In an engine device, when executing normal control that performs fuel injection and ignition as control of an engine, a controller estimates, in the case of a stoichiometric air-fuel ratio, an exhaust gas temperature based on first thermal energy that is based on a combustion gas temperature, a combustion gas quantity, and specific heat of combustion gas, estimates, in the case of a lean air-fuel ratio, the exhaust gas temperature based on the first thermal energy and second thermal energy that is based on an air temperature, a surplus air quantity, and specific heat of air, and estimates, in the case of a rich air-fuel ratio, the exhaust gas temperature based on the first thermal energy and third thermal energy that is based on a fuel temperature, a surplus fuel quantity, specific heat of fuel, and evaporation latent heat of fuel.

In an engine device, when executing normal control that performs fuel injection and ignition as control of an engine, a controller estimates, in the case of a stoichiometric air-fuel ratio, an exhaust gas temperature based on first thermal energy that is based on a combustion gas temperature, a combustion gas quantity, and specific heat of combustion gas, estimates, in the case of a lean air-fuel ratio, the exhaust gas temperature based on the first thermal energy and second thermal energy that is based on an air temperature, a surplus air quantity, and specific heat of air, and estimates, in the case of a rich air-fuel ratio, the exhaust gas temperature based on the first thermal energy and third thermal energy that is based on a fuel temperature, a surplus fuel quantity, specific heat of fuel, and evaporation latent heat of fuel.

A method for generating data for an internal combustion engine control unit includes receiving at least one constraint by a simulated internal combustion engine, receiving a first value of an air condition by the simulated internal combustion engine, and determining at least one simulated engine parameter associated with a maximum expected output of the simulated internal combustion engine, wherein the maximum expected output is determined based on the first value and the at least one constraint. The method also includes supplementing existing engine information by storing the at least one simulated engine parameter in a memory associated with the internal combustion engine control unit together with the existing engine information.

A method for generating data for an internal combustion engine control unit includes receiving at least one constraint by a simulated internal combustion engine, receiving a first value of an air condition by the simulated internal combustion engine, and determining at least one simulated engine parameter associated with a maximum expected output of the simulated internal combustion engine, wherein the maximum expected output is determined based on the first value and the at least one constraint. The method also includes supplementing existing engine information by storing the at least one simulated engine parameter in a memory associated with the internal combustion engine control unit together with the existing engine information.

In accordance with one aspect of the present disclosure, a turbocharger includes a compressor having a compressor wheel, a turbine provided within a housing, and an exhaust gas recirculation (EGR) flow path. The EGR flow path includes a first fluid connection in the housing and located in proximity to the turbine, a second fluid connection located in proximity to a trailing edge of the compressor wheel, an EGR control valve disposed between the first fluid connection and the second fluid connection, the EGR control valve configured to selectively operate the turbocharger in a low-heat mode having an EGR up to 50% and an operational mode having an EGR rate typically less than 35%.

In accordance with one aspect of the present disclosure, a turbocharger includes a compressor having a compressor wheel, a turbine provided within a housing, and an exhaust gas recirculation (EGR) flow path. The EGR flow path includes a first fluid connection in the housing and located in proximity to the turbine, a second fluid connection located in proximity to a trailing edge of the compressor wheel, an EGR control valve disposed between the first fluid connection and the second fluid connection, the EGR control valve configured to selectively operate the turbocharger in a low-heat mode having an EGR up to 50% and an operational mode having an EGR rate typically less than 35%.

Systems and methods for optimizing a performance variable for an engine system. The method includes applying constraints of manipulated variables as well as performance variables, mechanical constraints and other engine responses to response models. The response models each represent a piecewise linear relationship between the manipulated variables and other engine responses including performance variables and constraints. The method also comprises determining an optimal target for each of the manipulated variables by using a quasi-simplex optimization process on the response models. The optimal targets of the manipulated variables correspond to an optimal value of the performance variable.

Systems and methods for optimizing a performance variable for an engine system. The method includes applying constraints of manipulated variables as well as performance variables, mechanical constraints and other engine responses to response models. The response models each represent a piecewise linear relationship between the manipulated variables and other engine responses including performance variables and constraints. The method also comprises determining an optimal target for each of the manipulated variables by using a quasi-simplex optimization process on the response models. The optimal targets of the manipulated variables correspond to an optimal value of the performance variable.

In accordance with one aspect of the present disclosure, a turbocharger includes a compressor having a compressor wheel, a turbine provided within a housing, and an exhaust gas recirculation (EGR) flow path. The EGR flow path includes a first fluid connection in the housing and located in proximity to the turbine, a second fluid connection located in proximity to a trailing edge of the compressor wheel, an EGR control valve disposed between the first fluid connection and the second fluid connection, the EGR control valve configured to selectively operate the turbocharger in a low-heat mode having an EGR up to 50% and an operational mode having an EGR rate typically less than 35%.

In accordance with one aspect of the present disclosure, a turbocharger includes a compressor having a compressor wheel, a turbine provided within a housing, and an exhaust gas recirculation (EGR) flow path. The EGR flow path includes a first fluid connection in the housing and located in proximity to the turbine, a second fluid connection located in proximity to a trailing edge of the compressor wheel, an EGR control valve disposed between the first fluid connection and the second fluid connection, the EGR control valve configured to selectively operate the turbocharger in a low-heat mode having an EGR up to 50% and an operational mode having an EGR rate typically less than 35%.