A hybrid drive for a vehicle includes an electric machine, an internal combustion engine, and a transmission with a transmission input shaft. The electric machine and the internal combustion engine are coupled to the transmission input shaft such that the electric machine and the internal combustion engine cannot be decoupled.

Methods and systems are provided for boosted engines. In one example, a method for a boosted engine method may include storing compressed air in a reservoir for supply to the engine during increased engine load operating conditions and replenishing the air in response to pressure dropping below a nominal threshold; and increasing the pressure beyond the nominal threshold in response to increased temperature of the stored air in the reservoir even when operating conditions include decreased engine load, and purging the increased temperature stored air to bring pressure back down toward the nominal threshold. In one example, increasing pressure to the reservoir may include supplying compressed air from an air suspension system. In one example, increasing pressure to the reservoir may include supplying compressed air from an air compressor separate from an engine turbocharger compressor. In one example, the method may include, in response to a vehicle operator tip-in during the increasing of the pressure beyond the nominal threshold, simultaneously supplying stored compressed air to the engine while replenishing the air.

A system includes a fuel control module and a valve control module. The fuel control module controls a fuel injector to stop fuel delivery to each cylinder of an engine in a vehicle when the vehicle is decelerating. The valve control module controls a valve actuator to actuate intake and exhaust valves of each cylinder of the engine between open and closed positions when fuel delivery to each cylinder of the engine is stopped. The valve control module controls the valve actuator to adjust an amount of airflow through each cylinder of the engine to a minimum amount when fuel delivery to each cylinder of the engine is initially stopped. The valve control module controls the valve actuator to adjust the amount of airflow through each cylinder of the engine to an amount greater than the minimum amount before fuel delivery to each cylinder of the engine is restarted.

A controller for a vehicle includes a combustion stoppage period processor and a combustion period processor. The combustion stoppage period processor is configured to selectively execute one of a fuel cut process or a fuel feeding process when stopping combustion in the cylinder in a situation in which a crankshaft of the internal combustion engine is rotating. The combustion period processor is configured to execute an increase process that increases flow speed of exhaust gas in the exhaust pipe when the fuel feeding process is executed while combustion is stopped in the cylinder and then combustion is resumed in the cylinder in which the combustion has been stopped.

A vehicle includes an engine including an injector of cylinder injection type and a forced induction device, a second motor generator that generates electric power with an output torque of the engine, and an ECU that controls the engine and the second motor generator. When an amount of intake air and a fuel pressure of the engine decrease in boosting of suctioned air by the forced induction device, the ECU reduces a decrease in the amount of intake air during a period in which an injection amount is equal to a minimum injection amount, and when an excessive torque is generated in the output torque of the engine along with reducing a decrease in the amount of intake air, the ECU absorbs the excessive torque by a power generation operation of the second motor generator.

An internal combustion engine system includes an internal combustion engine and a control device. A difference of an intake valve closing timing with respect to a compression top dead center is referred to as a first crank angle difference; a difference of an exhaust valve closing timing with respect to an exhaust top dead center is referred to as a second crank angle difference; and a difference between the first crank angle difference and the second crank angle difference is referred to as an intake/exhaust closing timing difference. The control device is configured to execute: a fuel cut processing; and a valve driving processing to control at least one of the intake valve closing timing and the exhaust valve closing timing such that the intake/exhaust closing timing difference becomes smaller during a fuel cut operation than during a non-fuel cut operation.

A driving-side rotating body that rotates synchronously with a crankshaft of an internal combustion engine, a driven-side rotating body that is allowed to rotate relative to the driven-side rotating body and that rotates integrally with a camshaft that opens and closes an intake valve, and a phase adjustment mechanism for setting a relative rotation phase of the driving-side rotating body and the driven-side rotating body using a driving force of an electric motor are included. The phase adjustment mechanism is configured to be able to execute retarding control for setting the relative rotation phase to the retarding side until reaching a phase in which the internal combustion engine cannot be started and autonomous running is not possible even if fuel injection and ignition are performed in the internal combustion engine.

This engine system is provided with a throttle device, an EGR valve, and an ECU. The ECU diagnoses an abnormality of the EGR valve on the basis of an operating state during an engine deceleration, and diagnoses combustion deterioration of an engine on the basis of a crank angle speed change during the engine deceleration (not during a fuel cut-off). The ECU executes an engine stall avoidance control with the throttle device when it is determined there is an abnormality in the EGR valve, makes a final determination that the EGR valve has an abnormality and continues the engine stall avoidance control when it is determined thereafter that there is combustion deterioration, and makes a final determination that the EGR valve is normal and cancels the engine stall avoidance control when it is determined that there is no combustion deterioration.

An engine control method of a hybrid electric vehicle is provided. The method includes detecting a state of charge (SOC) of a main battery of the hybrid electric vehicle and detecting whether a brake requires operation when the main battery is in a fully-charged state or a charging-limiting state. An engine fuel cut of the hybrid electric vehicle is executed when a request for the engine brake is generated and an engine is operated to maximize an engine load of the hybrid electric vehicle.

Methods and systems are provided for improving fuel economy and reducing undesired emissions. In one example, a method may include in response to an engine speed being within a first threshold speed of an engine idle speed during a speed reduction request with engine cylinders unfueled, maintaining the cylinders unfueled, and controlling the engine to a desired stopping position responsive to the engine speed being greater than a second threshold speed lower than the idle speed. In this way, fuel usage and emissions may be reduced and engine restart requests may be conducted at least in part via vehicle inertia.