Substitution rate control system for an engine and an associated method thereof

1. A method comprising:

receiving a plurality of engine parameters during operation of an engine, the plurality of engine parameters including at least a concentration of oxygen in an intake flow and a first exhaust back pressure for a first group of cylinders of the engine and a second exhaust back pressure for a second group of cylinders of the engine, the first exhaust back pressure different than the second exhaust back pressure;

determining a current substitution rate based on one or more of the plurality of engine parameters;

determining at least one of a pre-combustion temperature in each cylinder of the engine and an end gas temperature based on respective one or more of the plurality of engine parameters, where the one or more of the plurality of engine parameters used to determine the pre-combustion temperature in each cylinder includes at least the concentration of oxygen in the intake flow, the pre-combustion temperature for each cylinder of the first group of cylinders further based on the first exhaust back pressure and the pre-combustion temperature for each cylinder of the second group of cylinders further based on the second exhaust back pressure;

determining a maximum substitution rate for each cylinder based on at least one of the respective pre-combustion temperature and the end gas temperature;

comparing the current substitution rate with each maximum substitution rate; and

controlling at least one engine parameter among the plurality of engine parameters if the current substitution rate is different from one or more maximum substitution rates so as to generate the current substitution rate to less than or equal to the maximum substitution rate.

2. The method of claim 1 , wherein the one or more of the plurality of engine parameters used to determine the end gas temperature includes cylinder pressure, and wherein the one or more of the plurality of engine parameters used to determine the pre-combustion temperature further comprises an intake manifold air temperature, a fuel injection amount, and an engine compression ratio.

3. The method of claim 2 , wherein the comparing further comprises determining if the current substitution rate is less than each maximum substitution rate, and wherein determining the pre-combustion temperature in each cylinder includes determining, for each cylinder, an amount of trapped residuals in that cylinder based on boost pressure and the first or second exhaust back pressure, determining a cylinder temperature at intake valve closing for that cylinder based on the boost pressure, first or second exhaust back pressure, and the intake manifold air temperature, determining a specific heat for that cylinder based on the fuel injection amount, the amount of trapped residuals, and the concentration of oxygen in the intake flow, and determining the pre-combustion temperature of that cylinder based on the cylinder temperature at intake valve closing of that cylinder, the specific heat of that cylinder, and the compression ratio of that cylinder.

4. The method of claim 3 , wherein the controlling further comprises performing at least one of reducing the intake manifold air temperature to a predefined temperature limit and increasing a quantity of exhaust gas recirculation to a predefined quantity limit if the current substitution rate is greater than the maximum substitution rate.

5. The method of claim 1 , wherein operation of the engine comprises operating a plurality of donor engine cylinders at a first compression ratio and a plurality of non-donor engine cylinders at a second compression ratio greater than the first compression ratio.

6. The method of claim 1 , wherein operation of the engine comprises operating a plurality of first intake control valves of a plurality of donor engine cylinders at a first valve closure timing and a plurality of second intake control valves of a plurality of non-donor engine cylinders at a second valve closure timing different from the first valve closure timing.

7. The method of claim 1 , wherein operation of the engine comprises operating a first set of fuel injectors of a plurality of donor engine cylinders at a first injection timing and a second set of fuel injectors of a plurality of non-donor engine cylinders at a second injection timing different from the first injection timing.

8. The method of claim 1 , wherein the current substitution rate comprises a first current substitution rate for a plurality of donor engine cylinders and a second current substitution rate for a plurality of non-donor engine cylinders and the maximum substitution rate comprises a first maximum substitution rate for the plurality of donor engine cylinders and a second maximum substitution rate for the plurality of non-donor engine cylinders.

9. The method of claim 1 , further comprising recirculating an exhaust gas from a plurality of donor engine cylinders to an intake manifold of the engine.

10. A non-transitory computer readable medium, having instructions stored thereon which, when executed, cause a controller for an engine to perform a method, the method comprising:

receiving a plurality of engine parameters including at least a concentration of oxygen in an intake flow during operation of the engine;

determining a current substitution rate based on one or more of the plurality of engine parameters;

determining at least one of a pre-combustion temperature in cylinders of the engine and an end gas temperature based on respective one or more of the plurality of engine parameters, where the one or more of the plurality of engine parameters used to determine the pre-combustion temperature comprises at least the concentration of oxygen in the intake flow;

determining a maximum substitution rate based on at least one of the pre-combustion temperature and the end gas temperature;

comparing the current substitution rate with the maximum substitution rate; and

controlling at least one engine parameter among the plurality of engine parameters if the current substitution rate is different from the maximum substitution rate so as to generate the current substitution rate to less than or equal to the maximum substitution rate.

11. The non-transitory computer readable medium of claim 10 , wherein the one or more of the plurality of engine parameters used to determine the end gas temperature includes cylinder pressure, and wherein the one or more of the plurality of engine parameters used to determine the pre-combustion temperature further comprises an intake manifold air temperature, an intake manifold air pressure, an exhaust manifold gas pressure, a fuel injection amount, and an engine compression ratio.

12. The non-transitory computer readable medium of claim 11 , wherein the comparing further comprises determining if the current substitution rate is less than the maximum substitution rate.

13. The non-transitory computer readable medium of claim 10 , wherein the controlling further comprises performing at least one of reducing the intake manifold air temperature to a predefined temperature limit and increasing a quantity of exhaust gas recirculation to a predefined quantity limit if the current substitution rate is greater than the maximum substitution rate.

14. The non-transitory computer readable medium of claim 10 , wherein operation of the engine comprises operating a plurality of donor engine cylinders at a first compression ratio and a plurality of non-donor engine cylinders at a second compression ratio greater than the first compression ratio.

15. The non-transitory computer readable medium of claim 10 , wherein operation of the engine comprises operating a plurality of first intake control valves of a plurality of donor engine cylinders at a first valve closure timing and a plurality of second intake control valves of a plurality of non-donor engine cylinders at a second valve closure timing different from the first valve closure timing.

16. The non-transitory computer readable medium of claim 10 , wherein operation of the engine comprises operating a first set of fuel injectors of a plurality of donor engine cylinders at a first injection timing and a second set of fuel injectors of a plurality of non-donor engine cylinders at a second injection timing different from the first injection timing.

17. The non-transitory computer readable medium of claim 10 , wherein the current substitution rate comprises a first current substitution rate for a plurality of donor engine cylinders and a second current substitution rate for a plurality of non-donor engine cylinders and the maximum substitution rate comprises a first maximum substitution rate for the plurality of donor engine cylinders and a second maximum substitution rate for the plurality of non-donor engine cylinders.

18. The non-transitory computer readable medium of claim 10 , wherein the method further comprises recirculating an exhaust gas from a plurality of donor engine cylinders to an intake manifold of the engine.

19. A system comprising:

an engine comprising a plurality of sensors including at least an oxygen concentration sensor, a plurality of engine cylinders, and a plurality of fuel injectors coupled to the plurality of engine cylinders; and

a controller communicatively coupled to the plurality of fuel injectors and the plurality of sensors, wherein the controller is configured to:

receive a plurality of engine parameters during operation of the engine, where the plurality of engine parameters is received from the plurality of sensors;

determine a current substitution rate based on one or more of the plurality of engine parameters;

determine at least one of a pre-combustion temperature in the plurality of engine cylinders and an end gas temperature based on respective one or more of the plurality of engine parameters, including determining the pre-combustion temperature at least based on output received from the oxygen concentration sensor;

determine a maximum substitution rate based on at least one of the pre-combustion temperature and the end gas temperature;

compare the current substitution rate with the maximum substitution rate; and

control at least one engine parameter among the plurality of engine parameters if the current substitution rate is different from the maximum substitution rate so as to generate the current substitution rate to less than or equal to the maximum substitution rate.

20. The system of claim 19 , wherein the controller is configured to determine the pre-combustion temperature further based on output from the plurality of sensors, including an intake manifold air temperature sensor, an intake manifold air pressure sensor, and an exhaust manifold gas pressure sensor.

21. The method of claim 1 , wherein the pre-combustion temperature=(a temperature at an inlet valve closing)×(compression ratio (gamma-1) ), wherein the compression ratio is determined from a time of inlet valve closing up to a predefined crank angle and gamma is a ratio of specific heats of a first fuel and a second fuel.

22. The method of claim 1 , wherein determining at least one of the pre-combustion temperature and the end gas temperature based on the respective one or more of the plurality of engine parameters comprises determining both the pre-combustion temperature and the end gas temperature.

23. The non-transitory computer readable medium of claim 10 , wherein the pre-combustion temperature=(a temperature at an inlet valve closing)×(compression ratio (gamma-1) ), wherein the compression ratio is determined from a time of inlet valve closing up to a predefined crank angle and gamma is a ratio of specific heats of a first fuel and a second fuel.

24. The non-transitory computer readable medium of claim 10 , wherein determining at least one of the pre-combustion temperature and the end gas temperature based on the respective one or more of the plurality of engine parameters comprises determining both the pre-combustion temperature and the end gas temperature.

25. The system of claim 19 , wherein the pre-combustion temperature=(a temperature at an inlet valve closing)×(compression ratio (gamma-1) ), wherein the compression ratio is determined from a time of inlet valve closing up to a predefined crank angle and gamma is a ratio of specific heats of a first fuel and a second fuel.

26. The system of claim 19 , wherein determining at least one of the pre-combustion temperature and the end gas temperature based on the respective one or more of the plurality of engine parameters comprises determining both the pre-combustion temperature and the end gas temperature.