Methods and systems are provided for a comprex charger. In one example, a comprex charger is integrally arranged with an electric machine and shares a cooling arrangement therewith.

Systems and methods for mitigating exhaust gas emissions via cylinder deactivation are provided. A system includes a controller coupled to an internal combustion engine and an electric motive device. The controller includes a processor and a memory. The memory stores instruction that, when executed by the processor, cause the controller to: receive a power request less than a current power output from the internal combustion engine; command the electric motive device to provide a supplemental power output based on the received power request; command the internal combustion engine to operate in a cylinder deactivation mode whereby at least one cylinder of a plurality of cylinders of the internal combustion engine is deactivated; responsive to determining that a power output of the internal combustion engine is substantially equivalent to the power request after commanding the internal combustion engine to operate in the cylinder deactivation mode, deactivate the electric motive device.

Methods and systems are provided for adjusting operation of a split exhaust engine system based on a total flow of gases through a scavenge exhaust gas recirculation system of the split exhaust engine system. In one example, a method may include adjusting engine operation in response to a flow of gases to an intake passage, upstream of a compressor, from a scavenge manifold coupled to scavenge exhaust valves, the flow of gases determined based on a valve opening overlap between the scavenge exhaust valves and intake valves of an engine, the scavenge exhaust valves opened at a different time than blowdown exhaust valves coupled to a blowdown manifold coupled to a turbine.

A system and method for improving the functioning of a turbocharged diesel engine equipped with a cylinder deactivation system includes detecting when the turbocharged diesel engine is at risk of compressor surge, and then delaying the implementation of the cylinder deactivation. The delay may be a set period of time, or it may be determined by performing a set of instructions effective for estimating changes in intake manifold pressures over time if cylinders are deactivated, and then comparing the intake manifold pressure estimates to acceptable intake manifold pressure information. A formula for performing the required estimates is provided.

A control method for an internal combustion engine including: setting a target valve opening degree of the first throttle valve in accordance with a load, sensing a valve opening degree of the second throttle valve, judging whether or not the valve opening degree of the second throttle valve is an opening degree on a closing side relative to a predetermined set valve opening degree, and correcting the valve opening degree of the first throttle valve to the opening degree on the closing side relative to the target valve opening degree when it is judged that the valve opening degree of the second throttle valve is the opening degree on the closing side relative to the predetermined set valve opening degree.

An engine system includes an intake pipe, an exhaust pipe, an exhaust gas recirculation (EGR) pipe, an injection amount deriver, and a fuel injector. The intake pipe is configured to direct intake air into a combustion chamber of an engine. The exhaust pipe is configured to receive exhaust gas discharged from the combustion chamber. The EGR pipe is coupled to the exhaust pipe and the intake pipe and configured to recirculate the exhaust gas into the intake pipe as EGR gas. The injection amount deriver is configured to derive a target injection amount of fuel using a mass of air contained in the EGR gas or a mass of fuel contained in the EGR gas and using a preset target air excess coefficient. The fuel injector is configured to inject an amount of fuel corresponding to the target injection amount derived by the injection amount deriver into the combustion chamber.

An EGR control apparatus for the engine includes an ECU. The ECU calculates a LP-side correction coefficient Kcor_LP and a HP-side correction coefficient Kcor_HP such that they include a LP-side FB correction value Dfb_LP and a HP-side FB correction value Dfb_HP that are calculated using equations (9) and (17) such that an absolute value of an EGR amount error E_egr is reduced, and a LP-side learned value CorMAP_LP/HP-side learned value CorMAP_HP learned when a LP ratio R_LP=1/R_LP=0 holds, calculates a target LP opening _LP_dmd and a target HP opening _HP_dmd using the LP-side correction coefficient Kcor_LP and the HP-side correction coefficient Kcor_HP, and controls a LP opening _LP and a HP opening _HP such that they become equal to the target LP opening _LP_dmd and the target HP opening _HP_dmd.

A control device of an internal combustion engine using a neural network, wherein an output value obtained by experiments is made training data for a value of an operating parameter of the engine in a presumed usable range, while an output value obtained by prediction without relying on experiments is made training data for a value of the operating parameter of the engine outside of the presumed usable range. The training data obtained by experiments and the training data obtained by prediction are used to learn the weights and the biases of the neural network so that an output value which changes in accordance with a value of an operating parameter of the engine matches the training data, and thereby even outside of the presumed usable range of the operating parameter, the output value can be suitably estimated.

Methods and systems are provided for adjusting operation of a split exhaust engine system based on a total flow of gases through a scavenge exhaust gas recirculation system of the split exhaust engine system. In one example, a method may include setting a cam timing correction based on a difference between a first value and a second value of a flow through an exhaust gas recirculation (EGR) passage, the first value determined based on a first parameter set including a cylinder valve overlap area and the second value determined based on a second parameter set not including the cylinder valve overlap area, and operating at least one of an intake cam and an exhaust cam at a corrected timing using the cam timing correction. In this way, the flow through the EGR passage may be adjusted even without active control of a valve coupled in the EGR passage.

Methods and systems are provided for adjusting operation of a split exhaust engine system based on a total flow of gases through a scavenge exhaust gas recirculation system of the split exhaust engine system. In one example, a method may include adjusting engine operation in response to a flow of gases to an intake passage, upstream of a compressor, from a scavenge manifold coupled to scavenge exhaust valves, the flow of gases determined based on a valve opening overlap between the scavenge exhaust valves and intake valves of an engine, the scavenge exhaust valves opened at a different time than blowdown exhaust valves coupled to a blowdown manifold coupled to a turbine.