In a control device for an internal combustion engine in which internal EGR and external EGR are conducted, an ideal in-cylinder gas amount and an ideal in-cylinder gas temperature in an ideal state in which neither of EGR gas recirculates into a cylinder are calculated (steps 1 and 2). A mixed gas amount of intake air and the external EGR gas present on a downstream side of a throttle valve is calculated, based on a rotation speed of the internal combustion engine and intake air pressure (step 21) to detect a mixed gas temperature. An actual in-cylinder gas temperature and amount and an EGR ratio are calculated, based on the ideal in-cylinder gas amount, the ideal in-cylinder gas temperature, the mixed gas amount, and the mixed gas temperature (steps 24, 4, and 5), and an internal combustion engine is controlled based on the EGR ratio.

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%.

A system for coordinated control of an engine and associated components over various engine-modes of operation. The system may include an engine, one or more components controllable to adjust operation of the diesel engine, and a system controller. The system controller may be connected to the engine and the one or more components. The system controller may include a supervisory controller and one or more component controllers. The supervisory controller may receive system control variable set points and coordinate component control variable set points for the components to achieve the system control variable set points. The component controllers may control operation of the components to achieve the control variable set points for the components by setting manipulated variable set points for the components based on the component control variable set points and a model based non-linear dynamic inversion.

A vehicle system having an internal combustion engine and evaporative emission system including a canister is described, wherein canister includes a chamber having a flexible Metal Organic Framework (MOF) material disposed therein. A controllable device is coupled to the flexible MOF material, and a controller is operatively connected to the controllable device and the purge valve. The controller includes an instruction set that is executable to activate the controllable device and control the purge valve to an open state in response to a command to purge the canister, determine an activation parameter for the controllable device, determine a purge flow, integrate the purge flow to determine a total purge mass, and deactivate the controllable device when the total purge mass is greater than a threshold.

Methods and systems for calculating a plurality of aging factors in a system operating an engine. The calculated aging factors may include one or more of fuel injector drift, exhaust gas recirculation valve obstruction, and mass air flow sensor bias. Mass flow throughout the system, and pressures and temperatures within the system, are observed in an approach that relies on mass preservation concepts to estimate drift, obstruction and bias estimates.

Various embodiments include methods for determining the efficiency of an SCR catalytic converter in a system including a nitrogen oxide sensor, and a metering device for a reducing agent arranged in an exhaust-gas duct, and an exhaust recirculation line with a recirculation valve disposed downstream of the SCR catalytic converter and feeding an intake region of the engine. The methods comprise: setting or identifying a quasi-steady-state operating state and an associated recirculation rate; adding a first quantity of reducing agent using the metering device; measuring a resulting first nitrogen oxide value using the sensor; adding a further predefined quantity, different from the first quantity; measuring the resulting nitrogen oxide values using the sensor; and determining the efficiency of the SCR catalytic converter based at least in part on the associated exhaust-gas recirculation rate and the measured nitrogen oxide values.

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%.

A method for calculating the mass of an overlap gaseous flow (M.sub.OVL), wherein the exhaust pressure is higher than the intake pressure, or in the case of scavenging (SCAV), wherein the intake pressure is higher than the exhaust pressure. The overlap gaseous flow (M.sub.OVL) is the flow which flows, in overlap conditions, through the intake valve and the exhaust valve of a cylinder of an internal combustion engine. At least one intake valve is driven so as to vary the lift (H) of the intake valve in controlled manner. The overlap condition is a condition in which the intake valve and the exhaust valve are both at least partially open. The method comprises calculating the mass of the gaseous flow (M.sub.OVL) which flows through the intake valve and the exhaust valve on the basis of the relation:
M.sub.OVL=PERM*β(P/P.sub.0,n)*P.sub.0/P.sub.0_REF*(T.sub.0_REF/T.sub.0).sup.1/2/n.

A system includes a temperature sensor configured to measure a temperature of exhaust gas produced by an engine, and a boost error module configured to determine a boost error of the engine. The system further includes a combustion control module configured to select at least one of a target boost pressure of the engine, a target EGR flow rate of the engine, and a target fuel injection parameter of the engine from a first set of target values when the exhaust gas temperature is less than a predetermined temperature and the boost error is less than a predetermined value, and to select the at least one of the target boost pressure, the target EGR flow rate, and the target fuel injection parameter from a second set of target values when the exhaust gas temperature is less than the predetermined temperature and the boost error is greater than the predetermined value.

A system for coordinated control of an engine and associated components over various engine-modes of operation. The system may include an engine, one or more components controllable to adjust operation of the diesel engine, and a system controller. The system controller may be connected to the engine and the one or more components. The system controller may include a supervisory controller and one or more component controllers. The supervisory controller may receive system control variable set points and coordinate component control variable set points for the components to achieve the system control variable set points. The component controllers may control operation of the components to achieve the control variable set points for the components by setting manipulated variable set points for the components based on the component control variable set points and a model based non-linear dynamic inversion.