine; providing an electronic controller; measuring a temperature of the exhaust aftertreatment; opening a bypass valve to supply exhaust gases through a turbine bypass to the exhaust aftertreatment when the temperature of the exhaust aftertreatment is below an operating limit. SHORT DESCRIPTION OF THE CHARACTERS Fig. Figure 1 is a diagram of a driven turbocharger with a turbine bypass for an internal combustion engine. Fig. Figure 2A is a diagram of a mechanically driven turbocharger for an engine with a turbine bypass with a two-way bypass valve in a normal configuration. Fig. Figure 2B is a diagram of a mechanically driven turbocharger for an engine with a turbine bypass with a two-way bypass valve in a bypass configuration. Fig. Figure 3 is a diagram of an electrically driven turbocharger with a turbine bypass coupled to a secondary outlet of an exhaust manifold. Fig. Figure 4 is a diagram of a turbine bypass coupled with a low-gas EGR system. Fig. Figure 5 is a diagram of a turbine bypass with an additional exhaust aftertreatment device and isolation. Fig. Figure 6 is a diagram of a control system for regulating the exhaust aftertreatment temperature. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0005] Fig. 1 is a diagram of a driven turbocharger 100 with a turbine bypass 102 for an internal combustion engine 104. To meet emissions standards, it is important that an exhaust aftertreatment system be quickly brought up to operating temperature during an engine cold start and also maintained at operating temperatures during low-load or idle engine operation. A turbine bypass valve can be used to direct hot engine exhaust gases directly to an exhaust aftertreatment system to provide elevated temperatures to the exhaust aftertreatment system, making the exhaust aftertreatment effective. The driven turbocharger can still provide boost to the engine through forced induction, thus maintaining the engine's power and torque potential while using the turbine bypass. Engine 104 produces exhaust gases 106, which are delivered to the exhaust manifold 108.During normal operation, exhaust gases 106 flow from exhaust manifold 108 to turbine 110 of driven turbocharger 100, providing power to turbine 110, which in turn drives compressor 112 via shaft 111. Downstream of turbine 110 is exhaust aftertreatment 114, which reduces the amount of harmful chemicals in exhaust gases 106, such as NOx and particulate matter. During a cold start of engine 104, as well as during other low-load and idle operating conditions of engine 104, the temperature of exhaust gases 106 may be too low to sufficiently heat exhaust after passing through turbine 110. Exhaust aftertreatment 114 must reach a certain elevated temperature to function properly, and to quickly reach and maintain this temperature, it is important to minimize the release of harmful emissions.During these periods of cold start, low-load, and idle conditions, the turbine bypass 102 is used to divert exhaust gases 106 past the turbine 110 and directly to the exhaust aftertreatment 114. This can be achieved by opening a bypass valve 116, which allows the exhaust gases 106 to flow through the turbine bypass 102. Opening the bypass valve 116 supplies higher-temperature exhaust gases 106 to the exhaust aftertreatment 114 to heat the exhaust aftertreatment 114 to operating temperatures, avoiding the thermal mass of the turbine 110 and the temperature drop of the exhaust gases 106 associated with driving the turbine 110. This use of the turbine bypass 102 results in little or no power available to the turbine 110 from the exhaust gases 106, which would disable the function of a traditional turbocharger.However, the driven turbocharger 100 may continue to supply power 118 to the compressor 112 through the mechanical drive 119 to provide boost to the engine 104. Boost may also be provided by an electric fan, as described further below. In this way, while the turbine bypass 102 is in use, the turbocharger 100 may continue to supply the engine 104 with increased airflow 120 to maintain the torque and power potential of the engine 104.

[0006] The driven turbocharger 100 according to Fig. 1 may be a mechanically driven turbocharger as shown, or may be an electrically driven turbocharger. The operation of the driven turbocharger 100 is as taught in U.S. Patent No. 8,561,403 B2, filed October 22, 2013, entitled "Super-Turbocharger Having a High Speed ​​Traction Drive and a Continuously Variable Transmission," U.S. Patent No. 8,668,614 B2, filed March 11, 2014, entitled "High Torque Traction Drive," U.S. Patent No. 8,608,609 B2, filed December 17, 2013, entitled "Symmetrical Traction Drive," U.S. Patent No. 9,670,832 B2, filed June 6, 2017, entitled "Thrust Absorbing Planetary Traction Drive SuperTurbo," and U.S. Patent No. 9,581,078 B2, filed February 28, 2017, entitled "Super-Turbocharger Having a High Speed ​​Traction Drive and a Continuously Variable Transmission." The USPatents US 8,561,403 B2, US 8,668,614 B2, US 9,670,832 B2, and US 9,581,078 B2 are hereby specifically incorporated by reference for all that they disclose and teach. The driven turbocharger 100 may be mechanically or electrically coupled to the engine 104, and various configurations thereof are possible.

[0007] Fig. 2A is a diagram of a mechanically driven turbocharger 200 for an engine 204 having a turbine bypass 202 with a two-way bypass valve 216 in a normal configuration. The two-way bypass valve 216 is coupled to an exhaust manifold 208 of the engine 204 and directs exhaust gases 206 either to turbine 210 of the mechanically driven turbocharger 200 or to the turbine bypass 202. For normal operation of the engine 204, the two-way bypass valve 216 blocks the turbine bypass 202 and directs all exhaust gases 206 to the turbine 210. The turbine 210 captures energy from the exhaust gases 206 and supplies power to the compressor 212 and the engine 204. After passing through turbine 210, the exhaust gases 206 flow through exhaust aftertreatment 214. The mechanically driven turbocharger 200 is mechanically coupled to the engine 204 and transfers power between the engine 204 and the turbine 210 and compressor 212.The mechanically driven turbocharger 200 may have a traction drive connected planetarily to a continuously variable transmission, but other configurations are also possible.

[0008] Fig. 2B is a diagram of a mechanically driven turbocharger 200 for an engine 204 having a turbine bypass 202 with a two-way bypass valve 216 in a bypass configuration. For cold start, idle, or low-load operation of the engine 204, additional heat may be required for the exhaust aftertreatment 214 to reach and maintain an operating temperature. The two-way bypass valve 216 blocks the turbine 210 and directs all exhaust gases 206 to the turbine bypass 202. This provides the exhaust aftertreatment 214 with higher exhaust gas temperatures 206 because heat transfer and energy absorption from the exhaust gases 206 by the turbine 210 is eliminated.When the turbine bypass 202 is active, the turbine 210 does not consume power, but the mechanically driven turbocharger 200 may provide power 218 to the compressor 212 from the engine 204 to provide increased airflow 220 to the engine 204 to maintain torque and power potential of the engine 204. As shown in FIGS. Fig. 2A and Fig. 2B, the two-way valve 202 is located between the exhaust manifold 208 and the turbine 210 and directs the exhaust gases 206 entirely to either the turbine 210 or the turbine bypass 202, depending on the operating conditions of the engine 204 and the temperature of the exhaust aftertreatment 214. Likewise, an electrically driven turbocharger may also be used.

[0009] Fig. 2B also shows a restriction 217 in the turbine bypass 202, which provides pressure to the exhaust manifold 208 to enable EGR flow 211 through a high-pressure EGR portion 209 when the turbine bypass 202 is used. When the two-way bypass valve 216 is in a bypass configuration, exhaust gases 206 can flow freely to the exhaust aftertreatment 214. This reduces the pressure in the exhaust manifold 208, so that EGR flow 211 through the high-pressure EGR portion 209 is not possible. By adding a restriction 217 to the turbine bypass 202, a higher pressure can be maintained in the exhaust manifold 208, enabling EGR flow 211 through the high-pressure EGR tract 209. This EGR flow 211 may help reduce NOx emissions from the engine 204 when the turbine bypass 202 is used.The restriction 217 can be an orifice plate, a valve, or even a design tube diameter, or any other mechanism that allows for a pressure drop through the turbine bypass 202. The restriction 217 can be a fixed part such as an orifice plate to maintain simplicity and minimize cost, or the restriction 217 can also be a variable device such as a controlled valve to allow for optimized pressure adjustment in the exhaust manifold 208. Minimizing the surface area and mass of the restriction 217 can help minimize heat transfer from the exhaust gases 206 to keep the exhaust gases 206 hot. During normal operation of the engine 204, the turbine bypass 202 is not in use, so the restriction 217 does not affect the engine 204.

[0010] Fig. 3 is a diagram of an electrically driven turbocharger 300 with a turbine bypass 302 coupled to a secondary outlet 324 of an exhaust manifold 308. The exhaust manifold 308 has a primary outlet 322 coupled to the turbine 310 of an electrically driven turbocharger 300 and directs exhaust gases 306 to a turbine 310. By coupling the bypass valve 316 and the turbine bypass 302 to a separate secondary outlet 324 of the exhaust manifold, it may be possible to achieve flexible packaging of the turbine bypass 302 and reduce the weight carried by the primary outlet 322 of the exhaust manifold 308, which may improve the mechanical integrity of the connection between the primary outlet 322 of the exhaust manifold 308 and the turbine 310. The bypass valve 316 is closed during normal operation of the engine 304 so that all exhaust gases 306 flow through the turbine 310.When additional heating of the exhaust aftertreatment system 314 is needed, the bypass valve 316 opens to allow exhaust gases 306 to flow through the turbine bypass 302 directly to the exhaust aftertreatment system 314. When the turbine bypass is active, the turbine 310 can no longer provide enough power to the compressor 312 of the electrically driven turbocharger 300, but the electrically driven turbocharger 300 can use electrical power 318 to drive the compressor 312 to provide increased airflow 320 to the engine 304 to maintain torque and power potential of the engine 304. A mechanically driven turbocharger can also be used.

[0011] Fig. 4 is a diagram of a turbine bypass 402 coupled to a low-pressure EGR system 430. Most diesel engines use EGR to reduce NOx emissions, typically through a high-pressure EGR system 432. During normal operation of the engine 404, the bypass valve 416 is in a closed position 434 and directs exhaust gases 406 from the exhaust manifold 408 to the turbine 410, and the high-pressure EGR system 432 is active. During use of the turbine bypass 402, the bypass valve 416 is in an open position 436 and directs a flow of exhaust gases 406 to the turbine bypass 402, which reduces the pressure in the exhaust manifold 408. The high pressure EGR system 432 needs sufficient pressure in the exhaust manifold 408 to function and therefore may not be able to function when the turbine bypass 402 is active.If the use of EGR by engine 404 is necessary to reduce NOx emissions when turbine bypass 402 is active, low-pressure EGR system 430 may be used. Low-pressure EGR system 430 directs exhaust gases 406 through a low-pressure EGR portion 438 to the air intake 440 to provide EGR to engine 404. If low-pressure EGR system 430 is used only when turbine bypass 402 is active to heat exhaust aftertreatment 414, any cooling of the EGR to increase the temperature of exhaust gases 406 may be avoided. As shown, low-pressure EGR portion 438 is coupled to turbine bypass 402, but more conventional variations of low-pressure EGR system 430 may be used as well.When the low-pressure EGR portion 438 is coupled to the turbine bypass 402, the system may be configured such that the bypass valve 416 controls a flow of exhaust gases 406 at both the turbine bypass 402 and the low-pressure EGR portion 438. In this manner, a single-actuator bypass valve 416 is used to activate both the turbine bypass 402 and the low-pressure EGR system 430. During normal operation of the engine 404, the bypass valve 416 is in a closed position 434, which deactivates both the turbine bypass 402 and the low-pressure EGR system 430 and prevents flow through either. When the bypass valve 416 is moved to the open position 436, exhaust gases 406 are directed to both the turbine bypass 402 and the low pressure EGR portion 438.A restriction orifice 442 may be included within the low-pressure EGR portion 438, which is configured to provide a desired amount of EGR to the air intake 440 when the bypass valve 416 is in an open position 436, such that additional variable valves are not needed in the low-pressure EGR system 430.

[0012] Fig. 5 is a diagram of a turbine bypass 502 with an additional exhaust aftertreatment device 550 and insulation 552. When the exhaust aftertreatment 514 is below operating temperature and the turbine bypass 502 is active, the additional exhaust aftertreatment device 550 can help reduce emissions in exhaust gases 506 that would otherwise be released. The additional exhaust aftertreatment device 550 can consist of a lean NOx trap (LNT) or a passive NOx adsorber, although other types of devices and combinations can be used as well. In the case of a NOx trap or a passive NOx adsorber, NOx emissions are trapped when the turbine bypass 502 is active. Once the exhaust aftertreatment 514 has been heated to operating temperature, the NOx can be released to then be appropriately reduced by the exhaust heat treatment 514.Essentially, the additional exhaust heat treatment device 550 may capture harmful emissions until the exhaust aftertreatment 514 is operational. Fig. 5 further shows insulation 552 wrapped around the exhaust manifold 508 and the turbine bypass 502. The provision of insulation 552 helps maintain the temperature of the exhaust gases 506 high to further heat the exhaust heat treatment 514. Both the additional exhaust aftertreatment device 550 and the insulation 552 can be used with any of the configurations described with respect to Fig. 1-4 were discussed.

[0013] Fig.6 is a diagram of a control system 600 for adjusting the temperature of the exhaust aftertreatment system 614. The electronic controller 660 sends electronic signals to control various parts, including the engine 604, the driven turbocharger 601, and the bypass valve 616. To monitor the operability of the exhaust aftertreatment system 614, the first temperature sensor 662 sends a measurement of the temperature of the exhaust aftertreatment system 614 to the electronic controller 660. The electronic controller 660 compares this temperature measurement to an operating limit temperature of the exhaust aftertreatment system 614 and causes the bypass valve 616 to open to supply exhaust gases 606 through the turbine bypass 602 to the exhaust aftertreatment system 614 when the measured temperature of the exhaust aftertreatment system 614 is below the operating limit. Additionally, the electronic controller 660 may receive a measured temperature of the exhaust gases 606 from a second temperature sensor 664.If the measured temperature of the exhaust gases 606 is below the operating limit of the exhaust aftertreatment 614, the electronic controller 660 may cause the engine 604 to increase speed to increase the temperature of the exhaust gases 606 to a desired level to warm up the exhaust aftertreatment 614. Another control mode that may be used by the electronic controller 660 is to control an intake air flow 660 to the engine 604 by controlling the rotational speed of the driven turbocharger 601. Since the driven turbocharger 601 may receive power from the engine 604, the rotational speed of the driven turbocharger 601 may be controlled independently of the flow of the exhaust gases 606. Increasing the speed of the driven turbocharger 601 may increase the flow rate of the intake air flow 666 and the exhaust gases 606.During a cold start of the engine 604, a rate of heat flow to the thermal aftertreatment 614 may be more important than the temperature of the exhaust gases 606. Increasing the flow rate of the exhaust gases 606 may increase the level of heat flow to the exhaust aftertreatment 614, and the electronic controller 660 may thus control the rotation speed of the driven turbocharger 601 to deliver a desired level of heat flow to the exhaust aftertreatment 614. The control system 600 may control various aspects of the system, including the bypass valve 616, the engine 604, and the driven turbocharger 601, to deliver a desired flow rate and temperature of exhaust gases 606 to the exhaust aftertreatment 614 for thermal management of the exhaust aftertreatment 614.

[0014] The foregoing description of the invention has been presented for purposes of illustration and description. However, it is not intended to be exhaustive or to limit the invention to the precise forms disclosed, and it is clear that other modifications and variations are possible in light of the above teachings. The embodiment chosen and described in order to best explain the principles of the invention and their practical application, and to enable others skilled in the art to utilize the invention in various embodiments and various modifications as are suited to the particular use contemplated. The appended claims are therefore intended to cover other alternative forms of the invention unless limited by the prior art.

Claims

[1] Turbine bypass (102, 202, 302, 402, 502, 602) for a driven turbocharger (601) for an engine (104, 204, 304, 404, 604) comprising: an exhaust manifold (108, 208, 308, 408, 508) from the engine (104, 204, 304, 404, 604) coupled to a turbine (110, 210, 310, 410) from the driven turbocharger (601); Exhaust gas aftertreatment (114, 214, 314, 414, 514, 614) arranged downstream of the turbine (110, 210, 310, 410); a bypass valve (116, 216, 316, 416, 616) coupled to the exhaust manifold (108, 208, 308, 408, 508) and the exhaust aftertreatment (114, 214, 314, 414, 514, 614); an electronic controller (660) that opens the bypass valve (216, 316, 416, 616) during a cold start or during low load and idle conditions of the engine (104, 204, 304, 404, 604) so ​​that exhaust gases from the exhaust manifold (108, 208, 308, 408, 508) are directed to the exhaust aftertreatment (114, 214, 314, 414, 514, 614) to provide additional heat to the exhaust aftertreatment (114, 214, 314, 414, 514, 614); a restriction (217) in the turbine bypass (102, 202, 302, 402, 502, 602) providing pressure to the exhaust manifold (108, 208, 308, 408, 508) to enable EGR flow through a high pressure EGR portion (209). [2] Turbine bypass (102, 202, 302, 402, 502, 602) according to claim 1, wherein the bypass valve (116, 216, 316, 416, 616) is a two-way valve arranged between the exhaust manifold (108, 208, 308, 408, 508) and the turbine (110, 210, 310, 410) and which directs the exhaust gases entirely either to the turbine (110, 210, 310, 410) or to the turbine bypass (102, 202, 302, 402, 502, 602). [3] Turbine bypass (102, 202, 302, 402, 502, 602) according to claim 1, wherein the exhaust manifold (108, 208, 308, 408, 508) and the turbine bypass (102, 202, 302, 402, 502, 602) are wrapped in insulation (552) to further increase the temperature of the exhaust gases fed to the exhaust aftertreatment (114, 214, 314, 414, 514, 614). [4] The turbine bypass (102, 202, 302, 402, 502, 602) of claim 1 further comprising: a low pressure EGR portion (438) coupled to the turbine bypass (102, 202, 302, 402, 502, 602) to supply EGR flow to the engine (104, 204, 304, 404, 604) when the turbine bypass (102, 202, 302, 402, 502, 602) is active. [5] Turbine bypass (102, 202, 302, 402, 502, 602) according to claim 4, wherein the bypass valve (116, 216, 316, 416, 616) controls the flow of exhaust gases to both the turbine bypass (102, 202, 302, 402, 502, 602) and the low-pressure EGR portion (438). [6] Turbine bypass (102, 202, 302, 402, 502, 602) according to claim 1, further comprising: an additional exhaust aftertreatment device (550) arranged in the turbine bypass (102, 202, 302, 402, 502, 602). [7] Turbine bypass (102, 202, 302, 402, 502, 602) according to claim 5, wherein the additional exhaust aftertreatment device (550) comprises a NOx storage catalyst. [8] Turbine bypass (102, 202, 302, 402, 502, 602) according to claim 5, wherein the additional exhaust aftertreatment device (550) comprises a passive NOx adsorber. [9] Turbine bypass (102, 202, 302, 402, 502, 602) according to claim 1, wherein the driven turbocharger (601) is a mechanically driven turbocharger (601). [10] Turbine bypass (102, 202, 302, 402, 502, 602) according to claim 1, wherein the driven turbocharger (601) is an electrically driven turbocharger (601). [11] A method of supplying exhaust gases from an exhaust manifold (108, 208, 308, 408, 508) of an engine (104, 204, 304, 404, 604) through a turbine bypass (102, 202, 302, 402, 502, 602) directly to an exhaust aftertreatment system (114, 214, 314, 414, 514, 614), comprising: Providing a turbine (110, 210, 310, 410) in a driven turbocharger (601) coupled to the exhaust manifold (108, 208, 308, 408, 508); Providing a bypass valve (116, 216, 316, 416, 616) coupled to the exhaust manifold (108, 208, 308, 408, 508) that is opened to cause the exhaust gases to flow from the exhaust manifold (108, 208, 308, 408, 508) through the turbine bypass (102, 202, 302, 402, 502, 602) to the exhaust aftertreatment (114, 214, 314, 414, 514, 614), which adds additional heat to the exhaust aftertreatment (114, 214, 314, 414, 514, 614); Driving a compressor (112, 212, 312) of the driven turbocharger (601) from the engine (104, 204, 304, 404, 604) to supply an increased air flow to the engine (104, 204, 304, 404, 604) when the turbine bypass (102, 202, 302, 402, 502, 602) is open; Providing a restriction (217) in the turbine bypass (102, 202, 302, 402, 502, 602) which provides pressure to the exhaust manifold (108, 208, 308, 408, 508) to enable EGR flow through a high pressure EGR portion (209). [12] The method of claim 11, wherein the bypass valve (116, 216, 316, 416, 616) directs the exhaust gases entirely to either the turbine (110, 210, 310, 410) or the turbine bypass (102, 202, 302, 402, 502, 602). [13] The method according to claim 11 further comprising: Wrapping the exhaust manifold (108, 208, 308, 408, 508) and the turbine (110, 210, 310, 410) with insulation (552). [14] The method according to claim 11 further comprising: Coupling a low-pressure EGR portion (438) to the turbine bypass (102, 202, 302, 402, 502, 602) to provide EGR flow to the engine (104, 204, 304, 404, 604) when the turbine bypass (102, 202, 302, 402, 502, 602) is active. [15] The method according to claim 14 further comprising: Controlling a flow of exhaust gases to both the turbine bypass (102, 202, 302, 402, 502, 602) and the low-pressure EGR portion (438) with the bypass valve (116, 216, 316, 416, 616). [16] The method according to claim 11 further comprising: Placing an additional exhaust aftertreatment device (550) within the turbine bypass (102, 202, 302, 402, 502, 602). [17] The method of claim 11, wherein the driven turbocharger (601) is mechanically driven. [18] The method of claim 11, wherein the driven turbocharger (601) is electrically driven.

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