An estimated trapped amount (PM) that is an estimated value of an amount of particulate matter that is trapped in a particulate filter arranged in an engine exhaust passage is calculated based on an engine operating state, and PM removal control is performed when the estimated trapped amount exceeds an upper limit amount. Reference temperature increase control is performed to remove the particulate matter from the particulate filter, and an actual temperature that is the temperature of the particulate filter while the reference temperature increase control is being performed is detected. A reference temperature that is the temperature of the particulate filter when it is assumed that the reference temperature increase control has been performed when the amount of particulate matter trapped in the particulate filter is a reference initial trapped amount is stored in advance. The estimated trapped amount is corrected based on the actual temperature and the reference temperature.

An exhaust gas arrangement includes an exhaust gas system for conveying an exhaust gas stream. The exhaust gas system includes a turbine and an exhaust gas treatment system. The exhaust gas arrangement further includes a working fluid circulation circuit connected to the exhaust gas system for recovery of energy from the exhaust gas stream. The working fluid circulation circuit includes a first heat exchanger which is arranged at a waste heat source for heat exchange between the waste heat source and a working fluid in the working fluid circulation circuit, and a second heat exchanger positioned in the exhaust gas system for heat exchange between the exhaust gas and the working fluid. The second heat exchanger is positioned downstream of the turbine and upstream of a particle filter in the exhaust gas treatment system. An internal combustion engine system and a vehicle including such an exhaust gas arrangement are also disclosed.

A tractor-trailer truck engine coolant manifold comprises a first supply port for receiving coolant from an engine or radiator, and a first return port for returning coolant to the engine or radiator. The manifold also has a second supply port in fluid communication with the first supply port, and a second return port in fluid communication with the first return port. Further, the manifold can have a third supply port in fluid communication with the first supply port, and a third return port in fluid communication with the first return port. The coolant manifold can further have one or more internal flow paths that are configured so that coolant flow rate or pressure exiting one supply port is different from the coolant flow rate or pressure exiting from another supply port, pre-selected based upon the thermal requirements of the heat source or heat sink components.