FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10 and Rule 13]
TITLE: “METHOD AND ELECTRONIC CONTROL UNIT FOR OPERATING SPARK
IGNITION ENGINE”
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
[001] Present disclosure relates to operating spark ignition engine of a vehicle. In particular, the present disclosure discloses dynamically controlling spark ignition time based on fuel quality.
BACKGROUND
[002] Currently different quality of fuels are used in vehicles operated by a spark ignition engine. Unlike traditional ways where high quality fuel was unavailable, currently high quality fuel is available easily. At the same time, lower grade fuels are also available. Users are generally unaware of the quality of fuel. And refill the vehicle with easily available fuel. However, the performance of the vehicle varies with change in quality of the fuel. Hence, ignition timing is adjusted with respect to the quality of the fuel along with consideration of other parameters.
[003] Typically, when low octane rating fuel such as Research Octane Number (RON) 91 used, spark ignition timing is retarded to ensure engine protection. The octane rating or octane number is a standard measure of a fuel’s ability to withstand compression in an internal combustion engine without detonating. Higher the octane number, more compression the fuel can withstand before detonating and performance of engine is high. In existing gasoline engines, when high octane rating fuel such as RON 95 is used there is no scope in present techniques to advance spark ignition time dynamically based on detection of the high-octane rating fuel. Low octane rating fuels penalize fuel economy and performance of vehicles. So, an improved octane rating will be crucial moving forward. Hence there is a need of a system that can detect the fuel quality (i.e., octane number) dynamically and when higher octane fuel is detected spark ignition timing can be advanced to a higher threshold limited by a knock.
[004] The information disclosed in this background of the disclosure section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgment or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
SUMMARY

[005] 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.
[006] In an embodiment, the present disclosure relates a method for operating spark ignition engine of a vehicle. The method is performed by an Electronic Control Unit (ECU). The method comprises receiving a plurality of fuel parameters and a plurality of engine parameters from one or more sensors associated with the vehicle. Upon determining that one or more pre-defined conditions are satisfied based on the plurality of fuel parameters and a plurality of engine parameters, the method comprises determining a current ignition angle using one of an ignition timing sensor or ignition angle previously set by the ECU. The method comprises obtaining an optimum ignition angle from a map stored in the ECU. The map depicts a relation between the plurality of fuel parameters and the optimum ignition angle. The method further comprises calculating an adjustment ignition angle based on difference between the current ignition angle and the optimum ignition angle. The spark ignition engine is operated based on the adjustment ignition angle.
[007] In an embodiment, the present disclosure relates to an Electronic Control Unit (ECU) for operating spark ignition engine of a vehicle. The ECU comprises a processor and a memory. The processor is configured to receive a plurality of fuel parameters and a plurality of engine parameters from one or more sensors associated with the vehicle. Upon determining that one or more pre-defined conditions are satisfied based on the plurality of fuel parameters and a plurality of engine parameters, the processor is configured to determine a current ignition angle using one of an ignition timing sensor or ignition angle previously set by the ECU. The processor is configured to obtain an optimum ignition angle from a map stored in the ECU. The map depicts a relation between the plurality of fuel parameters and the optimum ignition angle. The processor is configured to calculate an adjustment ignition angle based on difference between the current ignition angle and the optimum ignition angle. The spark ignition engine is operated based on the adjustment ignition angle.

[008] 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 may become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
[009] The novel features and characteristic 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, may best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings. The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. 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:
[0010] Figure 1 shows an exemplary environment of a vehicle for operating a spark ignition engine to control ignition time of the vehicle, in accordance with some embodiments of the present disclosure;
[0011] Figure 2 shows a detailed internal block diagram of an Electronic Control Unit (ECU) for operating a spark ignition engine of a vehicle, in accordance with some embodiments of the present disclosure; and
[0012] Figure 3 shows a flowchart illustrating method for operating a spark ignition engine a vehicle, in accordance with some embodiments of the present disclosure.
[0013] It should be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative systems embodying the principles of the present subject matter. Similarly, it may be appreciated that any flow charts, flow diagrams, state

transition diagrams, pseudo code, and the like represent various processes which may be substantially represented in computer readable medium and executed by a computer or processor, whether or not such computer or processor is explicitly shown.
DETAILED DESCRIPTION
[0014] In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.
[0015] While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and may be described in detail 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 alternative falling within the scope of the disclosure.
[0016] The terms “comprise”, “includes” “comprising”, “including” or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, device, or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device or method. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” or “includes…a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[0017] In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings that form a part hereof, and in which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.

[0018] The present disclosure relates to a method and Electronic Control Unit (ECU) for operating spark ignition engine of a vehicle. A plurality of fuel parameters and a plurality of engine parameters are received from one or more sensors associated with the vehicle. A current ignition angle is determined upon satisfying one or more pre-defined conditions. An optimum ignition angle is obtained from a map stored in the ECU. An adjustment ignition angle is calculated based on difference between the current ignition angle and the optimum ignition angle. The present invention facilities a user to take advantage of high-octane fuels by dynamically advancing ignition angle until knock limit. Thus, optimum performance of the engine can be attained. Thereby better fuel economy can be achieved.
[0019] Figure 1 shows an exemplary environment (100) of a vehicle (101) for operating spark ignition engine (104) to control ignition time of the vehicle (101), in accordance with some embodiments of the present disclosure. The exemplary environment (100) comprises the vehicle (101). The vehicle (101) may be a car, a motorcycle, and the like. The vehicle (101) comprises a switch (102), one or more sensors (103), a spark ignition engine (104), an Electronic Control Unit (ECU) (105). Other parts of the vehicle (101) are not shown in the Figure and are commonly known to the person skilled in the art. The parts that are essential for the proposed invention to work are only shown, and this should not be considered as a limitation. The spark ignition engine (104) is an internal combustion engine where the air-fuel mixture is ignited in a combustion chamber by a spark plug. The spark ignition engine (104) may be mono fuel gasoline engine, bi-fuel gasoline engine, and the like. The switch (102) may be any physical button or touch button on a vehicle dashboard (not shown in Figure.1). The switch (102) provides an option to a user to choose between optimum ignition angle mode and pre-set ignition mode (ignition timing set by manufacturer). In an embodiment, switch ON condition may indicate the optimum ignition mode and switch OFF mode may indicate the pre-set ignition condition. In an embodiment, the optimum ignition mode supports high octane number fuels such as Research Octane Number (RON) 95. Further, the optimum ignition mode may dynamically vary the ignition timing based on the fuel quality. For example, when the one or more sensors (103) detects high octane number fuel, then spark ignition time may be advanced by the ECU (105) based on knock limit. In an embodiment, the pre-set ignition mode supports pre-set octane

number fuels such as RON 91. When the one or more sensors (103) detects the pre-set octane number fuel, then spark ignition time may be provided by the ECU (105) based on the pre-set ignition condition as known in the art. The one or more sensors (103) may be positioned proximity to the spark ignition engine (104). The one or more sensors (103) may be configured to measure a plurality of fuel parameters and a plurality of engine parameters. The one or more sensors (103) may be sensor 1 (103a), sensor 2 (103b) ……. sensor N (103n) (as shown in the Figure 1).
[0020] In an embodiment, the one or more sensors (103) may include, but are not limited to, mass air flow sensor, temperature sensor, engine knocking sensor, throttle position sensor, a crank sensor, air-fuel ratio sensor, engine speed sensor, pressure sensor, fuel level sensor, and fuel quality sensor and so on which helps in measuring the plurality of fuel parameters and plurality of engine parameters. The plurality of fuel parameters may include, but are not limited to fuel level, fuel type, octane number of fuel, lubricity of the fuel, surface tension of the fuel, oxidation stability of the fuel and so on. The plurality of engine parameters may include, but are not limited to engine speed, high-frequency engine vibrations, cylinder pressure, cylinder temperature, piston position, crank shaft position, engine load, inlet and outlet valves positions, engine compression ratio, condition of spark plug, spark ignition timing, intake pressure of the engine, and so on. The mass air flow sensor may be configured to measure amount of air flowing into the cylinder (104d) through intel valve (104b). The temperature sensor may be configured to measure temperature in the cylinder (104d). The engine knocking sensor may be configured to measure high-frequency engine vibrations characteristic. The throttle position sensor may be configured to measure inlet and outlet valve (104b, 104c) positions. The crank sensor may be configured to measure position of crank shaft. The air-fuel ratio sensor may be configured to measure oxidation stability of the fuel. The engine speed sensor may be configured to measure engine's rotational speed. The pressure sensor may be configured to measure pressure in the cylinder (104d) and so on.
[0021] In an embodiment, the spark ignition engine (104) may include, but not limited to, inlet valve (104b), outlet valve (104c), spark ignition plug (104a), cylinder (104d), piston (104e), crank shaft (104g), and connecting rod (104f). The spark ignition engine (104) may include four

cylinders, six cylinders, and eight cylinders. For instance, single cylinder is shown in the Figure. 1. The single cylinder of the spark ignition engine (104) goes through four cycles such as intake cycle, compression cycle, combustion cycle (or ignition cycle) and an exhaust cycle, as known in the art. In case of multiple cylinders, a distributor (not shown) may be used which operates according to the ignition timing. The distributor provides high voltages to spark plugs connected to respective cylinders.
[0022] In an embodiment, the ECU (105) may be configured to receive user input via the switch (102). The ECU (105) may be configured to receive measured plurality of engine parameters and plurality of fuel parameters from the one or more sensors (103). In an embodiment, when the switch (102) is in ON mode, then the ECU (105) may be configured to calculate an adjustment ignition angle based on satisfying one or more pre-defined conditions to operate the spark ignition engine (104). In another embodiment, when the switch (102) is in OFF mode, then the ECU (105) may be configured to provide ignition angle using pre-set angle as known in the art.
[0023] In an embodiment, the ECU (105) may communicate with the one or more sensors (103) and the spark ignition engine (104) via wired connection such as without limitation, Controller Area Network (CAN), FlexRay and the like.
[0024] Figure 2 shows a detailed internal block diagram of the Electronic Control Unit (ECU) (105) for operating spark ignition engine (104) of the vehicle (101), in accordance with some embodiments of the present disclosure.
[0025] The ECU (105) may include at least one Central Processing Unit (also referred to as “CPU” or “processor”) (201) and a memory (202) storing instructions executable by the processor (201). The processor (201) may comprise at least one data processor for executing program components to execute user requests or system-generated requests. The memory (203) is communicatively coupled to the processor (201). The memory (203) stores instructions, executable by the processor (201), which, on execution, may cause the ECU (105) to control the operation of the spark ignition plug (104a) of the spark ignition engine (104). In an embodiment, the memory (203) may be non-volatile memory and configured to store map. In an embodiment,

the map provides information in form of table which may include octane value, all combinations of engine speed and engine load, and corresponding optimum ignition angle. The ECU (105) further comprises an Input/ Output (I/O) interface (202) and a timing module (not shown in Figure.2). The I/O interface (202) is coupled with the processor (201) through which an input signal or/and an output signal is communicated. The input signal and the output signal may represent data received by the ECU (105) and data transmitted by the ECU (105), respectively. In an embodiment, the ECU (105) may be configured to receive and transmit data via the I/O interface (202). The received data may comprise the plurality of fuel parameters and the plurality of engine parameters measured by the one or more sensors (103), the user input indicating switch ON mode, and the like. The data transmitted may comprise the adjustment ignition angle to the spark ignition engine (104). In an embodiment, the timing module may either be integral part of the ECU (105) or may be stand-alone part controlled by the ECU (105). The timing module may include timing map. The timing map comprises a lookup table including plurality of set of correction ignition angle and corresponding ignition time.
[0026] In an embodiment, the processor (201) of ECU (105) is configured to receive the plurality of fuel parameters and the plurality of engine parameters from the one or more sensors (103) associated with the vehicle (101). The processor (201) is configured to determine the one or more pre-defined conditions are satisfied or not based on the received plurality of fuel parameters and the plurality of engine parameters. The one or more pre-defined conditions include at least one of, the switch in ON mode, a change in fuel level, no engine knocking, and no ignition angle interference.
[0027] In an embodiment, switch in ON mode may be first pre-defined condition, change in fuel level may be second pre-defined condition, no engine knocking may be third pre-defined condition, ignition angle interference may be forth pre-defined condition. The processor (201) is configured to determine whether switch (102) is in ON mode or OFF mode based on the received user input. When user triggers switch (102) in ON mode, then it is determined to be switch is in ON mode. The switch (102) in ON mode indicates that first pre-condition is satisfied. Upon satisfying the first pre-defined condition, the processor (201) is configured to determine whether any change in the fuel level or not based on the received plurality of fuel parameters from the

one or more sensors (103). For example, when the vehicle (101) key turned off, the one or more sensors (103) are configured measure the fuel level and stores the measured fuel level in the memory (203) of the ECU (105). When user turns on the vehicle (101), the one or more sensors (103) measures current fuel level. The processor (201) determines change in fuel level based on difference between the stored fuel level and the current fuel level. The change in fuel level indicates that second pre-condition is satisfied. Upon satisfying the second pre-defined condition, the processor (201) is configured to determine whether engine knocking is present or not based on the plurality of engine parameters received form the one or more sensors (103). The processor (201) determines no engine knocking when no high-frequency engine vibrations are identified based on the received plurality of engine parameters received form the one or more sensors (103). The no engine knocking indicates that third pre-condition is satisfied. Upon satisfying the third pre-defined condition, the processor (201) is configured to determine whether ignition angle interference is present or not based on the received plurality of engine parameters received form the one or more sensors (103). The processor (201) determines that no ignition angle interference when no critical change in at least one of engine pressure, engine temperature, engine load, and engine vibration parameters associated with the spark ignition engine (104). The no ignition angle interference indicates that fourth pre-condition is satisfied.
[0028] In an embodiment, consider the one or more pre-defined conditions are failed, then the ECU (105) switches to pre-set ignition mode. In the pre-set ignition mode, the spark ignition engine (104) of the vehicle (101) may be operated with the pre-set ignition value as known in the art.
[0029] The processor (201) is configured to determine a current ignition angle upon determining that the one or more pre-defined conditions such as first, second, third and fourth pre-defined conditions are satisfied. The current ignition angle may be determined by the ECU (105) by using an ignition timing sensor or ignition angle previously set by the ECU (105). In an embodiment, the current ignition angle may be determined by the ECU using the ignition timing sensor based on measuring current engine camshaft (104g) and piston (104e) positions. In another embodiment, the current ignition angle may be determined by the ECU (105) using ignition angle previously set by the ECU (105).

[0030] The processor (201) is configured to obtaining an optimum ignition angle from the map stored in the ECU (105). The map provides information in form of table which may include octane value of the fuel, different combinations of engine speed and engine load, and corresponding optimum ignition angle. The processor (201) is configured to dynamically determine quality of the fuel based on the plurality of fuel parameters from the one or more sensors (103). The optimum ignition angle may be obtained from the map based on the determination of the fuel quality. The fuel quality indicates the octane number of the fuel. In an embodiment, the optimum ignition angle may be dependent on the octane number of the fuel and also dependent on the current engine RPM and current engine load. The ECU (105) is configured to obtain the optimum ignition angle from the map corresponding to current engine load value, current engine RPM value along with detected octane number of the fuel.
[0031] The processor (201) is configured to calculate an adjustment ignition angle based on difference between the current ignition angle and the optimum ignition angle. The spark ignition engine (104) may be operated based on the adjustment ignition angle. The adjustment ignition angle may be advanced or retarded based on the knocking condition. In an embodiment, the processor (201) is configured to provide a correction angle for operating the spark ignition engine (104). The correction angle may be calculated by adding the adjustment ignition angle to the current ignition angle. A correction ignition time may be obtained by the timing map stored in the timing module. The processor (201) of the ECU (105) may be configured to send a signal to an ignition coil (not shown in Figure) at the indicated correction ignition time in the timing map corresponding to the correction ignition angle in order to fire the spark ignition plug (104a). The ignition angle of the spark ignition engine (104) may be advanced by using the correction ignition time. The advancing of the correction ignition time may be performed until knock limit. After providing the correction ignition time for firing the spark ignition plug (104a), the correction ignition time may be retarded when knocking is determined by the processor (201). If no knocking is determined, then the correction ignition time may be further advanced until knock limit.

[0032] Figure 3 shows a flowchart illustrating method for operating spark ignition engine (104) of a vehicle (101), in accordance with some embodiments of the present disclosure. The method steps are performed using the ECU (105). The order in which the method (300) may be 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. Additionally, individual blocks may be deleted from the methods without departing from the spirit and scope of the subject matter described herein. Furthermore, the method may be implemented in any suitable hardware, software, firmware, or combination thereof.
[0033] At the step 301, the ECU (105) receives the plurality of fuel parameters and the plurality of engine parameters from one or more sensors (103) associated with the vehicle (101). The plurality of fuel parameters include at least one of fuel level, fuel type, octane number of fuel, lubricity of the fuel, surface tension of the fuel, oxidation stability of the fuel. The plurality of engine parameters include at least one of engine speed, high-frequency engine vibrations, cylinder pressure, cylinder temperature, piston position, crank shaft position, engine load, inlet and outlet valves positions, engine compression ratio, condition of spark plug, spark ignition timing and intake pressure of the engine.
[0034] At the step 302, the ECU (105) determines a current ignition angle using one of an ignition timing sensor or ignition angle previously set by the ECU (105). The current ignition angle may be determined upon determining that one or more pre-defined conditions are satisfied based on the plurality of fuel parameters and a plurality of engine parameters. The one or more pre-defined conditions include at least one of the switch (102) in ON mode, the change in fuel level, no engine knocking, and no ignition angle interference.
[0035] At the step 303, the ECU (105) obtains the optimum ignition angle from the map stored in the ECU (105). The map depicts a relation between the plurality of fuel parameters and the optimum ignition angle. The quality of fuel may be dynamically determined based on the plurality of fuel parameters from the one or more sensors (103). The optimum ignition angle may be obtained from the map based on the determination of the fuel quality. The fuel quality indicates at least the octane number of the fuel.

At the step 304, the ECU (105) calculates the adjustment ignition angle based on difference between the current ignition angle and the optimum ignition angle. The spark ignition engine may be operated based on the adjustment ignition angle. The adjustment angle is advanced or retarded based on the knocking condition. In an embodiment, the ECU (105) may be configured to provide the correction ignition angle by adding the adjustment ignition angle to the current ignition angle for operating the spark ignition engine (104) of the vehicle (101).
[0036] The terms "an embodiment", "embodiment", "embodiments", "the embodiment", "the embodiments", "one or more embodiments", "some embodiments", and "one embodiment" mean "one or more (but not all) embodiments of the invention(s)" unless expressly specified otherwise.
[0037] The terms "including", "comprising", “having” and variations thereof mean "including but not limited to", unless expressly specified otherwise.
[0038] The enumerated listing of items does not imply that any or all of the items are mutually exclusive, unless expressly specified otherwise. The terms "a", "an" and "the" mean "one or more", unless expressly specified otherwise.
[0039] A description of an embodiment with several components in communication with each other does not imply that all such components are required. On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the invention.
[0040] When a single device or article is described herein, it may be readily apparent that more than one device/article (whether or not they cooperate) may be used in place of a single device/article. Similarly, where more than one device or article is described herein (whether or not they cooperate), it may be readily apparent that a single device/article may be used in place of the more than one device or article, or a different number of devices/articles may be used instead of the shown number of devices or programs. The functionality and/or the features of a device may be alternatively embodied by one or more other devices which are not explicitly

described as having such functionality/features. Thus, other embodiments of the invention need not include the device itself.
[0041] The illustrated operations of Figure 3 show certain events occurring in a certain order. In alternative embodiments, certain operations may be performed in a different order, modified, or removed. Moreover, steps may be added to the above-described logic and still conform to the described embodiments. Further, operations described herein may occur sequentially or certain operations may be processed in parallel. Yet further, operations may be performed by a single processing unit or by distributed processing units.
[0042] Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. It is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the disclosure of the embodiments of the invention is intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.
[0043] While various aspects and embodiments have been disclosed herein, other aspects and embodiments may 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 NUMERALS:

Reference number Description
100 Exemplary environment
101 vehicle
102 Switch
103 One or more sensors
104 Spark ignition engine
104a Spark ignition plug

104b Inlet valve
104c Outlet valve
104d Cylinder
104e Piston
104f Connecting rod
104g Crank shaft
105 Electronic Control Unit (ECU)
201 Processor
202 I/O interface
203 Memory

We claim:
1.A method for operating spark ignition engine (104) of a vehicle (101), the method comprising:
receiving, by an Electronic Control Unit (ECU) (105), a plurality of fuel parameters and a
plurality of engine parameters from one or more sensors (103) associated with the vehicle (101);
upon determining that one or more pre-defined conditions are satisfied based on the
plurality of fuel parameters and a plurality of engine parameters:
determining, by the ECU (105), a current ignition angle using one of, an ignition timing sensor or ignition angle previously set by the ECU (105);
obtaining, by the ECU (105), an optimum ignition angle from a map stored in the ECU (105), wherein the map comprises a relation between the plurality of fuel parameters and the optimum ignition angle; and
calculating, by the ECU (105), an adjustment ignition angle based on difference between the current ignition angle and the optimum ignition angle, wherein the spark ignition engine (104) is operated based on the adjustment ignition angle.
2. The method as claimed in claim 1, wherein the plurality of fuel parameters comprises at least one of fuel level, fuel type, octane number of fuel, lubricity of the fuel, surface tension of the fuel, oxidation stability of the fuel.
3. The method as claimed in claim 1, wherein the plurality of engine parameters comprises at least one of engine speed, high-frequency engine vibrations, cylinder pressure, cylinder temperature, piston position, crank shaft position, engine load, inlet and outlet valves positions, engine compression ratio, condition of spark plug, spark ignition timing and intake pressure of the engine.
4. The method as claimed in claim 1, wherein the obtaining the optimum ignition angle comprises:
dynamically determining, by the ECU (105), quality of fuel based on the plurality of fuel parameters from the one or more sensors (103); and

obtaining, by the ECU (105), the optimum ignition angle from the map based on the determination of the fuel quality.
5. The method as claimed in claim 1, wherein the one or more pre-defined conditions include at least one of, a switch in ON mode, a change in fuel level, no engine knocking, and no ignition angle interference.
6. The method as claimed in claim 4, wherein the fuel quality indicates at least an octane number of the fuel.
7. The method as claimed in claim 1, wherein the adjustment angle is advanced or retarded based on knocking condition.
8. An Electronic Control Unit (ECU) (105) for operating spark ignition engine (104) of a vehicle (101), the ECU (105) comprises:
a processor (201); and a memory (203) communicatively coupled to the processor (201), wherein the memory (203) stores processor-executable instructions, which, on execution, cause the processor (201) to: receive a plurality of fuel parameters and a plurality of engine parameters from one or more sensors (103) associated with the vehicle (101);
upon determining that one or more pre-defined conditions are satisfied based on the plurality of fuel parameters and a plurality of engine parameters:
determine a current ignition angle using one of, an ignition timing sensor or ignition angle previously set by the ECU (105);
obtain an optimum ignition angle from a map stored in the ECU (105), wherein the map comprises a relation between the plurality of fuel parameters and the optimum ignition angle; and
calculate an adjustment ignition angle based on difference between the current ignition angle and the optimum ignition angle, wherein the spark ignition engine (104) is operated based on the adjustment ignition angle.

9. The ECU (105) as claimed in claim 8, wherein the one or more sensors (103) are configured to
measure plurality of fuel parameters comprises at least one of, fuel level, fuel type, octane
number of fuel, lubricity of the fuel, surface tension of the fuel, oxidation stability of the fuel.
10. The ECU (105) as claimed in claim 8, wherein the one or more sensors (103) are configured to measure the plurality of engine parameters comprises at least one of, engine speed, high-frequency engine vibrations, cylinder pressure, cylinder temperature, piston position, crank shaft position, engine load, inlet and outlet valves positions, engine compression ratio, condition of spark plug, spark ignition timing and intake pressure of the engine.
11. The ECU (105) as claimed in claim 8, wherein the processor (201) is configured to obtain the optimum ignition angle by:
dynamically determining quality of fuel based on the plurality of fuel parameters from the one or more sensors (103); and
obtaining the optimum ignition angle from the map based on the determination of the fuel quality.
12. The ECU (105) as claimed in claim 8, wherein the processor (201) is configured to determine the one or more pre-defined conditions include at least one of, a switch in ON mode, a change in fuel level, no engine knocking, and no ignition angle interference.
13. The ECU (105) as claimed in claim 11, wherein the one or more sensors (103) are configured to measure fuel quality which indicates at least an octane number of the fuel.
14. The ECU (105) as claimed in claim 8, wherein the processor (201) is configured to advance or retard the adjustment angle based on knocking condition.