Patent Publication Number: US-10330001-B2

Title: Systems and methods for a split exhaust engine system

Description:
FIELD 
     The present description relates generally to methods and systems for a split exhaust engine including exhaust gas recirculation. 
     BACKGROUND/SUMMARY 
     Engines may use boosting devices, such as turbochargers, to increase engine power density. However, engine knock may occur due to increased combustion temperatures. Knock is especially problematic under boosted conditions due to high charge temperatures. The inventors herein have recognized that utilizing an engine system with a split exhaust system, where a first exhaust manifold routes exhaust gas recirculation (EGR) to an intake of the engine, upstream of a compressor of the turbocharger, and where a second exhaust manifold routes exhaust to a turbine of the turbocharger in an exhaust of the engine, may decrease knock and increase engine efficiency. In such an engine system, each cylinder may include two intake valves and two exhaust valves, where a first set of cylinder exhaust valves (e.g., scavenge exhaust valves) exclusively coupled to the first exhaust manifold may be operated at a different timing than a second set of cylinder exhaust valves (e.g., blowdown exhaust valves) exclusively coupled to the second exhaust manifold, thereby isolating a scavenging portion and blowdown portion of exhaust gases. The timing of the first set of cylinder exhaust valves may also be coordinated with a timing of cylinder intake valves to create a positive valve overlap period where fresh intake air (or a mixture of fresh intake air and EGR), referred to as blowthrough, may flow through the cylinders and back to the intake, upstream of the compressor, via an EGR passage coupled to the first exhaust manifold. Blowthrough air may remove residual exhaust gases from within the cylinders (referred to as scavenging). The inventors herein have recognized that by flowing a first portion of the exhaust gas (e.g., higher pressure exhaust) through the turbine and a higher pressure exhaust passage and flowing a second portion of the exhaust gas (e.g., lower pressure exhaust) and blowthrough air to the compressor inlet, combustion temperatures can be reduced while improving the turbine&#39;s work efficiency and engine torque. 
     However, the inventors herein have recognized potential issues with such systems. As one example, during the positive valve overlap period where both intake valves and a scavenge exhaust valve (e.g., one of the first set of cylinder exhaust valves) are open, some blowthrough air may “short circuit” directly from an intake valve to the scavenge valve without thoroughly scavenging residual burned exhaust gases from a combustion chamber of the cylinder. The inventors have recognized that though staggering the timing of the two intake valves may reduce this short circuiting, this may require additional hardware, thereby increasing engine costs and a complexity of engine control. 
     In one example, the issues described above may be addressed by a method, comprising: in response to flowing gases from engine cylinders to an intake passage via a first set of exhaust valves, adjusting a first set of swirl valves coupled upstream of a first set of intake valves to at least partially block intake air flow to the first set of intake valves, where each cylinder includes two intake valves including one of the first set of intake valves and two exhaust valves. As one example, each cylinder may include one of the first set of swirl valves disposed in an intake port of one of the intake valves. Under certain conditions, including when engine load is greater than a threshold load and/or when a valve disposed in an exhaust gas recirculation (EGR) passage coupled between the intake passage and a first exhaust manifold coupled to the first set of exhaust valves is open, a controller of the engine may adjust the first set of swirl valves to at least partially block intake air flow to the first set of intake valves. As a result, this may increase turbulence of intake air flow entering the cylinders via the first set of intake valves, thereby increasing the scavenging of the residual burned exhaust gases from the combustion chambers. In this way, engine emissions may be reduced and engine efficiency may be increased. 
     It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1A  shows a schematic depiction of a turbocharged engine system with a split exhaust system. 
         FIG. 1B  shows an embodiment of a cylinder of the engine system of  FIG. 1A . 
         FIG. 2A  shows a block diagram of a first embodiment of an engine air-fuel ratio control system for an internal combustion engine and an air-fuel ratio flowing into an exhaust gas emissions device. 
         FIG. 2B  shows a block diagram of a second embodiment of an engine air-fuel ratio control system for an internal combustion engine and an air-fuel ratio flowing into an exhaust gas emissions device. 
         FIG. 3A  shows example cylinder intake valve and exhaust valve timings for one engine cylinder of a split exhaust engine system. 
         FIG. 3B  shows example adjustments to the intake valve and exhaust valve timings for one engine cylinder of the split exhaust engine system for different engine operating modes. 
         FIGS. 4A-4B  show a flow chart of a method for operating a split exhaust engine system, where a first exhaust manifold routes exhaust gas and blowthrough air to an intake of the engine system and a second exhaust manifold routes exhaust to an exhaust of the engine system, under different vehicle and engine operating modes. 
         FIG. 5  shows a flow chart of a method for operating the split exhaust engine system in a cold start mode. 
         FIG. 6  shows a flow chart of a method for operating the split exhaust engine system in a deceleration fuel shut-off mode. 
         FIGS. 7A-7B  show a flow chart of a method for operating the split exhaust engine system in a part throttle mode. 
         FIG. 8  shows a flow chart of a method for operating the split exhaust engine system in an electric boost mode. 
         FIG. 9  shows a flow chart of a method for operating the split exhaust engine system in a compressor threshold mode. 
         FIG. 10  shows a flow chart of a method for operating the split exhaust engine system in a baseline blowthrough combustion cooling (BTCC) mode. 
         FIG. 11  shows a flow chart of a method for diagnosing one or more valves of the split exhaust engine system based on scavenge manifold pressure. 
         FIG. 12  shows a flow chart of a method for controlling EGR flow and blowthrough air to an intake passage from a scavenge manifold via adjusting operation of one or more valves of the split exhaust engine system. 
         FIG. 13  shows a flow chart of a method for selecting between operating modes to adjust a flow of exhaust gases from engine cylinders to an intake passage via scavenge exhaust valves and a scavenge exhaust manifold of the split exhaust engine system. 
         FIG. 14  shows a flow chart of a method for operating a hybrid electric vehicle including the split exhaust engine system in an electric mode. 
         FIG. 15  shows a flowchart of a method for operating the split exhaust engine system in a shutdown mode. 
         FIG. 16  shows an example graph of changes in engine operating parameters during operating the split exhaust engine system in a cold start mode. 
         FIG. 17  shows an example graph of changes in engine operating parameters during operating the split exhaust engine system in a deceleration fuel shut-off (DFSO) mode. 
         FIGS. 18A-18B  show an example graph of changes in engine operating parameters during operating the split exhaust engine system in a part throttle mode. 
         FIG. 19  shows an example graph of changes in engine operating parameters during operating the split exhaust engine system in an electric boost mode. 
         FIG. 20  shows an example graph of changes in engine operating parameters during operating the split exhaust engine system in a compressor threshold mode. 
         FIG. 21  shows an example graph of changes in pressure and oxygen content of a scavenge exhaust manifold over a single engine cycle of the split exhaust engine system. 
         FIG. 22  shows an example graph of controlling one or more engine actuators to adjust exhaust gas recirculation (EGR) flow and blowthrough flow to an intake passage of the split exhaust engine system from scavenge exhaust valves of engine cylinders. 
         FIG. 23  shows an example graph of operating a hybrid electric vehicle in an electric mode to heat the split exhaust engine system prior to starting the engine. 
         FIG. 24  shows an example graph of changes in engine operating parameters during operating the split exhaust engine in a shutdown mode. 
         FIG. 25  shows an example graph of operation of the split exhaust engine system from startup to shutdown. 
     
    
    
     DETAILED DESCRIPTION 
     The following description relates to systems and methods for operating a split exhaust engine with blowthrough and exhaust gas recirculation (EGR) to an intake via a first exhaust manifold. As shown in  FIG. 1A , the split exhaust engine may include a first exhaust manifold (referred to herein as a scavenge exhaust manifold) coupled exclusively to a scavenge exhaust valve of each cylinder. The scavenge manifold is coupled to the intake passage, upstream of a turbocharger compressor, via a first EGR passage including a first EGR valve (referred to herein as a BTCC valve). The split exhaust engine also include a second exhaust manifold (referred to herein as a blowdown exhaust manifold) coupled exclusively to a blowdown exhaust valve of each cylinder. The blowdown manifold is coupled to an exhaust passage of the engine, where the exhaust passage includes a turbocharger turbine and one or more emission control devices (which may include one or more catalysts). In some embodiments, the split exhaust engine system may include additional passages coupled between the scavenge manifold and either the intake or exhaust passage, as shown in  FIG. 1A . Additionally, in some embodiments, the split exhaust engine system may include various valve actuation mechanisms and may be installed in a hybrid vehicle, as shown in  FIG. 1B . Due to the multiple exhaust manifolds and different couplings of the scavenge manifold to the intake and exhaust passage, the split exhaust engine may include a unique air-fuel control system, as shown in  FIGS. 2A-2B . The scavenge exhaust valves and blowdown exhaust valves open and close at different times in an engine cycle, for each cylinder, in order to isolate scavenge and blowdown portions of combusted exhaust gases and direct these portions separately to the scavenge manifold and blowdown manifold, as shown at  FIG. 3A . The timings of the intake valve, scavenge exhaust valve, and blowdown exhaust valve of each engine cylinder may be adjusted to increase EGR and/or blowthrough to the intake, and/or optimize engine performance under different engine operating modes, as shown in  FIG. 3B . 
     The positions of various valves and timings of the cylinder intake and exhaust valves of the split exhaust engine system may be controlled differently under different engine operating conditions, as shown at  FIGS. 4A-4B . For example, the different operating modes of the split exhaust engine system may include an electric mode (a method for this mode presented at  FIG. 14  and corresponding, example timing graph shown at  FIG. 23 ), a cold start mode (a method for this mode presented at  FIG. 5  and corresponding, example timing graph shown at  FIG. 16 ), a deceleration fuel shut-off mode (a method for this mode presented at  FIG. 6  and corresponding, example timing graph shown at  FIG. 17 ), a part throttle mode (a method for this mode presented at  FIGS. 7A-7B  and corresponding, example timing graph shown at  FIG. 18A-18B ), an electric boost mode (a method for this mode presented at  FIG. 8  and corresponding, example timing graph shown at  FIG. 19 ), a compressor threshold mode (a method for this mode presented at  FIG. 9  and corresponding, example timing graph shown at  FIG. 20 ), a shutdown mode (a method for this mode presented at  FIG. 15  and corresponding, example timing graph shown at  FIG. 24 ), and a baseline blowthrough combustion cooling (BTCC) mode (a method for this mode presented at  FIGS. 10-13  and corresponding, example timing graphs shown at  FIGS. 21 and 22 ). During a period of operation of the engine (e.g., from a key-on startup to key-off shutdown), the split exhaust engine system may transition between multiple of the above-described operating modes. An example of such a period of engine operation, from engine startup to shutdown, is shown at  FIG. 25 . In this way, engine actuators of the split exhaust engine system may be controlled differently based on a current operating mode of the engine system in order to increase engine efficiency and reduce engine emissions at each engine operating mode. 
     In the following description, a valve being operational or activated indicates that it is opened and/or closed according to determined timings during the combustion cycle for a given set of conditions. Likewise, a valve being deactivated or inoperative indicates that the valve is maintained closed, unless otherwise stated. 
       FIG. 1A  shows a schematic diagram of a multi-cylinder internal combustion engine  10 , which may be included in a propulsion system of an automobile. Engine  10  includes a plurality of combustion chambers (i.e., cylinders) which may be capped on the top by a cylinder head (not shown). In the example shown in  FIG. 1A , engine  10  includes cylinders  12 ,  14 ,  16 , and  18 , arranged in an inline-4 configuration. It should be understood, however, that though  FIG. 1A  shows four cylinders, engine  10  may include any number of cylinders in any configuration, e.g., V-6, I-6, V-12, opposed 4, etc. Further, the cylinders shown in  FIG. 1A  may have a cylinder configuration, such as the cylinder configuration shown in  FIG. 1B , as described further below. Each of cylinders  12 ,  14 ,  16 , and  18  include two intake valves, including first intake valve  2  and second intake valve  4 , and two exhaust valves, including first exhaust valve (referred to herein as a blowdown exhaust valve, or blowdown valve)  8  and second exhaust valve (referred to herein as a scavenge exhaust valve, or scavenge valve)  6 . The intake valves and exhaust valves may be referred to herein as cylinder intake valves and cylinder exhaust valves, respectively. As explained further below with reference to  FIG. 1B , a timing (e.g., opening timing, closing timing, opening duration, etc.) of each of the intake valves may be controlled via various camshaft timing systems. In one embodiment, both the first intake valves  2  and second intake valves  4  may be controlled to a same valve timing (e.g., such that they open and close at the same time in the engine cycle). In an alternate embodiment, the first intake valves  2  and second intake valves  4  may be controlled at a different valve timing. Further, the first exhaust valves  8  may be controlled at a different valve timing than the second exhaust valves  6  (e.g., such that a first exhaust valve and second exhaust valve of a same cylinder open at different times than one another and close at different times than one another), as discussed further below. 
     Each cylinder receives intake air (or a mixture of intake air and recirculated exhaust gas, as explained further below) from an intake manifold  44  via an air intake passage  28 . Intake manifold  44  is coupled to the cylinders via intake ports (e.g., runners). For example, intake manifold  44  is shown in  FIG. 1A  coupled to each first intake valve  2  of each cylinder via first intake ports  20 . Further, the intake manifold  44  is coupled to each second intake valve  4  of each cylinder via second intake ports  22 . In this way, each cylinder intake port can selectively communicate with the cylinder it is coupled to via a corresponding one of the first intake valves  2  or second intake valves  4 . Each intake port may supply air and/or fuel to the cylinder it is coupled to for combustion. 
     One or more of the intake ports may include a charge motion control device, such as a charge motion control valve (CMCV). As shown in  FIG. 1A , each first intake port  20  of each cylinder includes a CMCV  24 . CMCVs  24  may also be referred to as swirl control valves or tumble control valves. CMCVs  24  may restrict airflow entering the cylinders via first intake valves  2 . In the example of  FIG. 1A , each CMCV  24  may include a valve plate; however, other designs of the valve are possible. Note that for the purposes of this disclosure the CMCV  24  is in the “closed” position when it is fully activated and the valve plate may be fully tilted into the respective first intake port  20 , thereby resulting in maximum air charge flow obstruction. Alternatively, the CMCV  24  is in the “open” position when deactivated and the valve plate may be fully rotated to lie substantially parallel with airflow, thereby considerably minimizing or eliminating airflow charge obstruction. The CMCVs may principally be maintained in their “open” position and may only be activated “closed” when swirl conditions are desired. As shown in  FIG. 1A , only one intake port of each cylinder includes the CMCV  24 . However, in alternate embodiments, both intake ports of each cylinder may include a CMCV  24 . The controller  12  may actuate the CMCVs  24  (e.g., via a valve actuator that may be coupled to a rotating shaft directly coupled to each CMCV  24 ) to move the CMCVs into the open or closed positions, or a plurality of positions between the open and closed positions, in response to engine operating conditions (such as engine speed/load and/or when blowthrough via the second exhaust valves  6  is active), as explained further below. As referred to herein, blowthrough air or blowthrough combustion cooling may refer to intake air that flows from the one or more intake valves of each cylinder to second exhaust valves  6  (and into second exhaust manifold  80 ) during a valve opening overlap period between the intake valves and second exhaust valves  6  (e.g., a period when both the intake valves and second exhaust valves  6  are open at the same time), without combusting the blowthrough air. 
     A high pressure, dual stage, fuel system (such as the fuel system shown in  FIG. 1B ) may be used to generate fuel pressures at injectors  66 . As such, fuel may be directly injected in the cylinders via injectors  66 . Distributorless ignition system  88  provides an ignition spark to cylinders  12 ,  14 ,  16 , and  18  via sparks plug  92  in response to controller  12 . Cylinders  12 ,  14 ,  16 , and  18  are each coupled to two exhaust ports for channeling the blowdown and scavenging portions of the combustion gases separately. Specifically, as shown in  FIG. 1A , cylinders  12 ,  14 ,  16 , and  18  exhaust combustion gases (e.g., scavenging portion) to second exhaust manifold (referred to herein as a scavenge manifold)  80  via second exhaust runners (e.g., ports)  82  and combustion gases (e.g., blowdown portion) to first exhaust manifold (referred to herein as a blowdown manifold)  84  via first exhaust runners (e.g., ports)  86 . Second exhaust runners  82  extend from cylinders  12 ,  14 ,  16 , and  18  to second exhaust manifold  80 . Additionally, first exhaust manifold  84  includes a first manifold portion  81  and second manifold portion  85 . First exhaust runners  86  of cylinders  12  and  18  (referred to herein as the outside cylinders) extend from cylinders  12  and  18  to the second manifold portion  85  of first exhaust manifold  84 . Additionally, first exhaust runners  86  of cylinders  14  and  16  (referred to herein as the inside cylinders) extend from cylinders  14  and  16  to the first manifold portion  81  of first exhaust manifold  84 . 
     Each exhaust runner can selectively communicate with the cylinder it is coupled to via an exhaust valve. For example, second exhaust runners  82  communicate with their respective cylinders via second exhaust valves  6  and first exhaust runners  86  communicate with their respective cylinders via first exhaust valves  8 . Second exhaust runners  82  are isolated from first exhaust runners  86  when at least one exhaust valve of each cylinder is in a closed position. Exhaust gases may not flow directly between exhaust runners  82  and  86 . The exhaust system described above may be referred to herein as a split exhaust manifold system, where a first portion of exhaust gases from each cylinder are output to first exhaust manifold  84  and a second portion of exhaust gases from each cylinder are output to second exhaust manifold  80 , and where the first and second exhaust manifolds do not directly communicate with one another (e.g., no passage directly couples the two exhaust manifolds to one another and thus the first and second portions of exhaust gases do not mix with one another within the first and second exhaust manifolds). 
     Engine  10  includes a turbocharger including a dual-stage exhaust turbine  164  and an intake compressor  162  coupled on a common shaft. Dual-stage turbine  164  includes a first turbine  163  and second turbine  165 . First turbine  163  is directly coupled to first manifold portion  81  of first exhaust manifold  84  and receives exhaust gases only from cylinders  14  and  16  via first exhaust valves  8  of cylinders  14  and  16 . Second turbine  165  is directly coupled to second manifold portion  85  of first exhaust manifold  84  and receives exhaust gases only from cylinders  12  and  18  via first exhaust valves  8  of cylinders  12  and  18 . Rotation of first and second turbines drives rotation of compressor  162  disposed within the intake passage  28 . As such, the intake air becomes boosted (e.g., pressurized) at the compressor  162  and travels downstream to intake manifold  44 . Exhaust gases exit both first turbine  163  and second turbine  165  into common exhaust passage  74 . A wastegate may be coupled across the dual-stage turbine  164 . Specifically, wastegate valve  76  may be included in a bypass  78  coupled between each of the first manifold portion  81  and second manifold portion  85 , upstream of an inlet to dual-stage turbine  164 , and exhaust passage  74 , downstream of an outlet of dual-stage turbine  164 . In this way, a position of wastegate valve (referred to herein as a turbine wastegate)  76  controls an amount of boost provided by the turbocharger. In alternate embodiments, engine  10  may include a single stage turbine where all exhaust gases from the first exhaust manifold  84  are directed to an inlet of a same turbine. 
     Exhaust gases exiting dual-stage turbine  164  flow downstream in exhaust passage  74  to a first emission control device  70  and a second emission control device  72 , second emission control device  72  arranged downstream in exhaust passage  74  from first emission control device  70 . Emission control devices  70  and  72  may include one or more catalyst bricks, in one example. In some examples, emission control devices  70  and  72  may be three-way type catalysts. In other examples, emission control devices  70  and  72  may include one or a plurality of a diesel oxidation catalyst (DOC), and a selective catalytic reduction catalyst (SCR). In yet another example, second emission control device  72  may include a gasoline particulate filter (GPF). In one example, first emission control device  70  may include a catalyst and second emission control device  72  may include a GPF. After passing through emission control devices  70  and  72 , exhaust gases may be directed out to a tailpipe. 
     Exhaust passage  74  further includes a plurality of exhaust sensors in electronic communication with controller  12  of control system  15 , as described further below. As shown in  FIG. 1A , exhaust passage  74  includes a first oxygen sensor  90  positioned between first emission control device  70  and second emission control device  72 . First oxygen sensor  90  may be configured to measure an oxygen content of exhaust gas entering second emission control device  72 . Exhaust passage  74  may include one or more additional oxygen sensors positioned along exhaust passage  74 , such as second oxygen sensor  91  positioned between dual-stage turbine  164  and first emission control device  70  and/or third oxygen sensor  93  positioned downstream of second emission control device  72 . As such, second oxygen sensor  91  may be configured to measure the oxygen content of the exhaust gas entering first emission control device  70  and third oxygen sensor  93  may be configured to measure the oxygen content of exhaust gas exiting second emission control device  72 . In one embodiment, the one or more oxygen sensor  90 ,  91 , and  93  may be Universal Exhaust Gas Oxygen (UEGO) sensors. Alternatively, a two-state exhaust gas oxygen sensor may be substituted for oxygen sensors  90 ,  91 , and  93 . Exhaust passage  74  may include various other sensors, such as one or more temperature and/or pressure sensors. For example, as shown in  FIG. 1A , a pressure sensor  96  is positioned within exhaust passage  74 , between first emission control device  70  and second emission control device  72 . As such, pressure sensor  96  may be configured to measure the pressure of exhaust gas entering second emission control device  72 . Both pressure sensor  96  and oxygen sensor  90  are arranged within exhaust passage  74  at a point where a flow passage  98  couples to exhaust passage  74 . Flow passage  98  may be referred to herein as a scavenge manifold bypass passage (SMBP)  98 . Scavenge manifold bypass passage  98  is directly coupled to and between second exhaust (e.g., scavenge) manifold  80  and exhaust passage  74 . A valve  97  (referred to herein as the scavenge manifold bypass valve, SMBV) is disposed within scavenge manifold bypass passage  98  and is actuatable by controller  12  to adjust an amount of exhaust flow from second exhaust manifold  80  to exhaust passage  74 , at a location between first emission control device  70  and second emission control device  72 . 
     Second exhaust manifold  80  is directly coupled to a first exhaust gas recirculation (EGR) passage  50 . First EGR passage  50  is a coupled directly between second exhaust manifold  80  and intake passage  28 , upstream of compressor (e.g., turbocharger compressor)  162  (and thus may be referred to as a low-pressure EGR passage). As such, exhaust gases (or blowthrough air, as explained further below) is directed from second exhaust manifold  80  to intake passage  28 , upstream of compressor  162 , via first EGR passage  50 . As shown in  FIG. 1A , first EGR passage  50  includes an EGR cooler  52  configured to cool exhaust gases flowing from second exhaust manifold  80  to intake passage  28  and a first EGR valve  54  (which may be referred to herein as the BTCC valve). Controller  12  is configured to actuate and adjust a position of first EGR valve  54  in order to control an amount of air flow through first EGR passage  50 . When first EGR valve  54  is in a closed position, no exhaust gases or intake air may flow from second exhaust manifold  80  to intake passage  28 , upstream of compressor  162 . Further, when first EGR valve  54  is in an open position, exhaust gases and/or blowthrough air may flow from second exhaust manifold  80  to intake passage  28 , upstream of compressor  162 . Controller  12  may additionally adjust first EGR valve  54  into a plurality of positions between fully open and fully closed. 
     A first ejector  56  is positioned at an outlet of EGR passage  50 , within intake passage  28 . First ejector  56  may include a constriction or venturi that provides a pressure increase at the inlet of the compressor  162 . As a result, EGR from the EGR passage  50  may be mixed with fresh air flowing through the intake passage  28  to the compressor  162 . Thus, EGR from the EGR passage  50  may act as the motive flow on the first ejector  56 . In an alternate embodiment, there may not be an ejector positioned at the outlet of EGR passage  50 . Instead, an outlet of compressor  162  may be shaped as an ejector that lowers the gas pressure to assist in EGR flow (and thus, in this embodiment, air is the motive flow and EGR is the secondary flow). In yet another embodiment, EGR from EGR passage  50  may be introduced at the trailing edge of a blade of compressor  162 , thereby allowing blowthrough air to intake passage  28  via EGR passage  50 . 
     A second EGR passage  58  is coupled between first EGR passage  50  and intake passage  28 . Specifically, as shown in  FIG. 1A , second EGR passage  58  is coupled to first EGR passage  50 , between EGR valve  54  and EGR cooler  52 . In alternate embodiments, when second EGR passage  58  is included in the engine system, the system may not include EGR cooler  52 . Additionally, second EGR passage  58  is directly coupled to intake passage  28 , downstream of compressor  162 . Due to this coupling, second EGR passage  58  may be referred to herein as a mid-pressure EGR passage. Further, as shown in  FIG. 1A , second EGR passage  58  is coupled to intake passage  28  upstream of a charge air cooler (CAC)  40 . CAC  40  is configured to cool intake air (which may be a mixture of fresh intake air from outside of the engine system and exhaust gases) as it passes through CAC  40 . As such, recirculated exhaust gases from first EGR passage  50  and/or second EGR passage  58  may be cooled via CAC  40  before entering intake manifold  44 . In an alternate embodiment, second EGR passage  58  may be coupled to intake passage  28 , downstream of CAC  40 . In this embodiment, there may be no EGR cooler  52  disposed within first EGR passage  50 . Further, as shown in  FIG. 1A , a second ejector  57  may be positioned within intake passage  28 , at an outlet of second EGR passage  58 . 
     A second EGR valve  59  (e.g., mid-pressure EGR valve) is disposed within second EGR passage  58 . Second EGR valve  59  is configured to adjust an amount of gas flow (e.g., intake air or exhaust) through second EGR passage  58 . As described further below, controller  12  may actuate EGR valve  59  into an open position (allowing flow thorough second EGR passage  58 ), closed position (blocking flow through second EGR passage  58 ), or plurality of positions between fully open and fully closed based on (e.g., as a function of) engine operating conditions. For example, actuating the EGR valve  59  may include the controller  12  sending an electronic signal to an actuator of the EGR valve  59  to move a valve plate of EGR valve  59  into an open position, closed position, or some position between fully open and fully closed. As also explained further below, based on system pressures and positions of alternate valves in the engine system, air may either flow toward intake passage  28  within second EGR passage  58  or toward second exhaust manifold  80  within second EGR passage  58 . 
     Intake passage  28  further includes an electronic intake throttle  62  in communication with intake manifold  44 . As shown in  FIG. 1A , intake throttle  62  is positioned downstream of CAC  40 . The position of a throttle plate  64  of throttle  62  can be adjusted by control system  15  via a throttle actuator (not shown) communicatively coupled to controller  12 . By modulating air intake throttle  62 , while operating compressor  162 , an amount of fresh air may be inducted from the atmosphere and/or an amount of recirculated exhaust gas from the one or more EGR passages into engine  10 , cooled by CAC  40  and delivered to the engine cylinders at compressor (or boosted) pressure via intake manifold  44 . To reduce compressor surge, at least a portion of the aircharge compressed by compressor  162  may be recirculated to the compressor inlet. A compressor recirculation passage  41  may be provided for recirculating compressed air from the compressor outlet, upstream of CAC  40 , to the compressor inlet. Compressor recirculation valve (CRV)  42  may be provided for adjusting an amount of recirculation flow recirculated to the compressor inlet. In one example, CRV  42  may be actuated open via a command from controller  12  in response to actual or expected compressor surge conditions. 
     A third flow passage  30  (which may be referred to herein as a hot pipe) is coupled between second exhaust manifold  80  and intake passage  28 . Specifically, a first end of third flow passage  30  is directly coupled to second exhaust manifold  80  and a second end of third flow passage  30  is directly coupled to intake passage  28 , downstream of intake throttle  62  and upstream of intake manifold  44 . A third valve  32  (e.g., hot pipe valve) is disposed within third flow passage  30  and is configured to adjust an amount of air flow through third flow passage  30 . Third valve  32  may be actuated into a fully open position, fully closed position, or a plurality of positions between fully open and fully closed in response to an actuation signal sent to an actuator of third valve  32  from controller  12 . 
     Second exhaust manifold  80  and/or second exhaust runners  82  may include one or more sensors (such as pressure, oxygen, and/or temperature sensors) disposed therein. For example, as shown in  FIG. 1A , second exhaust manifold  80  includes a pressure sensor  34  and oxygen sensor  36  disposed therein and configured to measure a pressure and oxygen content, respectively, of exhaust gases and blowthrough (e.g., intake) air, exiting second exhaust valves  6  and entering second exhaust manifold  80 . Additionally or alternatively to oxygen sensor  36 , each second exhaust runner  82  may include an individual oxygen sensor  38  disposed therein. As such, an oxygen content of exhaust gases and/or blowthrough air exiting each cylinder via second exhaust valves  6  may be determined based on an output of oxygen sensors  38 . 
     In some embodiments, as shown in  FIG. 1A , intake passage  28  may include an electric compressor  60 . Electric compressor  60  is disposed in a bypass passage  61  which is coupled to intake passage  28 , upstream and downstream of an electric compressor valve  63 . Specifically, an inlet to bypass passage  61  is coupled to intake passage  28  upstream of electric compressor valve  63  and an outlet to bypass passage  61  is coupled to intake passage  28  downstream of electric compressor valve  63  and upstream of where first EGR passage  50  couples to intake passage  28 . Further, the outlet of bypass passage  61  is coupled upstream in intake passage  28  from turbocharger compressor  162 . Electric compressor  60  may be electrically driven by an electric motor using energy stored at an energy storage device. In one example, the electric motor may be part of electric compressor  60 , as shown in  FIG. 1A . When additional boost (e.g., increased pressure of the intake air above atmospheric pressure) is requested, over an amount provided by compressor  162 , controller  12  may activate electric compressor  60  such that it rotates and increases a pressure of intake air flowing through bypass passage  61 . Further, controller  12  may actuate electric compressor valve  63  into a closed or partially closed position to direct an increased amount of intake air through bypass passage  61  and electric compressor  60 . 
     Intake passage  28  may include one or more additional sensors (such as additional pressure, temperature, flow rate, and/or oxygen sensors). For example, as shown in  FIG. 1A , intake passage  28  includes a mass air flow (MAF) sensor  48  disposed upstream of compressor  162 , electric compressor valve  63 , and where first EGR passage  59  couples to intake passage  28 . An intake pressure sensor  31  and intake temperature sensor  33  are positioned in intake passage  28 , upstream of compressor  162  and downstream of where first EGR passage  50  couples to intake passage  28 . An intake oxygen sensor  35  and an intake temperature sensor  43  may be located in intake passage  28 , downstream of compressor  162  and upstream of CAC  40 . An additional intake pressure sensor  37  may be positioned in intake passage  28 , downstream of CAC  40  and upstream of throttle  28 . In some embodiments, as shown in  FIG. 1A , an additional intake oxygen sensor  39  may be positioned in intake passage  28 , between CAC  40  and throttle  28 . Further, an intake manifold pressure (e.g., MAP) sensor  122  and intake manifold temperature sensor  123  are positioned within intake manifold  44 , upstream of all engine cylinders. 
     In some examples, engine  10  may be coupled to an electric motor/battery system (as shown in  FIG. 1B ) in a hybrid vehicle. The hybrid vehicle may have a parallel configuration, series configuration, or variation or combinations thereof. Further, in some embodiments, other engine configurations may be employed, for example a diesel engine. 
     Engine  10  may be controlled at least partially by a control system  15  including controller  12  and by input from a vehicle operator via an input device (not shown in  FIG. 1A ). Control system  15  is shown receiving information from a plurality of sensors  16  (various examples of which are described herein) and sending control signals to a plurality of actuators  81 . As one example, sensors  16  may include pressure, temperature, and oxygen sensors located within the intake passage  28 , intake manifold  44 , exhaust passage  74 , and second exhaust manifold  80 , as described above. Other sensors may include a throttle inlet pressure (TIP) sensor for estimating a throttle inlet pressure (TIP) and/or a throttle inlet temperature sensor for estimating a throttle air temperature (TCT) coupled downstream of the throttle in the intake passage. Additional system sensors and actuators are elaborated below with reference to  FIG. 1B . As another example, actuators  81  may include fuel injectors, valves  63 ,  42 ,  54 ,  59 ,  32 ,  97 ,  76 , and throttle  62 . Actuators  81  may further includes various camshaft timing actuators coupled to the cylinder intake and exhaust valves (as described further below with reference to  FIG. 1B ). Controller  12  may receive input data from the various sensors, process the input data, and trigger the actuators in response to the processed input data based on instruction or code programmed in a memory of controller  12  corresponding to one or more routines. Example control routines (e.g., methods) are described herein at  FIGS. 4-15 . For example, adjusting EGR flow from second exhaust manifold  80  to intake passage  28  may include adjusting an actuator of first EGR valve  54  to adjust an amount of exhaust flow flowing to intake passage  28 , upstream of compressor  162 , from second exhaust manifold  80 . In another example, adjusting EGR flow from second exhaust manifold  80  to intake passage  28  may include adjusting an actuator of an exhaust valve camshaft to adjust an opening timing of second exhaust valves  6 . 
     In this way, the first and second exhaust manifolds of  FIG. 1A  may be designed to separately channel the blowdown and scavenging portions of the exhaust. First exhaust manifold  84  may channel the blowdown pulse of the exhaust to dual-stage turbine  164  via first manifold portion  81  and second manifold portion  85  while second exhaust manifold  80  may channel the scavenging portion of exhaust to intake passage  28  via one or more of first EGR passage  50  and second EGR passage  58  and/or to exhaust passage  74 , downstream of the dual-stage turbine  164 , via flow passage  98 . For example, first exhaust valves  8  channel the blowdown portion of the exhaust gases through first exhaust manifold  84  to the dual-stage turbine  164  and both first and second emission control device  70  and  72  while second exhaust valves  6  channel the scavenging portion of exhaust gases through second exhaust manifold  80  and to either intake passage  28  via one or more EGR passages or exhaust passage  74  and second emission control device  72  via flow passage  98 . 
     It should be noted that while  FIG. 1A  shows engine  10  including each of first EGR passage  50 , second EGR passage  58 , flow passage  98 , and flow passage  30 , in alternate embodiments, engine  10  may only include a portion of these passages. For example, in one embodiment, engine  10  may only include first EGR passage  50  and flow passage  98  and not include second EGR passage  58  and flow passage  30 . In another embodiment, engine  10  may include first EGR passage  50 , second EGR passage  58 , and flow passage  98 , but not include flow passage  30 . In yet another embodiment, engine  10  may include first EGR passage  50 , flow passage  30 , and flow passage  98 , but not second EGR passage  58 . In some embodiments, engine  10  may not include electric compressor  60 . In still other embodiments, engine  10  may include all or only a portion of the sensors shown in  FIG. 1A . 
     Referring now to  FIG. 1B , it depicts a partial view of a single cylinder of internal combustion engine  10  which may be installed in a vehicle  100 . As such, components previously introduced in  FIG. 1A  are represented with the same reference numbers and are not re-introduced. Engine  10  is depicted with combustion chamber (cylinder)  130 , coolant sleeve  114 , and cylinder walls  132  with piston  136  positioned therein and connected to crankshaft  140 . Combustion chamber  130  is shown communicating with intake passage  146  and exhaust passage  148  via respective intake valve  152  and exhaust valve  156 . As previously described in  FIG. 1A , each cylinder of engine  10  may exhaust combustion products along two conduits. In the depicted view, exhaust passage  148  represents the first exhaust runner (e.g., port) leading from the cylinder to the turbine (such as first exhaust runner  86  of  FIG. 1A ) while the second exhaust runner is not visible in this view. 
     As also previously elaborated in  FIG. 1A , each cylinder of engine  10  may include two intake valves and two exhaust valves. In the depicted view, intake valve  152  and exhaust valve  156  are located at an upper region of combustion chamber  130 . Intake valve  152  and exhaust valve  156  may be controlled by controller  12  using respective cam actuation systems including one or more cams. The cam actuation systems may utilize one or more of cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT) and/or variable valve lift (VVL) systems to vary valve operation. In the depicted example, each intake valve  152  is controlled by an intake cam  151  and each exhaust valve  156  is controlled by an exhaust cam  153 . The intake cam  151  may be actuated via an intake valve timing actuator  101  and the exhaust cam  153  may be actuated via an exhaust valve timing actuator  103  according to set intake and exhaust valve timings, respectively. In some examples, the intake valves and exhaust valves may be deactivated via the intake valve timing actuator  101  and exhaust valve timing actuator  103 , respectively. For example, the controller may send a signal to the exhaust valve timing actuator  103  to deactivated the exhaust valve  156  such that it remains closed and does not open at its set timing. The position of intake valve  152  and exhaust valve  156  may be determined by valve position sensors  155  and  157 , respectively. As introduced above, in one example, all exhaust valves of every cylinder may be controlled on a same exhaust camshaft. As such, both a timing of the scavenge (second) exhaust valves and the blowdown (first) exhaust valves may be adjusted together via one camshaft, but they may each have different timings relative to one another. In another example, the scavenge exhaust valve of every cylinder may be controlled on a first exhaust camshaft and a blowdown exhaust valve of every cylinder may be controlled on a different, second exhaust camshaft. In this way, the valve timing of the scavenge valves and blowdown valves may be adjusted separately from one another. In alternate embodiments, the cam or valve timing system(s) of the scavenge and/or blowdown exhaust valves may employ a cam in cam system, an electro-hydraulic type system on the scavenge valves, and/or an electro-mechanical valve lift control on the scavenge valves. 
     For example, in some embodiments, the intake and/or exhaust valve may be controlled by electric valve actuation. For example, cylinder  130  may alternatively include an intake valve controlled via electric valve actuation and an exhaust valve controlled via cam actuation including CPS and/or VCT systems. In still other embodiments, the intake and exhaust valves may be controlled by a common valve actuator or actuation system, or a variable valve timing actuator or actuation system. 
     In one example, intake cam  151  includes separate and different cam lobes that provide different valve profiles (e.g., valve timing, valve lift, duration, etc.) for each of the two intake valves of combustion chamber  130 . Likewise, exhaust cam  153  may include separate and different cam lobes that provide different valve profiles (e.g., valve timing, valve lift, duration, etc.) for each of the two exhaust valves of combustion chamber  130 . In another example, intake cam  151  may include a common lobe, or similar lobes, that provide a substantially similar valve profile for each of the two intake valves. 
     In addition, different cam profiles for the different exhaust valves can be used to separate exhaust gases exhausted at low cylinder pressure from exhaust gases exhausted at exhaust pressure. For example, a first exhaust cam profile can open from closed position the first exhaust valve (e.g., blowdown valve) just before BDC (bottom dead center) of the power stroke of combustion chamber  130  and close the same exhaust valve well before top dead center (TDC) to selectively exhaust blowdown gases from the combustion chamber. Further, a second exhaust cam profile can be positioned to open from close a second exhaust valve (e.g., scavenge valve) before a mid-point of the exhaust stroke and close it after TDC to selectively exhaust the scavenging portion of the exhaust gases. 
     Thus, the timing of the first exhaust valve and the second exhaust valve can isolate cylinder blowdown gases from scavenging portion of exhaust gases while any residual exhaust gases in the clearance volume of the cylinder can be cleaned out with fresh intake air blowthrough during positive valve overlap between the intake valve and the scavenge exhaust valves. By flowing a first portion of the exhaust gas leaving the cylinders (e.g., higher pressure exhaust) to the turbine(s) and a higher pressure exhaust passage and flowing a later, second portion of the exhaust gas (e.g., lower pressure exhaust) and blowthrough air to the compressor inlet, the engine system efficiency is improved. Turbine energy recovery may be enhanced and engine efficiency may be improved via increased EGR and reduced knock. 
     Continuing with  FIG. 1B , exhaust gas sensor  126  is shown coupled to exhaust passage  148 . Sensor  126  may be positioned in the exhaust passage upstream of one or more emission control devices, such as devices  70  and  72  of  FIG. 1A . Sensor  126  may be selected from among various suitable sensors for providing an indication of exhaust gas air/fuel ratio such as a linear oxygen sensor or UEGO (universal or wide-range exhaust gas oxygen), a two-state oxygen sensor or EGO (as depicted), a HEGO (heated EGO), a NOx, HC, or CO sensor, for example. The downstream emission control devices may include one or more of a three way catalyst (TWC), NOx trap, GPF, various other emission control devices, or combinations thereof. 
     Exhaust temperature may be estimated by one or more temperature sensors (not shown) located in exhaust passage  148 . Alternatively, exhaust temperature may be inferred based on engine operating conditions such as speed, load, air-fuel ratio (AFR), spark retard, etc. 
     Cylinder  130  can have a compression ratio, which is the ratio of volumes when piston  136  is at bottom center to top center. Conventionally, the compression ratio is in the range of 9:1 to 10:1. However, in some examples where different fuels are used, the compression ratio may be increased. This may happen, for example, when higher octane fuels or fuels with higher latent enthalpy of vaporization are used. The compression ratio may also be increased if direct injection is used due to its effect on engine knock. 
     In some embodiments, each cylinder of engine  10  may include a spark plug  92  for initiating combustion. Ignition system  188  can provide an ignition spark to combustion chamber  130  via spark plug  92  in response to spark advance signal SA from controller  12 , under select operating modes. However, in some embodiments, spark plug  92  may be omitted, such as where engine  10  may initiate combustion by auto-ignition or by injection of fuel as may be the case with some diesel engines. 
     In some embodiments, each cylinder of engine  10  may be configured with one or more fuel injectors for providing fuel thereto. As a non-limiting example, cylinder  130  is shown including one fuel injector  66 . Fuel injector  66  is shown coupled directly to combustion chamber  130  for injecting fuel directly therein in proportion to the pulse width of signal FPW received from controller  12  via electronic driver  168 . In this manner, fuel injector  66  provides what is known as direct injection (hereafter also referred to as “DI”) of fuel into combustion cylinder  130 . While  FIG. 1B  shows injector  66  as a side injector, it may also be located overhead of the piston, such as near the position of spark plug  92 . Such a position may improve mixing and combustion when operating the engine with an alcohol-based fuel due to the lower volatility of some alcohol-based fuels. Alternatively, the injector may be located overhead and near the intake valve to improve mixing. In an alternate embodiment, injector  66  may be a port injector providing fuel into the intake port upstream of cylinder  130 . 
     Fuel may be delivered to fuel injector  66  from a high pressure fuel system  180  including fuel tanks, fuel pumps, and a fuel rail. Alternatively, fuel may be delivered by a single stage fuel pump at lower pressure, in which case the timing of the direct fuel injection may be more limited during the compression stroke than if a high pressure fuel system is used. Further, while not shown, the fuel tanks may have a pressure transducer providing a signal to controller  12 . Fuel tanks in fuel system  180  may hold fuel with different fuel qualities, such as different fuel compositions. These differences may include different alcohol content, different octane, different heat of vaporizations, different fuel blends, and/or combinations thereof etc. In some embodiments, fuel system  180  may be coupled to a fuel vapor recovery system including a canister for storing refueling and diurnal fuel vapors. The fuel vapors may be purged from the canister to the engine cylinders during engine operation when purge conditions are met. For example, the purge vapors may be naturally aspirated into the cylinder via the first intake passage at or below barometric pressure. 
     Engine  10  may be controlled at least partially by controller  12  and by input from a vehicle operator  113  via an input device  118  such as an accelerator pedal  116 . The input device  118  sends a pedal position signal to controller  12 . Controller  12  is shown in  FIG. 1B  as a microcomputer, including a microprocessor unit  102 , input/output ports  104 , an electronic storage medium for executable programs and calibration values shown as a read only memory  106  in this particular example, random access memory  108 , keep alive memory  110 , and a data bus. Storage medium read-only memory  106  can be programmed with computer readable data representing instructions executable by microprocessor  102  for performing the methods and routines described below as well as other variants that are anticipated but not specifically listed. Controller  12  may receive various signals from sensors coupled to engine  10 , in addition to those signals previously discussed, including measurement of inducted mass air flow (MAF) from mass air flow sensor  48 ; engine coolant temperature (ECT) from temperature sensor  112  coupled to coolant sleeve  114 ; a profile ignition pickup signal (PIP) from Hall effect sensor  120  (or other type) coupled to crankshaft  140 ; throttle position (TP) from a throttle position sensor; absolute manifold pressure signal (MAP) from sensor  122 , cylinder AFR from EGO sensor  126 , and abnormal combustion from a knock sensor and a crankshaft acceleration sensor. Engine speed signal, RPM, may be generated by controller  12  from signal PIP. Manifold pressure signal MAP from a manifold pressure sensor may be used to provide an indication of vacuum, or pressure, in the intake manifold. 
     Based on input from one or more of the above-mentioned sensors, controller  12  may adjust one or more actuators, such as fuel injector  66 , throttle  62 , spark plug  92 , intake/exhaust valves and cams, etc. The controller may receive input data from the various sensors, process the input data, and trigger the actuators in response to the processed input data based on instruction or code programmed therein corresponding to one or more routines. 
     In some examples, vehicle  100  may be a hybrid vehicle with multiple sources of torque available to one or more vehicle wheels  160 . In other examples, vehicle  100  is a conventional vehicle with only an engine, or an electric vehicle with only electric machine(s). In the example shown in  FIG. 1B , vehicle  100  includes engine  10  and an electric machine  161 . Electric machine  161  may be a motor or a motor/generator and thus may also be referred to herein as an electric motor. Crankshaft  140  of engine  10  and electric machine  161  are connected via a transmission  167  to vehicle wheels  160  when one or more clutches  166  are engaged. In the depicted example, a first clutch  166  is provided between crankshaft  140  and electric machine  161 , and a second clutch  166  is provided between electric machine  161  and transmission  167 . Controller  12  may send a signal to an actuator of each clutch  166  to engage or disengage the clutch, so as to connect or disconnect crankshaft  140  from electric machine  161  and the components connected thereto, and/or connect or disconnect electric machine  161  from transmission  167  and the components connected thereto. Transmission  167  may be a gearbox, a planetary gear system, or another type of transmission. The powertrain may be configured in various manners including as a parallel, a series, or a series-parallel hybrid vehicle. 
     Electric machine  161  receives electrical power from a traction battery  170  to provide torque to vehicle wheels  160 . Electric machine  161  may also be operated as a generator to provide electrical power to charge battery  170 , for example during a braking operation. 
     Referring to  FIG. 2A , a block diagram of an engine air-fuel ratio control system  200  for an internal combustion engine  10  and an air-fuel ratio flowing into an exhaust gas emissions device is shown. At least portions of the system  200  may be incorporated into a system as shown in  FIGS. 1A-1B  as executable instructions stored in non-transitory memory. Other portions of system  200  may be actions performed via the controller  12  shown in  FIGS. 1A-1B  to transform states of devices or actuators in the real world. The engine air-fuel controller described herein may work in cooperation with sensors and actuators previously described. 
     A base desired engine air-fuel ratio is input at block  202 . Block  202  includes empirically determined air-fuel ratios for a plurality of engine speed and load pairs. In one example, the empirically determined air-fuel ratios are stored in a table in controller memory. The table may be indexed via present engine speed and engine load values. The table outputs a desired engine air-fuel ratio (e.g., 14.6:1) for the present engine speed and load. Block  202  outputs the desired engine air-fuel ratio to summing junction  204  and division junction  203 . 
     An engine air mass flow as determined via a mass air flow sensor or an intake manifold pressure sensor (such as MAF  48  and/or MAP  122  shown in  FIGS. 1A-1B ) is input to control system  200  at block  201 . The engine air mass flow is divided by the desired engine air-fuel ratio from block  202  at division junction  203  to provide a desired engine fuel mass flow rate. The engine fuel mass flow rate is output to multiplication junction  208 . 
     At summing junction  204 , the actual engine air-fuel ratio as determined from oxygen sensor  91  is subtracted from the desired engine air-fuel ratio to provide an air-fuel ratio error. In addition, an air-fuel ratio bias or offset value is added to the desired engine air-fuel ratio and the actual engine air-fuel ratio to improve catalyst efficiency. The air-fuel ratio bias is output of summing junction  248 . Summing junction  204  outputs an air-fuel ratio error to proportional/integral controller  206 . Proportional/integral (PI) controller  206  integrates the error and applies proportional and integral gains to the air-fuel ratio error to output a fuel flow control correction or adjustment to multiplication junction  208 . The desired engine fuel mass flow rate from division junction  203  is multiplied by the fuel flow control correction at multiplication junction  208 . The output of multiplication junction  208  is an adjusted fuel flow amount that is converted to a fuel injector pulse width at block  210  via a fuel injector transfer function. Block  210  outputs a fuel pulse width to drive engine fuel injectors (e.g., not shown in  FIG. 2A , shown in  FIGS. 1A-1B  as fuel injectors  66 ) and the engine fuel injectors inject the adjusted fuel flow amount or corrected fuel flow amount to engine  10 . 
     The engine  10  outputs exhaust gases to turbocharger turbine (e.g.,  163 / 165  from  FIG. 1A ). The exhaust gases pass through turbocharger turbine  163 / 165  and into emissions control device  70 . Emissions control device  70  may be a three-way catalyst. Exhaust gases pass from emissions control device  70  into emissions control device  72 . Emissions control device  72  may be a three-way catalyst, a particulate filter, an oxidation catalyst, or a combination of catalyst and particulate filter. Processed exhaust gases flow to atmosphere after passing through emissions control device  72 . As explained above, the turbocharger turbine  163 / 165 , emissions control device  70 , and emissions control device  72  may be part of an exhaust system of the engine and may be positioned along an exhaust passage of the engine. 
     Engine out exhaust gases may be sensed via oxygen sensor  91  to provide an actual engine air-fuel ratio. The actual engine air-fuel ratio may be used as feedback in control system  200 . The actual engine air-fuel ratio is input to summing junction  204 . Exhaust gases downstream of emissions control device  70  and upstream of emissions control device  72  may be sampled via oxygen sensor  90  to determine an air-fuel ratio within the exhaust system. Oxygen sensor  90  is positioned in an exhaust passage extending between emissions control device  70  and emissions control device  72 . Alternatively, exhaust gases may be sampled via an oxygen sensor positioned downstream of emissions control device  72  (e.g., oxygen sensor  93  shown in  FIG. 1A ) in place of oxygen sensor  90 . Output of oxygen sensor  90  or  93  is directed to switch  222  where it is then sent to summing junction  248  or to summing junction  232  based on the state of switch  222  which is determined via mode switching logic  224 . 
     Mode switching logic  224  determines an engine operating state and it may change the position or state of switch  222  based on the engine operating mode. In particular, mode switching logic commands switch  222  to its base position when engine air flow is less than a threshold and when exhaust emissions devices are not requested to be regenerated. Mode switching logic  224  also commands valve  97  of  FIG. 1A  positioned in scavenge manifold bypass passage  98  closed via first actuator reference function  226  when engine air flow is less than a threshold and when exhaust emissions devices are not requested to be regenerated. Switch  222  is shown in its base position. In its base or first position, switch  222  sends oxygens sensor output data to summing junction  248 . Air (e.g., blowthrough) is not supplied to the exhaust system (via the scavenge manifold bypass passage  98 ) when switch  222  is in the first position. 
     Mode switching logic  224  moves switch  222  to a second position as indicated by arrow  250  as directed by mode switching logic  224  when the engine air flow amount is greater than a threshold or when an exhaust emissions device is to be regenerated. In its second position, switch  222  directs output of oxygen sensor  90  to summing junction  232 . Mode switching logic  224  opens valve  97  via a control signal output from first reference function  226  to valve  97  when the engine air flow amount is greater than a threshold or when an exhaust emissions device is to be regenerated. A rate of air flow provided to the exhaust system via scavenge manifold bypass passage  98  is open loop adjusted via second reference function  228 . In one example, second reference function  228  outputs a valve position command, amount of intake and exhaust valve overlap (e.g., a crankshaft angular duration where both the intake and exhaust valves are simultaneously open), a boost pressure command, or other air flow adjustment command that is based on the engine air-fuel ratio and the mass flow rate of fuel and air combusted in the engine. For example, engine air-fuel ratio and mass flow rate of fuel and air combusted in the engine may be used to index a table or function that outputs a valve position command, amount of intake valve and exhaust valve overlap command, or boost pressure command. The rate of air flow provided to the exhaust system via the scavenge manifold is closed loop controlled via the air-fuel ratio input to summing junction  232 . Valve opening amount, intake valve and exhaust valve overlap duration, boost pressure, or actuation of other actuators that may adjust air flow through scavenge manifold are adjusted at engine  10  according to the control adjustments output from summing junction  236 . Thus, PI controller  234  adjusts engine air flow actuators via modifying the output of the second reference function  228 . 
     Alternatively, the rate of air flow provided to the exhaust system via the scavenge manifold may be open loop controlled based on an estimate of soot mass stored in the emissions control device  72 , or a temperature estimate of emissions control device  72 , instead of oxygen sensor output. The soot estimate may be based on a pressure differential across emissions control device  72  or other engine operating conditions as known in the art. The temperature of emissions control device  72  may be estimated based on engine operating conditions such as engine speed and load. Further, the air flow rate may be closed loop controlled based on temperature of emissions control device  72  or pressure differential across emissions control device  72 . In such examples, temperature or pressure differential is substituted for the oxygen sensor input at summing junction  232  and the air-fuel reference is replaced by a temperature or pressure reference. The air that flows to the exhaust system has not participated in combustion within the engine. 
     In one example, second reference function  228  outputs a control command to a variable valve timing actuator (e.g.,  101  and  103  shown in  FIG. 1B ) to adjust an amount of valve opening overlap between an intake valve and scavenge exhaust valve of a same cylinder and thus the blowthrough air (e.g., an amount of blowthrough air) directed to emissions control device  72 . Alternatively, second reference function  228  outputs a control signal to a valve, such as valve  32  of  FIG. 1A , or valve  97  of  FIG. 1A , each of which may adjust air flow to the exhaust system and emissions control device  72 . Further, in some examples, second actuator reference function  228  outputs a control signal to a turbocharger wastegate actuator used to adjust boost pressure, which also may be applied to adjust air flow to emissions control device  72  via adjusting blowthrough air by raising and lowering boost pressure. 
     Timing of air delivery to the exhaust system from the scavenge manifold may be as follows: a stoichiometric or lean engine air-fuel ratio is richened to a rich of stoichiometry engine air-fuel ratio and air supplied to the exhaust system is delivered an engine cycle earlier to the downstream emissions device  72  before exhaust gases produced from the rich of stoichiometry engine air-fuel ratio reach the location of downstream emissions device  72 . The air delivery to the exhaust system may be ceased before leaning the rich or stoichiometry engine air-fuel ratio. 
     When switch  222  is in its second position, oxygen sensor data from oxygen sensor  90  or  93  is output to summing junction  232  instead of summing junction  248 . An actual exhaust gas air-fuel ratio from oxygen sensor  90  or  93  is subtracted from a desired exhaust gas air-fuel ratio provided by reference block  230 . The desired exhaust gas air-fuel ratio output from reference block  230  may be different from the desired engine air-fuel ratio output from block  202 . In one example, the desired exhaust gas air-fuel ratio is empirically determined and stored to a table that is indexed by engine speed and load. The desired exhaust gas air-fuel ratio output from block  230  may be a stoichiometric air-fuel ratio when the engine air-fuel ratio is rich at high engine speeds and loads where engine air flow is greater than the threshold. The desired exhaust air-fuel ratio output from block  230  may be lean of stoichiometry when an exhaust emissions device is requested to be regenerated while the engine air-fuel ratio is stoichiometric. Subtracting the actual engine exhaust gas air-fuel ratio from the desired engine exhaust gas air-fuel ratio provides an engine exhaust gas air-fuel ratio error that is input into a second PI controller  234 . The exhaust gas air-fuel ratio error is operated on by PI controller and a control correction is supplied to summing junction  236 . 
     Engine speed (N) and load values are used to index air-fuel bias values in table  244 . The air-fuel bias values are empirically determined values that are stored in controller memory, and the air-fuel bias values provide an adjustment to air-fuel mixtures in the exhaust system for the purpose of improving catalyst efficiency. The air-fuel bias and the air-fuel ratio in the exhaust system are added to the desired engine air-fuel ratio and the engine output air-fuel ratio at summing junction  204  when switch  222  is in its base position. If switch  222  is not in its base position, the output of summing junction  248  may be adjusted to a predetermined value, such as zero. 
     In a first example of how control system  200  may operate, the control adjustment output from summing junction  236  may be an adjustment for an amount of intake and exhaust valve overlap that results in air passing through the engine without having participated in combustion within the engine. By increasing intake and exhaust valve overlap, air flow through the engine and into the exhaust system via the scavenge manifold bypass passage (e.g.,  98  shown in  FIG. 1A ) may be increased. Conversely, by decreasing intake and exhaust valve overlap, air flow through the engine and into the exhaust system via the scavenge manifold bypass passage may be decreased. 
     In a second example of how control system  200  may operate, the control adjustment output from summing junction  236  may be an adjustment for the valve (e.g.,  97  of  FIG. 1A ) positioned in the scavenge manifold bypass passage or a valve (e.g.,  32  of  FIG. 1A ) positioned in a hot pipe (e.g.,  30  of  FIG. 1A ). If engine  10  is operated at high loads using high boost pressure, intake manifold pressure may be greater than scavenge manifold pressure and exhaust system pressure so that fresh air that has not participated in combustion may pass through the hot pipe to the scavenge manifold and into the exhaust system to lean exhaust gases and provide oxygen to emissions control device  72 . Alternatively, fresh air may pass through engine cylinders and into scavenge manifold  80  without having participated in combustion. The air may then be directed to emissions control device  72  via scavenge manifold bypass passage  98  to lean exhaust gases and provide oxygen to emissions control device  72 . Air may be directed to emissions control device  72  in the same ways in response to a request to regenerate the emissions control device. In one example where the emissions control device is a particulate filter, a request to regenerate the particulate filter may be made in response to a pressure drop across the particulate filter exceeding a threshold pressure. 
     In this way, system  200  may control an engine air-fuel ratio observed by oxygen sensor  91  and an exhaust gas air-fuel ratio observed by oxygen sensor  90  or  93  without directing air to the exhaust system in a first mode. System  200  may also control an engine air-fuel ratio observed by oxygen sensor  91  and an exhaust gas air-fuel ratio observed by oxygen sensor  90  or  93  when air is directed to the exhaust system via a scavenge manifold. The amount of air provided to the exhaust system that does not participate in combustion within the engine may be closed loop feedback controlled based on output from oxygen sensor  90  or  93  and adjustments to valves coupled to a scavenge manifold, intake and exhaust valve overlap, or boost pressure. 
     Referring now to  FIG. 2B , a block diagram of another embodiment of an engine air-fuel ratio control system  250  for an internal combustion engine  10  and an air-fuel ratio flowing into an exhaust gas emissions device is shown. At least portions of the control system  250  may be incorporated into a system as shown in  FIGS. 1A-1B  as executable instructions stored in non-transitory memory. Other portions of control system  250  may be actions performed via the controller  12  shown in  FIGS. 1A-1B  to transform states of devices or actuators in the real world. The engine air-fuel controller described herein may work in cooperation with sensors and actuators previously described. 
     A base desired engine air-fuel ratio is input at block  252 . Block  252  includes empirically determined air-fuel ratios for a plurality of engine speed and load pairs. In one example, the empirically determined air-fuel ratios are stored in a table in controller memory. The table may be indexed via present engine speed and engine load values. The table outputs a desired engine air-fuel ratio (e.g., 14.6:1) for the present engine speed and load. Block  252  outputs the desired engine air-fuel ratio to summing junction  254  and division junction  253 . 
     An engine air mass flow as determined via a mass air flow sensor or an intake manifold pressure sensor is input to control system  250  at block  251 . The engine air mass flow is divided by the desired engine air-fuel ratio from block  252  at division junction  253  to provide a desired engine fuel mass flow rate. The engine fuel mass flow rate is output to multiplication junction  258 . 
     At summing junction  254 , the actual engine air-fuel ratio as determined from oxygen sensor  91  is subtracted from the desired engine air-fuel ratio to provide an air-fuel ratio error. In addition, an air-fuel ratio bias or offset value is added to the desired engine air-fuel ratio and the actual engine air-fuel ratio to improve catalyst efficiency. The air-fuel ratio bias is output of summing junction  278 . Summing junction  254  outputs an air-fuel ratio error to proportional/integral controller  256 . Proportional/integral (PI) controller  256  integrates the error and applies proportional and integral gains to the air-fuel ratio error to output a fuel flow control correction or adjustment to multiplication junction  258 . The desired engine fuel mass flow rate from division junction  253  is multiplied by the fuel flow control correction at multiplication junction  258 . The output of multiplication junction  258  is further adjusted at multiplication junction  259  in response to output from PI controller  274 . This adjustment compensates for variation in the exhaust gas air-fuel ratio within the exhaust system as determined via oxygen sensor  90  or  93 . The output of multiplication junction  259  (e.g., a fuel flow adjustment) is converted to a fuel injector pulse width at block  260  via a fuel injector transfer function. Block  260  outputs a fuel pulse width to drive engine fuel injectors (e.g., not shown in  FIG. 2B , shown in  FIGS. 1A-1B  as items  66 ) and the engine fuel injectors inject the adjusted fuel flow amount or corrected fuel flow amount to engine  10 . 
     The engine  10  outputs exhaust gases to turbocharger turbine (e.g.,  163 / 165  from  FIG. 1A ). The exhaust gases pass through turbocharger turbine  163 / 165  and into emissions control device  70 . Emissions control device  70  may be a three-way catalyst. Exhaust gases pass from emissions control device  70  into emissions control device  72 . Emissions control device  72  may be a three-way catalyst, a particulate filter, an oxidation catalyst, or a combination of catalyst and particulate filter. Processed exhaust gases flow to atmosphere after passing through emissions control device  72 . 
     Engine out exhaust gases may be sensed via oxygen sensor  91  to provide an actual engine air-fuel ratio. The actual engine air-fuel ratio may be used as feedback in control system  250 . The actual engine air-fuel ratio is input to summing junction  254 . Exhaust gases downstream of emissions control device  70  and upstream of emissions control device  72  may be sampled via oxygen sensor  90  to determine an air-fuel ratio within the exhaust system. Oxygen sensor  90  is positioned in an exhaust passage extending between emissions control device  70  and emissions control device  72 . Alternatively, exhaust gases may be sampled via an oxygen sensor positioned downstream of emissions control device  72  (e.g., oxygen sensor  93  shown in  FIG. 1A ) in place of oxygen sensor  90 . Output of oxygen sensor  90  or  93  is directed to switch  262  where it is then sent to summing junction  278  or to summing junction  272  based on the state of switch  262  which is determined via mode switching logic  264 . 
     Mode switching logic  264  determines engine operating state and it may change the position or state of switch  262  based on the engine operating mode. In particular, mode switching logic commands switch  262  to its base position when engine air flow is less than a threshold and when exhaust emissions devices are not requested to be regenerated. Mode switching logic  264  also commands valve  97  of  FIG. 1A  positioned in scavenge manifold bypass passage  98  closed via first actuator reference function  266  when engine air flow is less than a threshold and when exhaust emissions devices are not requested to be regenerated. Switch  262  is shown in its base position. In its base or first position, switch  262  sends oxygens sensor output data to summing junction  278 . 
     Mode switching logic  264  moves switch  262  to a second position as indicated by arrow  150  as directed by mode switching logic  264  when the engine air flow amount is greater than a threshold or when an exhaust emissions device is to be regenerated. In its second position, switch  262  directs output of oxygen sensor  90  to summing junction  272 . Mode switching logic  264  opens valve  97  via a control signal output from first reference function  266  to valve  97  when the engine air flow amount is greater than a threshold or when an exhaust emissions device is to be regenerated. A rate of air flow provided to the exhaust system via scavenge manifold bypass passage  98  is open loop adjusted via second reference function  268 . In one example, second reference function  268  outputs a valve position command, amount of intake and exhaust valve overlap (e.g., a crankshaft angular duration where both the intake and exhaust valves are simultaneously open), a boost pressure command, or other air flow adjustment command that is based on the engine air-fuel ratio and the mass flow rate of fuel and air combusted in the engine. For example, engine air-fuel ratio and mass flow rate of fuel and air combusted in the engine may be used to index a table or function that outputs a valve position command, amount of intake valve and exhaust valve overlap command, or boost pressure command. 
     Mode switching logic  264  may also control the path that air is directed to the exhaust system via the scavenge manifold bypass passage  98  in response to output of oxygen sensor  91 , which is positioned in the exhaust system upstream of emissions control device  70 . For example, if output of oxygen sensor  91  is a first value (e.g., a first air-fuel ratio estimate), air may be provided to the exhaust system at a location upstream of emissions device  72  and downstream of emissions device  70  via engine cylinders, the scavenge manifold, and the scavenge manifold bypass pipe. The air flow rate supplied to the exhaust system may be adjusted via adjusting valve timing. If output of oxygen sensor  91  is a second value (e.g., a second air-fuel ratio estimate), air may be provided to the exhaust system at the location upstream of emissions device  72  and downstream of emissions device  70  via the hot pipe  30 , the scavenge manifold  80 , and the scavenge manifold bypass pipe  98 . The air flow rate supplied to the exhaust system may be adjusted via adjusting valve  32  and or valve  97 . By selectively routing air that has not participated in combustion through different paths, it may be possible to deliver air to the exhaust system over a wider range of engine operating conditions so that engine emissions may be reduced. 
     When switch  262  is in its second position, oxygen sensor data from oxygen sensor  90  or  93  is output to summing junction  272  instead of summing junction  278 . An actual exhaust gas air-fuel ratio from oxygen sensor  90  or  93  is subtracted from a desired exhaust gas air-fuel ratio provided by reference block  270 . The desired exhaust gas air-fuel ratio output from reference block  270  may be different from the desired engine air-fuel ratio output from block  252 . In one example, the desired exhaust gas air-fuel ratio is empirically determined and stored to a table that is indexed by engine speed and load. The desired exhaust gas air-fuel ratio output from block  270  may be a stoichiometric air-fuel ratio when the engine air-fuel ratio is rich at high engine speeds and loads. The desired exhaust air-fuel ratio output from block  270  may be lean of stoichiometry when an exhaust emissions device is requested to be regenerated while the engine air-fuel ratio is stoichiometric. Subtracting the actual engine exhaust gas air-fuel ratio from the desired engine exhaust gas air-fuel ratio provides an engine exhaust gas air-fuel ratio error that is input into a second PI controller  274 . The exhaust gas air-fuel ratio error is operated on by PI controller  274 , which integrates the air-fuel error and applies proportional and integral gains to the output of summing junction  272 , and a control correction is supplied to multiplication junction  259 . 
     Timing of air delivery to the exhaust system from the scavenge manifold may be as follows: a stoichiometric or lean engine air-fuel ratio is richened to a rich of stoichiometry engine air-fuel ratio and air supplied to the exhaust system is delivered an engine cycle or earlier to the downstream emissions device  72  before exhaust gases produced from the rich of stoichiometry engine air-fuel ratio reach the location of downstream emissions device  72 . The air delivery to the exhaust system may be ceased before leaning the rich or stoichiometry engine air-fuel ratio. 
     Engine speed (N) and load values are used to index air-fuel bias values in table  276 . The air-fuel bias values are empirically determined values that are stored in controller memory, and the air-fuel bias values provide an adjustment to air-fuel mixtures in the exhaust system for the purpose of improving catalyst efficiency. The air-fuel bias and the air-fuel ratio in the exhaust system are added to the desired engine air-fuel ratio and the engine output air-fuel ratio at summing junction  254  when switch  262  is in its base position. If switch  262  is not in its base position, the output of summing junction  278  may be adjusted to a predetermined value, such as zero. 
     In this way, system  250  may control an engine air-fuel ratio observed by oxygen sensor  91  and an exhaust gas air-fuel ratio observed by oxygen sensor  90  or  93  without directing air to the exhaust system in a first mode. System  250  may also control an engine air-fuel ratio observed by oxygen sensor  91  and an exhaust gas air-fuel ratio observed by oxygen sensor  90  or  93  when air is directed to the exhaust system via a scavenge manifold. An amount of fuel delivered to the engine may be closed loop adjusted in response to an amount of air provided to the exhaust system that does not participate in combustion within the engine. The fuel injected to the engine may be adjusted based on output from oxygen sensor  90  or  93 . 
     As one example, a technical effect of supplying air to an exhaust system at a location downstream of an emissions control device via a scavenge manifold, the air not having participated in combustion in an engine, the scavenge manifold in fluidic communication with a scavenge exhaust valve of a cylinder and an intake manifold, the cylinder including a blowdown exhaust valve in fluidic communication with a blowdown manifold; and adjusting an amount of fuel injected to the engine in response to output of a first oxygen sensor, the first oxygen sensor positioned in the exhaust system upstream of the emissions control device, is more precisely controlling the air-fuel ratio of exhaust downstream of the emissions control device for more efficient engine operation and reduced engine emissions. As another example, a technical effect of flowing air from an intake manifold through a plurality of engine cylinders to a junction of an exhaust passage and a bypass passage in response to a condition, the junction positioned along the exhaust passage between first and second emission control devices; and flowing exhaust gas to the first emission control device while flowing the air to the junction is increasing the amount of oxygen entering the second emission control device, thereby maintaining a stoichiometric mixture entering the second emission control device and thus, increasing function of the second emission control device and reducing engine emissions. In another example, this increased oxygen may help to regenerate and burn soot from the second emission control device and thus also result in increased function of the second emission control device and reduced emissions. 
     Now turning to  FIG. 3A , graph  300  depicts example valve timings with respect to a piston position, for an engine cylinder comprising 4 valves: two intake valves and two exhaust valves, such as described above with reference to  FIGS. 1A-1B . The example of  FIG. 3A  is drawn substantially to scale, even though each and every point is not labeled with numerical values. As such, relative differences in timings can be estimated by the drawing dimensions. However, other relative timings may be used, if desired. 
     Continuing with  FIG. 3A , the cylinder is configured to receive intake via two intake valves and exhaust a first blowdown portion to a turbine inlet via a first exhaust valve (e.g., such as first, or blowdown, exhaust valves  8  shown in  FIG. 1A ), exhaust a second scavenging portion to an intake passage via a second exhaust valve (e.g., such as second, or scavenge, exhaust valves  6  shown in  FIG. 1A ) and non-combusted blowthrough air to the intake passage via the second exhaust valve. By adjusting the timing of the opening and/or closing of the second exhaust valve with that of the two intake valves, residual exhaust gases in the cylinder clearance volume may be cleaned out and recirculated as EGR along with fresh intake blowthrough air. 
     Graph  300  illustrates an engine position along the x-axis in crank angle degrees (CAD). Curve  302  depicts piston positions (along the y-axis), with reference to their location from top dead center (TDC) and/or bottom dead center (BDC), and further with reference to their location within the four strokes (intake, compression, power and exhaust) of an engine cycle. 
     During engine operation, each cylinder typically undergoes a four stroke cycle including an intake stroke, compression stroke, expansion stroke, and exhaust stroke. During the intake stroke, generally, the exhaust valves close and intake valves open. Air is introduced into the cylinder via the corresponding intake passage, and the cylinder piston moves to the bottom of the cylinder so as to increase the volume within the cylinder. The position at which the piston is near the bottom of the cylinder and at the end of its stroke (e.g. when the combustion chamber is at its largest volume) is typically referred to by those of skill in the art as bottom dead center (BDC). During the compression stroke, the intake valves and exhaust valves are closed. The piston moves toward the cylinder head so as to compress the air within combustion chamber. The point at which the piston is at the end of its stroke and closest to the cylinder head (e.g. when the combustion chamber is at its smallest volume) is typically referred to by those of skill in the art as top dead center (TDC). In a process herein referred to as injection, fuel is introduced into the combustion chamber. In a process herein referred to as ignition, the injected fuel is ignited by known ignition means, such as a spark plug, resulting in combustion. During the expansion stroke, the expanding gases push the piston back to BDC. A crankshaft converts this piston movement into a rotational torque of the rotary shaft. During the exhaust stroke, in a traditional design, exhaust valves are opened to release the residual combusted air-fuel mixture to the corresponding exhaust passages and the piston returns to TDC. In this description, the second exhaust (scavenge) valves may be opened after the beginning of the exhaust stroke and stay open until after the end of the exhaust stroke while the first exhaust (blowdown) valves are closed and the intake valves are opened to flush out residual exhaust gases with blowthrough air. 
     Curve  304  depicts a first intake valve timing, lift, and duration for a first intake valve (Int_ 1 ) while curve  306  depicts a second intake valve timing, lift, and duration for a second intake valve (Int_ 2 ) coupled to the intake passage of the engine cylinder. Curve  308  depicts an example exhaust valve timing, lift, and duration for a first exhaust valve (Exh_ 1 , which may correspond to first, or blowdown, exhaust valves  8  shown in  FIG. 1A ) coupled to a first exhaust manifold (e.g., blowdown exhaust manifold  84  shown in  FIG. 1A ) of the engine cylinder, while curve  310  depicts an example exhaust valve timing, lift, and duration for a second exhaust valve (Exh_ 2 , which may correspond to second, or scavenge, exhaust valves  6  shown in  FIG. 1A ) coupled to a second exhaust manifold (e.g., scavenge manifold  80  shown in  FIG. 1AA ) of the engine cylinder. As previously elaborated, the first exhaust manifold connects a first exhaust valve to the inlet of a turbine in a turbocharger and the second exhaust manifold connects a second exhaust valve to an intake passage via an EGR passage. The first and second exhaust manifolds may be separate from each other, as explained above. 
     In the depicted example, the first and second intake valves are fully opened from a closed position at a common timing (curves  304  and  306 ), starting close to intake stroke TDC, just after CAD 2  (e.g., at or just after intake stroke TDC) and are closed after a subsequent compression stroke has commenced past CAD 3  (e.g., after BDC). Additionally, when opened fully, the two intake valves may be opened with the same amount of valve lift L 1  for the same duration of D 1 . In other examples, the two valves may be operated with a different timing by adjusting the phasing, lift or duration based on engine conditions. 
     Now turning to the exhaust valves wherein the timing of the first exhaust valve and the second exhaust valve is staggered relative to one another. Specifically, the first exhaust valve is opened from a closed position at a first timing (curve  308 ) that is earlier in the engine cycle than the timing (curve  310 ) at which the second exhaust valve is opened from close. Specifically, the first timing for opening the first exhaust valve is between TDC and BDC of the power stroke, before CAD 1  (e.g., before exhaust stroke BDC) while the timing for opening the second exhaust valve just after exhaust stroke BDC, after CAD 1  but before CAD 2 . The first (curve  308 ) exhaust valve is closed before the end of the exhaust stroke and the second (curve  310 ) exhaust valve is closed after the end of the exhaust stroke. Thus, the second exhaust valve remains open to overlap slightly with opening of the intake valves. 
     To elaborate, the first exhaust valve may be fully opened from close before the start of an exhaust stroke (e.g., between 90 and 40 degrees before BDC), maintained fully open through a first part of the exhaust stroke and may be fully closed before the exhaust stroke ends (e.g., between 50 and 0 degrees before TDC) to collect the blowdown portion of the exhaust pulse. The second exhaust valve (curve  310 ) may be fully opened from a closed position just after the beginning of the exhaust stroke (e.g., between 40 and 90 degrees past BDC), maintained open through a second portion of the exhaust stroke and may be fully closed after the intake stroke begins (e.g., between 20 and 70 degrees after TDC) to exhaust the scavenging portion of the exhaust. Additionally, the second exhaust valve and the intake valves, as shown in  FIG. 3A , may have a positive overlap phase (e.g., from between 20 degrees before TDC and 40 degrees after TDC until between 40 and 90 degrees past TDC) to allow blowthrough with EGR. This cycle, wherein all four valves are operational, may repeat itself based on engine operating conditions. 
     Additionally, the first exhaust valve may be opened at a first timing with a first amount of valve lift L 2  while the second exhaust valve may be opened with a second amount of valve lift L 3  (curve  310 ), where L 3  is smaller than L 2 . Further still, the first exhaust valve may be opened at the first timing for a duration D 2  while the second exhaust valve may be opened for a duration D 3 , where D 3  is smaller than D 2 . It will be appreciated that in alternate embodiments, the two exhaust valves may have the same amount of valve lift and/or same duration of opening while opening at differently phased timings. 
     In this way, by using staggered valve timings, engine efficiency and power can be increased by separating exhaust gases released at higher pressure (e.g., expanding blow-down exhaust gases in a cylinder) from residual exhaust gases at low pressure (e.g., exhaust gases that remain in the cylinder after blow-down) into the different passages. By conveying low pressure residual exhaust gases as EGR along with blowthrough air to the compressor inlet (via the EGR passage and second exhaust manifold), combustion chamber temperatures can be lowered, thereby reducing knock and spark retard from maximum torque. Further, since the exhaust gases at the end of the stroke are directed to either downstream of a turbine or upstream of a compressor which are both at lower pressures, exhaust pumping losses can be minimized to improve engine efficiency. 
     Thus, exhaust gases can be used more efficiently than simply directing all the exhaust gas of a cylinder through a single, common exhaust port to a turbocharger turbine. As such, several advantages may be achieved. For example, the average exhaust gas pressure supplied to the turbocharger can be increased by separating and directing the blowdown pulse into the turbine inlet to improve turbocharger output. Additionally, fuel economy may be improved because blowthrough air is not routed to the catalyst, being directed to the compressor inlet instead, and therefore, excess fuel may not be injected into the exhaust gases to maintain a stoichiometric ratio. 
       FIG. 3A  may represent base intake and exhaust valve timing settings for the engine system. Under different engine operating modes, the intake and exhaust valve timing may be adjusted from the base settings.  FIG. 3B  shows example adjustments to the valve timings of the blowdown exhaust valve (BDV), scavenge exhaust valve (SV), and intake valve (IV) for a representative cylinder at different engine operating modes. Specifically, graph  320  illustrates an engine position along the x-axis in crank angle degrees (CAD). Graph  320  also illustrates changes to the timing of the BDV, IV, and SV of each cylinder for a baseline blowthrough combustion cooling (BTCC) mode with higher EGR at plot  322 , a baseline BTCC mode with lower EGR at plot  324 , a first cold start mode (A) at plot  326 , a second cold start mode (B) at plot  328 , a deceleration fuel shut-off (DFSO) mode at plot  330 , a BTCC mode in an engine system without a scavenge manifold bypass passage (e.g., passage  98  shown in  FIG. 1A ), an early intake valve closing (EIVC) mode at plot  334 , and a compressor threshold mode at plot  336 . In the examples show in  FIG. 3B , it is assumed that the SVs and BDVs move together (e.g., via a same cam of a cam timing system). In this way, though the SVs and BDVs may open and close at different timings relative to one another, they may be adjusted (e.g., advanced or retarded) together, by a same amount. However, in alternate embodiments, the BDVs and SVs may be controlled separately and thus may be adjustable separately from one another. 
     During the baseline BTCC mode with higher EGR, as shown at plot  322 , the valve timings may be at their base settings. The SV and BDV are at full advance (e.g., as advanced as the valve timing hardware allows). In this mode, blowthrough to the intake via the SV may be increased by retarding the SV and/or advancing the IV (increases IV and SV overlap and thus blowthrough). By retarding the BDV and SV, EGR decreases, as shown at plot  324  in the baseline BTCC mode with lower EGR. As seen at plot  326 , during the first cold start mode (A), the SV may be adjusted to an early open/high lift profile. During a second cold start mode (B), as shown at plot  328 , the SV may be deactivated such that it does not open. Further, the IV may be advanced while the BDV is retarded, thereby increasing combustion stability. 
     During the DFSO mode, at plot  330 , the BDV may be deactivated (e.g., such that it is maintained closed and does not open at its set timing). The IV and SV timings may maintain at their base position, or the SV may be retarded to increase overlap between the SV and IV, as shown at plot  330 . As a result, all the combusted exhaust gases are exhausted to the scavenge exhaust manifold via the SV and routed back to the intake passage. Plot  334  shows the EIVC mode where the IV is deactivated and the exhaust cam is phased to the max retard. Thus, the SV and BDV are retarded together. As described further below with reference to  FIG. 7A , this mode allows for air to be inducted into the engine cylinder via the SV and exhausted via the BDV. Plot  336  shows an example valve timing for a compressor threshold mode. In this mode, the intake cam of the IV is advanced and the exhaust cam of the SV and BDV is retarded to decrease EGR and reduce exhaust flow to the inlet of the compressor. More details on these operating modes will be discussed below with reference to  FIGS. 4-15 . 
     Now turning to  FIGS. 4A-4B , a flow chart of a method  400  for operating a vehicle including a split exhaust engine system (such as the system shown in  FIGS. 1A-1B ), where a first exhaust manifold (e.g., scavenge manifold  80  shown in  FIG. 1A ) routes exhaust gas and blowthrough air to an intake of the engine system and a second exhaust manifold (e.g., blowdown manifold  84  shown in  FIG. 1A ) routes exhaust to an exhaust of the engine system, under different vehicle and engine operating modes is shown. Instructions for carrying out method  400  and the rest of the methods included herein may be executed by a controller (such as controller  12  shown in  FIGS. 1A-1B ) based on instructions stored on a memory of the controller and in conjunction with signals received from sensors of the engine system, such as the sensors described above with reference to  FIG. 1A-1B . The controller may employ engine actuators of the engine system to adjust engine operation, according to the methods described below. For example, the controller may actuate various valve actuators of various valves to move the valves into commanded positions and/or actuate various valve timing actuators of various cylinder valves to adjust the timing of the cylinder valves. 
     Method  400  begins at  402  by estimating and/or measuring vehicle and engine operating conditions. Engine operating conditions may include a brake pedal position, acceleration pedal position, operator torque demand, battery state of charge (in a hybrid electric vehicle), ambient temperature and humidity, barometric pressure, engine speed, engine load, an amount of input to a transmission of a vehicle in which the engine is installed from an electric machine (e.g., electric machine  161  shown in  FIG. 1B ) or crankshaft of the engine, engine temperature, mass air flow (MAF), intake manifold pressure (MAP), oxygen content of intake air/exhaust gases at various points in the engine system, a timing of the cylinder intake and exhaust valves, positions of various valves of the engine system, a temperature and/or loading level of one or more emission control devices, pressures in the exhaust manifolds, exhaust runners, exhaust passage and/or intake passage, an amount of fuel being injected into engine cylinders, an operation state of an electric compressor (e.g., electric compressor  60  shown in  FIG. 1A ), a speed of the turbocharger, condensate formation at the turbocharger compressor, a temperature at the turbocharger compressor inlet and/or outlet, etc. 
     At  403 , the method includes determining if the vehicle is operating in an electric mode. As explained above, in one embodiment, the vehicle may be a hybrid electric vehicle. A vehicle mode of operation may be determined based on the estimated operating conditions. For example, based at least on the estimated driver torque demand and the battery state of charge, it may be determined whether the vehicle is to be operated in an engine-only mode (with the engine driving the vehicle wheels), an assist mode (with the battery assisting the engine in driving the vehicle), or an electric-only mode (with only the battery driving the vehicle via an electric motor or generator). In one example, if the demanded torque can be provided by only the battery, the vehicle may be operated in the electric-only mode with the vehicle being propelled using motor torque only. In another example, if the demanded torque cannot be provided by the battery, the vehicle may be operated in the engine mode, or in the assist mode where the vehicle is propelled with at least some engine torque. The vehicle may accordingly be operated in the determined mode of operation. If it is confirmed at  403  that the vehicle is operating in the electric-only mode, the method continues to  405  to operate in the electric-only (e.g., electric) mode which includes propelling the hybrid vehicle via only motor torque (and not engine torque). Details on operating in the electric mode are discussed further below with reference to  FIG. 14 . 
     Alternatively, if the vehicle is not operating in the electric mode, or the vehicle is not a hybrid vehicle, the vehicle may be propelled with at least some (or all) engine torque and proceed to  404 . At  404 , the method includes determining if cold start conditions are met. In one example, a cold start condition may include the engine operating with an engine temperature below a threshold temperature. In one example, the engine temperature may be a coolant temperature. In another example, the engine temperature may be a temperature of a catalyst (e.g., of an emission control device, such as one of emission control devises  70  and  72  shown in  FIG. 1A ) positioned in the exhaust passage. If the engine is operating under the cold start condition, the method continues to  406  to operate in a cold start mode. Details on operating in the cold start mode are discussed further below with reference to  FIG. 5 . 
     Otherwise, if cold start conditions are not met (e.g., engine temperatures are above set thresholds), the method continues to  408 . At  408 , the method include determining whether a deceleration fuel shut-off (DFSO) event is occurring (or whether the vehicle is decelerating). As one example, a DFSO event may be initiated and/or indicated when an operator releases an accelerator pedal of the vehicle and/or depresses a brake pedal. In another example, a DFSO event may be indicated when vehicle speed decreases by a threshold amount. The DFSO event may include stopping fuel injection into the engine cylinders. If the DFSO event is occurring, the method continues to  410  to operate in a DFSO mode. Details on operating in the DFSO mode are discussed further below with reference to  FIG. 6 . 
     If DFSO conditions are not met or DFSO is not occurring, the method continues to  412 . At  412 , the method includes determining if engine load is below a threshold load. In one example, the threshold load may be a lower threshold load at which a part throttle condition (e.g., when an intake throttle, such as throttle  62  shown in  FIG. 1A  is at least partially closed, such that it is not fully open) occurs and/or at which an engine idle condition (e.g., when the engine is idling) occurs. In some examples, the threshold load may be based on a load and/or throttle opening at which reverse flow may occur through the EGR passage (e.g., passage  50  shown in  FIG. 1A ) and scavenge exhaust manifold. Reverse flow may include intake air flowing from the intake passage, through the EGR passage and scavenge exhaust manifold and into the engine cylinders via the scavenge exhaust valves. If the engine load is below the threshold load (or the throttle is not fully open and thus at least partially closed), the method continues to  414  to operate in a part throttle mode. Details on operating in the part throttle mode are discussed further below with reference to  FIGS. 7A-7B . 
     If engine load is not below the threshold load at  412 , the method continues to  416 . At  416 , the method includes determining if an electric compressor in the engine system is operating. In one example, the electric compressor may be an electric compressor positioned in the intake passage, upstream of where the EGR passage (coupled to the scavenge manifold) couples to the intake passage and upstream of the turbocharger compressor (such as electric compressor  60  shown in  FIG. 1A ). As one example, the controller may determine that the electric compressor is operating when the electric compressor is being electrically driven by energy stored at an energy storage device (such as a battery). For example, an electric motor (coupled to the energy storage device) may drive the electric compressor and thus, when the electric motor is operating and driving the electric compressor, the controller may determine that the electric compressor is operating. The electric compressor may be turned on and driven by the motor and stored energy in response to a request for additional boost (e.g., a pressure amount above that which may be provided via the turbocharger compressor alone at a current turbocharger speed). If the electric compressor is being driven by the electric motor of the electric compressor, and thus operated, at  416 , the method continues to  418  to operate in the electric boost mode. Details on operating in the electric boost mode are discussed further below with reference to  FIG. 8 . 
     If the electric compressor is not operating (e.g., not being driven by an electric motor coupled with the electric compressor), the method continues to  420 . At  420 , the method includes determining whether the compressor (e.g., turbocharger compressor  162  shown in  FIG. 1A ) is at an operational threshold. The operational threshold (e.g., limit) of the compressor may include one or more of an inlet temperature of the compressor being less than a first threshold temperature (which may be indicative of condensate forming at the compressor inlet), an outlet temperature of the compressor being greater than a second threshold temperature (where temperatures at or above this second threshold temperature may result in degradation of the compressor), and/or a rotational speed of the compressor (e.g., compressor speed which is also the turbocharger speed) being greater than a threshold speed (where speeds above this threshold may result in degradation of the compressor). When the compressor is operating above these operational thresholds, compressor degradation and/or reduced performance may occur. In another example, the method at  420  may additionally or alternatively include determining whether engine speed (RPM) or engine load are above respective thresholds. For example, the engine speed and/or load thresholds may be correlated to compressor operation such that when the engine is operating at these engine speed or engine load thresholds, the compressor may reach one or more of the above described operational thresholds. As such, at relatively high engine power, speed, and/or load, the compressor may reach one or more of the operational thresholds. If the compressor is at or above one of the operational thresholds, or the engine speed and/or load are at their respective upper thresholds, the method continues to  421  to operate in the compressor threshold mode (which may also be referred to herein as the high power mode). Details on operating in the compressor threshold mode are discussed further below with reference to  FIG. 9 . 
     If the compressor is not operating at one of the operational thresholds (or engine speed and/or load are below their upper thresholds), the method continues to  422 . At  422 , the method includes determining whether there is a low RPM transient tip-in condition. As one example, the low RPM transient tip-in condition may include when there is an increase in torque demand above a threshold torque demand while engine speed is below a threshold speed. For example, if a pedal position signal from an accelerator pedal is greater than a threshold (indicating that the accelerator pedal has been depressed by a threshold amount, thereby indicating a requested increase in torque output of the engine) while engine speed is below the threshold speed, the controller may determine that there is a low RPM transient tip-in condition. If it is determined that the conditions for the low RPM transient tip-in are met, the method continues to  423  to decrease the amount of opening of the BTCC valve (e.g., valve  54  shown in  FIG. 1A ) to increase the scavenge manifold pressure to a desired level, where the desired level is based on intake manifold pressure (MAP) and the variable cam timing (VCT) of the intake and exhaust valves. For example, the method at  423  may include the controller determining the desired scavenge manifold pressure based on an estimated or measured MAP and the current timings (e.g., opening and closing timings) of the intake and exhaust (e.g., scavenge and blowdown) valves. For example, when the BTCC valve is fully open, the scavenge manifold operates close to the compressor inlet pressure (e.g., ambient pressure). In this mode, EGR and blowthrough are higher, thereby leading to higher engine efficiency but little excess reserve throttling. Raising the desired (e.g., target) scavenge manifold pressure closer to MAP may decrease the EGR and blowthrough so more charge air is trapped in the cylinders. Thus, by using feedback on the pressure in the scavenge manifold, the BTCC valve can be modulated to reach the desired level of EGR. For example, the target scavenge manifold pressure for a given level of output torque may be mapped (e.g., in a table or map stored in the memory of the controller) vs. intake/exhaust valve VCT. In this way, the controller may use a stored relationship of scavenge manifold pressure vs. intake/exhaust valve VCT. 
     As one example, the controller may use a first look-up table stored in memory to determine the desired scavenge manifold pressure, with MAP and the intake and exhaust valve timings as the inputs and the desired scavenge manifold pressure as the output. The controller may then use a second look-up table, with the determined desired scavenge manifold pressure as the input and one or more of a desired BTCC valve position, a duration of fully closing the BTCC valve, or an amount of decreasing the amount of opening the BTCC valve as the output, to determine the commanded BTCC valve position. The controller may then send a signal to an actuator of the BTCC valve to move the BTCC valve into the desired position (e.g., fully closed or partially closed) and hold the BTCC valve in that position for the determined duration. As another example, the controller may make a logical determination (e.g., regarding a position of the BTCC valve) based on logic rules that are a function of MAP, intake valve timing, and exhaust valve timing. The controller may then generate a control signal that is sent to the actuator of the BTCC valve. In some embodiments, the method at  423  may include closing the BTCC valve until the desired scavenge manifold pressure is reached and then reopening the BTCC valve. In another example, the method at  423  may include modulating the BTCC valve between open and closed positions to maintain the scavenge manifold pressure at the desired pressure. The scavenge manifold pressure may be measured via one or more pressure sensors positioned in the scavenge manifold or exhaust runners of the scavenge exhaust valves and then the measured scavenge manifold pressure may be used, by the controller, as feedback to further adjust the position of the BTCC valve to maintain the scavenge manifold at the desired scavenge manifold pressure. In some examples, the controller may use another look-up table with the measured scavenge manifold pressure and desired scavenged manifold pressures as inputs and an adjusted BTCC valve position as the output. 
     If there is not a low RPM transient tip-in condition at  422 , the method instead continues to  424  of  FIG. 4B . At  424 , the method includes determining if an engine shutdown is expected or requested. The engine shutdown may include a key off shutdown (e.g., when the vehicle is put in park and an operator turns off the engine) or a start/stop shutdown (e.g., when the vehicle is stopped but not parked and the engine automatically shuts down responsive to stopping for a threshold duration). Thus, in one example, the controller may determine that a shutdown is requested in response to receiving a key off signal from an ignition of the vehicle and/or the vehicle being stopped for a threshold duration. If a shutdown request is received at the controller, the method continues to  426  to operate in a shutdown mode. Details on operating in the shutdown mode are discussed further below with reference to  FIG. 15 . 
     If a shutdown request is not received at  424 , the method continues to  428 . At  428 , the method includes determining if blowthrough combustion cooling (BTCC) and EGR to the intake passage via the scavenge exhaust manifold (e.g., via scavenge manifold  80  and first EGR passage  50  shown in  FIG. 1A ) is desired or currently enabled. For example, if engine load is above a second threshold load (e.g., higher than the threshold load at  412 ), blowthrough and EGR to the intake passage may be desired and enabled. In another example, if the BTCC hardware of the engine (e.g., the BTCC valve  54  and/or scavenge exhaust valves  6  shown in  FIG. 1A ) is activated, then blowthrough and EGR may be enabled. For example, it may be determined that the BTCC hardware is activated if the scavenge exhaust valves are operating (e.g., not deactivated) and the BTCC valve is open or at least partially open. If blowthrough and EGR are desired and/or the BTCC hardware is already activated, the method continues to  430  to operate in the baseline BTCC mode. Details on operating in the baseline BTCC mode are described further below with reference to  FIGS. 10-13 . 
     Alternatively at  428 , if BTCC is not desired, the method continues to  432  to deactivate the scavenge exhaust valves and operate the engine without blowthrough. For example, this may include maintaining the scavenge exhaust valves closed and routing exhaust gases from the engine cylinders to only the exhaust passage via the blowdown exhaust valves. As one example, the controller may send a deactivation signal to the valve actuators of the scavenge valves (e.g., exhaust valve timing actuator  103  shown in  FIG. 1A ) to deactivate the SVs of every cylinder. Further, the method at  431  may include not operating the engine with EGR. The method then continues to  434  to maintain the charge motion control valves (e.g., CMCVs  24  shown in  FIG. 1A ) open so no intake air is blocked when entering the engine cylinders via the intake runners. The method then ends. 
     Turning now to  FIG. 5 , a method  500  for operating the engine system in a cold start mode is shown. Method  500  may continue from  406  of method  400 , as described above. Method  500  begins at  502  by determining if the scavenge exhaust valves (e.g., second exhaust valves  6  shown in  FIG. 1A ) are default activated. The scavenge exhaust valves (SVs) may be default activated (e.g., opened) if the valve actuation mechanism (e.g., such as various valve lift and/or VCT mechanisms, as described above and shown as exhaust valve timing actuator  103  in  FIG. 1B ) of the scavenge exhaust valves is activated so that the scavenge exhaust valves will be actuated to open at their set timing. In some examples, the valve actuation mechanism may be deactivated so that the scavenge exhaust valves will not open (and instead remain closed) at their set timing in the engine cycle. The default setting may be the activation state of the scavenge exhaust valves at engine shutdown. In this way, the scavenge exhaust valves may either be default activated or deactivated upon engine startup and during the cold start. If the scavenge exhaust valves are default activated, the method continues to  504  to open the BTCC valve (e.g., valve  54  shown in  FIG. 1A ) for the initial crank (e.g., initial rotation of the crankshaft). 
     At  506 , the method includes, after firing the first cylinder (e.g., after injecting fuel into and combusting the air and fuel within the first cylinder), modulating a position of the BTCC valve to control EGR through the EGR passage (e.g., passage  50  shown in  FIG. 1A ) and to the inlet of the compressor to a desired EGR flow amount. The desired EGR flow amount may be set based on engine operating conditions (e.g., such as engine load, MAF, combustion A/F, and/or set emissions thresholds). In one example, modulating the position of the BTCC valve may include switching the position of the BTCC valve between a fully open and fully closed position to maintain a desired EGR flow rate to the intake passage, upstream of the compressor. In an alternate example, where the BTCC valve is a continuously variable valve adjustable into more than two positions, modulating the position of the BTCC valve may include continuously adjusting the position of the BTCC valve into a plurality of positions between fully open and fully closed to maintain the desired EGR flow rate. Further, the method at  506  may include adjusting the position of the BTCC valve to prevent reverse flow through the EGR passage (e.g., intake air flow through the EGR passage from the intake passage to the scavenge exhaust manifold). For example, in response to a pressure of the scavenge exhaust manifold (e.g., second exhaust manifold  80  shown in  FIG. 1A ) being less than atmospheric pressure, the controller may actuate the BTCC valve into the fully closed position to block flow through the EGR passage. Thus, in some examples, the method at  506  may include the controller making a logical determination (e.g., regarding a position of the BTCC valve) based on logic rules that are a function of desired EGR flow and a pressure in the scavenge exhaust valve. As another example, the controller may include a look-up table stored in memory with desired EGR flow and scavenge manifold pressure as inputs and the BTCC valve position as the output. The controller may then generate a control signal that is sent to an actuator of the BTCC valve and results in adjusting the BTCC valve (e.g., adjusting a valve plate of the BTCC valve) into the determined position. If the BTCC valve is closed at  506 , the method may further include, opening (or at least partially opening) the scavenge manifold bypass valve (e.g., in an engine system that includes a scavenge manifold bypass passage, such as passage  98  and SMBV  97  shown in FIG.  1 A). In this way, excess pressure in the scavenge exhaust manifold may be relieved by flowing at least a portion of the exhaust gases exhausted from the scavenge exhaust valves to the scavenge exhaust manifold and then to the exhaust passage via the scavenge manifold bypass passage. 
     At  508 , the method includes determining if it is possible to adjust the actuation state of the scavenge exhaust valves. As one example, VCT systems may include hydraulically controlled valves that rely on oil pressure to operate and switch an activation state and/or timing profile of the valves. As such, in some examples, only when oil pressure has reached a threshold pressure for switching a timing profile or activation state of the scavenge exhaust valves may the activation state of the scavenge exhaust valves be switched. In alternate embodiments, the scavenge exhaust valves may be adjusted in response to a different variable. If, at  508 , it is determined that the activation state or timing profile of the scavenge exhaust valves cannot be adjusted, the method continues to  510  to maintain the scavenge exhaust valves activated and continue to modulate the BTCC valve. However, when the activation state of the scavenge exhaust valves is able to be switched, the method continues to  512  to determine whether the scavenge exhaust valves are able to switch between timing profiles. In one example, the scavenge exhaust valves may be switched between cam timing profiles (e.g., to adjust the opening and closing timing within the engine cycle) instead of being deactivated. If the scavenge exhaust valves cannot be switched between timing profiles, the method continues to  514  to deactivate the scavenge exhaust valves (e.g., deactivate the actuation/timing mechanisms of the scavenge exhaust valves such that the scavenge exhaust valves remain closed and do not open at their designated timing) and close (e.g., fully close) the BTCC valve. In some examples, the method at  514  may include holding some crank hydrocarbon emissions within the scavenge exhaust manifold until the BTCC valve may be opened again. Adjusting the scavenge exhaust valves and BTCC valve in this way, while the engine is warming up, may increase low load stability of the engine while reducing emissions during the cold start. 
     Alternatively at  512 , if the scavenge exhaust valves may be switched between timing profiles, the method instead proceeds to  516 . At  516 , the method includes switching the timing of the scavenge exhaust valves to an early open/high lift profile (as shown at plot  326  of  FIG. 3B , as described above) and closing the BTCC valve. In one example, the method at  516  may include advancing the timing (e.g., the opening timing) of the scavenge exhaust valves and/or increasing an amount of lift of the scavenge exhaust valves via switching the cam timing profile. In some examples, the method at  516  may further include opening the scavenge manifold bypass valve to allow exhaust gases to flow from the scavenge manifold to the exhaust passage while the BTCC valve is closed. In this embodiment of the method, the light-off catalyst may be disposed downstream of where the scavenge manifold bypass passage couples to the exhaust passage (such as emission control device  72  shown in  FIG. 1A ). Thus, in this embodiment, there may be no additional light-off catalyst (such as a three-way catalyst) upstream of where the scavenge manifold bypass passage couples to the exhaust passage. 
     Both of the methods at  516  and  514  continue to  530  to determine if a catalyst disposed in the exhaust passage is at (e.g., has reached) a light-off temperature. In one example, the catalyst may be part of one or more emission control devices positioned in the exhaust (e.g., such as emission control devices  70  and  72  shown in  FIG. 1A ). If the one or more catalysts are at or above their light-off temperatures (e.g., for efficient catalyst operation), the method continues to  532  to adjusting the timing of the scavenge exhaust valves based on engine conditions. In one example, the method at  532  may include adjusting the scavenge exhaust valves to their default, or baseline timing (e.g., such as the timing shown in  FIG. 3A ). The method then ends. 
     Alternately, if a temperature of the one or more catalysts is below the light-off temperature, the method continues to  534  to further adjust engine operation to increase the temperature of the catalyst. In one example, as shown at  536 , the method at  534  may include deactivating the blowdown exhaust valves of the outside cylinders (e.g., blowdown exhaust valves  8  of cylinders  12  and  18  shown in  FIG. 1A ) while maintaining all the scavenge exhaust valves (for all the outside cylinders and inside cylinders) active. For example, the inside cylinders may be positioned physically between the outside cylinders. In this way, only exhaust gas from the inside cylinders may flow to the catalysts within the exhaust passage. The method at  536  may further include maintaining fueling to the cylinders with the deactivated blowdown exhaust valves but not sparking these cylinders (however spark is still delivered to the cylinders with the non-deactivated blowdown exhaust valves). In another example, as shown at  538 , the method at  534  may include decreasing an opening of the throttle (e.g., throttle  62  shown in  FIG. 1A ) and opening a valve in a second EGR passage disposed between the scavenge exhaust manifold and the intake passage, downstream of the compressor and upstream of the throttle (e.g., second EGR passage  58  shown in  FIG. 1A ). This may cause intake air to flow in reverse through the second EGR passage, from the intake passage to the scavenge exhaust manifold, and into the cylinders via the scavenge exhaust valves. This may result in increasing the temperature of blowthrough gases that are directed to the exhaust via the blowdown exhaust manifold, thereby increasing the temperature of the catalyst. The method at  538  may be referred to herein as an idle mode and may be explained in more detail below with reference to  FIG. 7A-7B . At  534 , one of the methods at  536  and  538  may be chosen based on the architecture of the engine system. For example, the method at  538  may be used if the system includes the second EGR passage. Otherwise, the method at  536  may be used. In alternate embodiments, the method at  534  may choose between the methods at  536  and  538  based on alternate engine operating conditions. 
     Returning to  502 , if the scavenge exhaust valves are not default activated, then they may be default deactivated (and thus closed). In this case, the method continues to  518  to advance a timing of the intake valves (e.g., intake valves  2  and  4  shown in  FIG. 1A ) and retard a timing of the exhaust valves. Advancing the timing of the intake valves may be adjusting one or more valve timing mechanisms of the intake valves to advance a closing timing of the intake valves. Further, retarding the timing of the exhaust valves may include retarding an opening timing of both the scavenge exhaust valves and the blowdown exhaust valves together (e.g., when they are controlled via the cam timing system) or retarding the opening timing of only the blowdown exhaust valves. These adjustments may increase combustion stability during the cold start. At  520 , the method includes determining if it is possible to adjust the activation state or timing profile of the scavenge exhaust valves (e.g., similar to the method at  508 , as described above). If the scavenge exhaust valves cannot be adjusted (e.g., due to an oil pressure being below a threshold for switching the valve activation state), the method continues to  522  to maintain the scavenge exhaust valves deactivated. Otherwise, if the scavenge exhaust valves are able to be adjusted (or reactivated), the method continues to  524  to determine whether it is possible to switch the scavenge exhaust valves between timing profiles (e.g., similar to the method at  512 , as described above) If the scavenge exhaust valves cannot be switched between profiles, the method continues to  526  to activate the scavenge exhaust valves and modulate the BTCC valve to control the EGR flow through the EGR passage and to the compressor inlet to a desired amount. However, if the scavenge exhaust valves are able to be switched between profiles, the method instead continues to  528  to switch the profile of the scavenge exhaust valves to an early open/high lift and close the BTCC valve, as described above at  516 . Both of the method at  526  and  528  then continue to  530 , as described above. 
       FIG. 16  shows a graph  1600  of operating the split exhaust engine system in the cold start mode. Specifically, graph  1600  depicts an activation state of the scavenge exhaust valves (where on is activated and off is deactivated) at plot  1602 , a position of the BTCC valve at plot  1604 , EGR flow (e.g., an amount or flow rate of EGR flow through the EGR passage  50  and to the compressor inlet, as shown in  FIG. 1A ) at plot  1606 , a temperature of an exhaust catalyst relative to a light-off temperature of the catalyst at plot  1608 , a position of an intake throttle (e.g., throttle  62  shown in  FIG. 1A ) at plot  1610 , a position of a second, mid-pressure EGR valve disposed in a second (e.g., mid-pressure) EGR passage (e.g., valve  59  in second EGR passage  58  shown in  FIG. 1A ) at plot  1612 , and a cam timing of the intake valves at plot  1614  and the exhaust valves (which may include the blowdown exhaust valves and the scavenge exhaust valves when they are controlled on the same cam timing system) at plot  1616  relative to their base timings B 1  (an example of the base cam timings of the intake and exhaust valves may be shown in  FIG. 3B , as described above). All plots are shown over time along the x-axis. 
     Prior to time t 1 , the engine starts with the scavenge exhaust valves default activated. As such, the scavenge exhaust valves may open and close at their set timing in the engine cycle. At time t 1 , the BTCC valve is opened for the initial crank. As such, the EGR flow begins to increase after time t 1  (and may increase and decrease over time with the opening and closing of the BTCC valve, respectively). After firing the first cylinder, the BTCC valve is modulated to control EGR flow to a desired level. Also between time t 1  and time t 2 , the mid-pressure EGR valve is closed and both the intake and exhaust valve timings are at their base timings. At time t 2 , the scavenge exhaust valves can be adjusted (e.g., due to the oil pressure having reached a threshold to adjust the valves), so the scavenge exhaust valves are deactivated (e.g., turned off). After time t 2 , the catalyst temperature is still below its light-off temperature T 1 . Thus, the throttle opening is decreased and the mid-pressure EGR valve is opened to reverse flow through the system and send warmer blowthrough air to the catalyst within the exhaust passage. This may result in warming of the catalyst to a temperature above the light-off temperature T 1 . 
     During a different cold start in the split exhaust engine system, the engine may start with the scavenge exhaust valves default deactivated (e.g., off), as shown at time t 3 . At time t 4 , the intake cam timing of the intake valves is advanced and the exhaust cam timing of the blowdown exhaust valves is retarded (as shown at plot  328  in  FIG. 3B , as described above). At time t 5 , in response to the scavenge exhaust valves being able to be adjusted, the scavenge exhaust valves are activated and the BTCC valve is modulated to adjust EGR flow. 
     In this way, adjusting an activation state of the scavenge exhaust valves while also controlling a position of the BTCC valve based on desired EGR flow and a pressure in the scavenge exhaust manifold, exhaust emissions during the engine cold start may be reduced. As described above with reference to  FIGS. 5 and 16 , a method may include, during a cold start, adjusting a position of a first valve (BTCC valve) disposed in an exhaust gas recirculation (EGR) passage based on an engine operating condition, the EGR passage coupled between a first exhaust manifold (scavenge manifold) coupled to a first set of exhaust valves (scavenge exhaust valves) and an intake passage, upstream of a compressor, while flowing a portion of exhaust gases to an exhaust passage including a turbine via a second set of exhaust valves (blowdown exhaust valves). A technical effect of adjusting the first valve and/or the first set of exhaust valves in response to an engine operating condition during a cold start is reducing cold start emissions while also aiding in engine warmup, such as increasing a temperature of the engine cylinders and/or pistons and/or one or more exhaust catalysts. In another embodiment, a method may include, in response to select engine operating conditions (such as a cold start and/or catalyst temperature below a light-off temperature), deactivating one or more valves of a set of first exhaust valves (blowdown exhaust valves) coupled to a first exhaust manifold coupled to an exhaust passage, while maintaining active all valves of a set of second exhaust valves (scavenge exhaust valves) coupled to a second exhaust manifold coupled to an intake passage via an exhaust gas recirculation (EGR) passage. A technical effect of deactivating one or more of the blowdown exhaust valves (such as the blowdown exhaust valves of the outside cylinders, as described above at  536  of method  500 ) during a cold start is increasing a temperature of the engine during the cold start and thus reducing engine emissions during the cold start (e.g., the catalyst may reach its light-off temperature more quickly than if all the blowdown exhaust valves stayed activated). In yet another embodiment, a method may include, while both a first exhaust valve (scavenge exhaust valve) and second exhaust valve (blowdown exhaust valve) of a cylinder are open, routing intake air through a flow passage (e.g., mid-pressure EGR passage) coupled between an intake passage and a first exhaust manifold coupled to the first exhaust valve; and further routing the intake air through the first exhaust valve, into the cylinder, and out of the second exhaust valve to a second exhaust manifold (blowdown exhaust manifold) coupled to an exhaust passage including a turbine. A technical effect of routing the intake air in this way while both the first and second exhaust valves are open, responsive to a temperature of a catalyst disposed in the exhaust passage, downstream of the turbine, being below a threshold temperature, is increasing the temperature of the blowthrough air to the exhaust passage and thus increasing the temperature of the catalyst. As a result, the catalyst may reach its light-off temperature more quickly and engine emissions during the cold start may be reduced. 
     Turning now to  FIG. 6 , a method  600  for operating the engine system in a DFSO mode is shown. Method  600  may continue from  410  of method  400 , as described above. At  602 , the method includes stopping fueling to all cylinders to initiate the DFSO mode. The method continues to  604  to deactivate the blowdown exhaust valve (e.g., blowdown exhaust valves  8  shown in  FIG. 1A ) of one or more cylinders and maintain all the scavenge exhaust valves active. In one example, the method at  604  includes deactivating the blowdown exhaust valve of each and every cylinder so that no exhaust gas is directed to the catalyst(s) disposed within the exhaust passage. As a result, oxygen to the catalyst (e.g., three-way catalyst) may be reduced, thereby preserving catalyst function. In another example, the method at  604  includes deactivating the blowdown exhaust valve of a select number of cylinders (e.g., only a portion of all the engine cylinders). The select number may be based on pedal position (e.g., driver torque demand), estimated exhaust temperature, turbine speed of a turbine disposed in the exhaust passage, and/or deceleration rate of the vehicle (e.g., rate of decrease in vehicle speed). As one example, the method at  604  may include deactivating all BDVs (e.g., each BDV of each cylinder). However, in this example, the turbine may stop rotating and the catalyst may cool off. Thus, the methods at  602  and  604  may alternatively include maintaining active the BDVs of one or more cylinders and firing the corresponding one or more cylinders to reduce engine braking, spin up the turbine, and maintain catalyst temperature (e.g., without the catalyst temperature decreasing). The amount of spark on the firing cylinder(s) may be retarded to reduce torque and increase exhaust heat and engine efficiency. Then, the firing fraction (e.g., amount of cylinders fired with active BDVs) and spark for the firing cylinder(s) may be determined based on the pedal position, estimated exhaust temperature, and vehicle deceleration rate. As another example, if the turbine speed is below a threshold speed, the select number of BDVs to deactivate may be smaller than if the turbine speed were above the threshold speed. In this way, turbo lag following the DFSO event may be reduced. As an example, the controller may make a logical determination of the number of blowdown exhaust valves to deactivate at  604  and/or the number of cylinders to stop fueling as a function of turbine speed, pedal position, estimated exhaust temperature, and/or vehicle deceleration rate. The controller may then send a control signal to an actuator of the blowdown exhaust valves to deactivate the determined number of blowdown exhaust valves. As one example, each blowdown exhaust valve may include an actuator (such as actuator  103  shown in  FIG. 1A ) that may be used to deactivate and reactivate the associated blowdown exhaust valve. 
     At  606 , the method includes determining if it is time to reactivate the blowdown exhaust valves of the deactivated cylinders. As one example, it may be determined that it is time to reactivate the deactivated blowdown exhaust valves at the end of the DFSO event, which may be indicated by an increase in vehicle speed and/or an depression of an accelerator pedal (e.g., a pedal position depressed beyond a threshold position). If it is not time to reactivate the blowdown exhaust valves, the method proceeds to  608  to continue operating the engine with the deactivated cylinders (e.g., cylinders with the deactivated blowdown exhaust valves). Otherwise, if the DFSO had ended and/or it is time to reactivate the cylinders, the method continues to  610  to reactivate the blowdown exhaust valves of the deactivated cylinders. As an example, reactivating the blowdown exhaust valves of the deactivated cylinders may include sending a signal to one or more valve actuation mechanisms of the blowdown exhaust valves to resume operating the blowdown exhaust valves at their set timing. Further, reactivating the blowdown exhaust valves may include sparking each deactivated cylinder following an intake valve closing event and then opening the deactivated blowdown exhaust valve. At  612 , the method includes reactivating fuel injection to the cylinders and reducing the amount of fuel enrichment to the cylinders. In one example, this may include reducing the amount of fuel injected into the cylinders compared to a standard fuel injection amount following a DFSO event (e.g., without any blowdown exhaust valve deactivation). Since less oxygen was exhausted to the catalyst during DFSO due to the blowdown exhaust valve deactivation, less fuel enrichment may be needed following the DFSO event. As a result, fuel economy is increased vs. traditional DFSO. 
       FIG. 17  shows a graph  1700  of operating the split exhaust engine system in the DFSO mode. Specifically, graph  1700  depicts a pedal position (e.g., accelerator pedal position) at plot  1702 , a fueling amount (injected into engine cylinders) at plot  1704 , an activation state of a blowdown exhaust valve (BDV) of a first cylinder at plot  1706 , an activation state of a blowdown exhaust valve (BDV) of a second cylinder at plot  1708 , an activation state of a blowdown exhaust valve (BDV) of a third cylinder at plot  1710 , an activation state of a blowdown exhaust valve (BDV) of a fourth cylinder at plot  1712 , turbine speed at plot  1714 , and an activation state of the scavenge exhaust valves of all cylinders (SVs) at plot  1716 . 
     Prior to time t 1 , the pedal position is relatively steady and the BDVs and SVs of all four cylinders are activated (e.g., on). As such, each BDV may open and close according to a set timing in the engine cycle. At time t 1 , the pedal position decreases, indicating a deceleration event. A DFSO event is initiated by cutting off fueling to a portion of the engine cylinders. As shown at time t 1 , fueling may be stopped to cylinders  2 - 4 , but maintained at cylinder  1  in order to maintain engine speed at a threshold speed, keep the turbine spinning, and maintain the catalyst warm and at stoichiometry (and thus fueling does not go to zero between time t 1  and time t 2 ). In response to the DFSO event and deactivating fueling to cylinders  2 - 4 , the BDVs of cylinders  2 ,  3 , and  4  are deactivated while the SVs remain activated for all cylinders. As a result, no exhaust gas travels to the exhaust passage from cylinders  2 ,  3 , and  4 . Instead, exhaust gases from the deactivated cylinders are directed to the intake passage via the SVs and scavenge exhaust manifold. At time t 2 , the pedal position increases and the DFSO event ends. The BDVs of cylinders  2 ,  3 , and  4  are reactivated and the fueling amount to the cylinders may be reduced slightly compared to a DFSO event where no BDVs are deactivated. 
     At time t 3 , another DFSO event occurs. In response to the DFSO event and the turbine speed being at a higher level (e.g., higher than at time t 1  during the first DFSO event), the BDVs of cylinders  1 ,  2 ,  3 , and  4  are deactivated. Thus, all BDVs of all cylinders are deactivated (e.g., a greater number of BDVs are deactivated at time t 3  than at time t 1  due to the higher turbine speed at time t 3 ). In response to the DFSO event ending at time t 3 , all the BDVs are reactivated. 
     In this way, in response to select engine operating conditions (such as a DFSO condition where fueling to engine cylinders is disabled), one or more valves of a set of first exhaust valves (BDVs) coupled to a first exhaust manifold coupled to an exhaust passage may be deactivated, while maintaining active all valves of a set of second exhaust valves (SVs) coupled to a second exhaust manifold coupled to an intake passage via an exhaust gas recirculation (EGR) passage. A technical effect of deactivating one or more BDVs during the DFSO event is reducing the amount of oxygen directed to a catalyst in the exhaust passage during DFSO. As a result, catalyst performance may be improved and engine emissions may be reduced. Further, reducing the amount of oxygen directed to the catalyst during DFSO may allow for less fuel enrichment to be used upon reactivation of the BDVs, at the conclusion of the DFSO event, thereby increasing fuel economy of the engine system. 
     Turning now to  FIGS. 7A-7B , a method  700  for operating the engine system in a part throttle mode is shown. Method  700  may continue from  414  of method  400 , as described above. At  702 , the method includes determining whether conditions are met for operating in a hot pipe mode. In one example, the split exhaust engine system may include a passage coupled between the scavenge exhaust manifold and the intake passage, downstream of an intake throttle (e.g., passage  30  shown in  FIG. 1A , referred to herein as a hot pipe). However, in some embodiments, the split exhaust engine system may not include the hot pipe and thus hot pipe mode conditions would not be met. In one example, the hot pipe mode may be the default mode for best fuel economy when the engine is throttled (e.g., when the amount of throttle opening is less than wide open throttle). Conditions for entering the hot pipe mode include the engine system including the hot pipe and may additionally include the engine not being knock limited. For example, when engine load is below a lower threshold load (e.g., at very light loads) and no more EGR may be tolerated by the engine, the hot pipe valve may be closed and the hot pipe conditions may not be met. In another example, when engine load is above an upper threshold load (e.g., at high engine loads), knock may also occur and thus the hot pipe valve may be closed to push more EGR to the compressor inlet for engine cooling. Thus, the conditions for entering the hot pipe mode may include the engine not being knock limited (e.g., the chance of engine knocking being below a threshold) and being able to tolerate increased EGR. 
     If conditions are met for entering the hot pipe mode, the method continues to  704 . At  704 , the method includes closing (e.g., fully closing) the intake throttle, opening the BTCC valve (e.g., valve  54  shown in  FIG. 1A ), and opening the hot pipe valve (e.g., valve  32  shown in  FIG. 1A ). As a result, intake air from the intake passage, upstream of the compressor, may be directed into the EGR passage (e.g., first EGR passage  50  shown in  FIG. 1A , through an EGR cooler (e.g., EGR cooler  52  shown in  FIG. 1A ), into the scavenge exhaust manifold, through the hot pipe (e.g., hot pipe  30  shown in  FIG. 1A ), into the intake manifold, downstream of the intake throttle, and into the engine cylinders. By passing through the EGR cooler, the intake air is heated before entering the engine cylinders. This may increase MAP, reduce intake pumping work of the engine, increase fuel economy, and decrease engine emissions. Further, this operation may also reduce scavenge manifold pressure, thereby increasing EGR flow. This intake air may then be combusted within the engine cylinders. A first portion of the combustion gases are then exhausted from the engine cylinders into the blowdown exhaust manifold via the blowdown exhaust valves. The first portion of combustion gases then travels through the exhaust passage to the turbine and one or more emission control devices. A second portion of the combustion gases are exhausted from the engine cylinders to the scavenge exhaust manifold via the scavenge exhaust valves. The second portion of exhaust gases are mixed with intake air within the scavenge exhaust manifold and then the mixture is routed to the intake manifold via the hot pipe. This mixing may reduce the impact of any one cylinder on EGR mixing and thus reduce pushback and manifold tuning. 
     At  706 , the method includes adjusting (e.g., adjusting a position of) the hot pipe valve based on a desired MAP and adjusting exhaust cam timing based on engine load. As one example, the method adjusts the amount of opening (or position) of the hot pipe valve based on a desired MAP which may be determined based on engine operating conditions. For example, the controller may determine a control signal to send to the hot pipe valve actuator based on a determination of the desired MAP. The controller may determine the control signal through a determination that directly takes into account a determined desired MAP, such as increasing the amount of opening of the hot pipe valve with increasing desired MAP. The controller may alternatively determine the amount of opening of the hot pipe valve based on a calculation using a look-up table with the input being desired MAP and the output being the signal of the hot pipe valve position. As another example, the controller may make a logical determination (e.g., regarding an actuator of the cam timing system of the scavenge and blowdown exhaust valves) based on logic rules that are a function of engine load. The controller may then generate a control signal that is sent to an exhaust valve cam timing actuator. For example, as engine load increases, the cam timing of the exhaust valves (e.g., blowdown and scavenge exhaust valves if they are controlled via the same cam system) may be advanced. 
     At  708 , the method includes determining whether conditions are met for a VDE mode where one or more blowdown exhaust valves are deactivated. In one example, conditions for entering the VDE mode may include one or more of a turbine speed above a threshold speed (e.g., that may be based on a speed at which turbo lag may occur upon an increase in torque demand) and/or engine load below a threshold load. If conditions for operating in the VDE mode are met, the method continues to  710 . At  710 , the method includes deactivating the blowdown exhaust valve of one or more cylinders. In one example, the number of cylinders for which the blowdown exhaust valve is deactivated may be based on engine load or torque demand. Specifically, as engine load decreases, the number of cylinders with deactivated blowdown exhaust valves may increase. For example, during a first condition, at part throttle when engine torque demand is below a lower threshold level, the blowdown exhaust valves of each and every engine cylinder may be deactivated. During a second condition, at the part throttle condition when engine torque demand is above the lower threshold level, only a portion of the blowdown exhaust valves of the engine cylinders may be deactivated, where the portion (and thus number of cylinder with deactivated blowdown exhaust valves) decreases as torque demand increases further above the lower threshold level. Additionally at  710 , all scavenge exhaust valves of all the cylinders are maintained activated during the blowdown exhaust valve deactivation. Further, the method at  710  may include disabling spark to, but still fueling, the cylinders with deactivated blowdown exhaust valves. In this way, a firing decision can be made later in the engine cycle (since fuel is still injected). Further, fueling the deactivated cylinders and pumping the mixture to firing cylinders (e.g., cylinders without deactivated blowdown exhaust valves) may increase fuel evaporation on the firing cylinders (and thus reduce smoke). Further, the method at  710  may include maintaining the hot pipe valve open and the throttle closed during the blowdown valve deactivation. In some examples, the method at  710  may include reactivating the deactivated blowdown exhaust valves in response to an increase in torque demand over a threshold and/or the throttle being commanded to fully open (or the throttle opening). The method may then end. 
     Returning to  702 , if the conditions for the hot pipe mode are not met, the method continues to  712  to determine whether the conditions are met for an EIVC (early intake valve closing) mode. In one example, the decision to enter the EIVC mode may be a function of MAP, engine speed, and engine temperature when engine load is below a threshold load. In one example, conditions for entering the EIVC mode may include engine load being below the threshold load and MAP being at atmospheric pressure (e.g., when the engine is not boosted). If conditions are met for the EIVC mode, the method continues to  714 . At  714 , the method includes deactivating the intake valves and opening the scavenge exhaust valves (at the set timing for each cylinder) to induct air into the engine cylinders via the scavenge exhaust valves, instead of via the intake valves. Specifically, the method at  714  may include deactivating the intake valves (e.g., both intake valves) of all engine cylinders so that no intake air is inducted into the cylinders via the intake valves. The method at  714  may further include opening (e.g., fully opening) the BTCC valve (if not already open). 
     At  716 , the method includes retarding the blowdown exhaust valve and scavenge exhaust valve timing to reverse the direction of the intake air into the cylinder (e.g., to enter the cylinder via the scavenge exhaust valves). In one example, the method at  716  may include operating both the scavenge exhaust valves and blowdown exhaust valves at a maximum amount of exhaust cam retard (e.g., when controlled by the same cam system). As another example, with a cam in cam type control system, the method at  716  may include setting the closing of the blowdown exhaust valves to TDC and advancing the scavenge exhaust valves to decrease overlap between the scavenge and blowdown exhaust valve of each cylinder. As yet another example, with a cam profile switching system, the method at  716  may include changing the cam profiles (e.g., of the scavenge exhaust valves and blowdown exhaust valves) to a best timing for EIVC. As a result of this operation, in the EIVC mode, intake air is inducted to the engine cylinders from the intake passage via the EGR passage, scavenge exhaust manifold, and scavenge exhaust valves. Following combustion within the engine cylinders, exhaust gases are exhausted to the exhaust passage via the blowdown exhaust valves. In this way, pumping work of the cylinders during low load is reduced. Additionally, charge motion is improved for increased combustion stability. 
     Returning to  712 , if conditions are not met for the EIVC mode, the method continues to  718  to determine whether conditions are met for closing a charge motion control valve (CMCV) coupled to an intake port of one intake runner of each cylinder (e.g., such as CMCVs  24  shown in  FIG. 1A ). In one example, the conditions for closing the CMCVs may include engine load being below a lower threshold load. If the conditions for closing the CMCVs are met, the method continues to  720  to close the CMCV coupled to the intake port of the intake valve of each cylinder (e.g., CMCVs  24  shown in  FIG. 1A ). For example, the method at  720  may include adjusting the CMCVs to at least partially block intake flow to the intake valves (e.g., one intake valve, as shown in  FIG. 1A ) of each cylinder. As a result, the turbulence (or swirl) of the intake air flow entering the engine cylinders may increase, thereby allowing the intake air to scavenge an increased amount of exhaust gas from inside the engine cylinders and to the scavenge exhaust manifold. 
     Otherwise, if conditions for closing the CMCV are not met (or they are already closed), the method continues to  722  to determine whether conditions are met for an idle boost mode. In one example, the condition for entering the idle mode includes when the engine is idling (e.g., when vehicle speed is below a threshold vehicle speed, which may be zero, and/or when engine speed is below a threshold engine speed). As one example, operating in the idle boost mode may allow for the scavenge manifold to be pressurized, thereby resulting in air purging some of the exhaust gases trapped in the cylinders. This may increase combustion stability and/or increasing warming of one or more catalysts disposed in the exhaust passage. Thus, in one example, a condition for entering the idle boost mode includes when there is a desired for purging gases from the engine cylinders. If the conditions are met at  722 , the method continues to  724 . 
     The method at  724  includes closing the turbocharger wastegate (e.g., wastegate valve  76  shown in  FIG. 1A ) to increase boost pressure and opening a valve in an idle boost pipe (e.g., valve  59  in second EGR passage  58  shown in  FIG. 1A ). The idle boost pipe may also be referred to as a second, or mid-pressure, EGR passage and may be coupled between the scavenge exhaust manifold and the intake passage, downstream of the compressor. By opening the valve in the idle boost pipe while engine load is below a threshold, intake air flow from downstream of the compressor may flow through the idle boost pipe and into the scavenge exhaust manifold. Then, while both the scavenge exhaust valve and blowdown exhaust valve of a same cylinder are open, the intake air from the idle boost pipe may flow into the engine cylinder via the scavenge exhaust valve and then to the exhaust passage via the blowdown exhaust valve. This may be referred to as blowthrough to the exhaust. This allows for purging of residual exhaust gases from within the engine cylinders to the exhaust passage at idle conditions, thereby increasing engine stability. The method at  724  may further include modulating the position of the BTCC valve to achieve a desired blowthrough amount during an overlap (e.g., opening overlap) period between the blowdown exhaust valve and scavenge exhaust valve of each cylinder. As one example, the desired blowthrough amount during the overlap period may be determined based on engine stability. For example, purging the exhaust gas from the cylinders may improve the burn rate and allow the cylinder to be fueled rich, which may increase stability. However, too much blowthrough may decrease fuel economy and reduce catalyst temperatures. For example, modulating the position of the BTCC valve includes opening and closing the BTCC valve to control a pressure of the scavenge exhaust manifold to level that produces a desired amount of blowthrough from the scavenge exhaust valve to the blowdown exhaust valve while the scavenge and blowdown exhaust valves are both open. As one example, decreasing the amount of opening of the BTCC valve and/or closing the BTCC valve for a longer duration may increase the pressure within the scavenge exhaust manifold (e.g., above the pressure in the exhaust passage) and increase the amount of blowthrough to the exhaust. As yet another example, the controller may open the scavenge manifold bypass valve (e.g., SMBV  97  shown in  FIG. 1A ) and adjust a position of the BTCC valve to increase the scavenge exhaust manifold pressure above the exhaust pressure. The excess air in the exhaust, created by the blowthrough, may allow for rich in-cylinder conditions that increase engine stability while still maintaining an overall stoichiometric air-fuel ratio downstream of a catalyst for reduced emissions. In some examples, the method at  724  may additionally include decreasing an amount of opening of (or fully closing) the intake throttle. 
     Continuing to  726 , the method includes controlling an exhaust and intake valve overlap to regulate flow to the intake manifold from the scavenge exhaust manifold. For example, the method at  726  may include adjusting a timing of the scavenge exhaust valve and the intake valve of a cylinder to adjust an amount of valve overlap between the intake valve and scavenge exhaust valve and control a flow of air from the scavenge exhaust manifold to the intake manifold to a desired level. The desired level of air to the intake manifold may vary based on engine load. For example, in response to engine load increasing, the controller may send signals to timing actuators of the scavenge exhaust valves and intake valves to increase the amount of valve overlap between the intake valve and scavenge valve of each cylinder, thereby increasing the air flow from the scavenge manifold to the intake manifold. As one example, the controller may make a logical determination regarding the timing of the scavenge exhaust valve and intake valve based on logic rules that are a function of engine load. The controller may then generate a control signal that is sent to the intake and exhaust valve timing actuators. 
     The method may then proceed to  728  to further control boost and blowthrough to desired levels by one or more of activating (and operating) an electric compressor (e.g., electric compressor  60  shown in  FIG. 1A ), increasing the opening of the turbocharger wastegate, adjusting spark retard, and/or adjusting cam timing to adjust the scavenge valve and blowdown valve overlap. As one example, the method at  728  may include increasing an amount of opening of the wastegate in response to a request to decrease a pressure of the scavenge exhaust manifold and reduce an amount of blowthrough air flowing from the scavenge exhaust manifold to the blowdown exhaust manifold. As another example, operating the electric compressor may enhance the blowthrough capability by providing increased pressure to the scavenge exhaust manifold. In yet another example, increased spark retard may be used in response to a request for more blowthrough to the exhaust. In yet another example, in systems where the blowdown and scavenge exhaust valve overlap can be varied (e.g., via a cam in cam type system), the overlap may be increased to increase blowthrough. 
     Returning to  722 , if the conditions are not met for the idle boost mode, the method continues to  730  of  FIG. 7B . As one example, conditions may not be met for the idle boost mode if it is determined that it is time to measure EGR pullback into a scavenge exhaust valve runner. At  730 , the method includes determining whether the engine is idling (e.g., if an accelerator pedal is not depressed and/or the engine is decoupled from the drive train of the vehicle). If the engine is idling, the method continues to  732  to determine the amount of EGR pulled back into the runner (e.g., exhaust port) of each scavenge exhaust valve based on an oxygen level measured via an oxygen sensor positioned in the exhaust runner of each scavenge exhaust valve. For example, there may be an oxygen sensor positioned in the exhaust runner of each scavenge exhaust valve of each cylinder (e.g., such as the oxygen sensors  38  shown in  FIG. 1A ) and thus, an output of each oxygen sensor may give an estimate of the EGR pullback for each cylinder. At  734 , the method includes adjusting the exhaust valve timing (e.g., of the scavenge exhaust valves and blowdown exhaust valves) to adjust the EGR flow based on the estimated amount of EGR pullback at each engine cylinder. For example, this may include advancing the exhaust valve timing to increase EGR flow responsive to the estimated EGR pullback increasing. As another example, the controller may make a logical determination (e.g., regarding the exhaust valve timing) based on logic rules that are a function of EGR pullback in the scavenge valve exhaust runners. The controller may then generate a control signal that is sent to the exhaust valve timing actuators. Alternatively at  730 , if the engine is not idling, the method ends. 
       FIGS. 18A-18B  show a graph  1800  of operating the split exhaust engine system in the part throttle mode. 
     Specifically, graph  1800  depicts engine load at plot  1802 , a position of an intake throttle (e.g., intake throttle  62  shown in  FIG. 1A ) at plot  1804 , a position of the BTCC valve (e.g., valve  54  shown in  FIG. 1A ) at plot  1806 , a position of the hot pipe valve (e.g., valve  32  shown in  FIG. 1A ) at plot  1808 , MAP relative to atmospheric pressure (ATM) at plot  1810 , an activation state (e.g., on and operating or off and disabled) of the intake valves at plot  1812 , an activation state of the scavenge exhaust valves (e.g., valves  6  shown in  FIG. 1A ) at plot  1814 , a position of the CMCVs (e.g., CMCVs  24  shown in  FIG. 1A ) at plot  1816 , a position of the idle boost pipe valve (e.g., valve  59  shown in  FIG. 1A ) at plot  1818 , a position of the turbocharger wastegate (e.g., wastegate  76  shown in  FIG. 1A ) at plot  1820 , an operation state of an electric compressor (e.g., electric compressor  60  shown in  FIG. 1A , where on indicates the electric compressor is being driven by an electric motor of the electric compressor), a pressure in the scavenge exhaust manifold (e.g., output from pressure sensor  34  shown in  FIG. 1A ) at plot  1824 , a pressure at the compressor inlet of the turbocharger compressor (e.g., output from pressure sensor  31  shown in  FIG. 1A ) at plot  1826 , an activation state of a first blowdown exhaust valve (BDV) of a first cylinder at plot  1828 , and an activation state of blowdown exhaust valves (BDVs) of a second, third, and fourth cylinder at plot  1830 . Though the valve positions may be shown as open and closed in  FIGS. 18A-18B , in alternate embodiments, the valves may be adjusted into a plurality of positions between fully open and fully closed. 
     Prior to time t 1 , engine load is above a lower threshold load L 1  and the throttle is fully open. An engine load below the lower threshold load L 1  may be indicative of a low load condition where the throttle is at least partially closed (e.g., not fully open). Thus, prior to time t 1 , engine load is above this low load threshold. At time t 1 , engine load decreases below the lower threshold load and the throttle position decreases (e.g., the amount of opening of the throttle decreases). The engine may also be boosted at time t 1  (e.g., MAP greater than ATM). In response to this low load condition at time t 1 , just after time t 1  the throttle is closed, the BTCC valve is opened, and the hot pipe valve is opened to operate the engine in a hot pipe mode. The CMCVs may be maintained closed during the low load condition at time t 1 . Further, the BDV of the first cylinder may be deactivated just after time t 1 , responsive to the engine load being below the lower threshold load. However, the BDVs of the second, third, and fourth cylinder may remain activated. As a result no exhaust gas travels to the exhaust passage from the first cylinder while the BDV of the first cylinder is deactivated. In alternate embodiments, additional BDVs of additional cylinders may be deactivated in response to the low load condition. For example, if the engine load between time t 1  and time t 2  were further below the lower threshold load L 1 , the controller may deactivate the BDVs of two or more cylinders (instead of just one, as shown at time t 1 ). 
     At time t 2 , engine load increases above the lower threshold load L 1  and the throttle position gradually returns to the fully open position (e.g., wide open throttle). Thus, the hot pipe valve is closed at time t 2 . Further, the CMCVs are opened and all the BDVs are activated at time t 2 . Also at time t 2 , the electric compressor is turned on to increase boost. In response to the compressor inlet pressure being greater than the scavenge exhaust manifold pressure at time t 2 , the BTCC valve is closed. The BTCC valve is reopened prior to time t 3 . In response to the BTCC valve being opened, the CMCVs are closed. 
     At time t 3 , engine load again falls below the lower threshold load L 1 . In response to this low load condition and conditions for the EIVC mode being met, the intake valves of all the engine cylinders are deactivated at time t 3 . In some examples, the exhaust cam timing of the BDVs and SVs may be retarded to allow intake air to be inducted into the engine cylinders via the SVs and exhausted out of the BDVs during the EIVC mode. At time t 4 , engine load increases above the lower threshold load L 1 . As a result, the intake valves are reactivated. Prior to time t 5 , the wastegate opens. In one example, the wastegate may open responsive to the turbine speed increasing above a threshold turbine speed. For example, a turbine speed over the threshold turbine speed may result in a compressor outlet temperature that is higher than an upper threshold (e.g., for reducing turbocharger degradation). 
     At time t 5 , engine load again falls below the lower threshold load L 1 . In response to this low load condition and conditions for the idle boost mode being met, the idle boost pipe valve is opened and the wastegate is closed. Additionally, the BTCC valve is modulated to achieve a desired blowthrough amount during the BDV and SV overlap period. At time t 6 , engine load increases above the lower threshold load and the idle boost pipe valve is closed. In this way, reverse flow through the EGR passage to the engine cylinders via the scavenge exhaust valves at a part throttle condition, which may cause decreased mixing and cylinder balance, may be reduced. As one embodiment of a method during the part throttle condition, a method includes routing intake air from an intake passage to a first exhaust manifold (scavenge manifold) coupled to a first set of cylinder exhaust valves (scavenge exhaust valves) via an exhaust gas recirculation (EGR) passage; heating the intake air as it passes through an EGR cooler in the EGR passage; routing the heated intake air to an intake manifold, downstream of an intake throttle, via a flow passage (hot pipe) coupled between the first exhaust manifold and the intake manifold; and exhausting combustion gases via a second set of cylinder exhaust valves (blowdown exhaust valves) to a second exhaust manifold coupled to an exhaust passage. A technical effect of routing the intake air in this way, through the hot pipe, during a part throttle condition (or when engine load is below a threshold), is increasing mixing of EGR from each cylinder with incoming intake air, reducing pumping work of the cylinders, heating the intake air via the EGR cooler to increase MAP and further reduce intake pumping, and increasing fuel economy and reducing emissions. As another embodiment of a method during the part throttle condition, a method includes, in response to engine load below a threshold, deactivating all intake valves of an engine cylinder while operating a first exhaust valve (scavenge exhaust valve) coupled to an exhaust gas recirculation (EGR) passage coupled to an intake passage and a second exhaust valve (blowdown exhaust valve) coupled to an exhaust passage at different timings; and routing intake air from the intake passage, through the EGR passage, and into the engine cylinder via the first exhaust valve. A technical effect of deactivating all the intake valves during the part throttle condition is warming the intake air via an EGR cooler disposed in the EGR passage, reducing pumping work, and increasing fuel economy. As yet another embodiment of a method during the part throttle condition, a method includes, in response to engine load below a lower threshold load, adjusting a first set of swirl valves (e.g., CMCVs) coupled upstream of a first set of intake valves to at least partially block intake air flow to the first set of intake valves, where each cylinder includes two intake valves including one of the first set of intake valves and two exhaust valves. A technical effect of adjusting the first set of swirl valves to at least partially block the intake air flow to the first set of intake valves is increasing turbulence of intake air flow entering the cylinders via the first set of intake valves, thereby increasing the scavenging of the residual burned exhaust gases from the combustion chambers. As a result, engine emissions may be reduced and engine efficiency may be increased. As still another embodiment of a method during the part throttle condition, a method includes, in response to engine load below a threshold and while a first set of exhaust valves and second set of exhaust valves are open at a same time: routing intake air through a secondary flow passage (idle boost passage) coupled between an intake passage, downstream of a compressor, and a first exhaust manifold, the first exhaust manifold coupled to the first set of exhaust valves; heating the intake air routed through the secondary flow passage via an EGR cooler coupled to the first exhaust manifold; and routing the heated intake air through engine cylinders and to a second exhaust manifold, the second exhaust manifold coupled to the second set of exhaust valves and an exhaust passage including a turbine, via the first set of exhaust valves and the second set of exhaust valves. The technical effect of routing the intake air through the secondary flow passage in this way, during the engine load below the threshold, is enabling residual exhaust gas to be pushed out of the cylinder and into the exhaust passage prior to the closing of the second exhaust valve. As a result, engine efficiency and fuel economy may be increased, even at part throttle conditions. 
       FIG. 8  shows a method  800  for operating the engine system in an electric boost mode. Method  800  may continue from  418  of method  400 , as described above. Thus, during method  800 , the electric motor of the electric compressor may be driving the electric compressor (e.g., driving a rotor of the electric compressor to increase the pressure of the intake air). At  802 , the method includes determining if a compressor inlet pressure is greater than a scavenge manifold pressure. As one example, the compressor inlet pressure may be a pressure at the inlet (or directly upstream of) the turbocharger compressor (e.g., compressor  162  shown in  FIG. 1A ). As another example, the compressor inlet pressure may be a pressure at an outlet of the EGR passage (e.g., where passage  50  couples to the intake passage in  FIG. 1A , upstream of compressor  162 ). In one example, the compressor inlet pressure may be measured via a pressure sensor positioned in the intake passage upstream of the turbocharger compressor (e.g., pressure sensor  31  shown in  FIG. 1A ). In an alternate example, the compressor inlet pressure may be estimated by the controller based one or more alternate engine operating parameters (such as a pressure upstream of where the electric compressor couples to the intake passage). Additionally, the scavenge manifold pressure may be a pressure of the scavenge exhaust manifold (e.g., scavenge exhaust manifold  80  shown in  FIG. 1A ). In one example, the scavenge manifold pressure may be measured by a pressure sensor disposed in the scavenge manifold (e.g., pressure sensor  34  shown in  FIG. 1A ). In another example, the scavenge manifold pressure may be estimated or measured via a plurality of pressure sensors positioned in exhaust runners of the scavenge exhaust valves. 
     If the compressor inlet pressure is greater than the scavenge manifold pressure, the method continues to  804  to control (e.g., adjust) a position of the BTCC valve (e.g., valve  54  shown in  FIG. 1A ) and/or deactivate the scavenge exhaust valves (SVs, e.g., exhaust valves  6  shown in  FIG. 1A ) to reduce blowthrough to the exhaust. In one example, the method at  804  may include one or more of decreasing the amount of opening of the BTCC valve and deactivating the SVs in response to a pressure of the scavenge manifold being less than an inlet pressure of the turbocharger compressor while the electric motor is driving the electric compressor. In one example, the BTCC valve may be a two-position valve adjustable into a fully open and fully closed position. In another example, the BTCC valve may be a continuously adjustable valve adjustable into the fully open position, fully closed position, and a plurality of positions between fully open and fully closed. In this example, an amount of decreasing the amount of opening of the BTCC valve may increase as the amount the scavenge manifold pressure is below the compressor inlet pressure decreases. In another example, the controller may deactivate the SVs if the scavenge manifold pressure is a threshold amount below the compressor inlet pressure. As one example, the method adjusts the amount of reducing the opening of the BTCC valve based on the scavenge manifold pressure. For example, the controller may determine a control signal to send to the BTCC valve actuator (or the SV actuator which controls an activation state of the SVs) based on a determination of the scavenge manifold pressure. The controller may determine the position of the BTCC valve (open, closed, or a position between fully open and fully closed) through a determination that directly takes into account a determined scavenge manifold pressure, such as decreasing the amount of opening as the scavenge manifold pressure decreases. The controller may alternatively determine the position of the BTCC valve, or an activation state of the SVs, based on a calculation using a look-up table with the input being scavenge manifold pressure and the output being BTCC valve position (or SV activation state). As another example, the controller may make a logical determination (e.g., regarding a position of the BTCC valve) based on logic rules that are a function of scavenge manifold pressure. The controller may then generate a control signal that is sent to the actuator of the BTCC valve (and/or the SVs). Adjusting the BTCC valve and/or SVs in this way at  804  may reduce the reverse flow of gases from the scavenge manifold to the exhaust manifold and exhaust passage via the SVs and BDVs that may occur due to the scavenge manifold being at a lower pressure than the intake passage, at the compressor inlet. 
     The method continues to  808  to determine whether the electric motor has stopped driving the electric compressor (e.g., the electric compressor is no longer operating and boosting the intake air). If the electric motor has stopped driving the electric compressor, the method continues to  812  to reactivate the SVs (if they were deactivated at  804 ) and/or open the BTCC valve (if it was closed or the amount of opening was reduced at  804 ). The method at  812  further includes adjusting the position of the BTCC valve based on a desired EGR flow amount. As one example, the controller may make a logical determination (e.g., regarding a position of the BTCC valve) based on logic rules that are a function of a determined desired EGR flow amount. The controller may then generate a control signal that is sent to the actuator of the BTCC valve. Additionally or alternatively at  812 , the method may include returning to  420  of method  400 . 
     Returning to  808 , if the electric motor is still driving the electric compressor, the method continues to  810  to continue adjusting the BTCC valve and SVs based on the scavenge manifold pressure, as described above and below. The method may then return to  802  to recheck the scavenge manifold pressure relative to the compressor inlet pressure. If the compressor inlet pressure is no longer greater than the scavenge manifold pressure, the method may continue to  806  to reopen the BTCC valve if it was closed and/or reactivate the SVs if they were deactivated. The BTCC valve is then controlled (e.g., adjusted) to deliver the requested (e.g., desired) EGR flow and/or blowthrough to the intake passage. In this way, reverse flow through the EGR passage, through the scavenge manifold, through the engine cylinders, and to the exhaust passage may be reduced while the electric compressor is operating to boost the intake air and when the intake air pressure at the compressor inlet (and where the EGR passage couples to the intake passage) is greater than the scavenge manifold pressure. 
       FIG. 19  shows a graph  1900  of operating the split exhaust engine system in the electric boost mode. Specifically, graph  1900  depicts an operation state of an electric compressor (e.g., electric compressor  60  shown in  FIG. 1A ) at plot  1902 , a pressure in the scavenge exhaust manifold (e.g., output from pressure sensor  34  shown in  FIG. 1A , referred to herein as the scavenge manifold pressure) at plot  1904 , a pressure at the turbocharger compressor inlet (e.g., output from pressure sensor  31  shown in  FIG. 1A , referred to herein as compressor inlet pressure) at plot  1906 , an activation state of the scavenge exhaust valves (SVs) at plot  1908 , and a position (open, closed, or somewhere between fully open and fully closed) of the BTCC valve (e.g., valve  54  shown in  FIG. 1A ) at plot  1910 . 
     Prior to time t 1  the electric compressor is off (e.g., not being driven by the electric motor) and the scavenge manifold pressure is greater than the compressor inlet pressure. At time t 1 , the electric motor begins driving the electric compressor and, as a result, the compressor inlet pressure (of the turbocharger compressor) begins increasing. However, since the scavenge manifold pressure is above the compressor inlet pressure between time t 1  and time t 2 , the BTCC valve and SVs are adjusted based on a desired EGR flow amount and blowthrough level to the intake passage (e.g., based on engine operating conditions). At time t 2 , while the electric compressor is operating, the scavenge manifold pressure decreases below the compressor inlet pressure. In response, the amount of opening of the BTCC valve is decreased. As shown in  FIG. 19 , the amount of opening of the BTCC valve is decreased but the BTCC valve is not fully closed. In alternate embodiments, the BTCC valve may be fully closed or the SVs may be deactivated in response to the compressor inlet pressure increasing above the scavenge manifold pressure. At time t 3 , the scavenge manifold pressure increases above the compressor inlet pressure. As a result, the amount of opening of the BTCC valve is returned to a demanded level based on a desired EGR flow amount. In one example, as shown at time t 3 , this may include the fully open position. After time t 3  (and after the BTCC valve is fully opened), the electric compressor is no longer driven by the electric motor. 
     At time t 4 , the electric compressor is again being driven by the electric motor. However, at this time, the compressor inlet pressure is less than the scavenge manifold pressure so the current position of the BTCC valve and the activation state of the SVs are maintained. In response to the compressor inlet pressure increasing above the scavenge manifold pressure at time t 5 , the SVs (of all the engine cylinders) are deactivated. At time t 5 , electric compressor operation is stopped. In response to the electric compressor no longer being driven by an electric motor, the SVs are reactivated. Shortly thereafter, the compressor inlet pressure decreases below the scavenge manifold pressure. 
     In this way, the position of the BTCC valve and/or the activation state of the scavenge exhaust valves may be controlled in response to operation of an electric compressor, in order to reduce reverse from through the EGR passage, to the exhaust passage, via the scavenge exhaust valves. A technical effect of adjusting a position of the BTCC valve in response to an electric motor driving the electric compressor, based on the pressure in the scavenge exhaust manifold, is reducing reverse flow through the EGR passage to the exhaust passage via the scavenge exhaust while the compressor inlet pressure is greater than the scavenge manifold pressure, thereby increasing engine efficiency and reducing engine emissions. 
       FIG. 9  shows a method  900  for operating the engine system in a compressor threshold mode. Method  900  may continue from  421  of method  400 , as described above. The method begins at  902  by determining whether conditions are met for mid-pressure EGR. In one example, the engine system may include a mid-pressure EGR passage (e.g., second EGR passage  58  shown in  FIG. 1A ) coupled between a low-pressure EGR passage (e.g., first EGR passage  50  shown in  FIG. 1A ) and an intake passage, downstream of the turbocharger compressor. Flowing exhaust gases from the scavenge manifold to the intake passage via the mid-pressure EGR passage may provide mid-pressure EGR to the intake system of the engine. Since the exhaust gases are delivered downstream of the compressor via the mid-pressure EGR passage, a temperature at the compressor and/or compressor speed may be reduced while exhaust gases are directed to the intake from the scavenge exhaust manifold via the mid-pressure EGR passage. In one example, the conditions for enabling mid-pressure EGR (e.g., conditions for flowing exhaust gases from the scavenge manifold to the intake passage, downstream of the compressor via the mid-pressure EGR passage) may include one or more of EGR demand (e.g., desired EGR flow) being over a threshold level (e.g., high EGR demand), no EGR cooler being present in the EGR system (e.g., no EGR cooler in the first EGR passage, such as EGR cooler  52  shown in  FIG. 1A ), no compressor bypass in the engine system (e.g., compressor recirculation passage  41  shown in  FIG. 1A ), a temperature of the exhaust from the scavenge exhaust valves being above an upper threshold temperature, and/or compressor flow conditions (e.g., if flow through the compressor is above an upper threshold, EGR cannot be added to the compressor inlet without degraded compressor operation/efficiency). If one or more of the conditions are met for enabling mid-pressure EGR, the method continues to  904  to close the BTCC valve (e.g., valve  54  shown in  FIG. 1A ) and open a mid-pressure EGR valve (e.g., valve  59  shown in  FIG. 1A ) disposed in the mid-pressure EGR valve. For example, opening the mid-pressure EGR valve may include a controller sending a single to an actuator of the mid-pressure EGR valve to fully open the mid-pressure EGR valve or increase the amount of opening of the mid-pressure EGR valve (e.g., from a fully closed position). Closing the BTCC valve may include fully closing the BTCC valve such that no exhaust gases are routed to the intake passage upstream of the compressor. In an alternate embodiment, the method at  904  may include opening the mid-pressure EGR valve and decreasing the amount of opening of the BTCC valve (but not fully closing) or maintaining the BTCC valve open. For example, in response to compressor surge conditions, both the BTCC valve and mid-pressure EGR valve may be opened. In yet another embodiment, the method at  904  may include increasing the amount of opening of the mid-pressure EGR valve while decreasing the amount of opening of the BTCC valve, where the amount of increasing and decreasing the amount of opening of these valves is based on the compressor conditions (e.g., inlet temperature, outlet temperature, and rotational speed). For example, the controller may determine a control signal to send to the actuators of the BTCC valve and mid-pressure EGR valve based on a determination of the compressor inlet temperature, compressor outlet temperature, and/or speed of the compressor. These compressor conditions may be measured via one or more sensors in the system (as shown in  FIG. 1A ), or determined based on operating conditions such as engine speed and load and/or combustion air-fuel ratio. The controller may determine the desired position of the BTCC and mid-pressure EGR valves through a determination that directly takes into account the determined compressor conditions, such as increasing the amount of opening of the mid-pressure EGR valve and decreasing the amount of opening of the BTCC valve with increasing compressor outlet temperature, increasing compressor speed, and/or decreasing compressor inlet temperature (e.g., above/below the thresholds described above with reference to  420  in  FIG. 4A ). The controller may alternatively determine the valve positions based on a calculation using a look-up table with the input being the compressor conditions and the output being the signal sent to the valve actuators which corresponds to a valve position of the BTCC valve and mid-pressure EGR valve. After  904 , the method ends. In alternate embodiments, the method may continue from  904  to  906  to determine whether additional engine actuator adjustments are desired to move the compressor away from operating at the operational thresholds. 
     Returning to  902 , if conditions are not met for mid-pressure EGR or additional actuator adjustments are desired to move the compressor away from operating at or above the operational thresholds, the method continues to  906 . At  906 , the method includes determining whether condensate is forming at the compressor (e.g., at the compressor inlet). In one example, it may be determined that condensate is forming at the compressor in response to an inlet temperature of the compressor (e.g., a temperature of the gases entering the compressor inlet) being below a first threshold temperature. In another example, it may be determined that condensate is forming, or expected to from, at the compressor when ambient humidity is above a threshold humidity value and/or when ambient temperature is below a threshold temperature. If condensate is forming (or expected to from, in some examples) at the compressor, the method continues to  908  to retard the exhaust valve cam (e.g., camshaft) timing to reduce the amount of EGR flowing from the scavenge manifold to the intake passage, upstream of the compressor, via the EGR passage. Retarding the exhaust valve cam timing may include retarding the timing of only the scavenge exhaust valves or both the scavenge and blowdown exhaust valves based on the valve timing hardware of the engine system. By retarding the timing of the scavenge exhaust valves, each scavenge exhaust valve may open and close later in the engine cycle (e.g., open at −90 crank angle degrees relative to TDC vs. approximately −135 crank angle degrees, as shown in  FIG. 3B , as described above). As explained above with reference to  FIGS. 1A-1B , various variable camshaft timing (VCT) system may be used to achieve the retarded timing of the scavenge exhaust valves (and possibly the blowdown exhaust valves). In one example, which may be the base engine system, both the scavenge exhaust valves and the blowdown exhaust valves are controlled together via a single camshaft system. Thus, retarding the exhaust cam results in retarding the timing of the scavenge exhaust valves and the blowdown exhaust valves (even though the opening and closing timing of the scavenge exhaust valves is different than the blowdown exhaust valves). In this way, the timing of the scavenge exhaust valves and blowdown exhaust valves are retarded by a same amount using the single cam system. In another example, the VCT system for the exhaust valves may include a CAM in CAM system where the timing of the scavenge exhaust valves and blowdown exhaust valves may be varied independently from set timings. In yet another example, the VCT system for the exhaust valves may include a multi-air type system for the scavenge exhaust valves. In this system, the opening timing and lift for the scavenge exhaust valves may be individually controlled separately from the blowdown exhaust valves (e.g., in this case, retarding only the scavenge exhaust valve timing). In still another example, the VCT system for the exhaust valves may include an electric valve lift control on the scavenge exhaust valves where the timing of the scavenge exhaust valves may be set separately from the blowdown exhaust valves (e.g., retarded while the timing of the blowdown exhaust valves is maintained). 
     At  910 , the method includes determining whether the exhaust valve timing (of the scavenge exhaust valves) is at a maximum amount of retard. For example, the timing of the scavenge exhaust valves may only be retarded by a set number of crank angle degrees. Once the exhaust valve timing reaches the maximum amount of retard (e.g., a maximum amount of adjustment), the exhaust valve timing may not be retarded any further. If the timing of the scavenge exhaust valves has not reached the maximum amount of retard, while the condensate is at the compressor (e.g., when the compressor inlet temperature is below the first threshold temperature), the method continues to  912  to continue retarding the exhaust cam timing of the scavenge exhaust valves. In some examples, this may include retarding the exhaust cam to the maximum amount of retard. In other examples, this may include retarding the exhaust cam to an amount of retard that is less than the maximum amount of retard. 
     Alternatively at  910 , if the maximum amount of retard for the exhaust cam has been reached and the scavenge exhaust valve timing cannot be retarded any further, the method continues to  914  to determine whether the intake cam of the intake valves may be advanced. Advancing the timing of the intake valves may result in more overlap between an intake valve and scavenge exhaust valve of each cylinder, thereby increasing an amount of blowthrough hot air recirculation to the compressor inlet. This may increase the compressor inlet temperature and reduce condensate formation at the compressor. The intake cam may be able to be advanced if it is not already advanced to its most advanced position (e.g., if it is not already at its maximum amount of advance). If the intake cam may be advanced to advance the timing of the intake valves, the method continues to  916  to advance the timing of the intake valves. This may include actuating the intake cam (e.g., intake cam  151  shown in  FIG. 1B ) via an intake valve timing actuator (e.g., intake valve timing actuator  101  shown in  FIG. 1B ) to advance the intake valve timing and thus open and close each intake valve sooner in the engine cycle. Otherwise, if the intake cam cannot be advanced any further, the method proceeds from  914  to  918  to close the BTCC valve. For example, the method at  918  may include fully closing the BTCC valve to block the flow of exhaust gases from the scavenge manifold (e.g., scavenge exhaust manifold) to the compressor inlet, thereby reducing low-pressure EGR and reducing condensate formation at the compressor. The method at  918  may further include opening a scavenge manifold bypass valve (SMBV) arranged in a bypass passage coupled between the scavenge manifold and the exhaust passage (e.g., SMBV  97  in bypass passage  98  shown in  FIG. 1A ). For example, the controller may send a signal to an actuator of the SMBV to open the SMBV in response to the BTCC valve closing. As a result, the exhaust gases from the scavenge manifold may be directed to the exhaust passage while the BTCC valve is closed. In alternate embodiments, the method at  918  may include decreasing the amount of opening of the BTCC valve (without fully closing) and increasing the amount of opening of the SMBV (without fully opening). In some examples, the amount of increasing the amount of opening of the SMBV may be approximately the same as (e.g., proportional to) the amount of decreasing the amount of opening of the BTCC valve. 
     Returning to  906 , if condensate is not forming or expected to form at the compressor (e.g., if the compressor inlet temperature is not below the first threshold temperature), the method continues to  920  to determine whether the compressor outlet temperature is greater than a second threshold temperature. In one example, the compressor outlet temperature (e.g., a temperature of gases exiting the turbocharger compressor) may be measured via a temperature sensor positioned downstream of or at the outlet of the compressor (e.g., temperature sensor  43  shown in  FIG. 1A ). In other examples, the compressor outlet temperature may be estimated based on various other sensor outputs and engine operating conditions, such as the compressor inlet temperature and a rotational speed of the compressor or an intake manifold temperature. If the compressor outlet temperature is greater than the second threshold temperature, the method continues to  922 . 
     At  922 , the method includes modulating the BTCC valve to reduce the amount of exhaust flow to the compressor inlet from the scavenge manifold, opening the SMBV, and/or opening the turbine wastegate (e.g., wastegate  76  shown in  FIG. 1A ). In one example, modulating the BTCC valve may include switching the BTCC valve between fully open and fully closed positions to reduce the amount of exhaust gas flow to the compressor inlet via the EGR passage (compared to if the BTCC valve were left fully open) to a first level. Modulating the BTCC valve may include increasing the duration that the BTCC valve is closed compared to the duration that the BTCC valve is opened. The amount of modulating, or the average duration that the BTCC valve is closed, may be based on the compressor outlet temperature and/or a desired EGR flow amount. For example, as the compressor outlet temperature increases further above the second threshold temperature, the BTCC valve may be closed for a longer duration and/or the average amount of time that the BTCC valve is closed during a period of modulation may increase. In some examples, the method at  922  may include fully closing the BTCC valve. In yet another example, the method at  922  may include decreasing the amount of opening of the BTCC valve (e.g., to a position between fully open and fully closed, without modulating). The method at  922  may additionally include opening the SMBV or increasing the amount of opening of the SMBV while the BTCC valve is closed or modulated between open and closed. Additionally or alternatively, the method at  922  may include opening the turbine wastegate while modulating the BTCC valve. Opening the turbine wastegate valve reduces the turbocharger speed and thus may reduce the load on the compressor. 
     The method continues to  924  to advance the intake cam of the intake valves to reduce a pressure ratio across the compressor. For example, the intake cam may be advanced while the position of the BTCC valve is being modulated to reduce the EGR flow to the compressor inlet to the first level. The method then continues to  926  to retard the exhaust cam to retard the exhaust valve opening timing (e.g., of at least the scavenge exhaust valves) to further decrease EGR. For example, retarding the exhaust cam may result in the EGR flow to the compressor inlet to be reduced to a second level, lower than the first level. At  928 , the method includes increasing cold recirculation via opening the BTCC valve. Since EGR flow is reduced because the exhaust valve (e.g., scavenge exhaust valve) timing was retarded at  926 , opening the BTCC valve at  928  increases the flow of pressurized, colder air back to the compressor inlet, thereby decreasing the compressor temperature. 
     Returning to  920 , if the compressor outlet temperature is not greater than the second threshold temperature, the method continues to  930  to determine whether the compressor is operating at an alternate compressor limit (e.g., threshold). For example, the compressor speed (e.g., rotational speed of the compressor) may be higher than a threshold speed which may result in degradation or reduced performance of the compressor. If the compressor is operating at the alternate limit, such as the compressor speed being higher than the threshold speed, the method continues to  932  to close the BTCC valve and open the SMBV. In one example, this may include fully closing the BTCC valve and fully opening the SMBV. In another example, the method at  932  may include decreasing the amount of opening of the BTCC valve (without fully closing) and increasing the amount of opening of the SMBV (without fully opening). The amount of decreasing the amount of opening of the BTCC valve and amount of increasing the amount of opening of the SMBV may be based on a desired scavenge manifold pressure, where the desired scavenge manifold pressure is based on the intake manifold pressure and a timing of the intake valves and exhaust valves. For example, the amount of overlap between when the scavenge exhaust valve and intake valve are both open may determine the time available for blowthrough air, but the difference in pressure between the intake manifold (e.g., MAP) and the scavenge manifold may determine the driving pressure for the blowthrough flow. When MAP is greater than scavenge manifold pressure, excess oxygen may flow to the exhaust passage via the scavenge manifold bypass passage. The desired driving pressure for the blowthrough flow may be based on desired oxygen levels in the exhaust, as discussed above with reference to  FIGS. 2A-2B . Thus, as the intake manifold pressure increases, the desired scavenge manifold pressure may decrease for a set intake valve and exhaust valve timing and desired blowthrough amount. For example, the controller may determine the desired scavenge manifold pressure through a determination that directly takes into account a determined intake manifold pressure and current intake valve and exhaust vale timing and then determine corresponding positions of the BTCC valve and SMBV that may achieve the desired scavenge manifold pressure. As another example, the controller may make a logical determination (e.g., regarding a position of the BTCC valve and SMBV) based on logic rules that are a function of intake manifold pressure, intake valve timing, and exhaust valve timing. The controller may then generate a control signal that is sent to actuators of the BTCC valve and SMBV. 
     At  934 , the method includes advancing the scavenge exhaust valve timing (e.g., the opening timing of the scavenge exhaust valves) while the BTCC valve is closed (or while the amount of opening of the BTCC valve is decreased). For example, the amount of advance used for the scavenge exhaust valve opening may increase as the desired blowthrough amount to the exhaust passage (e.g., to a second, downstream catalyst in the exhaust passage, as shown in  FIG. 1A ) decreases. The method then continues to  936  to increase the opening of the turbine wastegate, thereby decreasing turbocharger speed. 
     Alternatively at  930 , if the compressor is not at an alternate limit, the method continues to  938  to maintain the turbine wastegate closed. In some embodiments, the default position of the turbine wastegate may be closed. The wastegate may then only be opened at high turbocharger speeds. The method at  938  may include returning to method  400  of  FIGS. 4A-4B . 
       FIG. 20  shows a graph  2000  of operating the split exhaust engine system in the compressor threshold mode. Specifically, graph  2000  depicts engine load at plot  2002 , EGR demand (e.g., desired EGR flow to the intake passage) at plot  2004 , compressor outlet temperature at plot  2006 , compressor inlet temperature at plot  2008 , compressor (e.g., turbocharger) speed at plot  2009 , a position of the turbine wastegate at plot  2010 , a position of the BTCC valve at plot  2012 , a position of the mid-pressure EGR valve at plot  2014 , a position of the SMBV at plot  2016 , an intake valve timing of the intake valves at plot  2018 , and an exhaust valve timing of the scavenge exhaust valves at plot  2020 . In an embodiment where the scavenge exhaust valves and blowdown exhaust valves are controlled via a same cam system, the exhaust valve timing at plot  2020  may be the timing for both the scavenge exhaust valves and the blowdown exhaust valves. Though the valve positions may be shown as open and closed in  FIG. 20 , in alternate embodiments, the valves may be adjusted into a plurality of positions between fully open and fully closed. 
     Prior to time t 1 , compressor inlet temperature is above the first threshold temperature T 1 , compressor outlet temperature is below the second threshold temperature T 2 , and compressor speed is below the threshold speed S 1 . Thus, the BTCC valve is open, the mid-pressure EGR valve is closed, and the relief pipe valve is closed. The intake and exhaust valve timings are also at their default timings (as shown by default line D 1 ) for best fuel economy prior to time t 1 . At time t 1 , the compressor inlet temperature decreases below the first threshold temperature T 1 , thereby indicating that condensate may be forming at the compressor. Also at this time, the EGR demand is relatively high, thus, in response to the compressor inlet temperature being below the first threshold temperature T 1  while the EGR demand is relatively high, the BTCC valve is closed and the mid-pressure EGR valve is opened. This may reduce low-pressure EGR flow to the compressor inlet, thereby reducing condensate formation. At time t 2 , the compressor inlet temperature increases above the first threshold temperature T 1 , thus, the BTCC valve is reopened and the mid-pressure EGR valve is closed shortly after time t 2 . 
     At time t 3 , the compressor outlet temperature increases above the second threshold temperature T 2  while EGR demand is at a relatively lower level (e.g., lower than at time t 1 ). In response to these conditions, the BTCC valve is modulated to reduce EGR flow and the SMBV is correspondingly modulated to be open when the BTCC valve is closed. Additionally, between time t 3  and time t 4 , the intake valve timing is advanced and the exhaust valve timing is retarded. At time t 4 , in response to the compressor outlet temperature decreasing below the second threshold temperature T 2 , the BTCC valve is opened and the SMBV is closed and the intake and exhaust valve timings are returned to their default positions for best fuel economy. 
     At time t 5 , the compressor inlet temperature again decreases below the first threshold temperature T 1  while the EGR demand is at a lower level (compared to the higher EGR demand level at time t 1 ). Thus, the exhaust valve timing is retarded just after time t 5  to reduce EGR flow to the compressor inlet. At time t 6 , the exhaust valve timing reaches the maximum amount of retard (e.g., cannot be retarded any further). In response to reaching this maximum level, the intake valve timing is advanced. At time t 7 , the compressor inlet temperature increases above the first threshold temperature and, in response, the intake and exhaust valve timings are returned to their default timings. 
     At time t 8 , the compressor speed increases above the threshold speed S 1 . In response to this increase in compressor speed, the BTCC valve is closed and the SMBV is opened. Also after time t 8 , the scavenge exhaust valve timing is advanced and the turbine wastegate is opened. After the turbine speed decreases back below the threshold speed S 1  at time t 9 , the BTCC valve is opened, the SMBV closed, and the scavenge exhaust valve timing is returned to the default timing. In this way, the intake valve timing, exhaust valve timing of the scavenge exhaust valves, and a position of the BTCC valve (and in some examples, the SMBV) may be adjusted in coordination in response to a condition at the compressor (e.g., the compressor reaching one or more operational thresholds, as described above). For example, as shown at time t 3 , the BTCC valve is modulated to reduce EGR flow to a first level and the exhaust valve timing is retarded to decrease the EGR flow to a lower, second level. At the same time, intake valve timing is advanced to reduce the pressure ratio across the compressor. As another example of adjusting the intake valve timing, exhaust valve timing, and BTCC valve timing in coordination with one another, as shown at times t 5  to t 7 , the scavenge exhaust valve timing is retarded and upon hitting its maximum amount of retard while the compressor inlet temperature is still below the first threshold temperature, the intake valve timing is advanced. A technical effect of adjusting the intake valve timing, exhaust valve timing of the scavenge exhaust valves, and the position of the BTCC valve, in coordination with one another, is to reduce EGR flow to the compressor inlet and thus reduce condensate formation at the compressor, reduce the compressor outlet temperature, and/or reduce the compressor speed, thereby reducing degradation of the compressor. In another embodiment, as shown at time t 1 , in response to the compressor inlet temperature being below the threshold inlet temperature, the mid-pressure EGR valve may be opened to direct exhaust from the scavenge exhaust valves to the intake passage, downstream of the compressor. A technical effect of routing exhaust from the scavenge exhaust valves to the intake passage, downstream of the compressor, in response to a condition of the compressor, is to reduce EGR flow to the compressor inlet, thereby reducing condensate formation at the compressor, increasing the compressor outlet temperature, and reducing compressor speed. As a result, compressor degradation may be reduced. In yet another embodiment, as shown at times t 3  and t 8 , the BTCC valve may be closed (or modulated between open and closed) while the SMBV is correspondingly opened (or modulated) to reduce EGR flow to the compressor inlet and instead direct the exhaust gases from the scavenge manifold to the exhaust passage. A technical effect of decreasing gas flow from the scavenge exhaust manifold to the intake passage, upstream of the compressor, in response to an engine operation condition (such as a compressor outlet temperature being greater than a threshold outlet temperature and/or a compressor speed being greater than a threshold speed) and, in response to the decreasing gas flow, increasing gas flow from the scavenge exhaust manifold to the exhaust passage via the scavenge manifold bypass passage is reducing compressor degradation while also reducing pressures in the scavenge exhaust manifold and trapping of residual gases within the cylinders. 
       FIG. 10  shows a method  1000  for operating the engine system in a baseline BTCC mode. Method  1000  may continue from  430  of method  400 , as described above. Method  1000  begins at  1002  by setting the intake cam timing of the intake valves and the exhaust cam timing of the scavenge exhaust valves and blowdown exhaust valves for best fuel economy. For example, the timing of the exhaust valves and intake valves may be set for the best achievable brake specific fuel consumption (BSFC) at the current engine operating conditions. In one example, this may include setting the timing of the scavenge exhaust valve, blowdown exhaust valve, and intake valve of each cylinder at the timings shown in  FIG. 3A , as described above. In some embodiments, the timing of the exhaust valves and intake valves may be adjusted slightly from the timings shown in  FIG. 3A  based on engine speed and load. For example, the intake timing may be adjusted to full retard at lighter engine loads and advanced when the engine is boost limited or there is a request for increase blowthrough to reduce knock. In another embodiment, exhaust valve timing may be adjusted so that the exhaust valves open earlier as engine speed increases. The exhaust valve timing may then be retarded as boost decreases (e.g., at low engine speed and high engine load conditions) or when engine speed is high and the EGR temperature is greater than a threshold temperature. 
     At  1004 , the method includes determining whether engine torque output is at a demanded level. The demanded torque level may be a vehicle operator torque demand determined based on a position of an accelerator pedal of the vehicle, in one example. In one example, the controller may determine the demanded torque in response to a pedal position signal received from a pedal position sensor of the accelerator pedal. If torque is not at the demanded level, the method continues to  1006  to optimize the cam timing and BTCC valve position for the demanded torque. As one example, this may include restricting the scavenge exhaust valve flow to increase the torque output and modifying the amount of restricting based on a surge threshold of the turbocharger compressor. For example, restricting the scavenge exhaust valve flow may include retarding the cam timing of the scavenge exhaust valves to reduce EGR flow. In yet another example, this may include alternatively or additionally retarding the cam timing of the intake valves to reduce blowthrough from the scavenge exhaust valves to the intake passage. Further, modifying the amount of restricting the scavenge exhaust valve flow may include decreasing the amount of restricting as compressor operation (e.g., flow rate and pressure drop across the compressor) approaches the surge threshold or surge line. In yet another example, the method at  1006  may additionally or alternatively include restricting the amount of opening of the BTCC valve (e.g., closing or decreasing the amount of opening). 
     If the engine torque output is at the demanded level, the method continues to  1008  to measure the oxygen content and pressure of gases in the scavenge manifold (e.g., scavenge exhaust manifold  80  shown in  FIG. 1A ). In another embodiment, the method at  1008  may additionally or alternatively include measuring the oxygen content and/or pressure of gasses in the exhaust runner of each scavenge exhaust valve. For example, the method at  1008  may include obtaining pressure and oxygen content measurements from one or more pressure sensors and oxygen sensors disposed in the scavenge manifold and/or scavenge exhaust valve runners (e.g., pressure sensor  34 , oxygen sensor  36 , and/or oxygen sensors  38  shown in  FIG. 1A ). 
     As described above, both exhaust gases (e.g., EGR, after the cylinder fires via combusting an air-fuel mixture in the cylinder) and blowthrough air (during an overlap period between opening of the intake valve and scavenge exhaust valve) may be expelled into the scavenge manifold from the engine cylinders via the scavenge exhaust valves. Further, each scavenge exhaust valve of each engine cylinder may expel EGR and blowthrough air at different times than the other engine cylinders (e.g., based on a set firing order of the cylinders during one engine cycle). As used herein, an engine cycle refers to a period during which each engine cylinder fires once, in the cylinder firing order. For example, if the cylinder firing order includes firing the cylinders in the following order: cylinder  1 , cylinder  2 , cylinder  3 , and then cylinder  4 , then the scavenge exhaust manifold may receive four separate pulses of EGR and blowthrough from each cylinder, in the cylinder firing order, during each engine cycle. As such, at  1010 , the method includes estimating blowthrough (BT, e.g., the amount of non-combusted gases entering the scavenge manifold from the scavenge exhaust valve during an overlap period between the intake valve and scavenge exhaust valve of each cylinder) and EGR (e.g., combusted exhaust gases). Estimating BT and EGR may include estimating a BT amount and EGR amount expelled into the scavenge exhaust manifold for each cylinder and/or estimating a total amount of BT and EGR entering the intake passage for all cylinders during a single engine cycle (e.g., total BT and EGR amount for four cylinders in a four cylinder engine, or as many cylinders that have activated scavenge exhaust valves). In a first embodiment of the method at  1010 , the method at  1011  may include estimating the BT and EGR amount based on crankshaft angle (e.g., engine position) and scavenge manifold pressure (e.g., based on an output of a pressure sensor in the scavenge manifold). In a second embodiment of the method at  1010 , the method at  1013  may include estimating the BT and EGR amount based on crankshaft angle (or a corresponding time of opening and closing the intake valve and scavenge exhaust valve of each cylinder) and the oxygen content of the scavenge manifold (e.g., based on an output of an oxygen sensor in the scavenge manifold or in each scavenge exhaust valve runner). 
       FIG. 21  shows a graph  2100  of changes in scavenge manifold pressure and oxygen content over a single engine cycle that includes firing of four cylinders (e.g., cylinders  1 - 4  shown in  FIG. 21 ). Specifically, graph  2100  illustrates an engine position along the x-axis in crank angle degrees (CAD) for a complete engine cycle (e.g., from −360 CAD to 360 CAD) where four cylinders of a representative four-cylinder engine fire (e.g., such as the engine shown in  FIGS. 1A-1B ). For each cylinder, a timing, lift, and duration of opening (relative to the engine position) of the intake valve (IV), scavenge exhaust valve (SV), and blowdown exhaust valve (BD V) are shown. Plot  2102  depicts the cylinder valve events for a first engine cylinder, cylinder  1 ; plot  2104  depicts the cylinder valve events for a second engine cylinder, cylinder  2 ; plot  2106  depicts the cylinder valve events for a third engine cylinder, cylinder  3 ; and plot  2108  depicts the cylinder valve events for a fourth engine cylinder, cylinder  4 . Changes in the measured scavenge manifold pressure over the engine cycle are shown at plot  2110  and changes in the measured scavenge manifold oxygen content are shown at plot  2112 . The measured scavenge manifold oxygen content may also represent an air-fuel ratio of the gases entering the scavenge exhaust manifold from the SVs. 
     As shown in graph  2100 , each time a SV of one of the cylinder opens, there is a positive pulse in the scavenge manifold pressure and a negative pulse in the scavenge manifold oxygen content. For example, when a SV opens (e.g., at −90 CAD for cylinder  2 ), combusted exhaust gases are expelled into the scavenge manifold. While the same SV is open and upon opening of an IV of the same cylinder (e.g., overlap period, as indicated by  2114  for cylinder  2 ), blowthrough air is expelled into the scavenge manifold. Thus, an increase in scavenge manifold pressure occurs upon opening of the SV and the scavenge manifold oxygen content decreases due to the combusted exhaust gases entering the scavenge manifold. While the SV is open and before opening of the IV, the scavenge manifold oxygen content represents an air-fuel ratio of the combusted exhaust gases (which may be richer). Then, the scavenge manifold content increases again as the blowthrough air (e.g., that doesn&#39;t include combusted gases and thus is more oxygen rich than exhaust gases) enters the scavenge manifold. While both the SV and the IV are open at the same time for each cylinder, the scavenge manifold oxygen content represents an air-fuel ratio of the blowthrough air which is leaner than the combustion gases. 
     Thus, by correlating the pulses in scavenge manifold pressure and/or oxygen content to CAD, the pressure and/or oxygen changes due to exhaust gases and blowthrough air for each cylinder may be determined and differentiated between. By observing the size (e.g., magnitude) of these pulses over the known period (e.g., CAD and firing order) of expelling exhaust gases or blowthrough air into the scavenge manifold, the amount of EGR and blowthrough air flowing to the intake passage via the scavenge manifold may be determined for each cylinder or for each engine cycle (e.g., by summing the pulses). As another example, estimating blowthrough and/or EGR flow from the scavenge manifold oxygen content may include measuring (via an oxygen sensor) a transition between a combustion air-fuel content of the gases (e.g., combustion gases) expelled from each SV (e.g., the valleys, or low points, of plot  2112 ) and a leaner air-fuel content of gases (e.g., blowthrough air) expelled from each SV (e.g., the peaks, or high points, of plot  2112 ). The transition, or change between a peaks (e.g., maximum) and valley (e.g., minimum) of the oxygen sensor output, for each cylinder, may be indicative of the EGR and blowthrough air amount exiting the SV for each cylinder and flowing to the intake. For example, the transition may include an increase in the oxygen level of the blowthrough air expelled from the SVs. The increase in the oxygen level may be an increase from a lower, first level of oxygen (at the valleys) to a higher, second level of oxygen (at the peaks). The transition between the combustion air-fuel ratio content of the expelled gases and the leaner air-fuel content of the gases may be determined, on a cylinder to cylinder basis, to determine the EGR flow and blowthrough amounts for each cylinder. Additionally, the total amount of the blowthrough air flowing to the intake passage from the scavenge manifold during a single engine cycle may be determined based on the second level of oxygen for each SV of each cylinder. 
     Returning to  1010  of  FIG. 10 , in this way, the BT amount and EGR amount may be determined based on an output of a pressure sensor and/or oxygen sensor positioned in the scavenge manifold (or scavenge exhaust valves runners) that is correlated to crank angle degree (e.g., engine position). As one example, the controller may determine the BT amount for a first cylinder based on the received output of the pressure sensor between a time of opening the intake valve of the first cylinder and a time of closing the scavenge exhaust valve of the first cylinder. The controller may repeat this process for each engine cylinder and then sum all values to determine a total BT amount to the intake passage for a compete engine cycle. As another example, the controller may determine the EGR flow amount for the first cylinder based on the received output of the pressure sensor between a time of opening the scavenge exhaust valve of the first cylinder and a time right before opening the intake valve of the first cylinder (e.g., the time up until the intake valve opens and, thus, before BT air enters the scavenge manifold). The same process may be performed using the output of the oxygen sensor instead of the pressure sensors. As one example, the controller may make a logical determination regarding the amount of EGR or BT in the scavenge manifold based on logic rules that are a function of the pressure (or oxygen content) of the scavenge manifold (for the set BT or EGR period, as discussed above, for each cylinder). 
     At  1012 , the method includes adjusting the BTCC valve (e.g., adjusting a position of the BTCC valve), scavenge exhaust valve (SV) timing, intake valve (IV) timing, and/or SMBV (e.g., adjusting a position of the SMBV) based on the estimated blowthrough and EGR flow amounts (as determined at  1010 ), desired blowthrough and EGR flow amounts, boost level (e.g., boost pressure downstream of turbocharger compressor), and current positions and timings of each of the above-listed valves. As one example, the BTCC valve may be opened in response to the engine being boosted (e.g., with the turbocharger compressor operating and resulting in MAP greater than atmospheric pressure). As another example, if more of less EGR flow or blowthrough to the intake passage via the scavenge manifold and EGR passage is desired relative to the estimated levels (estimated at  1010 ), the controller may adjust the positions or timings of one or more of the BTCC valve, SV, IV, and SMBV to achieve the desired EGR flow and blowthrough flow. Details on adjusting the BTCC valve, SMBV, and SV timing to achieve desired EGR and blowthrough flow are described further below with reference to  FIGS. 12-13 . Further, adjusting the valve positions and timings at  1012  may include adjusting the valve positions and/or timings relative to the positions and timings of one another. For example, if the BTCC valve is closed, and the desired scavenge manifold pressure is lower than the currently measured scavenge manifold pressure, the method at  1012  may include opening or increasing the amount of opening of the SMBV to decrease the scavenge manifold pressure. 
     In another example of the method at  1012 , the scavenge manifold pressure at certain SV timings may change the control of the BTCC valve, SMBV, and/or intake valve. For example, the SV timing may be adjusted based on the measured scavenge manifold pressure. In one example, in response to the measured scavenge manifold pressure being greater than the desired scavenge manifold pressure, the method may include retarding the SV timing to decrease the scavenge manifold pressure. The desired scavenge manifold pressure may be determined based on (e.g., as a function of) one or more of intake manifold pressure, exhaust pressure, and/or boost conditions (e.g., whether the engine is boosted or not). Further, in response to adjusting the SV timing based on the measured pressure and in response to the scavenge manifold pressure, the positions of the BTCC valve and/or SMBV may be adjusted. For example, after adjusting the SV timing, the position of the SMBV may be adjusted to maintain the scavenge manifold pressure at the desired scavenge manifold pressure (based on engine operating conditions) and the position of the BTCC valve may be adjusted to maintain EGR flow at a desired EGR flow (e.g., based on engine operating conditions such as engine load, knock, and compressor operating conditions such as temperature and speed). 
     The method proceeds to  1014  to close the charge motion control valves (e.g., CMCVs  24  shown in  FIG. 1A ) positioned in at least one intake runner of each cylinder. As one example, closing the CMCVs may include the controller actuating a valve actuator of the CMCVs to move the CMCVs into the closed position that restricts airflow entering the cylinder via the intake valves of the intake runners that the CMCVs are coupled within. For example, the closed position may include when the CMCVs are fully activated and the valve plate of the CMCVs may be fully tilted into the respective intake runner (e.g., port), thereby resulting in maximum air charge flow obstruction. This may reduce short circuiting of air from the intake valve directly to the SV without fully scavenging exhaust gases from inside the cylinders. As a result of closing the CMCVs while operating in the baseline BTCC mode, more exhaust gas scavenging may result, thereby increasing engine performance and torque output during subsequent cylinder combustion events. 
     At  1016 , the method includes determining whether conditions are met for running a valve diagnostic for one or more of the BTCC valve, SMBV, or SVs. In one example, the conditions for running the valve diagnostic may include one or more of a duration passing since a previous valve diagnostic, a duration of engine operation, and/or a number of engine cycles. For example, the valve diagnostic may be run at regular intervals (e.g., after a set duration of engine operation or a set number of engine cycles), after each shutdown event (e.g., upon engine restart), or in response to a diagnostic flag set at the controller. For example, a diagnostic flag may be set if a measured scavenge manifold pressures is a threshold amount different than expected based on the current valve positions and timings of the BTCC valve, SMBV, and/or SVs. If conditions are met for running the valve diagnostic, the method proceeds to  1018  to run the valve diagnostic and diagnose a position or timing of the BTCC valve, SMBV, and SVs based on scavenge manifold pressure. Details on running this diagnostic routine are described in further detail below with reference to  FIG. 11 . Alternatively at  1016 , if conditions are not met for running the valve diagnostic, the method proceeds to  1020  to not run the diagnostic and instead continue engine operation at the current valve positions/timings Method  1000  then ends. 
     In this way, the BTCC valve, SV timing, IV timing, and/or SMBV may be adjusted based on an estimate of blowthrough and EGR flow that is determined based on a scavenge manifold pressure or oxygen content measurement (or estimate). As one example, a method includes adjusting an amount of opening overlap between the intake valves and the scavenge exhaust valves (e.g., via advancing or retarding the SV and IV timing, as explained above) responsive to a transition from an estimated combustion air-fuel content to a leaner air-fuel content of the blowthrough air on a cylinder to cylinder basis. As explained above, for each cylinder, there may be a transition from the estimated combustion air-fuel content to the leaner air-fuel content corresponding to a SV opening event for each cylinder. A technical effect of adjusting the opening overlap responsive to this transition is delivering the desired amount of blowthrough to the intake passage and thus, increasing engine efficiency and reducing engine knock. As another example, a method includes adjusting the BTCC valve, the SMBV, SV timing, and/or IV timing based on measured pressure in the scavenge exhaust manifold. A technical effect of adjusting these valves and/or valve timings based on the scavenge manifold pressure increasing the accuracy of the control of the blowthrough and EGR flow amounts to the intake passage, thereby increasing engine efficiency, reducing engine emissions, and reducing engine knock. 
     Turning to  FIG. 11 , a method  1100  for diagnosing one or more valves of the split exhaust engine system based on scavenge manifold pressure is shown. Method  1100  may continue from  1018  of method  1000 , as described above. The method begins at  1102  by determining an expected pressure drop across each of the BTCC valve and the SMBV and determining the expected timing of the scavenge exhaust valves (SVs). As one example, the expected pressure drop (e.g., difference) across the BTCC valve and the SMBV may be determined based on a commanded position of the BTCC valve and the SMBV and additional engine operating conditions. For example, the commanded position of the valves may include a fully open position, fully closed position, or one of a plurality of positions between the fully open and fully closed positions. In the case of the expected pressure drop across the BTCC valve, the additional engine operating conditions may include a pressure in the intake passage, upstream of the compressor (e.g., where the EGR passage couples to the intake passage), atmospheric pressure (e.g., if there is no electric compressor upstream of the compressor or the electric compressor is not operating), a position of the SMBV (e.g., open or closed), an exhaust pressure in the exhaust passage where the scavenge manifold bypass passage couples to the exhaust passage, and/or a timing of the SVs. As one example, the controller may determine the expected pressure drop across the BTCC valve based on a look-up table stored in memory of the controller, where the look-up table includes one or more of the commanded BTCC valve position, intake pressure, atmospheric pressure, exhaust pressure, SMBV position, and SV timing as inputs and the expected pressure drop across the BTCC valve as the output. In another example, the controller may determine the expected pressure drop according to a relationship stored in the memory of the controller that is a function of the commanded BTCC valve position, intake pressure, atmospheric pressure, exhaust pressure, SMBV position, and/or SV timing. Similarly, the controller may determine the expected pressure drop across the SMBV based on the commanded SMBV position and engine operating conditions which may include one or more of a position of the BTCC valve, a timing of the SVs, and the exhaust pressure in the exhaust passage where the scavenge manifold bypass passage couples to the exhaust passage (e.g., using look-up tables or stored relationships, as explained above). In one example, the exhaust pressure in the exhaust passage where the scavenge manifold bypass passage couples to the exhaust passage may be a pressure measured via a pressure sensor disposed in the exhaust passage, such as pressure sensor  96  shown in  FIG. 1A . In another example, the intake pressure where the EGR passage couples to the intake passage may be measured via a pressure sensor disposed in the intake passage upstream of the compressor, such as pressure sensor  31  shown in  FIG. 1A . The expected timing of the SVs may be the currently set (or last commanded) timing of the SVs. For example, the controller may look-up or determine the last commanded, or baseline, timing for the SVs and use that as the expected SV timing. 
     At  1104 , the method includes determining the actual pressure drops across the BTCC valve and across the SMBV and determining the actual timing of the SVs based on a measured pressure in the scavenge manifold. As one example, the scavenge manifold pressure may be measured via a pressure sensor disposed within the scavenge manifold (e.g., pressure sensor  34  shown in  FIG. 1A ). The controller may receive the time varying signal of the scavenge manifold pressure sensor and then determine either an instantaneous or average scavenge manifold pressure (e.g., averaged over an engine cycle or a plurality of engine cycles). As one example, the actual pressure drop across the BTCC valve may be determined based on the output of the scavenge manifold pressure sensor and atmospheric pressure (or based on an output of a pressure sensor disposed in the intake passage, where the EGR passage couples to the intake passage, upstream of the compressor). For example, the controller may determine the actual pressure drop across the BTCC valve based on a look-up table stored at the controller, where the look-up table includes the measured scavenge manifold pressure and atmospheric (or intake pressure) as inputs and the actual BTCC valve position as the output. Similarly, the controller may determine the actual pressure drop across the SMBV based on the output of the pressure sensor positioned in the scavenge manifold and an output of a pressure sensor positioned in the exhaust passage, at an outlet of the scavenge manifold bypass passage (e.g., pressure sensor  96  shown in  FIG. 1A ). Additionally, the controller may determine the actual timing (e.g., opening timing) of the SVs based on a spike in the output of the scavenge manifold pressure sensor during a single engine cycle. For example, as described above in reference to  FIG. 21 , the pressure signal of the scavenge manifold pressure sensor may pulse (or spike) each time a SV opens. The controller may correlate this pulse to the CAD (or engine position) at which the pulse occurs and thus determine the opening and closing timing of the SVs. 
     The method then proceeds to  1106  to determine whether an absolute value of a difference between the actual pressure drop or timing determined at  1104  and the expected pressure drop or timing determined at  1102  is greater than a threshold difference. The method at  1106  may include determining this difference for each of the BTCC valve, SMBV, and the SVs. The threshold difference may be a difference that is non-zero and indicative of the valves being in a different position than desired or at a different timing than desired. For example, this difference may be a difference that indicates that the BTCC valve is mis-positioned (e.g., opened instead of closed or closed instead of opened). In another example, this difference may be a difference that indicates that the timing of the SVs is a threshold amount of CADs different than desired (or commanded). These differences may result in degraded engine performance, such as reduced torque output, increased emissions, and/or degradation of the turbocharger or emission control devices. 
     If the absolute value of the difference between the actual pressure drop or timing and the expected pressure drop or timing is not greater than a threshold difference, the method continues to  1110  to continue operating the valves at the set positions and/or timings based on the current engine operating conditions (e.g., according to method  400  described above with reference to  FIGS. 4A-4B ). For example, if the difference between the actual pressure drop or timing and the expected pressure drop or timing is not greater than the threshold difference, the valves may not be degraded and they may be in their commanded or set positions. 
     Alternatively at  1106 , if the difference between the actual pressure drop or timing and the expected pressure drop or timing is greater than the threshold difference, the method continues to  1108  to adjust the commanded position/timing of the identified valve(s), indicate degradation of the identified valve(s), and/or adjust an alternate valve to deliver the desired EGR and blowthrough amounts to the intake passage. As introduced above, method  1100  may be performed for one or more of or each of the SVs, BTCC valve, and SMBV. As such, the method proceeds to  1108  to perform the above-described actions for any and all of the valves for which the difference between the actual pressure drop or timing and the expected pressure drop or timing is greater than the corresponding threshold difference. In one example, the controller may indicate degradation of the identified valve(s) by setting a diagnostic flag and/or alerting a vehicle operator that the identified valve(s) need to be serviced or replaced (e.g., via an audible or visual signal). In another example, the controller may actuate the identified valve(s) into the desired (e.g., originally commanded) positions or timings. For example, if the BTCC valve is diagnosed as being mispositioned, the method at  1108  may include actuating the valve into the desired position (e.g., open or closed) and then the controller may re-run the diagnostic to see if the BTCC valve was moved into the desired position. In another example, if the identified valve are the SVs, the method at  1108  may include further retarding the SV timing, past a desired or previously commanded level, if the actual timing is more advanced that the desired timing. In this way, adjusting the valve positions or timings at  1108  may include compensating for the difference determined at  1106  and thus result in achieving a desired valve position or timing. In yet another example, and as explained in further detail below with reference to  FIGS. 12-13 , the method at  1108  may include adjusting an alternate valve, other than the identified valve, (e.g., one of the non-degraded or correctly positioned valves) to deliver the desired EGR or blowthrough flow. For example, if the BTCC valve is identified as being mispositioned based on the difference determined at  1106 , the method may include adjusting the timing of the SVs to deliver the desired EGR and blowthrough and not adjusting the BTCC valve. In another example, in response to the difference between the actual pressure drop and the expected pressure drop across the BTCC being greater than the threshold difference, the EGR flow to the intake passage may be adjusted to the desired level via adjusting the position of the SMBV and/or the timing of the SVs and not by adjusting the position of the BTCC valve. In yet another example, in response to determining that the SMBV is mispositioned, the controller may instead adjust the BTCC valve to deliver the desired EGR flow and blowthrough. In yet another example, the method at  1108  may include adjusting the flow of exhaust gases from the SVs to the intake passage via adjusting only the BTCC valve and not the timing of the SVs in response to the actual opening timing of the SVs being a threshold amount different than the expected timing. In this way, the desired EGR flow and blowthrough may still be delivered to the intake passage, even if one or more of the above-described valves is degraded or mispositioned. 
     In this way, a position of one or more of the BTCC valve and SMBV, and/or a timing of the SVs, may be diagnosed based on an output of a pressure sensor positioned in the scavenge exhaust manifold. The valve that is diagnosed as being degraded or mispositioned may then be commanded into a different position and/or an alternate valve may be adjusted to achieve desired operating conditions (such as a desired EGR flow or pressure in the first exhaust manifold). Thus, a technical effect of diagnosing the BTCC valve, SMBV, and/or SVs based on scavenge manifold pressure is increasing an ease of determining valve degradation (e.g., determining when a valve may need to be serviced or replaced) and being able to deliver the desired EGR flow or blowthrough amount to the intake passage, even when one or more of these valves is mispositioned or degraded, by adjusting an alternate valve. In this way, engine efficiency and fuel economy may be maintained, even when one or more valves are diagnosed as being degraded or mispositioned. 
     In embodiments where a hot pipe valve or mid-pressure EGR valve are included in the split exhaust engine system (e.g., hot pipe valve  32  and mid-pressure EGR valve  59  shown in  FIG. 1A ), method  1100  may further include diagnosing the positions of these valves, similar to diagnosing the BTCC valve and SMBV, as disclosed above. 
     Turning now to  FIG. 12 , a method  1200  for controlling EGR flow and blowthrough air to the intake passage from the scavenge manifold via adjusting operation of one or more valves of the engine system is shown. Method  1200  may continue from  1012  of method  1000  or from  1108  of method  1100 , as described above. For example, method  1200  may run in response to changing engine operating conditions (which may include changes in valve positions, cylinder valve timings, system pressures, etc.) that result in a change in the desired EGR flow amount or rate or the desired blowthrough flow amount or rate to the intake passage from the scavenge exhaust manifold (e.g., scavenge manifold). Method  1200  may additionally or alternatively continue from one or more of the other methods described herein (e.g., with reference to  FIGS. 4-10 ) that describe changing (e.g., increasing or decreasing) the EGR flow of blowthrough flow to the intake passage. 
     Method  1200  begins at  1202  by determining whether there is a request to increase EGR. In one example, there may be a request to increase EGR (e.g., from scavenge manifold  80 , via EGR passage  50 , to the intake passage, as shown in  FIG. 1A ) when an estimated EGR flow rate is less than a desired EGR flow rate (as described above with reference to  FIG. 10 ). In another example, there may a request to increase EGR following an engine cold start where the BTCC valve was closed or at least partially closed. Further, a request to increase EGR may be generated in response to an outlet temperature of the turbocharger compressor decreasing below a threshold outlet temperature, an inlet temperature of the turbocharger compressor increasing above a threshold inlet temperature, and/or a speed of the compressor decreasing below a threshold speed. If there is a request to increase EGR (e.g., increase the amount of exhaust gas flow from the engine cylinders to the intake passage via the scavenge exhaust valves (SVs) and the scavenge manifold), the method proceeds to  1204  to adjust one or more engine actuators to increase EGR flow from the scavenge manifold to the intake passage. Increasing EGR at  1204  may include one or more of opening the BTCC valve at  1206 , advancing the timing (e.g., opening and closing timing) of the SVs at  1208 , and closing the SMBV at  1210 . Opening the BTCC valve (e.g., valve  54  shown in  FIG. 1A ) may include the controller sending a signal to an actuator of the BTCC valve to fully open or increase the amount of opening of (but not fully opening) the BTCC valve. Similarly, closing the SMBV (e.g., SMBV  97  shown in  FIG. 1A ) may include the controller sending a signal to an actuator of the SMBV to fully close or decrease the amount of opening of (but not fully closing) the SMBV. Further, advancing the SV timing may include the controller sending a signal to an actuator of the SVs (e.g., SVs  6  shown in  FIG. 1A ) to advance the timing of the SVs alone or all the exhaust valves (e.g., when the SVs and BDVs are controlled via a same actuator and cam timing system). The method at  1204  may include selecting which one or more of the adjustments at  1206 ,  1208 , and  1210  to utilize to increase EGR to the desired level based on engine operating conditions, as described further below with reference to  FIG. 13 . 
     If there is not a request to increase EGR at  1202 , the method continues to  1212  to determine if there is a request to decrease EGR. In one example, there may be a request to decrease EGR (e.g., from scavenge manifold  80  via EGR passage  50 , as shown in  FIG. 1A ) when an estimated EGR flow rate is greater than a desired EGR flow rate (as described above with reference to  FIG. 10 ). For example, in response to a condition of the turbocharger compressor, including one or more of condensate formation at the compressor, a compressor inlet temperature less than a lower threshold temperature, a compressor outlet temperature greater than an upper threshold temperature, and a compressor speed greater than a threshold speed, there may be a request to decrease EGR flow to the intake passage, upstream of the compressor. If there is a request to decrease EGR (e.g., decrease the amount of exhaust gas flow from the engine cylinders to the intake passage via the scavenge exhaust valves (SVs) and the scavenge manifold), the method proceeds to  1214  to adjust one or more engine actuators to decrease EGR flow from the scavenge manifold to the intake passage. Decreasing EGR at  1214  may include one or more of closing (or decreasing the amount of opening of) the BTCC valve at  1216 , retarding the timing (e.g., opening and closing timing) of the SVs at  1218 , and opening (or increasing the amount of opening of) the SMBV at  1220 . The method at  1214  may include selecting which one or more of the adjustments at  1216 ,  1218 , and  1220  to utilize to decrease EGR to the desired level based on engine operating conditions, as described further below with reference to  FIG. 13 . 
     If there is not a request to decrease EGR, the method continues to  1222  to determine whether there is a request to increase blowthrough (BT). As explained above, increasing blowthrough may include increasing an amount of fresh, non-combusted air (or mixed intake air from the intake manifold where at least some of the mixed intake air has not undergone combustion) flowing from an intake valve to a SV during a valve overlap period of the intake valve and SV and then flowing to the intake passage via the scavenge manifold and EGR passage. In one example, there may be a request to increase blowthrough in response to an outlet temperature of the compressor being above a threshold outlet temperature, engine knock, and/or compressor surge. If there is a request to increase blowthrough, the method continues to  1224  to increase blowthrough via one or more of retarding the timing of the SVs at  1226 , advancing the timing of the intake valves (IV) at  1228 , and closing the SMBV and/or opening the BTCC valve at  1230 . For example, increasing the amount of opening overlap between the SV and IV of the same cylinder (e.g., increasing the amount of time both the SV and IV of a same cylinder are open at the same time) may result in increasing the amount of blowthrough to the intake. Specifically, increasing the amount of opening overlap between the IV and SV may include retarding the SV timing (e.g., retarding the closing timing of the SV) and/or advancing the IV timing (e.g., advancing the opening timing of the IV). In one example, increasing the amount of opening (or fully opening) the BTCC valve and/or decreasing the amount of opening (or fully closing) the SMBV may increase the amount of blowthrough air flowing from the engine cylinders to the intake passage. However, if the BTCC valve is already fully opened and the SMBV is already fully closed, the method at  1224  may include retarding the SV timing and/or advancing the IV timing. Further, if the SV timing is already at the maximum amount of retard, the method at  1224  may include advancing the IV timing to increase blowthrough to the intake. Similarly, if the intake valve timing is already fully advanced, the method at  1224  may include retarding the SV timing to increase blowthrough. Further still, the method at  1224  may include first retarding the SV timing and then advancing the IV timing if blowthrough is still not at the requested level when the SV timing reaches the maximum amount of retard. In yet another example, the decision to adjust more than one of the engine actuators at  1224  may be based on the amount of requested change in the amount of blowthrough. For example, as the requested blowthrough increases further above the current level, the method at  1224  may include increasing the amount of adjusting the SV timing, IV timing, and valve positions and/or adjusting at least two or more actuators at  1224  (e.g., at the same time, retarding the SV timing and advancing the IV timing to achieve the desired blowthrough amount). In this way, increasing blowthrough at  1224  may include adjusting one or more of the SV timing, IV timing, SMBV, and BTCC valve based on the current timings and positions of one another and the magnitude of the requested increase in blowthrough. 
     If there is not a request to increase blowthrough, the method proceeds to  1232  to determine whether there is a request to decrease blowthrough. In one example, there may be a request to decrease blowthrough in response to the turbine operating below a threshold speed and above a threshold load and/or a flow rate through the compressor being above a threshold flow rate (where the threshold flow rate may be a flow rate at which compressor efficiency decreases and results in heating of the charge air). If there is a request to decrease blowthrough, the method continues to  1234  to decrease blowthrough via one or more of advancing SV timing at  1236 , retarding IV timing at  1238 , and opening the SMBV and/or closing the BTCC valve at  1240 . For example, decreasing the amount of opening overlap between the SV and IV of the same cylinder (e.g., decreasing the amount of time both the SV and IV of a same cylinder are open at the same time) may result in decreasing the amount of blowthrough to the intake Specifically, decreasing the amount of opening overlap between the IV and SV may include advancing the SV timing (e.g., advancing the closing timing of the SV) and/or retarding the IV timing (e.g., retarding the opening timing of the IV). In one example, decreasing the amount of opening (or fully closing) the BTCC valve and/or increasing the amount of opening (or fully opening) the SMBV may decrease the amount of blowthrough air flowing from the engine cylinders to the intake passage. However, if the BTCC valve must remain open to deliver the requested EGR amount to the intake passage, the method at  1234  may include advancing the SV timing and/or retarding the IV timing. Further, if the SV timing is already at the maximum amount of advance, the method at  1234  may include retarding the IV timing to decrease blowthrough to the intake. Similarly, if the intake valve timing is already fully retarded, the method at  1234  may include advancing the SV timing to decrease blowthrough. Further still, the method at  1234  may include first advancing the SV timing and then retarding the IV timing if blowthrough is still not at the requested level when the SV timing reaches the maximum amount of advance. In yet another example, the decision to adjust more than one of the engine actuators at  1234  may be based on the amount of requested change in the amount of blowthrough. For example, as the requested blowthrough decreases further below the current level, the method at  1234  may include increasing the amount of adjusting the SV timing and IV timing, or adjusting both, at the same time, the SV timing and IV timing to achieve the desired blowthrough amount. 
     If there is not a request to decrease blowthrough, the method continues to  1242  to maintain the current valve positions and timings. Method  1200  then ends. 
       FIG. 13  shows a method  1300  for selecting between operating modes to adjust the flow of exhaust gases (e.g., EGR flow) from engine cylinders to the intake passage via scavenge exhaust valves and the scavenge exhaust manifold. Method  1300  may continue from  1204  and  1214  of method  1200 , as described above. Method  1300  begins at  1302  by determining whether first mode conditions are met. In one embodiment, first mode conditions for adjusting EGR flow may include when a requested change in the EGR flow to the intake is greater than a threshold level. The threshold level may be a non-zero, threshold amount of EGR flow that may not be achievable via only a single actuator adjustment. In another embodiment, first mode conditions for adjusting EGR flow to the intake may include when none of the BTCC valve and SVs are diagnosed as being mispositioned or degraded (e.g., such as during method  1100 , as described above with reference to  FIG. 11 ). If the first mode conditions are met at  1302 , the method continues to  1304  to adjust both the BTCC valve and the SV timing to adjust the amount of EGR flow to the intake passage. For example, the method at  1304  may include adjusting together, at a same time, the position of the BTCC valve and the timing of the SVs to adjust the EGR flow to the desired level (e.g., to increase or decrease EGR flow, as described above with reference to  FIG. 12 ). In another example, the method at  1304  may include first adjusting one of the BTCC valve position and the SV timing and then, directly following adjusting the first actuator, adjusting the other one of the BTCC valve position and the SV timing. In this way, adjusting the BTCC valve (e.g., opening) may adjust (e.g., increase or decrease) the EGR flow by a first amount and adjusting the SV timing (e.g., advancing or retarding) may adjust the EGR flow by a second amount. Thus, a larger adjustment in EGR flow may be achieved by adjusting both the BTCC valve position and the SV timing during the first mode. 
     Alternatively at  1302 , if the first mode conditions are not met, the method continues to  1306  to determine whether the second mode conditions for adjusting EGR flow are met. In one embodiment, the second mode conditions may include one or more of when the timing of the SVs cannot be adjusted further for a current demanded direction of adjustment of the EGR flow and when the BTCC valve is in a partially open position and there is a request for both increased EGR flow and increased blowthrough air from the SVs to the intake passage. For example, the SV timing may not be able to be further adjusted if it is already at its maximum amount of retard (in the case of decreasing EGR flow) or advance (in the case of increasing EGR flow). In another embodiment, the second mode conditions may additionally or alternatively include when the difference between an actual timing of the SVs and an expected timing of the SVs is greater than a threshold (e.g., as explained above with reference to method  1100  of  FIG. 11 ). Thus, if the SVs are diagnosed as not being at the correct timing or being degraded, they may not be used to adjust EGR flow. In this case, the BTCC valve may be adjusted to adjust the EGR flow to the desired level based on the actual timing of the SVs. If the second mode conditions are met at  1306 , the method proceeds to  1308  to adjust only the BTCC valve to adjust the EGR flow to the desired level. For example, the method at  1308  may include only adjusting the position of the BTCC valve (e.g., increasing or decreasing the amount of opening or modulating the position between fully opened and fully closed) to adjust the EGR flow to the desired level and not adjusting the SV timing. 
     Alternatively at  1306 , if the second mode conditions are not met, the method continues to  1310  to determine whether the third mode conditions for adjusting EGR flow are met. In one embodiment, the third mode conditions may include when the BTCC valve is already in a fully open position and in response to a request to increase the flow of exhaust gas from the SVs to the intake passage. In another embodiment, the third mode conditions may additionally or alternatively include when the difference between the actual pressure drop across the BTCC valve and the expected pressure drop across the BTCC valve is greater than a threshold (e.g., as explained above with reference to method  1100  of  FIG. 11 ). Thus, if the BTCC valve is diagnosed as mispositioned or degraded, it may not be used to adjust EGR flow. If the third mode conditions are met at  1310 , the method proceeds to  1312  to adjust only the SV timing to adjust EGR flow. For example, the method t  1312  may include advancing or retarding the SV timing to adjust the EGR flow to the desired level and not adjusting the BTCC valve. As one example, if the BTCC valve is already fully opened and there is a request to increase EGR flow, the method at  1312  includes maintaining the BTCC valve in a fully open position and adjusting the timing of the SVs to adjust the EGR flow to the desired level. 
     If the third mode conditions are not met at  1310 , the method continues to  1314  to maintain the SV timing and BTCC valve position at the current timings/positions. Method  1300  then ends. 
       FIG. 22  shows a graph  2200  of controlling one or more engine actuators to adjust EGR flow and blowthrough flow to the intake passage from the scavenge exhaust valves. Specifically, graph  2200  depicts changes in EGR flow at plot  2202 , changes in blowthrough flow (BT) at plot  2204 , changes in a position of the BTCC valve at plot  2206 , changes in SV timing at plot  2208  (relative to a default timing, D 1 , for best fuel economy, a maximum amount of advance, MA, and a maximum amount of retard, MR), changes in a position of the SMBV at plot  2210 , changes in IV timing at plot  2212  (relative to a default timing, D 2 , for best fuel economy, a maximum amount of advance, MA, and a maximum amount of retard, MR), changes in a difference between an actual pressure drop and expected pressure drop across the BTCC valve (e.g., during valve diagnosis) at plot  2214 , and changes in a difference between an actual timing and expected timing of the SVs at plot  2216 . 
     Prior to time t 1 , the BTCC valve is fully opened, the SMBV is fully closed, IV timing is at its default timing D 2 , and SV timing is at its default timing D 1 . At time t 1 , there may be a request to increase EGR flow to the intake passage to a first level. In response to this request and because the BTCC valve is already in the fully open position, the SV timing is advanced to increase the EGR flow to the first level. Advancing the SV timing may also decrease BT. Thus, at time t 2  there is a request to increase BT. However, since the EGR flow demand may still be at the first level, the intake valve timing is advanced at t 2  while the SV timing is maintained at the advanced timing. 
     Prior to time t 3 , the difference between the actual and expected timing of the SVs increases above a threshold T 2 . Then, at time t 3 , there may be a request to decrease EGR flow and blowthrough. Thus, in response to the request and the diagnosis of the SV timing, at time t 3 , the BTCC valve is closed to decrease EGR flow and BT. Further, since the BTCC valve is closed, the intake valve timing may be returned to the default timing D 2 . Between time t 3  and time t 4 , the position of the BTCC valve may be modulated between fully opened and fully closed to achieve the desired EGR flow to the intake. In alternate embodiments where the BTCC valve is a continuously variable valve adjustable into a plurality of positions between and including fully open and fully closed, the BTCC valve may be adjusted into and maintained at a partially closed position that delivers the desired EGR flow to the intake (e.g., instead of being modulated). Prior to time t 4 , the difference between the actual and expected SV timing may reduce back below the threshold T 2 . At time t 4 , there may again be a request to increase EGR, but to a second level that is higher than the first level requested at time t 1 . In response to this higher request that may be above a threshold increase in EGR flow, the BTCC valve is opened at time t 4  and the SV timing is advanced. The IV timing may also be advanced at time t 4  to maintain the BT at the desired level. In this way, both the BTCC valve and the SV timing are concurrently adjusted to adjust the EGR flow to the requested second level. 
     At time t 5  there may be a request to decrease EGR flow. However, just before time t 5 , the difference between the actual and expected pressure drop across the BTCC valve may increase of a threshold T 1 . In response to the request and the diagnosis of the BTCC valve, the SV timing is retarded. However, at time t 6  the SV timing may reach its maximum amount of retard but the EGR flow may still need to be reduced further. As a result, the SMBV may be opened to further reduce EGR flow to the intake passage. In this way, under different operating modes, one or more actuators (e.g., the BTCC valve, SV timing, IV timing, and/or the SMBV) may be adjusted to achieve the desired EGR flow and BT flow. For example, during a first mode, as shown at time t 4 , both the SV timing and BTCC valve are adjusted to deliver the desired EGR flow to the intake passage. As another example, during a second mode, as shown at time t 3 , only the BTCC valve is adjusted to deliver the desired EGR flow since the SVs are diagnosed as not being at the correct timing (and may possible have degraded function). However, at this time, the IV timing is also adjusted to maintain the desired BT flow. Further, during a third mode, as shown at time t 5 , only the SV timing is adjusted to adjust the EGR flow since the BTCC valve is diagnosed as having degraded function and/or being mispositioned. However, at time t 6 , when the SV timing reaches its maximum amount of retard, the SMBV is opened, in addition to the retarding SV timing, to achieve the higher desired EGR level. Adjusting the different valve actuators in coordination with one another (e.g., based on one another&#39;s current position, timing, and/or degradation or mispositioning state) may enable efficient delivery of both a desired EGR flow and BT flow amount to the intake passage via the SVs. A technical effect of adjusting a flow of exhaust gas from the scavenge exhaust valves to the intake passage, upstream of the compressor, via adjusting one or both of the BTCC valve and the timing of the scavenge exhaust valves, in the different modes described above, is delivering the desired EGR flow and blowthrough flow to the intake, even when one of the BTCC valve or SV timing is not able to be adjusted. Further, controlling the EGR flow in the third mode by adjusting only the SV timing may provide a more consistent EGR flow where a fixed amount of EGR is pushed to the intake passage in each engine cycle. For example, controlling the EGR flow in this way may allow the EGR valve to be an on/off valve, thereby simplifying EGR valve control and reducing engine system costs. 
       FIG. 14  shows a method  1400  for operating the vehicle in the electric mode (e.g., electric-only mode). Method  1400  may continue from  405  of method  400 , as described above. Method  1400  begins at  1402  by propelling the hybrid electric vehicle via motor torque only. For example, one or more clutches may be moved to disconnect the crankshaft of the engine from an electric machine and the components connected thereto and connect the electric machine with the transmission and wheels of the vehicle (such as the electric machine  161 , transmission  167 , and clutches  166  shown in  FIG. 1B ). In this way, the electric machine (e.g., motor) may provide torque to the vehicle wheels (using electrical power received from a traction battery). 
     At  1404 , the method includes determining whether an engine start is imminent. As one example, the controller may determine than an engine start (e.g., where the engine must be started to begin combusting to provide torque to propel the vehicle) is imminent in response to the battery state of charge and the driver torque demand. For example, if the demanded torque cannot be provided by the battery (at the current state of charge), a request to start the engine and operate the vehicle in the engine mode may be generated. In another example, if the demanded torque can only be provided by the battery for a limited duration, a request to start the engine within that limited duration may be generated. This duration may be based on an amount of time to increase the intake manifold pressure and/or piston temperature above threshold levels for starting the engine with reduced emissions, as described further below. However, if the demanded torque can be provided by only the battery (e.g., for longer than the limited duration), and thus an engine start is not imminent, the method may continue to  1406  to determine whether the vehicle is decelerating. In one example, the vehicle may be decelerating if an accelerator pedal is released and/or a brake pedal is depressed. In another example, the vehicle may be decelerating if engine speed is decreasing. If the vehicle is not decelerating, the method continues to  1407  to continue propel the vehicle via motor torque only. However, if the controller determines that the vehicle is decelerating, the method continues to  1408  to deactivate all blowdown exhaust valves (e.g., first exhaust valves  8  shown in  FIG. 1A ) of the engine cylinders and rotate the engine (via the crankshaft) using torque from the vehicle wheels instead of charging the battery. In one example, deactivating all the blowdown exhaust valves may include the controller deactivating one or more valve actuation systems of the blowdown exhaust valves to maintain the blowdown exhaust valves closed so that no gases travel to the exhaust passage via the cylinders. As a result, no gases may travel through the exhaust passage, thereby decreasing engine emissions. Rotating (e.g., spinning) the engine during the deceleration may result in warming up the engine, thereby increasing engine performance and reducing engine emissions upon engine startup. 
     Returning to  1404 , if an engine start is imminent, the method continues to  1410  to determine whether to operate in a blowdown valve deactivation mode prior to the engine start (e.g., prior to the engine firing). In one embodiment, the controller may determine to operate the engine in the blowdown deactivation mode in response to an intake manifold pressure being above a threshold pressure. The threshold pressure may be based on an intake manifold pressure at which increased emissions may occur upon engine startup. In one example, the threshold pressure may be a pressure at or above atmospheric pressure. In another embodiment, the controller may determine not to operate the engine in the blowdown deactivation mode and to instead operate in an extended crank mode in response to a piston temperature being less than a threshold temperature. The threshold temperature may be a threshold temperature for restarting the engine with reduced emissions. For example, if the engine starts with the piston temperature below the threshold temperature, increased emissions may result. In one example, whether to operate in the blowdown valve deactivation mode or the extended crank mode, may be determined based on a threshold cylinder (or piston) temperature at which fuel is evaporated. Thus, the decision at  1410  may also be based on fuel type. If the piston (or cylinder) temperature is below the threshold temperature, which may be the temperature necessary to evaporate the current fuel type, the controller may determine to operate the engine in the extended crank mode at  1410   
     If the blowdown valve deactivation mode is chosen at  1410 , the method continues to  1412  to deactivate all the blowdown exhaust valves (e.g., deactivate the blowdown exhaust valve  8  of each cylinder, as shown in  FIG. 1A ) prior to engine cranking. As a result, no gases passing through the engine cylinders may flow to the exhaust passage. At  1414 , the method includes circulating gases through the engine cylinders and back to the turbocharger compressor inlet (e.g., compressor  162  shown in  FIG. 1A ) via the scavenge exhaust manifold (e.g., second exhaust manifold  80  shown in  FIG. 1A ) and the scavenge exhaust valves (e.g., scavenge exhaust valves  6  shown in  FIG. 1A ) to pump the intake manifold pressure down. In this way, gases may enter the engine cylinders via the intake manifold, exit the engine cylinders via the scavenge exhaust valve of each cylinder, and then flow into the scavenge exhaust manifold, through the EGR passage, to the intake passage, and back to the intake manifold. This may be repeated for multiple rotations of the crankshaft. For example, the method at  1414  may be repeated until the manifold pressure decreases below a lower threshold pressure or until an indication that the engine needs to be started is received. At  1416 , if it is decided that it is time to start the engine (e.g., based on the intake manifold pressure decreasing below the lower threshold pressure for the engine start and/or based on the torque demand no longer being able to be supplied by the battery), the method continues to  1418  to determine whether a catalyst disposed in the exhaust passage (e.g., emission control device  70  and/or  72  shown in  FIG. 1A ) is at a light-off temperature. If the catalyst is not at the light-off temperature, the method continues to  1420  to reactivate the blowdown exhaust valves of the inside cylinders while maintaining the blowdown exhaust valves of the outside cylinder deactivated and firing the cylinders. As one example, the inside cylinders may include the cylinder oriented inside of and between the outside cylinders of the engine (e.g., as shown in  FIG. 1A , cylinders  14  and  16  are inside cylinders and cylinders  12  and  18  are outside cylinders). This may help the catalyst(s) to reach their light-off temperatures more quickly. Alternately at  1418 , if the catalyst is at the light-off temperature, the method continues to  1422  to reactivate all the blowdown exhaust valves of all the cylinders, inject fuel into each of the cylinders, and resume combustion at each of the cylinders. As a result, the vehicle may begin operating in the engine (e.g., engine-only or assist mode) mode and stop operating in the electric-only mode. 
     Returning to  1410 , if it is determined that the engine should operate in the extended crank mode instead of the blowdown valve deactivation mode, the method continues from  1410  to  1424 . At  1424 , the method includes operating in the extended crank mode by rotating the engine unfueled via the motor (e.g., electric motor) slowly. The method at  1424  further includes heating each cylinder during a compressor stroke of the cylinder. For example, the method at  1424  may include, while propelling the hybrid vehicle via only motor torque and before engine restart, rotating the engine unfueled via the motor torque at lower than a threshold speed. Herein, the electric motor of the vehicle may be propelling the vehicle and rotating the engine. The threshold speed may be, in one example, an engine cranking speed. That is, the engine may be spun at a speed slower than the speed at which the engine would have been spun by a starter motor during engine crank and restart. For example, during engine cranking, the engine may be rotated unfueled via a starter motor at 150 rpm. In comparison, during the slow rotating for cylinder heating, the engine may be rotated at 10-30 rpm via the electric motor/generator of the hybrid vehicle. In alternate examples, the threshold speed at or below which the engine is slowly rotated may be higher or lower based on operating parameters such as oil temperature, ambient temperature, or NVH. In one example, slow engine rotating may be initiated in a cylinder (e.g., a first cylinder) selected based on a proximity of a cylinder piston position relative to a compression stroke TDC. For example, a controller may identify a cylinder having a piston positioned closest to compression stroke TDC or at a position where at least a threshold level of compression is experienced. The engine is then rotated so that each cylinder is sequentially heated during a compression stroke of the cylinder. As rotation continues, each cylinder may be cooled during an expansion stroke of the cylinder, immediately following the compression stroke. However, the cylinder may be heated more during the compression stroke than the cylinder is cooled during the expansion stroke allowing for a net heating of each cylinder via a heat pump effect. As such, during a compression stroke of each cylinder, aircharge is compressed, generating heat. By rotating an engine so that a cylinder is held in the compression stroke, heat from the compressed air can be transferred to the cylinder walls, cylinder head, and piston, raising engine temperature. 
     Continuing to  1426 , the method includes throttling the BTCC valve (e.g., first EGR valve  54  shown in  FIG. 1A ) or the hot pipe valve (e.g., third valve  32  shown in  FIG. 1A ) to increase the cranking torque and, as a result, further heat the engine. In one example, throttling the BTCC valve or the hot pipe valve may include at least partially closing (or decreasing the amount of opening of) the BTCC valve or the hot pipe valve. In some examples at  1426 , the intake throttle and the BTCC valve may be closed to recirculate gases through the cylinders via the hot pipe (and not the EGR passage) while the hot pipe valve is partially closed (e.g., throttled) to increase cranking torque. In other example, the intake throttle may remain open and the hot pipe valve may be fully closed to recirculate gases through the cylinders via the EGR passage (e.g., first EGR passage  50  shown in  FIG. 1A ) while the BTCC valve is partially closed (e.g., throttled) to increase cranking torque. At  1428 , the method includes determining whether it is time to start (e.g., restart) the engine. In one example, the engine may not be started until the piston temperature increases above the threshold temperature. If it is not time to start the engine, the method returns to  1424  and  1426  to continue operating in the extended crank mode. Otherwise, if it is time to start the engine, the method continues to  1422  to restart the engine, as described above. 
       FIG. 23  shows a graph  2300  of operating the hybrid electric vehicle in the electric mode to heat the engine system prior to starting the engine. Specifically, graph  2300  depicts vehicle speed at plot  2302 , battery state of charge (SOC) at plot  2304 , intake manifold pressure (MAP) at plot  2306 , piston temperature at plot  2308 , catalyst temperature at plot  2310 , engine speed at plot  2312 , an activation state of cylinder blowdown exhaust valve (BDVs) at plot  2314 , a position of the BTCC valve (e.g., first EGR valve  54  shown in  FIG. 1A ) at plot  2316 , a position of a hot pipe valve (e.g., valve  32  shown in  FIG. 1A ) at plot  2318 , and a position of an intake throttle (e.g., throttle  62  shown in  FIG. 1A ) at plot  2320 . All plots are shown over time along the x-axis. 
     The vehicle may be operating in an electric mode and propelled via motor torque only prior to time t 1 . For example, engine start conditions may not be met prior to time t 1 . Between time t 1  and t 2 , as operator torque demand and correspondingly vehicle speed vary, the battery SOC may vary with the battery SOC being reduced at a higher rate when the vehicle speed increases. While the vehicle is propelled using motor torque between time t 1  and t 2 , the piston temperature may be below threshold temperature T 1  and MAP may be above threshold pressure P 1 . 
     At time t 2 , operator torque demand and vehicle speed decrease. As a result, the battery SOC may stop decreasing, or decrease at a slowly rate. Shortly after time t 2 , a vehicle deceleration event occurs. During this event, instead of dissipating the wheel torque as heat or using it to recharge the battery, the engine is opportunistically rotated, unfueled, via the wheels and the blowdown exhaust valves of all the engine cylinders are deactivated. For example, at least some of the wheel torque is applied to engine rotation via a motor/generator of the vehicle with a transient increase in the speed of engine rotation. As a result of rotating the engine and deactivating the blowdown valves, air is recirculated through the engine via the scavenge exhaust valves, EGR passage, and open BTCC valve and thus, the piston temperature is increased. Once the vehicle speed drops, the opportunistic engine rotation is stopped. In alternate embodiments, in an engine system including a hot pipe (e.g., hot pipe  30  shown in  FIG. 1A ) coupled between the scavenge exhaust manifold and the intake manifold, downstream of an intake throttle, the intake throttle and BTCC valve may be closed while a valve in the hot pipe is opened to allow recirculation of air through the engine cylinders via the scavenge exhaust valves and the hot pipe. 
     At time t 3 , the deceleration event ends and the vehicle speed increases again. At time t 4 , there may be an indication that an engine start is imminent. In response to the MAP being above the threshold pressure P 1  and piston temperature being above the threshold temperature T 1  during the indication of the imminent engine start, all the BDVs of all the engine cylinders are again deactivated. While the BTCC valve is open, gases are circulated through the engine cylinders and back to the intake passage via the scavenge exhaust valves, the scavenge exhaust manifold, and the EGR passage. As a result, the intake manifold pressure decreases. At time t 5 , the intake manifold pressure decreases below the threshold pressure P 1 . As a result, the engine may be started. However, since the catalyst temperature is below the light-off temperature T 2 , the BDVs of only the inside engine cylinders may be reactivated while the BDVs of the outside cylinders remain deactivated. Then, when the catalyst temperature increases above the light-off temperature T 2  at time t 6 , the BDVs of the outside cylinders are reactivated. 
     After a duration of time (e.g., after an engine shutdown and/or key-off shutdown of the vehicle), the vehicle may again be operating in the electric mode and propelled entirely via motor torque. At time t 7 , there may be an indication that an engine start is imminent while piston temperature is below the threshold temperature T 1 . In response, the vehicle may be operated in an extended crank mode where the engine is rotated unfueled via the electric motor slowly (e.g., at less than a cranking speed). While rotating the engine, the BTCC valve may be closed, the hot pipe valve at least partially opened, and the intake throttle closed. Further, the hot pipe valve may not be fully opened (so that it is partially throttled) in order to increase cranking torque and further increase heating of the engine. As a result of this operation, air is warmed in the cylinders during the compression stroke and then recirculated through the engine system via the scavenge exhaust valves, scavenge exhaust manifold, hot pipe, and intake manifold, thereby increasing piston temperature. At time t 8 , the piston temperature increases above the threshold temperature T 1 . As a result, the engine is restarted and the BTCC valve and intake throttle are opened and the hot pipe valve is closed. 
     In this way, an engine of a hybrid vehicle may be slowly cranked using a motor during a transition from operating in an electric mode to an engine mode to heat the engine before an engine start. By slowly spinning the engine, unfueled, for a duration before an engine restart, heat generated from air compressed in a cylinder during a compression stroke can be transferred to cylinder walls and pistons, and advantageously used to heat the engine. Further, by throttling the hot pipe valve (or BTCC valve if gases are recirculated via the EGR passage instead of the hot pipe), the cranking torque is increased, thereby further increasing the warming of the engine. Thus, a technical effect of rotating the engine unfueled via motor torque at less than a cranking speed while at least partially throttling the BTCC valve or hot pipe valve, is increasing the piston temperature and the rest of the engine, thereby reducing cold start emissions and starting the engine more quickly. In another example, by deactivating the blowdown exhaust valves and recirculating air through the engine cylinders, scavenge exhaust manifold, and EGR passage, the intake manifold pressure may be pumped down and/or the engine temperature may be increased. In this way, the engine may be started more quickly and overall engine cold-start exhaust emissions and engine performance can be improved. Thus, a technical effect of deactivating the blowdown exhaust valves and circulating air through the engine cylinders during the electric mode is decreasing the intake manifold pressure, increasing the engine temperature, and thus, starting the engine more quickly while reducing emissions. 
       FIG. 15  shows a method for operating the engine system in a shutdown mode. Method  1500  may continue from  426  of method  400 , as described above. Method  1500  begins at  1502  by determining if the detected or indicated shutdown event is a key off shutdown. In one example, the indicated shutdown event may be determined to be a key off shutdown event in response to the controller receiving a signal that an ignition (operated by a user) of the engine has been turned off. In another example, the indicated shutdown event may be determined to be a key off shutdown event in response to the controller receiving signal that the engine has been turned off (e.g., via an ignition being turned off) and the vehicle being put in park. In this way, the key off shutdown may be a shutdown during which the engine is expected to be turned off for a threshold amount of time and not restarted for a duration. If the shutdown at  1502  is a key off shutdown, the method continues to  1504  to close the intake throttle (e.g., throttle  62  shown in  FIG. 1A ) and open the hot pipe valve (e.g., valve  32  shown in  FIG. 1A ) to pump unburned hydrocarbons to a catalyst (e.g., one of emission control devices  70  and  72  shown in  FIG. 1A ) in the exhaust passage of the engine. During this time, the blowdown exhaust valves may remain activated. Further, the method at  1504  may further include, during the closing the intake throttle and opening the first hot pipe valve, closing the BTCC valve (e.g., valve  54  shown in  FIG. 1A ). As a result, unburned hydrocarbons may be recirculated from engine cylinders back to the intake manifold via the scavenge exhaust valves, scavenge exhaust manifold, and hot pipe (e.g., passage  30  shown in  FIG. 1A ). The recirculated unburned hydrocarbons may then be pumped from the engine cylinders to the exhaust passage including the catalyst via the blowdown exhaust valves. This may reduce the amount of hydrocarbons in the engine while the engine is shut down and may maintain the catalyst at stoichiometry at shutdown and for a subsequent restart. 
     At  1506 , the method includes, as the engine stops rotating, opening the BTCC valve and then opening the throttle. For example, in response to a crankshaft of the engine stopping rotating, the controller may actuate an actuator of the BTCC valve to open the BTCC valve and an actuator of the throttle to open the throttle. This may reduce the amount of exhaust gases pulled back into the intake (e.g., intake passage) of the engine. Further, the method at  1506  may include first opening the BTCC valve and then, in response to the BTCC valve being opened, opening the throttle. 
     Returning to  1502 , if the shutdown is not a key off shutdown, the method may determine the shutdown to be a start/stop shutdown and thus continue to  1508 . As one example, the controller may determine that the shutdown is a start/stop shutdown request responsive to the vehicle being stopped for a threshold duration but not keyed off (e.g., when the vehicle is stopped at a stoplight). At  1508  the method includes initiating the start/stop shutdown. The method then continues to  1510  to disable (e.g., deactivate) all the blowdown exhaust valves (e.g., valves  8  shown in  FIG. 1A ) of the engine and open the BTCC valve, after the last cylinder of all the engine cylinders has been fired. Said another way, once the final cylinder fires (e.g., the final cylinder that undergoes combustion before no more cylinders are fired and the engine shuts down), the controller may deactivate the valve actuators of the blowdown exhaust valves such that the blowdown exhaust valves remain closed and do not exhaust gases to the exhaust passage. As a result, gases from all the engine cylinders are recirculated to the intake manifold via the scavenge exhaust valves and the EGR passage. This will run down the pressure in the intake manifold during engine rundown (e.g., while the speed of the crankshaft decreases and eventually comes to a stop). 
     At  1512 , the method includes determining if there is a request to restart the engine. In one example, the request to restart the engine may be generated in response to an increase in torque demand from a stopped position of the vehicle. For example, if a brake pedal is released and/or an accelerator pedal of the vehicle is depressed, a restart request may be generated. If there is not a request to restart the engine, the method continues to  1516  to maintain the blowdown exhaust valves disabled and the BTCC valve in the open position. Otherwise, if there is a request to restart the engine, the method continues to  1514  to reactivate the blowdown exhaust valves upon an initial cranking operation of the crankshaft. Regular engine operation is then resumed. For example, the method may end and/or return to method  400 . As explained above, reactivating the blowdown exhaust valves may include the controller sending a signal to the valve actuators of the blowdown exhaust valves to resume opening and closing the blowdown exhaust valves at their set timing. 
       FIG. 24  shows a graph  2400  of operating the split exhaust engine system of the vehicle in the shutdown mode. Specifically, graph  2400  depicts whether an ignition of the vehicle is on or off at plot  2402 , vehicle speed at plot  2404 , a position of the throttle at plot  2406 , a position of the BTCC valve at plot  2408 , a position of the hot pipe valve at plot  2410 , engine speed at plot  2412 , and an activation state (e.g., on/off or enabled/disabled) of the blowdown exhaust valves (BDVs) at plot  2414 . All plots are shown over time along the x-axis. 
     Prior to time t 1 , the engine is operating and vehicle speed is above a stationary level (e.g., a level at which the vehicle may be stationary and not moving). Further, all BDVs of all engine cylinders are activated and operating at their set timing (which is different than the opening timing of the scavenge exhaust valves) prior to time t 1 . At time t 1 , the vehicle speed decreases to approximately zero, thereby indicating that the vehicle is stopped. The ignition of the engine remains on at time t 1 . In response to the vehicle being stopped, a start/stop shutdown is initiated. This may include firing a last engine cylinder at time t 2 . Then, in response to firing the last engine cylinder, all the BDVs (e.g., each BDV of each cylinder) are disabled at time t 2  at the BTCC valve is opened. During this time, the scavenge exhaust valves may remain active and thus gases from the engine cylinders are routed to the intake passage via the scavenge exhaust manifold and EGR passage. When the BDVs are disabled, they may remain closed and thus no gases from the engine cylinders are routed to the exhaust passage of the engine. Just before time t 3 , a request to restart the engine may be received by the controller (e.g., via an operator releasing a brake pedal and pressing an accelerator pedal, thereby indicating an increase in torque demand from the stopped position). The crankshaft is cranked at time t 3  and thus the engine speed begins to increase. At the initial crank at time t 3 , the BDVs are reactivated. The cylinders begin firing again and at least some exhaust gases may be directed to the exhaust passage via the BDVs. Regular engine operation is resumed. 
     After a period of time, at time t 4 , the vehicle speed decreases to substantially zero, indicating that the vehicle has stopped. At time t 5 , the ignition to the engine is turned off (e.g., manually turned off via a vehicle operator). In response to the vehicle be stopped (e.g., in park) and the engine being turned off via the ignition (e.g., keyed off), the throttle is closed, the BTCC valve is close, and the hot pipe valve is opened. As a result, engine gases are recirculated via the scavenge exhaust manifold and the hot pipe, thereby decreasing intake manifold pressure. As the engine stops rotating (engine speed reaches approximately zero), the throttle and the BTCC valve are both opened. 
     In this way, during a key off engine shutdown (as shown at time t 5 ) or a start/stop shutdown (as shown at time t 1 ), the throttle valve, BTCC valve, BDVs, and/or hot pipe valve may be adjusted to reduce the amount of hydrocarbons in the intake of the engine, reduce the intake manifold pressure, and bring a catalyst to or near stoichiometry. This may reduce engine emissions during the shutdown and improve engine operation (and reduce emissions) during a subsequent engine start or restart. A technical effect of closing the intake throttle and opening the hot pipe valve in response to a request to shut down the engine (e.g., key off request) is reducing engine reversal and flowing unburned hydrocarbons to the catalyst in the exhaust, thereby reducing hydrocarbons in the engine system and maintaining the catalyst at stoichiometry. A technical effect of deactivating the BDVs and opening the BTCC valve is recirculating gases through the engine, thereby reducing the intake manifold pressure before shutting down the engine. 
       FIG. 25  shows a graph  2500  of example operation of the split exhaust engine from startup to shutdown. Specifically, graph  2500  depicts an activation state of the scavenge exhaust valves (SV, where on is activated and off is deactivated) at plot  2502 , a position of the BTCC valve at plot  2504 , EGR flow (e.g., through the EGR passage  50  and to the compressor inlet, as shown in  FIG. 1A ) at plot  2506 , a temperature of an exhaust catalyst (e.g., such as a catalyst of one of emission control devices  70  and  72  shown in  FIG. 1A ) relative to a light-off temperature T 1  at plot  2508 , a temperature at an outlet of the turbocharger compressor (e.g., compressor  162  shown in  FIG. 1A ) relative to a threshold outlet temperature T 2  at plot  2509 , a position of an intake throttle (e.g., throttle  62  shown in  FIG. 1A ) at plot  2510 , an activation state of the blowdown exhaust valves (BDVs) of outside cylinders (e.g., cylinders  12  and  18  shown in  FIG. 1A ) at plot  2512 , an activation state of the BDVs of inside cylinders (e.g., cylinders  14  and  16  shown in  FIG. 1A ) at plot  2513 , a cam timing of the intake valves at plot  2514  and the exhaust valves (which may include the blowdown exhaust valves and the scavenge exhaust valves when they are controlled on the same cam timing system) at plot  2516  relative to their base timings B 1  (an example of the base cam timings of the intake and exhaust valves may be shown in  FIG. 3B , as described above), a position of the hot pipe valve (e.g., valve  32  shown in  FIG. 1A ) at plot  2518 , a position of the SMBV (e.g., SMBV  97  shown in  FIG. 1A ), engine speed at plot  2522 , and engine load at plot  2524 . All plots are shown over time along the x-axis. 
     Prior to time t 1 , the engine starts (e.g., in response to an operator of the vehicle turning on an ignition) with the scavenge exhaust valves default activated. As such, the scavenge exhaust valves may open and close at their set timing in the engine cycle. At time t 1 , the BTCC valve is opened for the initial crank. As such, the EGR flow begins to increase after time t 1  (and may increase and decrease over time with the opening and closing of the BTCC valve, respectively). After firing the first cylinder, the BTCC valve is modulated to control EGR flow to a desired level. Also between time t 1  and time t 2 , the hot pipe valve and SMBV are closed and both the intake and exhaust valve timings are at their base timings B 1 . At time t 2 , the scavenge exhaust valves can be adjusted (e.g., due to the oil pressure having reached a threshold to adjust the valves), so the scavenge exhaust valves are deactivated (e.g., turned off). After time t 2 , the catalyst temperature is still below its light-off temperature T 1 . Thus, the BDVs of the outside cylinders (e.g., cylinders  12  and  18  shown in  FIG. 1A ) are deactivated to reduce heat loss during catalyst light off. Further, compression heat may warm up the cylinder further since airflow to all cylinders is maintained during the BDV deactivation. This may result in warming of the catalyst to a temperature above the light-off temperature T 1 . 
     At time t 3 , the catalyst temperature increases above its light-off temperature T 1  and there may also be a request to increase EGR flow to the intake passage via the EGR passage and scavenge manifold. In response to the request to increase EGR flow, the BTCC valve is maintained open and the SV timing is advanced at time t 3 . Just before time t 4 , engine load decreases below a threshold load L 1  and the throttle position is adjusted to a partially closed position (e.g., part throttle). In response to this low load condition, at time t 4  the throttle is closed, the BTCC valve is opened, and the hot pipe valve is opened to operate the engine in a hot pipe mode. At time t 5 , there is an increase in torque demand (and thus engine load increases). As a result, an electric compressor may be turned on to increase boost pressure. In response to the electric compressor turning on, the BTCC valve may be closed. At time t 6 , the electric compressor may be turned off upon reaching the target boost pressure and there may also be a request for increased EGR. In response to this request (which may be over a threshold amount of EGR flow), both the BTCC valve is opened and the SV timing is advanced to increase EGR flow. The IV timing may also be advanced at time t 6  to maintain blowthrough to the intake at the desired level while advancing the SV timing to increase EGR flow. Between time t 6  and time t 7  engine load continues to increase and thus EGR flow to the intake passage, upstream of the compressor also increases. 
     At time t 7 , the outlet temperature of the compressor increases above a threshold outlet temperature T 2 . In response to this increase, the position of the BTCC valve is modulated to decrease EGR flow, the SMBV is opened, the SV timing is retarded, and the IV timing is advanced. As a result, EGR flow to the intake passage, upstream of the compressor decreases and the compressor outlet temperature decreases. At time t 8 , there is a sudden decrease in engine load that may result from an operator taking their foot off of an accelerator pedal. Thus, a deceleration fuel shutoff (DFSO) event may occur where fueling is stopped to all cylinders of the engine. As a result of stopping fueling during the DFSO event, all the BDVs of all the engine cylinders are deactivated. In alternate embodiments, only a portion of the BDVs may be deactivated (e.g., the BDVs of only the inside or outside cylinder, or for three out of four engine cylinders). In response to the DFSO event ending due to an increase in load at time t 9 , the BDVs are reactivated and fuel injection to the engine cylinders is reactivated. 
     At time t 10 , the vehicle stops and thus the engine load decreases to zero. At this time, a vehicle operator may put the vehicle in park and turn off the ignition of the engine. As a result, of the key-off shutdown event at time t 10 , the throttle is closed, the BTCC valve is closed, and the hot pipe valve is opened. As a result, engine gases are recirculated via the scavenge exhaust manifold and the hot pipe, thereby decreasing intake manifold pressure. As the engine stops rotating (engine speed reaches approximately zero) at time t 11 , the throttle and the BTCC valve are both reopened. 
     In this way, a split exhaust engine with a scavenge, first exhaust manifold that routes EGR and blowthrough air to an intake of the engine, upstream of a turbocharger compressor, and a blowdown, second exhaust manifold that routes exhaust to a turbocharger turbine in an exhaust passage of the engine (such as the engine shown in  FIGS. 1A-1B ) may be operated under different engine operating modes to reduce emissions, increase torque output, reduce knock, and increase engine efficiency. 
     A method includes, in response to flowing gases from engine cylinders to an intake passage via a first set of exhaust valves, adjusting a first set of swirl valves coupled upstream of a first set of intake valves to at least partially block intake air flow to the first set of intake valves, where each cylinder includes two intake valves including one of the first set of intake valves and two exhaust valves. In a first example of the method, the method further includes flowing gases from the engine cylinders to an exhaust passage via a second set of exhaust valves, where each cylinder includes one of the first set of exhaust valves and one of the second set of exhaust valves. A second example of the method optionally includes the first example and further includes, wherein flowing gases from the engine cylinders to the exhaust passage includes flowing exhaust gases from combustion within the engine cylinders to the exhaust passage and a turbine disposed in the exhaust passage. A third example of the method optionally includes one or more of the first and second examples, and further includes, wherein flowing gases from engine cylinders to the intake passage via the first set of exhaust valves includes opening an exhaust gas recirculation (EGR) valve disposed in an EGR passage, the EGR passage coupled between a first exhaust manifold coupled to the first set of exhaust valves and the intake passage, upstream of a compressor. A fourth example of the method optionally includes one or more of the first through third examples, and further includes, wherein flowing gases from engine cylinders to the intake passage includes flowing blowthrough air from the first set of intake valves and a second set of intake valves, through the engine cylinders, and to the intake passage via the first set of exhaust valves while a second set of exhaust valves are closed. A fifth example of the method optionally includes one or more of the first through fourth examples, and further includes, wherein each engine cylinder includes one of the first set of exhaust valves and one of the second set of exhaust valves. A sixth example of the method optionally includes one or more of the first through fifth examples, and further includes, wherein flowing the blowthrough air includes flowing the blowthrough air from the engine cylinders, through an EGR cooled disposed in an EGR passage coupled between a first exhaust manifold coupled to the first set of exhaust valves and the intake passage, and to the intake passage. A seventh example of the method optionally includes one or more of the first through sixth examples, and further includes, in response to engine load above an upper threshold load, adjusting the first set of swirl valves to at least partially block intake air flow to the first set of intake valves. An eighth example of the method optionally includes one or more of the first through seventh examples, and further includes, in response to engine load below a lower threshold load, adjusting the first set of swirl valves to at least partially block intake flow to the first set of intake valves. A ninth example of the method optionally includes one or more of the first through eighth examples, and further includes, in response to engine load being between the lower threshold load and the upper threshold load, adjusting the first set of swirl valves to not block intake air flow to the first set of intake valves. 
     A method includes, in response to engine load above a first threshold, while first and second intake valves of a cylinder are open and only a first exhaust valve of two cylinder exhaust valves of the cylinder is open, adjusting a swirl valve coupled upstream of the second intake valve to at least partially block flow through the second intake valve and flowing intake air from the first and second intake valves to an intake passage via the first exhaust valve. In a first example of the method, flowing intake air from the first and second intake valves to the intake passage via the first exhaust valve includes at least partially opening an exhaust gas recirculation (EGR) valve disposed in an EGR passage coupled between a first exhaust manifold coupled to the first exhaust valve and the intake passage. A second example of the method optionally includes the first example and further includes, not combusting the intake air and flowing the intake air from the first and second intake valves to a compressor inlet of a compressor disposed in the intake passage via the first exhaust valve and the EGR passage. A third example of the method optionally includes one or more of the first and second examples, and further includes, while a second exhaust valve of the two cylinder exhaust valves is open and the first and second intake valves are closed, flowing combusted exhaust gas to a turbine disposed in an exhaust passage via the second exhaust valve. A fourth example of the method optionally includes one or more of the first through third examples, and further includes, while the first and second intake valves are closed and the first exhaust valve is open, routing combusted exhaust gas from the cylinder to the intake passage via the first exhaust valve. A fifth example of the method optionally includes one or more of the first through fourth examples, and further includes, wherein the swirl valve is coupled within an intake port of the second intake valve and no swirl valve is coupled within an intake port of the first intake valve. 
     A system for an engine includes a first exhaust manifold coupled to a first set of exhaust valves and configured to route exhaust to a turbine disposed in an exhaust passage; a second exhaust manifold coupled to a second set of exhaust valves; an exhaust gas recirculation (EGR) valve disposed in an EGR passage coupled between the second exhaust manifold and an intake passage, upstream of a compressor driven by the turbine; a set of charge motion control valves coupled to intake ports of a first set of intake valves; and a controller configured to close the set of charge motion control valves to at least partially block flow into each cylinder from the first set of intake valves during a positive valve overlap period between the first set of intake valves, a second set of intake valves, and the second set of exhaust valves, in response to the EGR valve being at least partially open. In a first example of the system, each cylinder includes one of the first set of intake valves, one of the second set of intake valves, one of the first set of exhaust valves, and one of the second set of exhaust valves. A second example of the system optionally includes the first example and further includes, wherein each valve of the first set of intake valves and each valve of the second set of exhaust valves are diagonally arranged with one another in each cylinder. A third example of the system optionally includes one or more of the first and second examples, and further includes an EGR cooler disposed in the EGR passage. 
     Note that the example control and estimation routines included herein can be used with various engine and/or vehicle system configurations. The control methods and routines disclosed herein may be stored as executable instructions in non-transitory memory and may be carried out by the control system including the controller in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various actions, operations, and/or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated actions, operations and/or functions may be repeatedly performed depending on the particular strategy being used. Further, the described actions, operations and/or functions may graphically represent code to be programmed into non-transitory memory of the computer readable storage medium in the engine control system, where the described actions are carried out by executing the instructions in a system including the various engine hardware components in combination with the electronic controller. 
     It will be appreciated that the configurations and routines disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered in a limiting sense, because numerous variations are possible. For example, the above technology can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, and other features, functions, and/or properties disclosed herein. 
     The following claims particularly point out certain combinations and sub-combinations regarded as novel and non-obvious. These claims may refer to “an” element or “a first” element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.