Hydrogen Piped Natural Gas Based Spark Ignition Engine For Power Genration Application

FORM 2 THE PATENTS ACT, 1970 (39 of 1970) AND THE PATENTS RULES, 2003 COMPLETE SPECIFICATION (See Section 10; rule 13) TITLE OF THE INVENTION HYDROGEN-PIPED NATURAL GAS BASED SPARK IGNITION ENGINE FOR POWER GENRATION APPLICATION APPLICANT(S) KIRLOSKAR OIL ENGINES LIMITED Nationality: Indian Laxmanrao Kirloskar Road, Khadki, Pune – 411 003, Maharashtra, India. PREAMBLE TO THE DESCRIPTION The following specification particularly describes the invention and the manner in which it is to be performed. 2 HYDROGEN-PIPED NATURAL GAS BASED SPARK IGNITION ENGINE FOR POWER GENRATION APPLICATION FIELD OF THE INVENTION

[0001] The present invention is related to an Internal Combustion Engines, more particularly related to a hydrogen-piped natural gas (H2-PNG) based spark ignition engine for power generation application. 5 BACKGROUND OF THE INVENTION

[0002] The internal combustion engine has remained the favored power source for all types of automotive applications, with spark ignition engines dominating the passenger car, 3-wheeler, and 2-wheeler segments, while the Compression ignition 10 engine has dominated the light commercial vehicle and heavy-duty vehicle segments. However, conventional Diesel and Gasoline engines are known for their high emissions, prompting researchers to explore alternative, environmentally friendly fuels. In light of stringent emission norms and rising fuel costs, gaseous fuels such as natural gas, propane, hydrogen, and their blends have emerged as 15 cleaner burning fuels compared to liquid fuels like diesel. Consequently, attention has been directed towards developing engines that can burn these fuels while delivering the power and performance that engine operators have come to expect from diesel engines. 20 [0003] Hydrogen, a carbon-neutral fuel, produces only water when consumed in an internal combustion engine. It is widely regarded as the cleanest fuel known to humanity, with superior combustion and emissions characteristics compared to other competing fuels. Additionally, its high octane value allows for high compression ratios, resulting in greater thermal efficiency. Hydrogen can be 25 derived from a range of domestic resources, including natural gas, nuclear power, biomass, and renewable power such as solar and wind. Developing a dedicated hydrogen internal combustion engine requires significant effort and development 3 time, as advanced technologies must be implemented in comparison to a diesel engine.

[0004] Presently, the focus of research has been directed towards development of a CNG Injection engine compliant to Euro-5 IV norms and development strategy for HCNG operation. Representative publications relating to such research include Kavathekar, K., Rairikar, S., and Thipse, S., "Development of a CNG Injection Engine Compliant to Euro-IV Norms and Development Strategy for HCNG Operation, SAE Paper 2007-26-029, (2007). 10

[0005] Conventional system is related to the use of Hydrogen (H2) and Compressed Natural Gas (CNG) blend (HCNG) fuel. This fuel is stored at a high pressure of 200 Bar, which requires various pressure reduction systems and a complicated fuel injection system in the engine. The blending of H2 and CNG at such a high pressure 15 is a critical process that requires specialized equipment and expertise. The conventional system is based on lean burn technology, which is a method of combustion that uses a lean fuel-air mixture to reduce emissions and improve fuel efficiency. However, this system has certain limitations and drawbacks, such as the need for expensive equipment and the difficulty of maintaining the proper fuel-air 20 ratio.

[0006] It is desired to address the above-mentioned disadvantages or other short comings or at least provide a useful alternative. 25 OBJECT OF THE INVENTION

[0007] The principal object of the embodiments herein is to provide a H2-PNG based spark ignition engine for power generation application. 30 [0008] Another object of the embodiments herein is to seamlessly blend H2 with PNG directly at the genset site, even at low pressure, for use in the proposed H2- PNG genset. This eliminates the need to compress natural gas to 200 bar (as 4 required for automobile applications with CNG), thereby conserving the energy typically required for gas compression.

[0009] Another object of the embodiments herein is to provide the H2-PNG based engine designed for genset applica 5 tion, capable of operating on a blend ratio of H2 as 18% in Natural Gas, without necessitating any manual intervention.

[0010] Another object of the embodiments herein is to enhance the H2-PNG engine by equipping it with NCD (NOx Control Diagnostic). This diagnostic system 10 utilizes two lambda sensors, positioned before and after the catalytic converter, to monitor the sensor output. By analyzing the data obtained from these sensors, the engine control unit (ECU) can accurately detect any malfunctioning catalytic converter, which plays a crucial role in controlling NOx emissions. 15 [0011] Another object of the embodiments herein is to generate an audio-visual alarm that can be easily recognized by the operator during a fault condition. This serves to alert the operator about the fault condition, and subsequently, the engine will be automatically shut down to prevent the release of high emission exhaust into the environment. 20 SUMMARY OF THE INVENTION

[0012] In one aspect the object is satisfied by providing a H2-PNG based spark ignition engine including a hydrogen gas cylinder, a H2-PNG blender, a gas-train 25 assembly connected to the H2-PNG blender, an electronic fuel control valve, a gasair mixer, an Engine Control Unit (ECU), a spark plug and an ignition coil connected to the ECU. The hydrogen gas cylinder supplies hydrogen gas. The H2- PNG blender is connected to the hydrogen gas cylinder and a PNG supply. The H2- PNG blender receives the hydrogen gas from the H2-PNG blender and PNG from 30 the PNG supply, and blends the hydrogen gas with the PNG to form a H2-PNG fuel. The gas-train assembly is connected to the H2-PNG blender The gas-train assembly receives the H2-PNG fuel from the H2-PNG blender. The electronic fuel 5 control valve is connected to the gas-train assembly. The electronic fuel control valve controls a flow of the H2-PNG fuel to maintain an air-fuel ratio. The gas-air mixer is connected to the electronic fuel control valve and an air filter. The gas-air mixer receives air from the air filter and the flow of the H2-PNG fuel, and mixes the H2-PNG fuel with the air to form a gas-5 air fuel mixture. The ECU is connected to an ECU-controlled electronic throttle body (also referred as a governor) to maintain a fixed speed of an internal combustion engine required to generate an electrical output using the gas-air fuel mixture. Further ECU triggers ignition system to generate a spark required for combustion at the internal combustion 10 engine based on the electrical output.

[0013] In an embodiment, the H2-PNG based spark ignition engine includes a crankshaft, a flywheel connected to the crankshaft, and a crank sensor located on the flywheel for detecting a speed signal of the flywheel and a crankshaft position 15 required for detection of a Top dead center (TDC) location of a piston. The ECU receives the speed signal and the crankshaft position from the crank sensor, and operate the ECU-controlled governor based on the speed signal of the flywheel and the crankshaft position to generate the electrical output for controlling the H2-PNG based spark ignition engine. 20

[0014] In an embodiment, the H2-PNG based spark ignition engine includes an oil pressure temperature sensor to measure an oil temperature at the internal combustion engine, a coolant temperature sensor to measure a coolant temperature, and an oil pressure to measure an oil pressure of the internal combustion engine. 25 The ECU detects any malfunction in the internal combustion engine based on the speed signal, the oil temperature, the coolant temperature, and the oil pressure.

[0015] In an embodiment, the H2-PNG based spark ignition engine includes an exhaust manifold for collecting exhaust gases, and pre-catalytic lambda sensor 30 located in the exhaust manifold for measuring oxygen percentage in the exhaust gases and based on the oxygen percentage, an air-fuel ratio is calculated in the ECU. The ECU receives a signal from the pre-catalytic lambda sensor and activates the 6 electronic fuel control valve for regulating the flow of the H2-PNG fuel to the gasair mixer.

[0016] In an embodiment, the ECU is configured to receive a pre-catalytic lambda sensor signal and a post-catalytic lambda sensor signal. 5 The pre-catalytic lambda sensor signal indicates a presence of oxygen present in exhaust gas before passing through a catalytic converter. The post-catalytic lambda sensor signal indicates a presence of the oxygen present in the exhaust gas after passing through the catalytic converter. Further, the ECU is configured to detect a faulty condition associated 10 with the catalytic converter based on the pre-catalytic lambda sensor signal and the post-catalytic lambda sensor signal. The catalytic converter controls emission of the exhaust gas from the internal combustion engine. Furthermore, the ECU is configured to generate an alarm when the faulty condition associated with a catalytic converter is detected, and automatically shut down the internal combustion 15 engine to prevent emissions of the exhaust gas into environment from the internal combustion engine.

[0017] In an embodiment, the gas-train assembly receives the H2-PNG fuel from the H2-PNG blender at a supply pressure of 0.5 Bar for power generation 20 application.

[0018] In an embodiment, the gas-train assembly receives the H2-PNG fuel from the H2-PNG blender with a supply pressure at 200 Bar for automobile application. 25 [0019] In an embodiment, the air-fuel ratio is automatically adjusted to comprise 18% of the hydrogen gas in the natural gas without any manual intervention.

[0020] In an embodiment, the gas-air mixer is configured to maintain a pressure of the H2-PNG fuel and air mixture at a level that is close to atmospheric pressure in 30 the range of 1 to 5 mbar gauge pressure during mixing to form the homogeneous gas-air fuel mixture. 7

[0021] In an embodiment, the gas-train assembly includes a gas filter (17) to removes impurities or contaminants from the H2-PNG fuel, and a solenoid valve (18) connected to the gas filter (17). The solenoid valve (18) controls the flow of the H2-PNG fuel to the engine. Further, the gas-train assembly includes a pressure regulator, connected to the solenoid 5 valve (18), to prevent over-pressurization of the H2-PNG fuel and a zero pressure regulator connected to the pressure regulator. The zero pressure regulator maintain a H2-PNG pressure output close to the atmospheric pressure in the range of 1 to 5 mbar gauge pressure required for H2- PNG mixing with air in air-fuel mixer. 10

[0022] In another aspect the object is satisfied by providing a hydrogen-piped natural gas (H2-PNG) genset. The H2-PNG genset includes a H2-PNG based spark ignition engine, an AC alternator, a radiator. a fan assembly, a PNG supply, a canopy, a catalytic converter, an exhaust silencer, lambda sensors, an electrical 15 control panel, and controller with a display.

[0023] The H2-PNG based spark ignition engine is provided for injecting a mixture of hydrogen and natural gas into an internal combustion engine. The AC alternator is coupled to the H2-PNG based spark ignition engine. The AC alternator generates 20 an electrical power output required for various applications.

[0024] The radiator and the fan assembly is provided for cooling of an engine coolant circulated by coolant pump to the H2-PNG based spark ignition engine. The coolant absorbs heat from the H2-PNG based spark ignition engine and is cooled 25 by the radiator and the fan assembly before being recirculated. The PNG supply given through a gas-train assembly of the H2-PNG based spark ignition engine. The PNG supply is mounted on a base frame of the H2-PNG genset.

[0025] The canopy is provided for controlling noise emitted from the H2-PNG 30 based spark ignition engine. The canopy encloses the H2-PNG based spark ignition engine and reduces a noise level generated by the engine. 8

[0026] The catalytic converter is mounted on a top of the H2-PNG genset. The catalytic converter controls emission of exhaust gas from the internal combustion engine. The exhaust silencer is connected to the catalytic converter and is mounted on top of the H2-PNG genset. The exhaust silencer further reduces the noise level generated b 5 y the H2-PNG based spark ignition engine.

[0027] The post-catalytic lambda sensor is mounted on a pipe between the catalytic converter and the exhaust silencer. The post-catalytic lambda sensor measures oxygen content of the exhaust gas and provides feedback to an ECU of the H2-PNG 10 based spark ignition engine for generating alarm when the faulty condition associated with a catalytic converter is detected. The electrical control panel is provided for controlling an electrical power output of the H2-PNG genset. Further, the controller is provided for reading current parameters of the H2-PNG based spark ignition engine and the H2-PNG genset. The controller starts and stops the H2-PNG 15 based spark ignition engine and generates a spark required for combustion at the internal combustion engine based on the mixture of hydrogen and natural gas from the H2-PNG based spark ignition engine.

[0028] In an embodiment, the H2-PNG genset includes a battery provided for 20 engine cranking purpose during starting of the H2-PNG based spark ignition engine, and a charging alternator fitted on the H2-PNG based spark ignition engine for charging the battery during operation of the H2-PNG genset. The controller is configured to regulate the output of the alternator based on a state of charge of the battery. 25

[0029] These and other aspects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating preferred embodiments and numerous 30 specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments 9 herein without departing from the scope thereof, and the embodiments herein include all such modifications. BRIEF DESCRIPTION OF DRAWING(S) 5

[0030] The proposed control device is illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding part in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which: 10 [0031] FIG. 1 illustrates a block diagram of a H2-PNG based spark ignition engine, according to embodiment as disclosed herein;

[0032] FIG. 2 illustrates air flow and H2-PNG fuel flow directions, according to embodiment as disclosed herein;

[0033] FIG. 3 illustrates a throttle Body (governor) and a fuel control valve 15 assembly, according to embodiment as disclosed herein;

[0034] FIG. 4 illustrates a gas-train assembly, according to embodiment as disclosed herein;

[0035] FIG. 5 illustrates an ignition coil and an ECU, according to embodiment as disclosed herein; and 20 [0036] FIGS. 6a-6e illustrates an a H2-PNG genset, according to embodiment as disclosed herein.

[0037] Further, those of ordinary skill in the art will appreciate that elements in the drawing are illustrated for simplicity and may not have been necessarily drawn to 25 scale. For example, the dimension of some of the elements in the drawing may be exaggerated relative to other elements to help to improve the understanding of aspects of the invention. Furthermore, the one or more elements may have been represented in the drawing by conventional symbols, and the drawings may show only those specific details that are pertinent to the understanding the embodiments 30 of the invention so as not to obscure the drawing with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein. 10 DETAILED DESCRIPTION OF THE INVENTION

[0038] The implementations herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting implementations that are illustrated in the accompanying 5 drawings and detailed in the following description. It should be understood, however, that the following descriptions, while indicating preferred implementations and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the implementations herein 10 without departing from the spirit thereof, and the implementations herein include all such modifications. The examples used herein are intended merely to facilitate an understanding of ways in which the implementations herein can be practiced and to further enable those skilled in the art to practice the implementations herein. Accordingly, the examples should not be construed as limiting the scope of the 15 implementations herein.

[0039] Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the implementations herein. Also, the various implementations described herein are not necessarily mutually exclusive, 20 as some implementations can be combined with one or more other implementations to form new implementations.

[0040] Referring now to the drawings, and more particularly to FIGS. 1 through 6, where similar reference characters denote corresponding features consistently 25 throughout the figures, there are shown preferred implementations. Further, for the sake of simplicity, and without limitation, the same numbers are used throughout the drawings to reference like features and components. The implementations herein will be better understood from the following description with reference to the drawings. 30

[0041] FIG. 1 illustrates a block diagram of a H2-PNG based spark ignition engine (1), according to embodiment as disclosed herein. The H2-PNG based spark 11 ignition engine (1) includes a hydrogen gas cylinder (2), a H2-PNG blender (3), a gas-train assembly (5) connected to the H2-PNG blender (3), an electronic fuel control valve (6), a gas-air mixer (7), an Engine Control Unit (ECU) (9) and a spark plug (14) and an ignition coil (15) connected to the ECU (9). 5

[0042] The hydrogen gas cylinder (2) supplies hydrogen gas. The proposed invention provide the hydrogen gas cylinder (2) that is specifically designed for use with a spark ignition engine (1) that runs on a blend of hydrogen and natural gas (H2-PNG). It is typically made of steel or aluminum and is pressurized to keep the 10 hydrogen gas in a liquid or gaseous state. It may also have safety features such as pressure relief valves that allows the hydrogen gas to be released when needed. The hydrogen gas cylinder (2) is an essential component of the H2-PNG engine, providing a reliable and efficient source of hydrogen gas for combustion. 15 [0043] The H2-PNG blender (3) is connected to the hydrogen gas cylinder (2) and a PNG supply (4). The H2-PNG blender (3) receives the hydrogen gas from the H2- PNG blender (3) and PNG from the PNG supply (4), and blends the hydrogen gas with the PNG to form a H2-PNG fuel. 20 [0044] The H2-PNG blender (3) is a device that is used to mix hydrogen gas with the PNG. The PNG supply (4) is the source of natural gas that is used in households and industries. The PNG is a type of natural gas that is transported through a pipeline system to various locations for use as a fuel source. The PNG is a cleanerburning fuel alternative to gasoline or diesel and is used as a fuel for spark ignition 25 engines, which are commonly found in cars, trucks, and other vehicles.

[0045] When used as a fuel for spark ignition engines, the PNG is typically compressed and stored in high-pressure tanks before being injected into the engine's combustion chamber. The use of the PNG as a fuel source for spark ignition engines 30 has several benefits, including lower emissions and reduced fuel costs compared to traditional gasoline or diesel fuels. Additionally, the PNG is a domestically produced fuel source, which can help reduce dependence on foreign oil imports. 12 Overall, the use of the PNG for the spark ignition engines is a promising alternative fuel option that can help reduce greenhouse gas emissions and improve energy security.

[0046] The H2-PNG blender (3) is connected 5 to both the hydrogen gas cylinder (2) and the PNG supply (4). The hydrogen gas is received from the hydrogen gas cylinder (2), while the PNG is received from the PNG supply (4). The H2-PNG blender (3) then mixes the two gases to create the H2-PNG fuel. This process helps to increase the energy efficiency of the natural gas by blending it with hydrogen 10 gas, which is a clean and renewable energy source.

[0047] The gas-train assembly (5) is connected to the H2-PNG blender (3). The gas-train assembly (5) receives the H2-PNG fuel from the H2-PNG blender (3). The gas-train assembly (5) typically includes a series of components that work together 15 to ensure that the fuel is delivered safely and efficiently to the intended destination. The details of the gas-train assembly (5) are explained in conjunction with the FIG. 4. In an embodiment, the gas-train assembly (5) receives the H2-PNG fuel from the H2-PNG blender (3) at a supply pressure of 0.5 Bar for power generation application. In an embodiment, the gas-train assembly (5) receives the H2-PNG fuel 20 from the H2-PNG blender (3) with a supply pressure at 200 Bar for automobile application.

[0048] The electronic fuel control valve (6) is connected to the gas-train assembly (5). The electronic fuel control valve (6) controls a flow of the H2-PNG fuel to 25 maintain an air-fuel ratio. The electronic fuel control valve (6) opens and closes to allow fuel to flow through the gas-train assembly. The electronic fuel control valve (6) is connected to the gas-train assembly, which is responsible for delivering fuel to the combustion chamber. By controlling the flow of fuel, the electronic fuel control valve (6) ensures that the air-fuel ratio remains within the desired range, 30 which is critical for efficient combustion and reduced emissions. 13

[0049] In an embodiment, the air-fuel ratio is automatically adjusted to comprise 18% of the hydrogen gas in the natural gas without any manual intervention. The purpose of automatically adjusting the air-fuel ratio to include 18% of hydrogen gas in natural gas is to improve the efficiency or performance of the engine. The airfuel ratio refers to the ratio of air to 5 fuel in the combustion process of the internal combustion engine (11). The air-fuel ratio is usually expressed in terms of the mass of air to the mass of fuel, and it is essential to maintain the correct balance between the two for optimal engine performance. The ideal air-fuel ratio depends on the type of fuel used and the engine design and can vary from engine to engine. 10

[0050] Maintaining the correct air-fuel ratio is crucial for several reasons, including reducing emissions, improving fuel efficiency, and preventing engine damage. If the ratio is too lean, meaning that there is too much air and not enough fuel, the engine may run hot and suffer from detonation or pre-ignition, which can cause 15 damage to the pistons and valves. On the other hand, if the ratio is too rich, meaning that there is too much fuel and not enough air, the engine may produce excessive emissions, waste fuel, and have reduced power and efficiency. Therefore, it is essential to monitor and adjust the air-fuel ratio to ensure optimal engine performance and longevity. 20

[0051] Further, the electronic fuel control valve (6) is typically controlled by the ECU (9). In an embodiment, the H2-PNG based spark ignition engine (1) includes an exhaust manifold for collecting exhaust gases, and pre-catalytic lambda sensor (24) located in the exhaust manifold for measuring oxygen percentage in the 25 exhaust gases and based on the oxygen percentage, an air-fuel ratio is calculated in the ECU. The ECU (9) receives signal from the pre-catalytic lambda sensor (24) and activates the electronic fuel control valve (6) for regulating the flow of the H2- PNG fuel to the gas-air mixer (7). The gas-air mixer is responsible for blending the fuel and air together before it is delivered to the engine for combustion. The use of 30 pre-catalytic lambda sensor (24) and the post-catalytic lambda sensor (26) allows real-time adjustments to the fuel flow to maintain optimal combustion conditions, even in changing operating conditions. 14

[0052] The Lambda sensors (24, 26), also known as oxygen sensors, are electronic devices that are used to measure the amount of oxygen in an exhaust system. They are typically located in the exhaust pipe and are responsible for monitoring the airto-fuel ratio of the engine. This information 5 is then sent to the ECU, which uses it to adjust the fuel injection system and maintain optimal engine performance.

[0053] The gas-air mixer (7) is connected to the electronic fuel control valve (6) and an air filter (8). The gas-air mixer (7) receives air from the air filter (8) and the 10 flow of the H2-PNG fuel, and mixes the H2-PNG fuel with the air to form a gas-air fuel mixture. The electronic fuel control valve (6) regulates the flow of H2-PNG fuel to the mixer, while the air filter (8) ensures that the air entering the mixer is free of contaminants that could damage the engine. The gas-air mixer (7) receives the air from the air filter (8) and the flow of the H2-PNG fuel from the electronic 15 fuel control valve (6). The gas-air mixer (7) then blends the two components together to create a gas-air fuel mixture. The ratio of H2-PNG fuel to air is critical to the performance of the engine, and the gas-air mixer (7) is designed to ensure that the mixture is consistent and properly balanced. Once the gas-air mixture (7) is created, it is delivered to the engine where it is ignited to produce power. 20

[0054] In an embodiment, the gas-air mixer (7) is configured to maintain a pressure of the H2-PNG fuel and air mixture at a level that is close to atmospheric pressure during mixing to form the gas-air fuel mixture. This means that the pressure of the mixture is not significantly higher or lower than the pressure of the surrounding 25 environment. By maintaining the pressure of the H2-PNG fuel and air mixture close to atmospheric pressure, the gas-air mixer ensures that the gas-air fuel mixture is safe and stable for use in the genset or automobile applications. This can help to prevent issues such as explosions or other safety hazards that can occur when the pressure of the fuel mixture is too high or too low. Additionally, by keeping the 30 pressure close to atmospheric pressure, the gas-air mixer (7) can help to improve the efficiency and effectiveness of the fuel mixture, as it allows for more precise control over the mixing process. 15

[0055] The ECU (9) is a central component that manages various aspects of an internal combustion engine (11), including fuel injection, ignition timing, and other engine parameters. The ECU (9) is connected to the ECU-controlled governor (10), which is responsible for maintaining a fixed 5 speed of the engine. This is necessary to generate an electrical output using the gas-air fuel mixture.

[0056] In embodiment, the ECU-controlled electronic throttle body (10) also referred as a governor (10). An electronic throttle body (governor) (10) is a 10 component of a modern engine management system that controls the flow of air into the engine. It is a device that regulates the amount of air that enters the engine by opening or closing the electronic fuel control valve (6), which is controlled by an electronic signal from the ECU (9). The electronic throttle body replaces the traditional mechanical throttle body that was operated by a cable and a linkage 15 system. The electronic throttle body is more precise and responsive than the mechanical system, as it can adjust the throttle opening to match the engine's needs in real-time.

[0057] In an embodiment, the ECU (9) is connected to an ECU-controller governor 20 (10) to maintain a fixed speed of an internal combustion engine (11) required to generate an electrical output using the gas-air fuel mixture. Further, the ECU (9) generates a spark required for combustion at the internal combustion engine (11) based on the electrical output using the spark plug (14) and the ignition coil (15). 25 [0058] The ECU (9) generates the spark required for combustion at the internal combustion engine (11). This is achieved using the spark plug (14) and the ignition coil (15). The ECU (9) receives the electrical output of approximately 50Hz generated by the engine and uses it to trigger the ignition coil (15) to produce a high voltage spark at the spark plug (14). This spark ignites the fuel-air mixture in the 30 engine cylinder, resulting in combustion and the generation of power. 16

[0059] Overall, the system described in the text passage is designed to ensure that the internal combustion engine (11) operates at a fixed speed, which is necessary to maintain the electrical output required for various applications. The ECU (9) and the ECU-controller governor (10) work together to regulate the engine speed, while the E 5 CU (9) also controls the ignition process to ensure efficient combustion.

[0060] In an embodiment, the H2-PNG based spark ignition engine (1) includes a crankshaft, a flywheel connected to the crankshaft, and a crank sensor located on the flywheel. The crank sensor detects a speed signal of the flywheel and a 10 crankshaft position required for detection of a Top dead center (TDC) location of a piston. The crankshaft is a mechanical component that converts the linear motion of the pistons into rotational motion, which is then used to power the vehicle. The flywheel is connected to the crankshaft and helps to smooth out any fluctuations in the engine's rotational speed. Further, the crank sensor is located on the flywheel 15 and is used to monitor the engine's rotational speed and position. The purpose of the crank sensor is to detect the speed signal of the flywheel and the crankshaft position, which is necessary for identifying the TDC location of a piston.

[0061] By detecting the position of the crankshaft, the sensor can determine when 20 the engine is at the TDC, which is the point at which the piston is at its highest point in the cylinder. The detection of the TDC location of a piston is critical for the proper functioning of an internal combustion engine. This information is used to ensure that the engine's ignition and fuel injection systems are timed correctly, which can improve the engine's performance and fuel efficiency. The ECU (9) 25 receives the speed signal and the crankshaft position from the crank sensor, and operate the ECU-controlled governor (10) based on the speed signal of the flywheel and the crankshaft position to generate the electrical output for controlling the H2- PNG based spark ignition engine (1). 30 [0062] In an embodiment, the H2-PNG based spark ignition engine (1) includes an oil pressure temperature sensor (27) to measure an oil temperature at the internal combustion engine (11), a coolant temperature sensor (28) to measure a coolant 17 temperature, and an oil pressure to measure an oil pressure of the internal combustion engine (11). The information about the oil temperature allows the engine to adjust its performance based on the temperature of the oil, which can affect the engine's efficiency and overall performance. The temperature of the engine's coolant is used for regulating the engine's 5 temperature and preventing overheating. The oil pressure information is sued for ensuring that there is enough oil circulating through the engine to lubricate its moving parts and prevent damage. Further, the ECU (9) generates spark required for combustion at the internal combustion engine (11) based on the speed signal, the electrical output, the oil 10 temperature, the coolant temperature, and the oil pressure.

[0063] In an embodiment, the ECU (9) is configured to receive a pre-catalytic lambda sensor signal and a post-catalytic lambda sensor signal from both the lambda sensors located before and after the catalytic converter (12). The pre15 catalytic lambda sensor signal indicates a presence of oxygen present in exhaust gas before passing through a catalytic converter (12). The post-catalytic lambda sensor signal indicates a presence of the oxygen present in the exhaust gas after passing through the catalytic converter (12). Further, the ECU (9) is configured to detect a faulty condition associated with the catalytic converter (12) based on the pre20 catalytic lambda sensor signal and the post-catalytic lambda sensor signal. The catalytic converter (12) controls emission of the exhaust gas from the internal combustion engine (11). Furthermore, the ECU (9) is configured to generate an alarm when the faulty condition associated with a catalytic converter (12) is detected, and automatically shut down the internal combustion engine (11) to 25 prevent emissions of the exhaust gas into environment from the internal combustion engine (11).

[0064] The ECU (9) receives input from two lambda sensors (24, 26), one located before the catalytic converter (12) and one located after. These sensors measure the 30 oxygen content of the exhaust gases before and after they pass through the catalytic converter. By comparing the readings from both sensors, the ECU (9) can determine if the catalytic converter (12) is functioning properly. If the readings indicate that 18 the converter is not effectively reducing emissions, the ECU (9) will trigger a fault code and alert the easy recognition to operator about fault condition through a warning light. This system helps ensure that vehicles meet emissions standards and can help prevent damage to the catalytic converter, which can be expensive to 5 replace.

[0065] FIG. 2 illustrates air flow and H2-PNG fuel flow directions, according to embodiment as disclosed herein. In FIG 2, the gas-air mixer (7) is linked to the air filter (8) and a PNG supply (4). The air is flowed to the gas-air mixer (7), while the 10 PNG is provided through the PNG fuel supply (4). The gas-air mixer (7) combines the air from the air filter (8) with the H2-PNG fuel flow from the electronic fuel control valve (6) to form a gas-air fuel mixture. In one embodiment, the gas-air mixer (7) is designed to maintain the pressure of the H2-PNG fuel and air mixture close to atmospheric pressure while blending to create the gas-air fuel mixture. By 15 maintaining the pressure of the fuel-air mixture at or near atmospheric pressure, the gas-air mixer is able to ensure that the mixture is stable and consistent, which is essential for efficient and effective operation of the system.

[0066] FIG. 3 illustrates the throttle Body (governor) (10) and the fuel control valve (6) connected to the inlet manifold (16), according to embodiment as disclosed 20 herein.

[0067] FIG. 4 illustrates a gas-train assembly (5), according to embodiment as disclosed herein. In an embodiment, the gas-train assembly (5) includes a gas filter (17), a solenoid valve (18), a pressure regulator (19), and a zero pressure regulator 25 (20). The gas filter (17) removes impurities and contaminants from the H2-PNG fuel, ensuring that it is clean and suitable for use in the engine. The solenoid valve (18), connected to the gas filter (17), controls the flow of fuel to the engine, allowing for precise regulation of the fuel flow rate. The pressure regulator (19) is connected to the solenoid valve (18) and prevents over-pressurization of the fuel. The zero 30 pressure regulator (20) is connected to the pressure regulator (19) and maintain a H2-PNG pressure output close to atmospheric pressure in the range of 1 to 5 mbar gauge pressure required for H2-PNG mixing with air in air-fuel mixer. These 19 components work together to ensure that the H2-PNG fuel system operates safely and efficiently, providing a reliable source of fuel for the engine.

[0068] FIG. 5 illustrates the ignition coil (15) and the ECU (9), according to embodiment as disclosed herein. The ECU (9) 5 is connected to the ignition coil (15), a high tension cable (21), wiring harness (22), and the crank sensor (23). The ignition coil (15) is responsible for converting the low voltage from the battery (34) into high voltage needed to ignite the spark plugs (14). The high tension cable connects the ignition coil (15) to the spark plugs (14) and helps to transfer the high 10 voltage. The wiring harness (22) is a bundle of wires that connects various electrical components of the engine, such as sensors and actuators. The crank sensor (23) measures the engine's rotational speed and position, which helps the ECU (9) to determine the correct timing for fuel injection and ignition. 15 [0069] FIGS. 6a-6e illustrates an a H2-PNG genset, according to embodiment as disclosed herein.

[0070] The H2-PNG genset includes a H2-PNG based spark ignition engine (1), an AC alternator (30), a radiator (32). a fan assembly (33), a PNG supply (4), a canopy, 20 a catalytic converter (12), an exhaust silencer (13), lambda sensors (24, 26), an electrical control panel (29), and controller with a display (35).

[0071] The H2-PNG based spark ignition engine (1) is provided for injecting a mixture of hydrogen and natural gas into an internal combustion engine (11). The 25 AC alternator (30) is coupled to the H2-PNG based spark ignition engine (1). The AC alternator (30) generates an electrical power output to power electrical loads of the H2-PNG based spark ignition engine (1).

[0072] The radiator (32) and the fan assembly (33) is provided for cooling of an 30 engine coolant circulated by coolant pump to the H2-PNG based spark ignition engine (1). The coolant absorbs heat from the H2-PNG based spark ignition engine (1) and is cooled by the radiator (32) and the fan assembly (33) before being 20 recirculated. The PNG supply (4) given through a gas-train assembly (5) of the H2- PNG based spark ignition engine (1). The PNG supply (4) is mounted on a base frame of the H2-PNG genset.

[0073] The canopy is provided for 5 controlling noise emitted from the H2-PNG based spark ignition engine (1). The canopy encloses the H2-PNG based spark ignition engine (1) and reduces a noise level generated by the engine.

[0074] The catalytic converter (12) is mounted on a top of the H2-PNG genset. The 10 catalytic converter (12) controls emission of exhaust gas from the internal combustion engine (11). The exhaust silencer (13) is connected to the catalytic converter (12) and is mounted on top of the H2-PNG genset. The exhaust silencer (13) further reduces the noise level generated by the H2-PNG based spark ignition engine (1); 15

[0075] The post-catalytic lambda sensor (26) is mounted on a pipe between the catalytic converter (12) and the exhaust silencer (13). The post-catalytic lambda sensor (26) measures oxygen content of the exhaust gas and provides feedback to an ECU (9)of the H2-PNG based spark ignition engine for generating alarm when 20 the faulty condition associated with a catalytic converter is detected.The electrical control panel (29) is provided for controlling an electrical power output of the H2- PNG genset. Further, the controller is provided for reading current parameters of the H2-PNG based spark ignition engine (1) and the H2-PNG genset. The controller starts and stops the H2-PNG based spark ignition engine (1) and generates a spark 25 required for combustion at the internal combustion engine (11) based on the mixture of hydrogen and natural gas from the H2-PNG based spark ignition engine (1).

[0076] In an embodiment, the H2-PNG genset includes a battery (34) provided for engine cranking purpose during starting of the H2-PNG based spark ignition engine 30 (1), and a charging alternator (31) fitted on the H2-PNG based spark ignition engine (1) for charging the battery (34) during operation of the H2-PNG genset. The 21 controller is configured to regulate the output of the alternator based on a state of charge of the battery (34).

[0077] Further, a Dynamometer (25) is connected to the H2-PNG based spark ignition engine (1) to measure the 5 power output of the engine (1). The H2-PNG engine performance and emission testing can be done using the Dynamometer (25).

[0078] The foregoing description of the specific implementations will so fully reveal the general nature of the implementations herein that others can, by applying 10 current knowledge, readily modify and/or adapt for various applications without departing from the generic concept, and, therefore, such modifications and adaptations should and are intended to be comprehended within the meaning and range of equivalents of the disclosed implementations. It is to be understood that the phraseology or terminology employed herein is for the purpose of description 15 and not of limitation. Therefore, while the implementations herein have been described in terms of preferred implementations, those skilled in the art will recognize that the implementations herein can be practiced with modification within the spirit and scope of the implementations as described herein. 20 [0079] List to reference numerals: Sr. No. Description 1 H2-PNG based spark ignition engine 2 hydrogen gas cylinder 3 H2-PNG blender 4 PNG supply 5 gas-train assembly 6 electronic fuel control valve 7 gas-air mixer 8 air filter 9 ECU 10 ECU-controller governor 22 11 Internal combustion engine 12 Catalytic converter 13 Exhaust silencer 14 Spark plug 15 Ignition coil 16 Inlet manifold 17 Gas filter 18 Solenoid valve 19 Pressure regulator 20 Zero pressure regulator 21 High tension cable 22 Wiring harness 23 Crank sensor 24 Pre-Catalytic Lambda sensor 25 Dynamometer 26 Post-Catalytic Lambda sensor 27 Oil pressure temperature sensor 28 Coolant temperature sensor 29 Battery 30 AC alternator 31 AC alternator 32 Radiator 33 Fan assembly 34 Battery 35 Display We Claim: 1. A hydrogen-piped natural gas (H2-PNG) based spark ignition engine (1) comprising: a hydrogen gas cylinder (2) to supply hydrogen gas; a H2-PNG blender (3) connected to the hydrogen gas cylinder (2) and a PNG supply (4), wherein the H2-PNG blender (3) receives the hydrogen gas from the H2-PNG blender (3) and PNG from the PNG supply (4), and blends the hydrogen gas with the PNG to form a H2-PNG fuel; a gas-train assembly (5) connected to the H2-PNG blender (3), wherein the gas-train assembly (5) receives the H2-PNG fuel from the H2-PNG blender (3); an electronic fuel control valve (6) connected to the gas-train assembly (5), wherein the electronic fuel control valve (6) controls a flow of the H2-PNG fuel to maintain an air-fuel ratio; a gas-air mixer (7) connected to the electronic fuel control valve (6) and an air filter (8), wherein the gas-air mixer (7) receives air from the air filter (8) and the flow of the H2-PNG fuel, and mixes the H2-PNG fuel with the air to form a gas-air fuel mixture; an Engine Control Unit (ECU) (9) connected to an ECU-controller governor (10) to maintain a fixed speed of an internal combustion engine (11) required to generate an electrical output using the gas-air fuel mixture; and a spark plug (14) and an ignition coil (15) connected to the ECU (9), wherein to generate a spark required for combustion at the internal combustion engine (11) using the spark plug (14) and the ignition coil (15) based on the electrical output. 2. The H2-PNG based spark ignition engine (1) as claimed in claim 1, comprising: a crankshaft; a flywheel connected to the crankshaft; and

a crank sensor (23) located on the flywheel for detecting a speed signal of the flywheel and a crankshaft position required for detection of a Top dead center (TDC) location of a piston, wherein the ECU (9) receives the speed signal and the crankshaft position from the crank sensor (23), and operate the ECU-controlled governor (10) based on the speed signal of the flywheel and the crankshaft position to generate the electrical output for controlling the H2-PNG based spark ignition engine (1). 3. The H2-PNG based spark ignition engine (1) as claimed in claim 2, comprising: an oil pressure temperature sensor (27) to measure an oil temperature at the internal combustion engine (11); a coolant temperature sensor (28) to measure a coolant temperature; and an oil pressure to measure an oil pressure of the internal combustion engine (11), wherein the ECU (9) generate spark required for combustion at the internal combustion engine (11) based on the speed signal, the electrical output, the oil temperature, the coolant temperature, and the oil pressure. 4. The H2-PNG based spark ignition engine (1) as claimed in claim 1, comprising: an exhaust manifold for collecting exhaust gases; and at pre-catalytic lambda sensor (24) located in the exhaust manifold for measuring oxygen percentage in exhaust gases and calculate in an air-fuel ratio based on oxygen percentage using the ECU wherein the ECU (9) activates the electronic fuel control valve (6) for regulating the flow of the H2-PNG fuel to the gas-air mixer (7). 5. The H2-PNG based spark ignition engine (1) as claimed in claim 4, wherein the ECU (9) is configured to: receive a pre-catalytic lambda sensor signal and a post-catalytic lambda sensor signal, wherein the pre-catalytic lambda sensor (24) signal indicates a presence of oxygen present in exhaust gas before passing through a catalytic

converter (12), and wherein a post-catalytic lambda sensor (26) signal indicates a presence of the oxygen present in the exhaust gas after passing through the catalytic converter (12); detect a faulty condition associated with the catalytic converter (12) based on the pre-catalytic lambda sensor signal and the post-catalytic lambda sensor signal, wherein the catalytic converter (12) controls emission of the exhaust gas from the internal combustion engine (11); generate an alarm when the faulty condition associated with a catalytic converter (12) is detected; and automatically shut down the internal combustion engine (11) to prevent emissions of the exhaust gas into environment from the internal combustion engine (11). 6. The H2-PNG based spark ignition engine (1) as claimed in claim 1, wherein the gas-train assembly (5) receives the H2-PNG fuel from the H2-PNG blender (3) at a supply pressure of 0.5 Bar for power generation application. 7. The H2-PNG based spark ignition engine (1) as claimed in claim 1, wherein the gas-train assembly (5) receives the H2-PNG fuel from the H2-PNG blender (3) with a supply pressure at 200 Bar for automobile application. 8. The H2-PNG based spark ignition engine (1) as claimed in claim 1, wherein the air-fuel ratio is automatically adjusted to comprise 18% of the hydrogen gas in the natural gas without any manual intervention. 9. The H2-PNG based spark ignition engine (1) as claimed in claim 1, wherein the gas-air mixer (7) is configured to maintain a pressure of the H2-PNG fuel and air mixture at a level that is close to an atmospheric pressure in a range of 1 to 5 mbar gauge pressure during mixing to form the gas-air fuel mixture. 10. The H2-PNG based spark ignition engine (1) as claimed in claim 1, wherein the gas-train assembly (5) comprises:

a gas filter (17) to removes impurities or contaminants from the H2-PNG fuel, a solenoid valve (18) connected to the gas filter (17), wherein the solenoid valve (18) controls the flow of the H2-PNG fuel to the engine; a pressure regulator, connected to the solenoid valve (18), to prevent over-pressurization of the H2-PNG fuel; and a zero pressure regulator connected to the pressure regulator to maintain a H2-PNG pressure close to atmospheric pressure required for H2-PNG mixing with air in an gas-air mixer (7). 11. A hydrogen-piped natural gas (H2-PNG) genset comprising: a H2-PNG based spark ignition engine (1) for injecting a mixture of hydrogen and natural gas into an internal combustion engine (11); an AC alternator (30) coupled to the H2-PNG based spark ignition engine (1), wherein the AC alternator (30) generates an electrical power output to power electrical loads of the H2-PNG based spark ignition engine (1); a radiator (32) and a fan assembly (33) for cooling of an engine coolant circulated by coolant pump to the H2-PNG based spark ignition engine (1), wherein the coolant absorbs heat from the H2-PNG based spark ignition engine (1) and is cooled by the radiator (32) and the fan assembly (33) before being recirculated; a PNG supply (4) given through a gas-train assembly (5) of the H2-PNG based spark ignition engine (1), wherein the PNG supply (4) is mounted on a base frame of the H2-PNG genset; a catalytic converter (12) mounted on a top of the H2-PNG genset, wherein the catalytic converter (12) controls emission of exhaust gas from the internal combustion engine (11); an exhaust silencer (13) connected to the catalytic converter (12) and is mounted on top of the H2-PNG genset, wherein the exhaust silencer (13) reduces a noise level generated by the H2-PNG based spark ignition engine (1); a pre-catalytic lambda sensor (2) mounted on an inlet manifold (16), wherein the pre-catalytic lambda sensor (24) measures oxygen content of the

exhaust gas and provides feedback to an ECU (9) of the H2-PNG based spark ignition engine (1) for adjusting an air-fuel ratio of the H2-PNG based spark ignition engine (1); an electrical control panel (29) for controlling an electrical power output of the H2-PNG genset; a controller with a display (35) for reading current parameters of the H2-PNG based spark ignition engine (1) and the H2-PNG genset, wherein the controller starts and stops the H2-PNG based spark ignition engine (1) and generates a spark required for combustion at the internal combustion engine (11) based on the mixture of hydrogen and natural gas from the H2-PNG based spark ignition engine (1). 12. The H2-PNG genset as claimed in claim 11, comprises: a battery (34) provided for engine cranking purpose during starting of the H2-PNG based spark ignition engine (1); and an charging alternator (31) fitted on the H2-PNG based spark ignition engine (1) for charging the battery (34) during operation of the H2-PNG genset, wherein the controller is configured to regulate the output of the alternator based on a state of charge of the battery (34). 13. The H2-PNG genset as claimed in claim 11, comprises a canopy for controlling noise emitted from the H2-PNG based spark ignition engine (1), wherein the canopy encloses the H2-PNG based spark ignition engine (1) and reduces the noise level generated by the H2-PNG based spark ignition engine (1).