FORM 2
THE PATENTS ACT, 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13]
TITLE: “A SYSTEM FOR REGULATING OPERATION OF A STATER MOTOR
AND A METHOD THEREOF”
Name and Address of the Applicant:
TATA MOTORS LIMITED of Bombay House, 24 Homi Mody Street, Hutatma Chowk,
Mumbai 400 001 Maharashtra, India.
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure, in general, relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to operation of a starter motor of an engine of a vehicle. Further, embodiments of the present disclosure relate to a system for regulating operation of a stater motor of an engine of a vehicle and a method thereof.
BACKGROUND OF THE DISCLOSURE
Internal combustion engines rely on inertia from each cycle to initiate next cycle during operation. For example, in a four-stroke engine (including intake, compression, combustion and exhaust strokes), the combustion stroke releases energy, whereby powering the exhaust stroke and also the intake and compression strokes of the next cycle. However, to begin engine operation, the first two strokes (i.e., intake stroke and compression stroke) of the engine must be powered by an external means, such as a starter motor. Thus, most vehicle engines are generally equipped with a starter motor (also referred to as ‘cranking motor’ or simply as ‘starter’) to provide initial rotation (crank) such that the engine begins to operate on its own power.
A cranking operation of an engine may be considered successful, only if the engine reaches a certain speed and begins to operate on its own power. Actuation from the starter motor is not required once the engine starts running and hence, may be disengaged from the engine soon after successful cranking of the engine. Starter motors employed in vehicles are usually electric starter motors, however, pneumatic, and hydraulic starter motors may also be employed. Further, the starter motor may be mounted on the engine’s gearbox housing and may be positioned such that a driving gear of the starter motor may be meshed/unmeshed with a ring gear or engine flywheel’s teeth based on requirement.
Further, a cranking operation of an engine may not be successful due to a variety of reasons such as, but not limited to, a dead battery, engine stalling/locking due to insufficient fuel supply, clogged fuel/air filter, mechanical failure, faulty alternator, failed starter motor (the starter motor being unable to engage with engine flywheel’s teeth), a faulty ignition switch, and sudden increase in engine load and the like. An unsuccessful cranking operation may be defined as such condition of the engine where the engine fails to reach a required speed (which may be measured in revolutions per minute (rpm)). During such unsuccessful cranking attempts, a general tendency among user’s trying to crank the engine is to perform repetitive

cranking of the engine. Due to such repetitive cranking of the engine by the starter motor, the starter motor will be energized for a prolonged period of time, resulting in buildup of heat in the starter motor windings. Such heat buildup in the starter motor windings will be at a rapid rate and may cause damage to the windings. Furthermore, due to prolonged energization of the starter motor, a battery energizing the starter motor may be entirely discharged, resulting in dead battery. In addition, due to excessive flow of current towards the starter motor from the battery, wiring harness and fuse connecting the starter motor and the battery may be damaged. In rare cases, excessive flow of current towards the starter motor from the battery may also result in open sparks/fire, which is detrimental to the safety of the user and the vehicle.
The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional configuration of starter motor cranking systems of the engine.
SUMMARY OF THE DISCLOSURE
One or more shortcomings of the conventional assemblies are overcome by a system for regulating operation of a stater motor of an engine of a vehicle and a method thereof as claimed and additional advantages are provided through the system and the method as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure, a method for regulating operation of a starter motor of an engine of a vehicle is disclosed. The method includes determining, by an electronic control unit (ECU) which is associated with a starter motor, an increase in engine speed within a defined time window during a cranking operation of an engine. The increase in engine speed is determined based on signals received from a speed detection module. The method further includes comparing, by the ECU, the increase in engine speed within the defined time window with a predefined value corresponding to the defined time window. The method further includes regulating, by the ECU, operation of the starter motor in a next cranking operation of the engine based on the comparison. Regulating the operation includes the ECU disengaging the starter motor from the engine for a preset time period, when the increase in engine speed within the defined time window is determined to be less than the predefined value.

In an embodiment of the present disclosure, the next cranking operation of the engine corresponds to subsequent cranking operation after a first cranking operation within same OFF-ON cycle of the engine. The next cranking operation of the engine is performed subsequent to failure of the first cranking operation of the engine.
In an embodiment of the present disclosure, the predefined value is a minimum engine speed to be achieved within the defined time window during the cranking operation of the engine.
In an embodiment of the present disclosure, the preset time period ranges from 10 seconds to 10 minutes.
In an embodiment of the present disclosure, the preset time period ranges from 10 seconds to 20 seconds for a predefined number of consecutive cranking operations of the engine after the first cranking operation within same OFF-ON cycle of the engine.
In an embodiment of the present disclosure, the preset time period ranges from 2 minutes to 10 minutes for a subsequent cranking operation of the engine following the predefined number of consecutive cranking operations of the engine after the first cranking operation within same OFF-ON cycle of the engine.
In an embodiment of the present disclosure, the ECU disengages the starter motor from the engine upon completion of the predefined number of consecutive cranking operations of the engine.
In another non-limiting embodiment of the present disclosure, a system for regulating operation of a stater motor of an engine of a vehicle is disclosed. The system includes an electronic control unit (ECU) associated with a starter motor. The ECU is configured to determine an increase in engine speed within a defined time window during a cranking operation of an engine based on signals received from a speed detection module. The ECU is further configured to compare the increase in engine speed within the defined time window with a predefined value corresponding to the defined time window. The ECU is also configured to regulate operation of the starter motor in a next cranking operation of the engine based on the comparison. Regulating operation of the stater motor includes the ECU disengaging the starter motor from the engine for a preset time period, when the increase in engine speed within the defined time window is determined to be less than the predefined value.

In an embodiment of the present disclosure, the speed detection module is at least one of an engine management system of the engine and a sensor interfaced with the engine.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristics of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Figure 1 illustrates schematic block diagram of a system for regulating operation of a stater motor of an engine of a vehicle, in accordance with an embodiment of the present disclosure.
Figure 2 is a flow chart of a method for regulating operation of the starter motor of the engine of the vehicle.
Figure 3 is another flow chart depicting an operational method of the system of Figure 1, for regulating operation of the starter motor of the engine of the vehicle.
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and the method illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiments thereof have been shown by the way of example in the figures and will be described below. It should be understood, however that it is not intended to limit

the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover non-exclusive inclusions, such that a device, assembly, mechanism, system, method that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, or assembly, or device. In other words, one or more elements in a system proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or method.
Embodiments of the present disclosure discloses a system for regulating operation of a stater motor of an engine of a vehicle is disclosed. The system of the present disclosure is configured such that the starter motor will be disengaged from a ring gear after a predetermined number of unsuccessful cranking events or attempts in the same OFF-ON cycle of the engine. This will prevent overheating of the starter motor and also prevent draining of battery in the conditions including but not limiting to engine stalling/locking due to insufficient fuel supply, clogged fuel/air filter, mechanical failure, faulty alternator. The system according to various embodiments of the disclosure includes an electronic control unit (ECU) associated with a starter motor. The ECU is configured to determine an increase in engine speed within a defined time window during a cranking operation of an engine based on signals received from a speed detection module. The ECU is further configured to compare the increase in engine speed within the defined time window with a predefined value corresponding to the defined time window. The ECU is also configured to regulate operation of the starter motor in a next cranking operation of the engine based on the comparison. Regulating operation of the stater motor includes the ECU disengaging the starter motor from the engine for a preset time period, when the increase in engine speed within the defined time window is determined to be less than the predefined value. Further, a method for regulating operation of the stater motor of the engine of the vehicle is also disclosed
In an embodiment, the term ‘engine’ as used herein refers to at least one of an internal combustion engine. The term ‘starter motor’ (also referred to as ‘cranking motor’ or simply as ‘starter’ hereinafter) as used herein refers to a device used to rotate (crank) the engine so as to initiate the engine's operation under its own power. The starter motor employed in the vehicle may be an electric starter motor. However, the starter motor may also be at least one of a

pneumatic starter motor and a hydraulic starter motor. The present disclosure is described by considering the starter motor employed in the vehicle is an electric starter motor and such description shall not be viewed as a limitation of the present disclosure.
The disclosure is described in the following paragraphs with reference to Figures 1 and 2. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle including the engine and the starter motor is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the system and the method as disclosed in the present disclosure may be used in any vehicles that employs/includes at least one starter motor associated with the engine of the vehicle, where such vehicle may include, but not be limited to, light duty vehicles, passenger vehicles, commercial vehicles, and the like.
Figure 1 is an exemplary embodiment of the present disclosure which illustrates a system (100) for regulating operation of a stater motor (2) (also simply referred to as ‘starter’ hereinafter) of an engine (3) of a vehicle. The system includes an electronic control unit (ECU) (1) associated with the starter motor (2). In an embodiment, the starter motor (2) may be a three terminal starter motor. However, a four terminal starter motor may also be employed based on requirement. The present disclosure is described by considering the starter motor (2) as a three terminal starter motor and such description shall not be viewed as a limitation of the present disclosure. The system (100) further includes a battery (6) configured to provide power supply to the starter motor (2). A positive terminal of the battery (2) may be connected to a first terminal of the starter motor (2). Further, the positive terminal of the battery (2) may also be connected to an ignition (5) switch or ignition button (simply referred to as ‘ignition’ hereinafter) associated with the starter motor (2).
The ignition (5) may be further connected to a starter lockout relay (7), which is further connected to a starter crank terminal supply (8). The starter crank terminal supply (8) is further connected to a second terminal of the starter motor (2). Supply to the second terminal of the starter motor (2) from the ignition (5) via the starter lockout relay (7) and the starter crank terminal supply (8), may be configured to regulate (i.e., start and stop) operation of the starter motor (2). The ignition (5) along with the starter lockout relay (7) and the starter crank terminal supply (8) may be collectively referred to as a starter control circuit (9). The starter lockout relay (7) may also be connected to the (ECU) (1) to receive control signals for regulating operation of the starter motor (2). Further, a third terminal of the starter motor (2) may be

configured to power windings of the starter motor (2) to drive the starter motor (2). A negative terminal of the battery (6) may be connected to a ground/earthing point such as, but not limited to, engine cylinder block, transmission, which may be positioned close to the starter motor (2). Furthermore, working and operational control of the starter motor (2) is well known in the art and is not described in detail in the present disclosure for simplicity.
The starter motor (2) may be selectively coupled to the engine (3), to provide rotational energy during cranking operation of the engine (3). The engine (3) may be further connected the ECU (1) and a speed detection module (4). The speed detection module (4) may also be connected to the ECU (1). The speed detection module (4) may be at least one of an engine management system of the engine (3) and a sensor interfaced with the engine (3). The speed detection module (4) may be configured to transmit signals corresponding to speed of the engine (3) to the ECU (1).
In an embodiment, the starter motor (2) may be coupled to a ring gear (also known as ‘starter ring gear’, not shown in figures) associated with the engine (3). The ring gear may be configured to transfer rotational energy (torque) from the starter motor (2) to the engine's crankshaft, in order to crank the engine (3).
The ECU (1) may be configured to determine an increase in engine speed within a defined time window during a cranking operation of the engine (3). The ECU (1) determines increase in engine speed based on signals received from the speed detection module (4). In an embodiment, the predefined time window is a cumulative timespan measured from commencement of the cranking operation of the engine (3). For instance, in the embodiment, the predefined time window may be 0.5 second (s), 1 s, 2 s, 5 s, 10 s and the like, in which the predefined time window is measured cumulatively from the commencement of the cranking operation of the engine (3). However, the predefined time window may also be a discrete timespan measured from commencement of the cranking operation of the engine (3). In such embodiment, the predefined time window may be defined as 0.5 s or 1 s or 2 s and the like, in which the predefined time window may be measured at any point of time from the commencement of the cranking operation of the engine (3).
The ECU (1) may be further configured to compare the increase in engine speed within the defined time window with a predefined value corresponding to the defined time window. In an embodiment, the predefined value is a minimum engine speed that needs to be achieved within

the defined time window during the cranking operation of the engine (3). Such predefined values may be stored in a memory module associated with the ECU (1). The minimum engine speed may be defined in terms of revolutions per minute (rpm). However, the minimum engine speed may also be defined in terms of at least one of velocity and acceleration, that may be derivable from the speed of the engine (3). In an embodiment, numerical values of the defined time window (when measured cumulatively from the commencement of the cranking operation of the engine (3), in terms of seconds) along with the predefined value (when defined in terms of rpm of the engine (3)) corresponding to the defined time window is illustrated in the table below.

Defined time window (in seconds) Predefined value (in rpm)
0.5 100
Table 1: Exemplary predefined values corresponding to the defined time window
The predefined value in the above table, depicts the minimum engine speed that needs to be achieved within the defined time window during the cranking operation of the engine (3). The ECU (1) compares the increase in engine speed within the defined time window with the predefined value corresponding to the defined time window, illustrated in the above table. The ECU (1) may be configured to compare the speed value incoming from the speed detection module (4) with the predefined value corresponding to the defined time window. For instance, the ECU (1) may consider the predefined values corresponding to 0.5seconds (which corresponds to 100 rpm) and may check whether the increase in engine speed (evaluated based on signals received from speed detection module (4)) matches with the predefined value corresponding to the defined time window.
Based on the above-described comparison by the ECU (1), the ECU (1) may be further configured to regulate operation of the starter motor (2) in a next cranking operation of the engine (3). The next cranking operation of the engine (3) is performed subsequent to failure of the first cranking operation of the engine (3). The expression ‘next cranking operation’ of the engine, as used herein, corresponds to subsequent cranking operation after a first cranking operation, within the same OFF-ON cycle of the engine (3). Further, it should also be noted that the next cranking operation of the engine (3) will be performed only when the first cranking operation of the engine (3) is unsuccessful. As described earlier, an unsuccessful cranking

operation may be defined as such condition of the engine (3), where the engine (3) fails to reach the required speed. In the context of the present disclosure and for the purpose of simplicity, the unsuccessful cranking operation may be defined as such condition of the engine (3), where the engine (3) fails to reach the predefined value corresponding to the defined time window.
In an embodiment, regulating operation of the stater motor (2) includes the ECU (1) disengaging the starter motor (2) from the engine (3) for a preset time period. That is, the starter motor (2) may be disengaged from the engine (3), when the increase in engine speed within the defined time window is determined to be less than the predefined value. For instance, when the ECU (1) determines that the speed of engine (3) (measured at 3 s) is less than the predefined value of 2000 rpm, then the ECU (1) may disengage the starter motor (2) from the engine (3) for a preset time period. In an embodiment, the user operating the vehicle may be notified that the starter motor (2) is disengaged from the engine (3) for the preset time period. The user may be notified through at least one of a beeper alarm, an audio and/or visual notification on a dashboard of the vehicle, through an application on the user cellphone and the like.
In an embodiment, the preset time period may be in a range of 10 seconds to 10 minutes and may even be in the range of 5 seconds to 20 minutes or more. The preset time period may be fed into the ECU (1) during End-of-line calibration performed at final stages of manufacturing of the vehicle. However, the preset time period may be configured as a variable quantity and may be varied during lifecycle of the starter motor (2). The preset time period may be varied based on parameters including, but not limited to, percentage of charge available in the battery (6), heat buildup in windings of the starter motor (2), operational requirements of the starter motor (2) and the engine (3), user requirements and the like.
In an embodiment, the preset time period may be in the range of 10 seconds to 20 seconds for a predefined number of consecutive cranking operations of the engine (3). The predefined number of consecutive cranking operations may include such cranking operations that are performed after the first cranking operation within same OFF-ON cycle of the engine (3). The OFF-ON cycle of the engine (3) includes all such cranking operations that are performed either until the engine (3) is successfully cranked or until the starter motor (2) being disengaged from the engine (3) upon completion of the predefined number of consecutive cranking operations of the engine (3). The predefined number of consecutive cranking operations may be in the range of 2 cranking operations, performed after the first cranking operation within same OFF-ON cycle of the engine (3). However, the predefined number of consecutive cranking

operations may also be in the range of at least one of 3, 4, and 5 or more cranking operations, performed after the first cranking operation within same OFF-ON cycle of the engine (3).
In an embodiment, the preset time period may be in the range of 2 minutes to 10 minutes for a subsequent cranking operation of the engine (3). The subsequent cranking operation of the engine (3) is such cranking operation that is performed following the predefined number of consecutive cranking operations of the engine (3) after the first cranking operation within same OFF-ON cycle of the engine (3). Further, the preset time period may also be in the range of 1 minute to 10 minutes or more, and may be varied based on parameters including, but not limited to, percentage of charge available in the battery (6), heat buildup in windings of the starter motor (2), operational requirements of the starter motor (2) and the engine (3), user requirements and the like. In an embodiment, the subsequent cranking operation of the engine (3) may be a fourth cranking operation of the engine (3), that is performed within same OFF-ON cycle of the engine (3). However, the subsequent cranking operation of the engine (3) may be second, third, fifth or subsequent cranking operation of the engine (3), that is performed within same OFF-ON cycle of the engine (3).
In an embodiment, the ECU (1) may be configured to disengage the starter motor (2) from the engine (3) upon completion of the predefined number of consecutive cranking operations of the engine (3). Upon such disengagement of the starter motor (2) from the engine (3), the ECU (1) may be configured to generate a Diagnostic Trouble Code (DTC) and may be configured to notify/alert the user that the starter motor (2) is disengaged from the engine (3) for the preset time period along with the corresponding DTC. The user may be notified through at least one of a beeper alarm, an audio and/or visual notification on a dashboard of the vehicle, through an application on the user cellphone and the like. In addition to generating a notification/alert, the unsuccessful cranking operation may be recorded in a memory module that may be associated with the ECU (1). The unsuccessful cranking operation may also be recorded in a memory module associated with an Engine Management System (EMS) of the engine (3) of the vehicle. In the event of a successful cranking operation, subsequent to unsuccessful cranking operations, such record of unsuccessful cranking operations may be erased from the memory module of at least one of the ECU (1) and the EMS. The generated DTC may be communicated to the EMS from the ECU (1) for recordation in the EMS and may be used by a technician/serviceman for identification of reason for unsuccessful cranking of the engine (3).

The generated DTC may be further analyzed using On-board diagnostics (OBD) techniques and may be used during troubleshooting and/or servicing of the engine (3).
Figure 2 is an exemplary embodiment of the present disclosure illustrating a flow chart of the method (200) for regulating operation of the starter motor (2) of the engine (3) of the vehicle.
The order in which the method (200) is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method (200). Additionally, individual blocks may be deleted from the method (200) without departing from the scope of the subject matter described herein.
As depicted at block 201, the method (200) includes determining, by an electronic control unit (ECU) (1) associated with a starter motor (2) (as can be seen in Figure 1), an increase in engine speed within a defined time window during a cranking operation of the engine (3). The increase in engine speed may be determined based on signals received from a speed detection module (4). In an embodiment, the speed detection module (40 is at least one of an engine management system (EMS) of the engine (3) and a sensor interfaced with the engine (3).
As depicted at block 202, the method (200) includes comparing, by the ECU (1), the increase in engine speed within the defined time window with a predefined value corresponding to the defined time window. The predefined value may be a minimum engine speed to be achieved within the defined time window during the cranking operation of the engine (3).
As depicted at block 203, the method (200) includes regulating, by the ECU (1), operation of the starter motor (2) in a next cranking operation of the engine (3) based on the comparison. Regulating the operation includes the ECU (1) disengaging the starter motor (2) from the engine (3) for a preset time period, when the increase in engine speed within the defined time window is determined to be less than the predefined value. The next cranking operation of the engine (3) corresponds to subsequent cranking operation after a first cranking operation within same OFF-ON cycle of the engine (3). The next cranking operation of the engine (3) is performed subsequent to failure of the first cranking operation of the engine (3).
In an embodiment, the preset time period ranges from 10 seconds to 10 minutes. The preset time period may range from 10 seconds to 20 seconds for a predefined number of consecutive cranking operations of the engine (3) after the first cranking operation within same OFF-ON

cycle of the engine (3). The preset time period may be in the range of 2 minutes to 10 minutes for a subsequent cranking operation of the engine (3) following the predefined number of consecutive cranking operations of the engine (3) after the first cranking operation within same OFF-ON cycle of the engine (3). Further, the ECU (1) may be configured to disengage the starter motor (2) from the engine (3) upon completion of the predefined number of consecutive cranking operations of the engine (3).
Figure 3 is an exemplary embodiment of the present disclosure illustrating an operational flow chart (300) of the system (100) when the starter motor (2) of the engine (3) is engaged with a starter motor ring gear (simply referred to as ring gear hereinafter) of the engine (3) the vehicle.
The order in which the flow chart (300) is described is not intended to be construed as a limitation, and any number of the described operational/method blocks may be combined in any order to implement the operational flow chart (300). Additionally, individual blocks may be deleted from the operational flow chart (300) without departing from the scope of the subject matter described herein.
As depicted at block 301, operation of the system (100) begins with initiation of cranking operation of the engine (3). As depicted at block 302, the ECU (1) verifies whether the starter motor (2) is engaged with the ring gear of the engine (3). As depicted at block 303, when it is determined that the starter motor (2) is not engaged with the ring gear of the engine (3), the ECU (1) may initiate engagement of the starter motor (2) with the ring gear of the engine (2). On the other hand, upon determining that the starter motor (2) is in engagement with the ring gear of the engine (3), the ECU (1) proceeds towards comparing the increase in engine speed within the defined time window with a predefined value corresponding to the defined time window, as depicted at block 304. Further, as depicted at block 305, upon determining that increase in engine speed within the defined time window is less than predefined value corresponding to the defined time window, the ECU (1) disengages the starter motor (2) from the ring gear of the engine (3) for a preset time period. Conversely, upon determining that the increase in engine speed is equal to or above the predefined value, then the ECU (1) proceeds towards verifying whether the engine (3) is successfully cranked, as depicted at block 306. Further, as a consequence of successful cranking, the engine (3) will start operating on its own power and the ECU (1) will disengage the starter motor (2) from the ring gear of the engine (3), as depicted at block 307. However, as depicted at block 308, upon determining that the engine (3) is yet to start operating on its own power, the ECU (1) will monitor the increase in

engine speed for the defined time window. Upon completion of the defined time window, the ECU (1) is configured to follow/repeat the steps beginning from block 304.
In an embodiment of the disclosure, the ECU (1) may be a centralized control unit, or a dedicated control unit associated with the system (100). The ECU (1) may be implemented by any computing systems that is utilized to implement the features of the present disclosure. The ECU (1) may be comprised of a processing unit. The processing unit may comprise at least one data processor for executing program components for executing user- or system-generated requests. The processing unit may be a specialized processing unit such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron, or other line of processors, etc. The processing unit may be implemented using a mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), and the like.
Further, in some embodiments, the processing unit may be disposed in communication with one or more memory devices (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory devices including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), IEEE-1394, universal serial bus (USB), fiber channel, small computing system interface (SCSI), etc. The memory drives may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives, and the like.
In an embodiment, the present disclosure provides a system (100) and a method (200) for protecting starter motor (2) of the engine (3) by regulating operation of the stater motor (2). The system (100) and the method (200) prevent failure of starter motor (2) that may be caused by buildup of heat in the starter motor (20 windings, by disengaging the starter motor (2) from the engine (3). Protecting the starter motor (2) from failure reduces service and replacement costs associated with such failures. In the event of an unsuccessful cranking operation of the engine (3), the system (100) and the method (200) ensure that any possible mechanical damage

to the engine (3) is prevented, by disengaging the starter motor (2) from the engine (3). The system (100) and the method (200) eliminate the possibility of arriving at a dead battery (6) condition, by preventing prolonged energization of the starter motor (2). Damage to wiring harness and to the fuse connecting the starter motor (2) and the battery (6) is avoided by preventing excessive flow of current towards the starter motor (2) from the battery (6). Fire hazards are eliminated by inhibiting excessive flow of current towards the starter motor (2) from the battery (6), whereby increasing the safety of the user and the vehicle. Further, the aspect of generating a Diagnostic Trouble Code (DTC) and notifying/alerting the user helps in root cause analysis of failure of starter motor (2). The DTC may be used by a technician/serviceman for identification of reason for unsuccessful cranking of the engine (3), thereby saving time associated with diagnosis of reason for unsuccessful cranking of the engine (3).
EQUIVALENTS
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the

same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (100) having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (100) having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
REFERRAL NUMERICALS

Particulars Numerical
System for regulating operation of a stater motor 100

Electronic Control Unit (ECU)
1
Starter motor 2
Engine 3
Speed detection module 4
Ignition 5
Battery 6
Starter lockout relay 7
Starter crank terminal supply 8
Starter control circuit 9
Method flow chart 200
Flow chart blocks 201-203

We claim:
1. A method (200) for regulating operation of a starter motor (2) of an engine (3) of a
vehicle, the method (200) comprising:
determining (201), by an electronic control unit (ECU) (1) associated with a starter motor (2), an increase in engine speed within a defined time window during a cranking operation of an engine (3), based on signals received from a speed detection module (4);
comparing (202), by the ECU (1), the increase in engine speed within the defined time window with a predefined value corresponding to the defined time window; and
regulating (203), by the ECU (1), operation of the starter motor (2) in a next cranking operation of the engine (3) based on the comparison, wherein the ECU (1) disengages the starter motor (2) from the engine (3) for a preset time period when the increase in engine speed within the defined time window is determined to be less than the predefined value.
2. The method (200) as claimed in claim 1, wherein the next cranking operation of the engine (3) corresponds to subsequent cranking operation after a first cranking operation within same OFF-ON cycle of the engine (3), and wherein the next cranking operation of the engine (3) is performed subsequent to failure of the first cranking operation of the engine (3).
3. The method (200) as claimed in claim 1, wherein the predefined value is a minimum engine speed to be achieved within the defined time window during the cranking operation of the engine (3).
4. The method (200) as claimed in claim 1, wherein the preset time period ranges from 10 seconds to 10 minutes.
5. The method (200) as claimed in claim 4, wherein the preset time period ranges from 10 seconds to 20 seconds for a predefined number of consecutive cranking operations of the engine (3) after the first cranking operation within same OFF-ON cycle of the engine (3).

6. The method (200) as claimed in claim 4, wherein the preset time period ranges from 2 minutes to 10 minutes for a subsequent cranking operation of the engine (3) following the predefined number of consecutive cranking operations of the engine (3) after the first cranking operation within same OFF-ON cycle of the engine (3).
7. The method (200) as claimed in claim 5, wherein the ECU (1) disengages the starter motor (2) from the engine (3) upon completion of the predefined number of consecutive cranking operations of the engine (3).
8. A system (100) for regulating operation of a stater motor (2) of an engine (3) of a vehicle, the system (100) comprising:
an electronic control unit (ECU) (1) associated with a starter motor (2), wherein the ECU (1) is configured to,
determine an increase in engine speed within a defined time window during a cranking operation of an engine (3) based on signals received from a speed detection module (4);
compare the increase in the engine speed within the defined time window with a predefined value corresponding to the defined time window; and
regulate operation of the starter motor (2) in a next cranking operation of the engine (3) based on the comparison,
wherein the ECU (1) disengages the starter motor (2) from the engine (3) for a preset time period when the increase in engine speed within the defined time window is determined to be less than the predefined value.
9. The system (100) as claimed in claim 8, wherein the next cranking operation of the engine (3) corresponds to subsequent cranking operation after a first cranking operation within same OFF-ON cycle of the engine (3).
10. The system (100) as claimed in claim 8, wherein the speed detection module (4) is at least one of an engine management system of the engine (3) and a sensor interfaced with the engine (3).
11. The system (100) as claimed in claim 8, wherein the predefined value is a minimum engine speed to be achieved within the defined time window during the cranking operation of the engine (3).

12. The system (100) as claimed in claim 8, wherein the preset time period ranges from 10 seconds to 10 minutes.
13. The system (100) as claimed in claim 12, wherein the preset time period ranges from 10 seconds to 20 seconds for a predefined number of consecutive cranking operations of the engine (3) after the first cranking operation within same OFF-ON cycle of the engine (3).
14. The system (100) as claimed in claim 12, wherein the preset time period ranges from 2 minutes to 10 minutes for a subsequent cranking operation of the engine (3) following the predefined number of consecutive cranking operations of the engine (3) after the first cranking operation within same OFF-ON cycle of the engine (3).
15. The system (100) as claimed in claim 13, wherein the ECU (1) disengages the starter motor (2) from the engine (3) upon completion of the predefined number of consecutive cranking operations of the engine (3).
16. A vehicle comprising a system (100) for regulating operation of a stater motor of an engine (3) of the vehicle as claimed in claim 8.