A method includes deactivating one or more cylinders of the second cylinder group responsive to engine operation in a first engine speed-load region, and adjusting exhaust valve timing of one or more cylinders of the first cylinder group responsive to the deactivating. The method further includes adjusting exhaust valve timing of the one or more cylinders of the first cylinder group responsive to engine operation in a second engine speed-load region, and deactivating the one or more cylinders of the second cylinder group responsive to the adjusting.

An internal combustion engine is provided including a cylinder including a piston connected to a rotatable crankshaft, an exhaust guide being arranged to guide a gas flow from the cylinder, an adjustable flow restriction element arranged to restrict the flow through the exhaust guide, an exhaust valve arranged to control a communication between the cylinder and the exhaust guide, and an exhaust valve actuation assembly for actuating the exhaust valve so as to perform in each of a plurality of cycles of the cylinder an exhaust valve actuation sequence, wherein the exhaust valve actuation assembly is adapted to control the commencement of the exhaust valve actuation sequence to occur selectively at any crankshaft angle within a non-zero crankshaft angle interval.

Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, a first set of exhaust valves coupled to the first exhaust manifold may be operated at a different timing than a second set of exhaust valves coupled to the second exhaust manifold. Further, a position of a first valve positioned in a first passage coupled between the intake passage and the first exhaust manifold and/or a timing of the first set of exhaust valves may be diagnosed based on an output of a pressure sensor positioned in the first exhaust manifold.

A method for controlling an actuator system of a motor vehicle includes utilizing a model predictive control (MPC) module with an MPC solver to determine optimal positions of a plurality of actuators subject to constraints, optimizing a cost function for a set of actuator duty cycles for controlling positions of the plurality of actuators, determining if the MPC solver has determined optimal actuator positions for the plurality of actuators, and applying a linear quadratic regulator (LQR) solution if the MPC solver fails to determine optimal actuator positions for the plurality of actuators.

A method is disclosed for operating an internal combustion engine equipped with an aftertreatment device. The internal combustion engine is equipped with a cylinder having an exhaust gas port intercepted by an exhaust valve, the exhaust valve being actuated by means of a Variable Valve Actuation (VVA) system, An aftertreatment device regeneration is detected, and the exhaust valve closure is anticipated using the Variable Valve Actuation (VVA) system during the aftertreatment device regeneration to provide an exhaust valve actuation profile having an anticipated exhaust valve closure with respect to a baseline exhaust valve actuation profile.

A method for controlling an actuator system of a motor vehicle includes utilizing a model predictive control (MPC) module with an MPC solver to determine optimal positions of a plurality of actuators subject to constraints, optimizing a cost function for a set of actuator duty cycles for controlling positions of the plurality of actuators, determining if the MPC solver has determined optimal actuator positions for the plurality of actuators, and applying a linear quadratic regulator (LQR) solution if the MPC solver fails to determine optimal actuator positions for the plurality of actuators.

Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, an intake valve timing, exhaust valve timing of a first set of exhaust valves coupled to the first exhaust manifold, and a position of an exhaust gas recirculation (EGR) valve in an EGR passage may be adjusted in coordination with one another in response to a condition at a compressor. The EGR passage may be coupled between the intake passage, upstream of the compressor, and the first exhaust manifold.

Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, a flow of exhaust (e.g., exhaust gas recirculation) from engine cylinders to the intake passage, upstream of a compressor, via an exhaust gas recirculation (EGR) passage and the first exhaust manifold may be adjusted by adjusting a timing of a first set of cylinder exhaust valves coupled to the first exhaust manifold. Additionally, the first set of cylinder exhaust valves open at a different time than a second set of cylinder exhaust valves coupled to the exhaust passage.

Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, the split exhaust engine system may include a first set of exhaust valves fluidly coupled to the exhaust passage, upstream of a turbocharger turbine, a first emission control device (ECD), and a second ECD disposed within the exhaust passage, the second ECD positioned downstream of the first ECD. The system may further include a second set of exhaust valves fluidly coupled to the intake passage and the exhaust passage, between the first ECD and the second ECD.

Methods and systems are provided for regulating engine operating parameters such as exhaust gas recirculation (EGR) based on road roughness conditions. Based on increased road roughness estimation, EGR flow rate may be opportunistically raised, enabling NVH associated with elevated EGR levels to be masked by NVH associated with rough road conditions. In addition, purging of fuel vapors from a canister or a crankcase to the engine may be increased while transmission shift schedules may be advanced so as to complete the shift during the rough road condition.