US20110307127A1 - Method and system for controlling engine performance - Google Patents

Abstract

Methods and systems are provided for operating a vehicle including an engine comprising a turbocharger including a compressor and a turbine. The engine further includes a bypass path configured to selectively route gas from downstream of the compressor to upstream of the turbine. In one embodiment, the method comprises selectively increasing gas flow to the engine by adjusting gas flow through the bypass path from downstream of the compressor to upstream of the turbine. In this manner, the performance of the engine may be adjusted for various operating conditions.

Description

FIELD
• The subject matter disclosed herein relates to a method and system for controlling engine performance in a vehicle, such as a locomotive or a mining truck.
BACKGROUND
• An off-highway vehicle, such as a locomotive, a mining truck, or a marine vehicle, may include an engine having a turbocharger that is designed to have greater efficiency at the most frequent engine operating conditions. However, such designs may result in lower efficiency at a less common engine operating condition. For example, a vehicle may have a turbocharger with greater efficiency at peak output power than at lower power output. Specifically, the turbocharger compressor and/or turbine may be shaped to optimize flow at higher speeds and pressure ratios, thereby resulting in improved engine efficiency where the engine operates most.
• The inventors herein have recognized that even though such turbocharger designs may optimize performance overall, engine performance may be degraded at some operating regions, such as mid speed and mid load regions.
BRIEF DESCRIPTION OF THE INVENTION
• Methods and systems are provided for operating a vehicle including an engine and a turbocharger, the turbocharger including a compressor and a turbine. The engine further includes a bypass path configured to selectively route gas from downstream of the compressor to upstream of the turbine. In one embodiment, the method comprises selectively increasing gas flow to the engine by adjusting gas flow through the bypass path from downstream of the compressor to upstream of the turbine. In this manner, the performance of the engine may be adjusted for various operating conditions.
• Thus, the performance of the turbocharger may be increased in less efficient operating regions by selectively bypassing gas from downstream of the compressor to upstream of the turbine. For example, during some engine operating conditions, such as when the engine is generating low power output, increased gas flow may be routed through the bypass path to provide additional energy to the turbine and the turbocharger may operate in a more efficient operating range, increasing the airflow to the engine, and thus the air-fuel ratio and the engine efficiency. During other engine operating conditions, such as when the engine is generating peak power output, the bypass path may be closed.
• This brief description is provided to introduce a selection of concepts in a simplified form that are further described herein. This brief description is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Furthermore, the claimed subject matter is not limited to implementations that solve any or all disadvantages noted in any part of this disclosure. Also, the inventor herein has recognized any identified issues and corresponding solutions.
BRIEF DESCRIPTION OF THE DRAWINGS
• The present invention will be better understood from reading the following description of non-limiting embodiments, with reference to the attached drawings, wherein below:
• FIG. 1 shows an example embodiment of a diesel-electric locomotive including a turbocharged engine.
• FIG. 2 shows an example embodiment of a turbocharged engine including a compressor, a turbine, and one or more bypass paths for compressed gas to be routed upstream of the turbine.
• FIG. 3 shows prophetic data of a turbocharger compressor map.
• FIG. 4 shows a high level flow chart of an embodiment of a method of adjusting bypass paths between the turbocharger compressor outlet and the turbocharger turbine inlet.
• FIG. 5 shows a high level flow chart of an embodiment of a method of adjusting bypass paths between the turbocharger compressor outlet and the turbocharger turbine inlet for an example operating condition, such as when a vehicle is near or in a tunnel.
• FIG. 6 shows an example embodiment of a diesel-electric marine vehicle including a turbocharged engine.
• FIG. 7 shows a high-level flow chart of an embodiment of a method of adjusting bypass paths between the turbocharger compressor outlet and the turbocharger turbine inlet for a marine vehicle.
DETAILED DESCRIPTION
• Vehicles, such as marine vehicles, mining trucks, or the example embodiment of a locomotive inFIG. 1, may include an engine having a turbocharger that is more efficient when the engine is producing peak power output in steady-state. However, it may be desirable to increase the efficiency and/or decrease the emissions of the engine during non-peak power output conditions and during transient conditions. InFIG. 2, an example embodiment of a turbocharged engine includes a compressor, a turbine, and one or more bypass paths for compressed gas to be routed upstream of the turbine. By controlling the bypass paths when the engine is operating at non-peak or transient conditions, the operating point of the turbocharger may be moved from a less efficient operating point (in terms of flow for a given boost pressure) on the turbocharger compressor map to a more efficient operating point on the turbocharger compressor map, as shown by the prophetic data of the turbocharger compressor map ofFIG. 3.FIG. 4 shows a high level flow chart of an embodiment of a method of adjusting the bypass paths between the turbocharger compressor outlet and the turbocharger turbine inlet. In addition, there may be distinct engine operating conditions when adjusting bypass paths between the turbocharger compressor outlet and the turbocharger turbine inlet may be tailored to the distinct engine and/or vehicle operating conditions. One such operating condition may be when a vehicle is near or in a tunnel, as shown by the high level flow chart of an embodiment of a method inFIG. 5. In this manner, by adjusting bypass paths between the turbocharger compressor outlet and the turbocharger turbine inlet, the efficiency of the engine may be increased and/or the emissions of the engine may be decreased when the engine is operating at non-peak or transient conditions. A marine vehicle, such as the marine vehicle ofFIG. 6, may have additional and/or alternative operational characteristics compared to a locomotive and thus, bypass paths of the engine may be adjusted in a suitable manner for a marine vehicle.FIG. 7 illustrates one example of how bypass paths of an engine of a marine vehicle may be adjusted when accelerating or decelerating the marine vehicle.
• FIG. 1 is a block diagram of an example vehicle or vehicle system, herein depicted aslocomotive100, configured to run ontrack104. In one example,locomotive100 may be a diesel electric vehicle operating with adiesel engine106 located within amain engine housing102. However, in alternate embodiments, alternate engine configurations may be employed, such as a gasoline, biodiesel, or natural gas engine, for example.
• Locomotive operating crew and electronic components involved in locomotive systems control and management, forexample controller110, may be housed within alocomotive cab108. In one example,controller110 may include a computer control system. The locomotive control system may further comprise computer readable storage media including code for enabling an on-board monitoring of locomotive operation.Controller110, overseeing locomotive systems control and management, may be configured to receive signals from a variety of sensors, as further elaborated herein, in order to estimate locomotive operating parameters. For example,controller110 may estimate geographic coordinates oflocomotive100 using signals from a Global Positioning System (GPS)receiver140.Controller110 may be further linked to display112, such as a diagnostic interface display, providing a user interface to the locomotive operating crew.Controller110 may control theengine106, in response to operator input, by sending a command to various engine control hardware components such asinverters118,alternator116, relays, fuel injectors, fuel pumps (not shown), etc. For example, the operator may select a power output for the locomotive by operating athrottle control114. Locomotives may have a finite number of throttle settings, or notches. For example, a locomotive may have an idle position and eight power positions, with notch eight indicating the highest power output and notch1 indicating the lowest power output above idle. Operating with a discrete number of throttle positions may differ from other vehicles, such as trucks, which may have a variable throttle that may be positioned anywhere in the continuum between idle and full throttle. The operator may provide other inputs to controller110, such as notification thatlocomotive100 is approaching a tunnel or thatlocomotive100 is in a tunnel.
• Engine106 may be started with an engine starting system. In one example, a generator start may be performed wherein the electrical energy produced by a generator oralternator116 may be used to startengine106. Alternatively, the engine starting system may comprise a motor, such as an electric starter motor, or a compressed air motor, for example. It will also be appreciated that the engine may be started using energy in a battery system, or other appropriate energy sources.
• Thediesel engine106 generates a torque that is transmitted to analternator116 along a drive shaft (not shown). The generated torque is used byalternator116 to generate electricity for subsequent propagation of the vehicle. The electrical power may be transmitted along anelectrical bus117 to a variety of downstream electrical components. Based on the nature of the generated electrical output, the electrical bus may be a direct current (DC) bus (as depicted) or an alternating current (AC) bus.
• Alternator116 may be connected in series to one, or more, rectifiers (not shown) that convert the alternator's electrical output to DC electrical power prior to transmission along theDC bus117. Based on the configuration of a downstream electrical component receiving power from the DC bus, one ormore inverters118 may be configured to invert the electrical power from the electrical bus prior to supplying electrical power to the downstream component. In one embodiment oflocomotive100, asingle inverter118 may supply AC electrical power from a DC electrical bus to a plurality of components. In an alternate embodiment, each of a plurality of distinct inverters may supply electrical power to a distinct component.
• Atraction motor120, mounted on atruck122 below themain engine housing102, may receive electrical power fromalternator116 through theDC bus117 to provide traction power to propel the locomotive. As described herein,traction motor120 may be an AC motor. Accordingly, an inverter paired with the fraction motor may convert the DC input to an appropriate AC input, such as a three-phase AC input, for subsequent use by the traction motor. In alternate embodiments,traction motor120 may be a DC motor directly employing the output of thealternator116 after rectification and transmission along theDC bus117. One example locomotive configuration includes one inverter/traction motor pair per wheel-axle124. As depicted herein, six pairs of inverter/traction motors are shown for each of six pairs of wheel-axle of the locomotive.Traction motor120 may also be configured to act as a generator providing dynamic braking to brake locomotive100. In particular, during dynamic braking, the traction motor may provide torque in a direction that is opposite from the rolling direction, thereby generating electricity that is dissipated as heat by a grid ofresistors126 connected to the electrical bus. In one example, the grid includes stacks of resistive elements connected in series directly to the electrical bus. The stacks of resistive elements may be positioned proximate to the ceiling ofmain engine housing102 in order to facilitate air cooling and heat dissipation from the grid.
• Air brakes (not shown) making use of compressed air may be used by locomotive100 as part of a vehicle braking system. The compressed air may be generated from intake air bycompressor128. A multitude of motor driven airflow devices may be operated for temperature control of locomotive components. The airflow devices may include, but are not limited to, blowers, radiators, and fans. A variety ofblowers130 may be provided for the forced-air cooling of various electrical components. For example, a traction motor blower to cooltraction motor120 during periods of heavy work. Engine temperature is maintained in part by aradiator132. A cooling system comprising a water-based coolant may optionally be used in conjunction with theradiator132 to provide additional cooling of the engine.
• An on-board electrical energy storage device, represented bybattery134 in this example, may also be linked toDC bus117. A DC-DC converter (not shown) may be configured betweenDC bus117 andbattery134 to allow the high voltage of the DC bus (for example in the range of 1000V) to be stepped down appropriately for use by the battery (for example in the range of 12-75V). In the case of a hybrid locomotive, the on-board electrical energy storage device may be in the form of high voltage batteries, such that the placement of an intermediate DC-DC converter may not be necessitated. The battery may be charged by runningengine106. The electrical energy stored in the battery may be used during a stand-by mode of engine operation, or when the engine is shut down, to operate various electronic components such as lights, on-board monitoring systems, microprocessors, displays, climate controls, and the like.Battery134 may also be used to provide an initial charge to start-upengine106 from a shut-down condition. In alternate embodiments, the electrical energy storage device may be a super-capacitor, for example.
• Locomotive100 may be coupled to a vehicle, such as another locomotive or a railroad car, with a coupling device, such ascoupler150.Locomotive100 may include one or more couplers to couple with one or more vehicles in a series of vehicles. In one example, a first locomotive may be connected to a second locomotive withcoupler150. A controller in the first locomotive, such ascontroller110, may be configured to receive and transmit information to a controller in the second locomotive. The information may include the position or order of a series of locomotives, for example. As non-limiting examples, the information may be transmitted with a wireless network or an electrical cable connecting each locomotive. In this manner, a locomotive may communicate information such as engine and/or vehicle operating conditions to one or more other locomotives.
• FIG. 2 illustrates an example embodiment ofengine106 comprisingbypass path230 and aturbocharger220 including acompressor222, aturbine226, and adriveshaft224 connectingcompressor222 toturbine226.Compressor222 receives gas, such as air at atmospheric pressure, throughinlet210 and outputs compressed gas at boost pressure intoair passage212. In an alternative embodiment configured for port fuel injection,gas entering inlet210 may include atomized liquid fuel or gaseous fuel, such as compressed natural gas (CNG), for example. In yet another alternative embodiment,gas entering inlet210 may include exhaust gasses, such as when low pressure exhaust gas recirculation is included. In yet another alternative embodiment,gas entering inlet210 may be compressed gas from an earlier stage compressor in a multi-stage turbocharger. Compressed gas may be cooled byintercooler214 as the gas travels frompassage212 throughintercooler214 topassage216. Compressed gas may enter anintake manifold218 frompassage216. The pressure and temperature of gas inintake manifold218 may be measured with apressure sensor206 and atemperature sensor207, respectively. Properties of the intake gas may be measured with one or more of apressure sensor203, atemperature sensor204, and amass airflow sensor205 to measure the pressure, temperature, and mass airflow, respectively, of the intake gas.
• Engine106 may receive control parameters from a controlsystem including controller110.Controller110 may include aprocessor201 for executing instructions that are stored in a computer readable storage medium, such asmemory202. The instructions may include routines for controllingbypass path230, for example.Controller110 may receive signals from engine sensors such as sensors203-209 and245 to determine engine operating conditions.Controller110 may transmit signals tovalves232,234, and262 to controlengine106, for example.Controller110 may execute code to determine an engine operating mode and the engine operating mode may be stored in the computer readable storage medium.
• The example embodiment ofengine106 comprises afirst cylinder bank240 including one ormore cylinders242 and asecond cylinder bank250 including one ormore cylinders252. Each cylinder ofengine106 includes a combustion chamber where gasses may be received fromintake manifold218 and burned with fuel that may be injected with a fuel injector (not shown) controlled bycontroller110. Exhaust gasses from each cylinder of thesecond cylinder bank250 are received by asecond exhaust manifold254 and may be recirculated to theintake manifold218 through an exhaust gas recirculation (EGR)system260.EGR system260 is depicted as a high pressure EGR system, but in an alternative embodiment, a low pressure EGR system may be used. The example embodiment ofEGR system260 includesvalve262 andintercooler264 for cooling exhaust gasses before reintroducing them intointake manifold218. As a non-limiting example,valve262 may be a flutter valve. In an alternative embodiment,EGR system260 may include a compressor for compressing exhaust gas to the pressure inintake manifold218.
• In a non-limiting example,sensor245 may be a hall effect sensor for measuring the speed ofengine106. Exhaust gasses fromfirst cylinder bank240 are received by afirst exhaust manifold244. Exhaust gasses may flow fromfirst exhaust manifold244 throughpassage246,turbine226, andpassage248. An emission control device (not shown) may be configured to treat exhaust gasses downstream ofpassage248. In an alternative embodiment, a wastegate may be included to route exhaust gasses frompassage246 topassage248, bypassingturbine226. In another alternative embodiment, gas flowing frompassage248 may flow through an earlier stage turbine in a multi-stage turbocharger.
• In the example embodiment,turbocharger220 is powered by energy from the gasses flowing frompassage246 throughturbine226 topassage248. Specifically, the flowing gasses impart rotational energy to blades ofturbine226, turningdriveshaft224 and poweringcompressor222. In this manner, the flowing gasses provide energy tocompressor222 to create a pressure differential betweeninlet210 andpassage212.Speed sensor208 may measure the rotational speed ofturbocharger220. In a non-limiting example,speed sensor208 may be a hall effect sensor.
• In the example embodiment ofengine106,turbocharger220 may be more efficient whenengine106 is producing peak power output in steady-state and gas flow throughturbine226 may be greater than at other operating conditions. However, it may be desirable to increase the efficiency and/or decrease the emissions of the engine during non-peak power output conditions and during transient conditions. For example,turbocharger220 may operate at low efficiency when mass air flow through the compressor is low, and increasing the mass air flow may increase the efficiency ofturbocharger220.Bypass path230 may include one or more paths for gas at boost pressure to flow topassage246 upstream ofturbine226. The additional flow of gas throughturbine226 may increase the speed ofdriveshaft224 and enable more gas to flow throughcompressor222. The additional flow of gas throughcompressor222 may move the operating point ofturbocharger220 to a more efficient point enabling more boost pressure and more gas to flow toengine106, thus increasing the efficiency ofengine106.
• As a non-limiting example,bypass path230 includesvalves232 and234 for selectively routing gas from passage212 (e.g., downstream of thecompressor222 and upstream of the intercooler214) to passage246 (e.g., upstream of the turbine226) and for routing gas from passage216 (e.g., downstream of thecompressor222 and downstream of the intercooler214) topassage246. The gas may be heated before reachingpassage246 withheater236. In a non-limiting example,heater236 may include one or more passages routed in thermal contact withexhaust passage248 so that the heat from exhaust gasses may be used to heat gas inbypass path230.Valve232 may comprise one or more variable area valves for routing gas frompassage212 and/orpassage216 tovalve234. In one embodiment,valve232 may be a three port valve.Controller110 may adjustvalve232 to control the degree of opening of each port ofvalve232.Valve234 may comprise one or more variable area valves for routing gas fromvalve232 topassage246. In one configuration, gas may be routed throughvalve234 topassage246 throughheater236. In one embodiment,valve234 may be a three port valve.Controller110 may adjustvalve234 to control the degree of opening of each port ofvalve234. Non-limiting examples ofvalves232 andvalve234 include a fixed orifice, a pneumatic wastegate valve, and an electromechanical valve. Each valve may be controlled by a digital, analog, or pulse-width modulated signal, for example.
• Gas bypassed from downstream ofcompressor222 may be heated or cooled on the way topassage246 upstream ofturbine226. Heating or cooling may be performed selectively based on engine operating conditions. In one embodiment, bypassed gas frompassage212 in communication withbypass path230 may be heated byheater236 on the way topassage246. The additional thermal energy from the heated gas may provide additional energy to the turbine and increase airflow throughturbocharger220. In another example, cooled gas fromintercooler214 may be routed throughbypass path230 topassage246. The cooled gas may reduce the temperature of gas flowing throughturbine226 which may be desirable when the turbine is designed to operate below a temperature threshold and the current temperature conditions are at or near the threshold. In yet another example, bypassed gas frompassage212 may be routed throughbypass path230 and a fraction of the gas is heated byheater236 and the other fraction of the gas routed topassage246 without heating. In this manner, thermal energy may be added togas entering turbine226 while keeping the temperature of the gas below the temperature threshold.
• The temperature of gas inpassage246 upstream ofturbine226 may be measured bytemperature sensor209 and transmitted tocontroller110. In an alternative embodiment, the temperature of gas inpassage246 may be estimated from other engine operating conditions.
• As illustrated inFIG. 2, there are various paths for the bypassed gas to take from downstream ofcompressor222 to upstream ofturbine226.Bypass path230 may be configured in different ways to decrease the cost or complexity of routing or to increase the capabilities ofbypass path230, for example. In one embodiment,bypass path230 is configured so gas from the outlet of thecompressor222 may be routed from upstream ofintercooler214 to the turbine inlet through a valve. In this configuration ofbypass path230, routing complexity may be decreased compared to other embodiments ofbypass path230. In another embodiment,bypass path230 may be configured so gas from the outlet ofintercooler214 may be routed from upstream ofintake manifold218 to the turbine inlet through a valve. Bypassed gas may be cooled in this configuration ofbypass path230. In yet another embodiment,bypass path230 may be configured so gas from the outlet ofcompressor222 may be routed from upstream ofintercooler214 to the turbine inlet through a valve andheater236. Bypassed gas may be heated in this configuration ofbypass path230. In yet another embodiment,bypass path230 may be configured so gas fromintake manifold218 may be routed toexhaust manifold244 through a valve. Bypassed gas may be cooled in this configuration ofbypass path230. In yet another embodiment,bypass path230 may be configured so gas from the outlet of thecompressor222 may be routed from upstream ofintercooler214 to the first port of a three-port valve, gas from the outlet ofintercooler214 may be routed from upstream ofintake manifold218 to a second port of the three-port valve, and a third port of the three-port valve may be routed to turbine inlet. In this configuration ofbypass path230, gas fromcompressor222 and cooled gas fromintercooler214 may be blended in the three-port valve to tailor a turbocharger exhaust stream temperature to an aftertreatment device. In yet another embodiment,turbocharger220 may be the final stage of a multi-stage turbocharger andbypass path230 may be configured to route gas from downstream ofcompressor222 to upstream of a turbine in an earlier stage of the multi-stage turbocharger.
• The prophetic data ofFIG. 3 illustrates an example of operation ofturbocharger220 andbypass path230 during non-peak power output operating conditions, when the turbocharger may be less efficient than during peak power output operating conditions.Compressor map300 includes a vertical axis for a pressure ratio of boost pressure divided by compressor inlet pressure and a horizontal axis for the mass flow of gas through the compressor.Surge line310 indicates the conditions whencompressor222 is in surge. Surge occurs during low mass flow, when gas flowing through the compressor stalls and may reverse. The reversal of gas flow may cause the engine to lose power. Extending fromsurge line310 are lines of constant turbocharger speed, such asturbocharger speedline320. The turbocharger is more efficient when the operating conditions fall withinhigh efficiency island330. When the mass flow or the pressure ratio falls outside ofhigh efficiency island330, the turbocharger will operate less efficiently.
• For example, locomotive100 may be operating with a low notch throttle position and a mass flow of gas throughcompressor222 and a pressure ratio ofpassage212 pressure divided byinlet210 pressure correspond to operatingcondition340.Turbocharger220 is less efficient atoperating condition340 than inhigh efficiency island330. However, if the speed ofturbocharger220 can be increased to an area of higher turbocharger efficiency, the mass flow of gas throughcompressor222 may be increased and the boost pressure may be increased. The speed ofturbocharger220 may be increased by adjustingbypass path230 so high pressure air is routed upstream ofturbine226. Adjustingbypass path230 to heat the high pressure air withheater236 may further increase the speed ofturbocharger220. For example, adjustingbypass path230 may increase the speed ofturbocharger220 so that the turbocharger operating condition is moved from operatingcondition340 to operatingcondition350 inhigh efficiency island330.
• As a result, for the given engine operating condition, increased air charge may be provided to the cylinder at the same power output, thus enabling an increased air-fuel ratio and reduced emissions.
• FIG. 4 shows an example embodiment of amethod400 of selectively increasing gas flow toengine106 by adjusting (e.g., increasing) gas flow throughbypass path230 to increase the speed ofturbocharger220 so that the turbocharger operating condition may be moved from a less efficient operating condition to a more efficient operating condition.Bypass path230 may also be used in conjunction with other engine components, such asintercooler214 andheater236, to control other aspects ofengine106. In one example,bypass path230 may be used to increase the power output fromengine106 when cooled gas is routed throughbypass path230 and power output fromengine106 is limited by the temperature of gas entering the inlet ofturbine226. In another example,bypass path230 may be used to increase the efficiency ofturbocharger220 by routing heated gas throughbypass path230 to upstream ofturbine226. In yet another example,bypass path230 may be used to adjustengine106 for distinct engine operating conditions, such as approaching or entering a geographic feature, such as a tunnel.
• Code for executing routine400 may be encoded as instructions stored on a computer readable storage medium, such asmemory202, and executed byprocessor201 ofcontroller110.
• Continuing with routine400, at410, the operating conditions of the vehicle andengine106 may be estimated and/or measured. For example, engine speed and turbine inlet temperature may be measured withsensors245 and209, respectively. The position ofthrottle control114 may be determined. Transient engine conditions may be detected, such as a change in throttle position or a change in load, such as when accelerating or climbing a hill. Smoke emissions may be measured with a sensor or estimated based on engine operating conditions. Geographic coordinates of the vehicle may be estimated or calculated. For example, a GPS signal fromGPS receiver140 may be used to calculate the geographic coordinates of the vehicle. Geographic features in the path of the vehicle, such aslocomotive100, may be signaled by an operator or calculated. For example, geographic coordinates of a set of predefined geographic features may be stored in a table. A distance between the vehicle and the set of predefined geographic features may be calculated so that the nearest geographic feature and its distance may be determined. Non-limiting examples of geographic features that may be stored in the set of predefined geographic features include a tunnel entrance, a steep grade, and a city boundary.
• Distinct engine operating modes may be set based on operator input or the operating conditions ofengine106. In one example, a tunnel operating mode may be set when an approaching tunnel is detected, or when the vehicle is within the tunnel. In another example, a boost limiting mode may be set whengas entering inlet210 is below a threshold temperature and above a threshold pressure, such as when the vehicle is operating at low altitude on a cold day. In yet another example, a hotel power mode may be set when passenger locomotive is parked at a station. In yet another example, an emission control mode may be set when emissions ofengine106 are to be reduced. In yet another example, a hill climbing mode may be set when an approaching steep grade is detected. From410, the routine continues at420.
• At420, the turbine inlet temperature measured or estimated at410 is compared to a temperature threshold. The temperature threshold is set at a highest desirable temperature ofgas entering turbine226. For example, the temperature threshold may be set to prevent damage ofturbine226 due to overheating. The temperature threshold may be a constant value or the temperature threshold may change during operation ofengine106. For example, the temperature threshold may be reduced if turbine inlet temperatures have been close to the temperature threshold for extended periods of time. Likewise, the temperature threshold may be raised if the turbine inlet pressures have been below the temperature threshold for extended periods of time. If the turbine inlet temperature is greater than the temperature threshold, the routine proceeds to422. If the turbine inlet temperature is less than or equal to the temperature threshold, the routine proceeds to424.
• At422,bypass path230 may be adjusted to use cool air frompassage216 and to bypassheater236. For example, a first port ofvalve232 in communication withpassage212 may be closed, a second port ofvalve232 in communication withpassage216 may be opened, and a first port ofvalve234 in communication withheater236 may be closed. In an alternative embodiment,bypass path230 may be adjusted to use air frompassage212 and to bypassheater236. In another alternative embodiment,bypass path230 may be adjusted to use a first fraction of air frompassage212 and a second fraction of air frompassage216 so that the temperature of air flowing throughbypass path230 may be controlled to a temperature between the temperatures inpassages212 and216. From422, the routine proceeds to430.
• At424,bypass path230 may be adjusted to use heated air frompassage212 and to useheater236. For example, a first port ofvalve232 in communication withpassage212 may be opened, a second port ofvalve232 in communication withpassage216 may be closed, and a first port ofvalve234 in communication withheater236 may be opened. From422, the routine proceeds to430.
• At430, the routine may determine if one or more distinct engine operating modes are detected. Non-limiting examples of distinct engine operating modes include tunnel operating mode, hill climbing mode, boost limiting mode, hotel power mode, and emission control mode. In the example embodiment, when more than one distinct engine operating mode is detected, a priority encoder or other selection algorithm may be used to give priority to a distinct engine operating mode. If a distinct engine operating mode is detected, the routine continues at432, otherwise, the routine continues at440.
• At432,engine106 may be adjusted according to the distinct engine operating mode detected at430. In one example, when tunnel operating mode is detected,engine106 may be adjusted in preparation for entering a tunnel or for operation in a tunnel. In another example, when boost limiting mode is detected,bypass path230 may be completely or partially opened during high throttle settings to reduce boost pressure inintake manifold218. Each distinct engine operating mode may adjustengine106 to increase desirable outputs and/or decrease undesirable outputs ofengine106. The routine exits after432.
• At440, it is determined if a transient engine condition is detected. During a transient engine condition,turbocharger220 may be operating outside ofhigh efficiency island330. Non-limiting transient engine conditions may include an acceleration of the engine or the vehicle, changing a throttle setting, and changing emissions requirements. If a transient engine condition is detected, the routine proceeds to442, otherwise, the routine proceeds to450.
• At442,bypass path230 is adjusted to provide a path for gas to flow from upstream ofintake manifold218 throughbypass path230 to upstream ofturbine226. In one example, gas may flow frompassage212 throughheater236 topassage246 ifbypass path230 was adjusted to use heated gas at424. In another example, gas may flow frompassage216 topassage246 ifbypass path230 was adjusted to use cooled gas at422. Furthermore,bypass path230 may be adjusted according to the magnitude of the transient engine condition. In one example,bypass path230 may be fully opened if the transient engine condition exceeds a threshold. In another example,bypass path230 may be partially opened (e.g., the degree of opening may be proportional to the magnitude of the transient engine condition) if the transient engine condition is below a threshold. The routine proceeds to450 from442.
• At450, the notch setting is compared to a speed threshold. The speed threshold may be determined as those notch settings for which turbocharger220 is operating outside ofhigh efficiency island330. For the example embodiment oflocomotive100, the lower notch settings ofthrottle control114 may causeturbocharger220 to operate outside ofhigh efficiency island330. As a non-limiting example, the lower notch settings may include notches below six and a speed threshold may be set at six. If the notch setting is less than the speed threshold,turbocharger220 may be operating inefficiently and the routine proceeds to452. If the notch setting is greater than or equal to the speed threshold,turbocharger220 may be operating efficiently and the routine proceeds to454.
• At452,bypass path230 is adjusted to provide a path for gas to flow from upstream ofintake manifold218 throughbypass path230 to upstream ofturbine226. The gas from upstream ofintake manifold218 may be heated or cooled as determined at420,422, and424. Furthermore,bypass path230 may be adjusted according to a difference between the notch setting and the speed threshold. For example, the lower throttle settings may receive a greater benefit when more gas is allowed to flow throughbypass path230. Thus, the degree of opening ofbypass path230 may be proportional to the difference between the notch setting and the threshold. The routine exits after452.
• At454,bypass path230 is closed so that gas cannot flow from upstream ofintake manifold218 to upstream ofturbine226. For example,valves232 and234 may be closed to stop the flow of gas throughbypass path230. The routine exits after454.
• In this manner, routine400 has the technical effect of adjustingbypass path230 to selectively route gas from downstream ofcompressor222 to upstream ofturbine226. By adjustingbypass path230 during appropriate engine operating conditions, as elaborated inFIG. 4, the operating point ofturbocharger220 may be moved from a less efficient operating point to a more efficient operating point, as elaborated in the prophetic data inFIG. 3, and gas flow toengine106 may be increased.
• FIG. 5 illustrates a high level flow chart of an embodiment of a method of operating an engine in a vehicle, when the vehicle is within range of a geographic feature, such as when the vehicle is near or in a tunnel. A tunnel may alter the engine operating conditions ofengine106 and so adjustments toengine106 prior to and while in the tunnel may be desirable. For example, exhaust fromengine106 or from another engine in the tunnel may be inhaled atinlet210 which may increase the temperature and lower the oxygen content ofgas entering inlet210. The lower oxygen content of inlet gas may reduce the power output fromengine106 and the higher temperature of inlet gas may propagate toturbine226 causing further reduction in power output fromengine106 soturbine226 does not overheat. Ingesting exhaust gasses may be more pronounced when locomotives are coupled in series including a lead locomotive upstream of one or more downstream locomotives. For example, a downstream locomotive may ingest exhaust gasses from each locomotive upstream of the downstream locomotive. The downstream locomotives may ingest additional exhaust gasses in a tunnel and/or outside of a tunnel. The embodiment of the method inFIG. 5 may be implemented as routine500, which may be called as a subroutine, such as from432, for example. Code for routine500 may be encoded as instructions stored on a computer readable storage medium, such asmemory202, and the instructions may be executed byprocessor201 ofcontroller110.
• Routine500 begins at510, where it is determined if the vehicle is within a threshold range of a geographic feature, such as a tunnel entrance. The threshold range may be a predetermined range or the threshold range may be calculated. In one example, the threshold range is predetermined and stored in a look-up table. The predetermined threshold range may be a constant for all geographic features, or the predetermined threshold range may differ for each known geographic feature. For example, the threshold range may be 100 meters when approaching a short tunnel with a flat grade, but the threshold range may be 2 kilometers when approaching a long tunnel with a steep grade. In another example, the threshold range may be calculated based on engine operating conditions and/or on characteristics of an approaching geographic feature. For example, the speed of the vehicle, the throttle setting, the position of a vehicle in a series of vehicles, and the length of a tunnel may be used to calculate the threshold range. In one example, a downstream locomotive may have a threshold range that is greater a threshold range of an upstream locomotive. If the vehicle is within a threshold range of a tunnel entrance, the routine proceeds to520, otherwise, the routine proceeds to530.
• At520,bypass path230 is adjusted to route cool gas upstream ofturbine226 when the vehicle is approaching a tunnel entrance. For example, a first port ofvalve232 in communication withpassage212 may be closed, a second port ofvalve232 in communication withpassage216 may be opened, a first port ofvalve234 in communication withheater236 may be closed, and a second port ofvalve234 in communication withpassage246 may be opened. In this manner, cool gas may flow from downstream ofintercooler214 to upstream ofturbine226 which may coolturbine226. The bypassed gas may also lower the oxygen reachingcylinder banks240 and250 as the vehicle approaches the tunnel so that oxygen levels are similar before and in the tunnel. Gas flow throughbypass path230 may be adjusted according to engine and/or vehicle operating conditions. For example, a downstream locomotive may adjustbypass path230 to flow more gas than an upstream locomotive, during operating in or near the tunnel. The routine exits after520.
• At530, it is determined if the vehicle is in a tunnel. The determination may be made by an operator signaling the condition, by an electronic signal in the tunnel, by calculating the position of the vehicle from GPS signals, or by determining if a tunnel override flag is set, for example. In one example, a vehicle, such as a downstream locomotive, may set a tunnel override flag so the vehicle operates as if the vehicle is in a tunnel. If the vehicle is in a tunnel, the routine proceeds to540, otherwise the routine proceeds to550.
• At540, the vehicle is in a tunnel andbypass path230 is closed andEGR system260 is stopped. When operating in a tunnel, thegas entering inlet210 may include exhaust gasses fromengine106 or other engines operating in the tunnel. The exhaustgasses entering inlet210 could causeengine106 to behave as if it is connected to a low pressure EGR system in addition toEGR system260 and the concentration of exhaust gasses inintake manifold218 could exceed the desired concentration of exhaust gasses. Thus, by stopping or decreasing gas flow fromEGR system260, the exhaust concentration may be maintained at a more desirable level. In an alternative embodiment, the concentration of exhaust gasses may be measured inintake manifold218, andEGR system260 may be partially or completely stopped depending on the concentration of exhaust gasses inintake manifold218.EGR system260 may be stopped by stopping the flow of fuel to the cylinders ofcylinder bank250. By closingbypass path230, all available oxygen from thegas entering inlet210 may be delivered tointake manifold218 for combustion by the cylinders ofcylinder bank240. The routine exits after540.
• At550, the vehicle is no longer in the tunnel and tunnel operating mode may be stopped andEGR system260 may be enabled. When the vehicle exits the tunnel, exhaust gasses andoxygen entering inlet210 may return to concentrations similar to the concentrations before entering the tunnel and the flow of gas fromEGR system260 may be increased. Thus,bypass path230 may be adjusted according to other aspects ofroutine400. The routine exits after550.
• In this manner, routine500 has the technical effect of operating an engine in a vehicle, when the vehicle is within range of a geographic feature, such as when the vehicle is near or in a tunnel. By adjustingbypass path230 andEGR system260 during tunnel operating mode, as elaborated inFIG. 5, engine power output may be increased when the vehicle is in the tunnel, for example. Increasing the flow of cool gas flow from downstream ofcompressor222 to upstream ofturbine226 before a tunnel may coolturbine226 prior to ingesting hot exhaust gasses in the tunnel. Thus, the turbine inlet temperature may stay below the turbine inlet temperature threshold longer than if the turbine was not cooled. While in the tunnel, decreasing the flow of gas fromEGR system260 may increase the oxygen content flowing toengine106 and may increase engine power output of the vehicle.
• The engine illustrated inFIG. 2 may also be used in other off-highway vehicles, such as the example embodiment of a marine vehicle inFIG. 6. As depicted herein,marine vehicle600 may include a diesel propulsion system for driving a propeller. In one embodiment,engine106 may generate torque to drive apropeller630. Specifically,engine106 may be connected to acoupling device610 which may configured to selectively engage or disengage with apropeller shaft620 connected topropeller630. In one embodiment,coupling device610 may include a clutch. In another embodiment,coupling device610 may include a clutch and a gear box to enable torque modulation. In one embodiment, the rotational speed ofpropeller shaft620 may be measured by aspeed sensor640, such as a hall effect sensor.Controller110 may communicate withengine106 to control components ofengine106 and to collect sensor data.Controller110 may controlcoupling device610 and receive propeller speed data fromspeed sensor640. In the depicted example,propeller630 is a fixed pitch propeller (FPP). In an alternate embodiment,propeller630 may be a controllable pitch propeller (CPP). Thus, a propeller load being driven by the torque ofengine106 may depend on the characteristics ofcoupling device610, the pitch ofpropeller630, and the speed ofpropeller630.
• During operation,engine106 ofmarine vehicle600 may go through various accelerations and decelerations. For example, the operator may adjust a power output formarine vehicle600 by operating athrottle control650. In one example, it may be desirable to increase acceleration ofmarine vehicle600 by adjustingbypass path230 ofengine106. In another example, it may be desirable to reduce or eliminate turbocharger surge during deceleration ofengine106. For example, pressure of the outlet ofcompressor222 may not decrease at the same rate as engine rpm and mass air flow during deceleration. Thus, the operating point ofturbocharger220 may move closer to surgeline310 than may be desirable.FIG. 7 illustrates amethod700 for operatingengine106 whenengine106 is included on a marine vehicle.
• At710, the intake manifold pressure, the engine speed, and propeller load may be determined. The pressure of gas inintake manifold218 may be measured withpressure sensor206. The engine speed may be measured withspeed sensor245. In one example, the propeller load may be negligible whenpropeller shaft620 is disengaged bycoupling device610. In another example, the propeller load may be a function of the pitch ofpropeller630 and the speed ofpropeller630 whenpropeller shaft620 is engaged bycoupling device610. From710, the routine continues at720.
• At720, it is determined ifengine106 is decelerating at a rate faster than a threshold. In one embodiment, the engine speed may be measured and recorded at periodic intervals. A current engine speed may be compared to an engine speed recorded at an earlier time. If the current engine speed is less than the earlier engine speed, thenengine106 may be decelerating. In an alternate embodiment, the output ofthrottle control650 may be measured and recorded at periodic intervals. A current throttle output may be compared to a throttle output recorded at an earlier time. If the current throttle output is less than the earlier throttle output, thenengine106 may be decelerating. In one example, the threshold may be zero and any deceleration may cause the routine to continue at730. In another example, the threshold may be greater than zero and small decelerations less than the threshold may be handled as if no deceleration occurred. If the deceleration is less than the threshold, the routine may continue740, otherwise the routine may continue at730. In one embodiment, the threshold may vary over the operating range ofengine106. For example, some engine speeds may be more prone to surge and so the threshold for deceleration may be lower at these engine speeds.
• At730, it is determined thatengine106 is decelerating. Thus,bypass path230 may be adjusted according to pressure ofintake manifold218, engine speed, and propeller load. For example,bypass path230 may be opened to decrease the pressure ofintake manifold218 by routing gas from downstream ofcompressor222 to upstream ofturbine226 viabypass path230. The degree of opening may be determined according to pressure ofintake manifold218, engine speed, and propeller load. In one embodiment, a predetermined look-up table may map the manifold pressure, engine speed, and propeller load variables to a degree of opening forbypass path230. The look-up table may be generated from a compressor map, such ascompressor map300 ofturbocharger220, for example. In one embodiment, calculating the propeller load may be simplified by determining whetherpropeller630 is engaged or not engaged. For example,bypass path230 may be adjusted according to one look-up table whenpropeller630 is engaged andbypass path230 may be adjusted according to a different look-up table whenpropeller630 is not engaged. Thus, each look-up table may be indexed according to the manifold pressure and engine speed. In an alternative embodiment,bypass path230 may be adjusted whenpropeller630 is engaged andbypass path230 may not be adjusted whenpropeller630 is disengaged. The routine may end after730.
• At740, it is determined ifengine106 is accelerating at a rate faster than a threshold. Similar to calculating deceleration, a series of engine speed or throttle output measurements may be used to calculate acceleration. If the engine speed is increasing, thenengine106 may be accelerating. In one example, the threshold may be zero and any acceleration may cause the routine to continue at750. Alternatively, small accelerations may be filtered by selecting a non-zero threshold for acceleration. If acceleration is less than the threshold, then the routine may end. In one embodiment, the threshold may vary over the operating range ofengine106. For example, some engine speeds may operate in less efficient areas ofcompressor map300 and so the threshold for acceleration may be lower at these engine speeds.
• At750, it is determined thatengine106 is accelerating. Thus,bypass path230 may be adjusted according to engine speed and propeller load. For example,bypass path230 may be opened to increase gas flow throughcompressor222 and to move the turbocharger operating point to a more efficient operating point oncompressor map300.Opening bypass path230 may route gas from downstream ofcompressor222 to upstream ofturbine226. In one embodiment, all or a portion of the gas flowing throughbypass path230 may be heated byheater236 as it is routed upstream ofturbine226. The degree of opening and/or heating may be determined according to engine speed and propeller load. In one embodiment, a predetermined look-up table may map the engine speed and propeller load variables to a degree of opening forbypass path230. In one embodiment, calculating the propeller load may be simplified by determining whetherpropeller630 is engaged or not engaged. For example,bypass path230 may be adjusted according to one look-up table whenpropeller630 is engaged andbypass path230 may be adjusted according to a different look-up table whenpropeller630 is not engaged. In an alternative embodiment,bypass path230 may be adjusted whenpropeller630 is engaged andbypass path230 may not be adjusted whenpropeller630 is disengaged. The routine may end after750.
• Certain embodiments of the invention include abypass path230 configured to selectively route gas (e.g., air) from downstream of acompressor222 to upstream of a turbine226 (the compressor and turbine being part of a turbocharger220). In an embodiment, the gas that is routed through thebypass path230 is shunted around (i.e., bypasses) a combustion portion of theengine106 where gas is combined with fuel and combusted for driving a mechanical output shaft of the engine or otherwise, e.g., such combustion portion typically including an engine block,cylinder banks240 and/or250,cylinders242,252, and equipment (such as fuel injectors) for introducing fuel into the cylinders in a controlled manner. Thus, in an embodiment, gas routed through thebypass path230 is not involved in a fuel/gas combustion event in theengine106. In another embodiment, at least part of thebypass path230 is a direct path between downstream of thecompressor222 and upstream of theturbine226, meaning a direct fluid connection between the compressor downstream and turbine upstream but for any bypass path flow control devices (e.g.,valves232,234), and without any engine or other components that modify or affect the gas (e.g.,intercooler214, heater236) other than, again, bypass path flow control devices (e.g.,valves232,234) and related plumbing. Unless otherwise specified, such as in the claims, this does not preclude the possibility of another part of the bypass path not being a direct path.
• In another embodiment, thebypass path230 is solely a direct path between downstream of thecompressor222 and upstream of theturbine226, meaning (i) the bypass path comprises a direct fluid connection between the compressor downstream and turbine upstream but for any bypass path flow control devices (e.g.,valves232,234), and without any engine or other components that modify or affect the gas (e.g.,intercooler214, heater236) other than, again, bypass path flow control devices (e.g.,valves232,234) and related plumbing; and (ii) there is no portion of the bypass path that is not a direct path.
• In another embodiment, at least part of thebypass path230 is an indirect path between downstream of thecompressor222 and upstream of theturbine226, meaning there is at least one engine or other component that modifies or affects the gas (e.g.,intercooler214, heater236), which is disposed somewhere along the bypass flow route (e.g., extending from the compressor output, through at least part of the bypass path, and to the turbine input), and which is in addition to any flow control devices (e.g.,valves232,234) of the bypass path. In other words, in an indirect path, at least some of the gas that is routed through the bypass path is subjected to an engine or other component that modifies or affects the gas (the engine or other component being in addition to any flow control devices of the bypass path), somewhere between the compressor output and turbine input.
• In another embodiment, thebypass path230 is solely an indirect path between downstream of thecompressor222 and upstream of theturbine226, meaning (i) there is at least one engine or other component that modifies or affects the gas (e.g.,intercooler214, heater236), which is disposed somewhere along the bypass flow route (e.g., extending from the compressor output, through at least part of the bypass path, and to the turbine input), and which is in addition to any flow control devices (e.g.,valves232,234) of the bypass path; and (ii) there is no portion of the bypass path that is a direct path.
• In an embodiment, normal operational gas flow through theengine106 is from theinlet210, through thecompressor222, between the compressor and turbine226 (e.g., through the engine cylinders for combustion, or otherwise), through the turbine, and out the exhaust system. Thus, “upstream” refers to a direction towards the inlet (against the direction of the normal operational gas flow), and “downstream” refers to a direction towards the exhaust (in the direction of the normal operational gas flow).
• This written description uses examples to disclose the invention, including the best mode, and also to enable a person of ordinary skill in the relevant art to practice the invention, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those of ordinary skill in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims. Moreover, unless specifically stated otherwise, any use of the terms first, second, etc., do not denote any order or importance, but rather the terms first, second, etc., are used to distinguish one element from another.

Claims (30)

1. A method of operating a vehicle comprising an engine including a bypass path and a turbocharger, the turbocharger including a compressor and a turbine, comprising,

selectively increasing gas flow to the engine by increasing gas flow through the bypass path from downstream of the compressor to upstream of the turbine.

2. The method ofclaim 1, wherein gas flow through the bypass path is increased when a notch setting is less than a threshold.

3. The method ofclaim 1, wherein gas flow through the bypass path is decreased when a notch setting is greater than or equal to a speed threshold.

4. The method ofclaim 1, wherein gas flow through the bypass path is increased according to a difference between a notch setting and a threshold.

5. The method ofclaim 1, wherein gas flow through the bypass path is increased when a transient engine condition is detected, and wherein the vehicle is a locomotive.

6. The method ofclaim 1, further comprising,

determining an inlet temperature of the turbine; and

adjusting the bypass path according to the determined inlet temperature.

7. The method ofclaim 6, wherein the bypass path is adjusted to increase flow of heated gas through the bypass path from downstream of the compressor to upstream of the turbine when the inlet temperature is less than a threshold temperature.

8. The method ofclaim 7, wherein heating gas in communication with the bypass path includes routing gas through a passage in thermal contact with exhaust gasses.

9. The method ofclaim 6, wherein the bypass path is adjusted to increase flow of cooled gas through the bypass path from downstream of the compressor to upstream of the turbine when the inlet temperature is greater than or equal to a threshold temperature.

10. The method ofclaim 1, further comprising,

calculating a distance of the vehicle to each of a set of predefined geographic features;

determining if the vehicle is within a threshold range of any of the predefined geographic features; and

adjusting the bypass path if the vehicle is within the threshold range of any of the predefined geographic features.

11. The method ofclaim 10, wherein calculating a distance of the vehicle to each of a set of predefined geographic features includes determining geographic coordinates of the vehicle using a Global Positioning System signal.

12. A method of operating a vehicle comprising an engine including a bypass path and a turbocharger including a compressor and a turbine, the bypass path configured to selectively route gas from downstream of the compressor to upstream of the turbine, comprising,

adjusting flow through the bypass path from downstream of the compressor to upstream of the turbine based on whether the vehicle is operating in or within a threshold range of a tunnel.

13. The method ofclaim 12, wherein adjusting flow through the bypass path from downstream of the compressor to upstream of the turbine includes increasing flow through the bypass path when the vehicle is within a threshold range of an entrance of the tunnel.

14. The method ofclaim 12, wherein adjusting flow through the bypass path from downstream of the compressor to upstream of the turbine includes decreasing flow through the bypass path when the vehicle is in the tunnel.

15. The method ofclaim 12, wherein the engine further comprises an exhaust gas recirculation system, further comprising,

decreasing flow of gas from the exhaust gas recirculation system when the vehicle is in the tunnel.

16. The method ofclaim 15, further comprising,

increasing flow of gas from the exhaust gas recirculation system when the vehicle exits the tunnel.

17. The method ofclaim 12, wherein gas from downstream of the compressor is cooled.

18. A vehicle system, comprising:

an engine including a bypass path and a turbocharger including a turbine and a compressor, the bypass path configured to selectively route gas from downstream of the compressor to upstream of the turbine; and

a control system having computer readable storage medium with code therein, the code including instructions for,

calculating a distance of the vehicle system to each of a set of predefined geographic features;

determining if the vehicle system is within a threshold range of any of the predefined geographic features; and

adjusting the bypass path if the vehicle system is within the threshold range of any of the predefined geographic features.

19. The vehicle system ofclaim 18, wherein the set of predefined geographic features includes a tunnel entrance.

20. The vehicle system ofclaim 18, further comprising a Global Positioning System receiver sending a signal to the control system, and wherein the code further includes instructions for,

determining geographic coordinates of the vehicle system for calculating the distance of the vehicle system to each of the set of predefined geographic features; and

increasing flow of gas through the bypass path when the vehicle system is within the threshold range of one of the predefined geographic features.

21. The vehicle system ofclaim 18, wherein the engine includes a combustion portion having at least one cylinder where a gas/fuel mixture is combusted for driving a mechanical output shaft of the engine, and wherein gas that is selectively routed through the bypass path bypasses the combustion portion of the engine.

22. A method of operating a marine vehicle comprising an engine including a turbocharger including a compressor and a turbine, comprising,

adjusting a bypass path from downstream of the compressor to upstream of the turbine when an engine acceleration exceeds an acceleration threshold; and

adjusting the bypass path from downstream of the compressor to upstream of the turbine when an engine deceleration exceeds a deceleration threshold.

23. The method ofclaim 22, wherein the bypass path is adjusted according to an engine speed and a propeller load when the engine acceleration exceeds the acceleration threshold.

24. The method ofclaim 23, wherein gas flow through the bypass path is heated when the engine acceleration exceeds the acceleration threshold.

25. The method ofclaim 22, wherein the bypass path is adjusted according to an intake manifold pressure, an engine speed, and a propeller load when the engine deceleration exceeds the deceleration threshold.

26. The method ofclaim 22, wherein the deceleration threshold and the acceleration threshold vary according to engine speed.

27. A marine vehicle system, comprising:

an engine including a bypass path and a turbocharger including a turbine and a compressor, the bypass path configured to selectively route gas from downstream of the compressor to upstream of the turbine;

a propeller;

a coupling device connected to the engine and configured to selectively engage and disengage with the propeller;

a control system having computer readable storage medium with code therein, the code including instructions for,

selectively engaging the propeller;

selectively disengaging the propeller;

adjusting a bypass path from downstream of the compressor to upstream of the turbine when an engine acceleration exceeds an acceleration threshold and the propeller is engaged; and

adjusting the bypass path from downstream of the compressor to upstream of the turbine when an engine deceleration exceeds a deceleration threshold.

28. The marine vehicle system ofclaim 27, wherein the bypass path is adjusted according to an engine speed when the engine acceleration exceeds the acceleration threshold and the propeller is engaged.

29. The marine vehicle system ofclaim 27, wherein gas flow through the bypass path is heated when the engine acceleration exceeds the acceleration threshold and the propeller is engaged.

30. The marine vehicle system ofclaim 27, wherein the bypass path is adjusted according to an intake manifold pressure and an engine speed when the engine deceleration exceeds the deceleration threshold.

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