The present disclosure, in general, relates to flexible fuel vehicles. The present disclosure, particularly, relates to a method and a system for starting engine of a flexible fuel vehicle using variable RPM.
BACKGROUND
[0002] Flexible fuel vehicles are trending for being cost-efficient and reduced carbon footprint. Flexible fuel vehicles have an internal combustion engine which is capable of operating on gasoline or any blend of gasoline and ethanol. Most of the components of the flexible fuel vehicles are similar to conventional vehicle except some special ethanol-compatible components that are required to compensate for the different chemical properties and energy content in ethanol. These special ethanol-compatible components at least includes fuel pump and fuel injection system. In addition, the Electronic Control Unit of the vehicle is calibrated as per the need of flex fuel.
[0003] Flex fuels are usually available in various grades for example, E0, ElO, E20, E85 & ElOO. The ElO grade of flex fuel is a blend of 90% gasoline and 10% ethanol. Similarly, the E85 grade of flex fuel is a blend of 15% gasoline and 85% ethanol. Ethanol has poor atomization capability compared to gasoline. As the quantity of ethanol is increased in flex fuel, normal starting of engine becomes a challenge. Starting of flexible fuel vehicles depends on various parameters, such as, RPM of motor of the engine, weather condition, grade of flex fuel used for operating the vehicle, air charge etc. For instance, higher blending of ethanol in gasoline and low temperature in the surrounding results in requirement of extra fuel to start the engine.

[0004] In the existing art, engines of the flex fuel vehicles are started with fix RPM. The electronic control unit of the vehicle is calibrated based on the grade of flex fuel used and weather condition (especially temperature of engine). Higher blending of ethanol in gasoline and low temperature in the surrounding results in requirement of extra fuel to start the engine. This leads to higher emission during starting of engine. Further, it reduces efficiency of the engine.
[0005] Extra fuel in the combustion chamber also leads to many deteriorating effects on the engine. For instance, extra injected fuel may slip into catalyst present in exhaust manifold. This may deteriorate catalyst efficiency and eventually shift the catalyst's light-off temperature. In addition, while starting the engine, extra flex fuel may travel into sump and dilute lubrication oil. This may reduce lubrication efficiency and may affect wear protection capability of the lubrication oil. Thus, in cold weather condition, flex fuel may lead to increased engine wear and tear and damage the engine.
[0006] To solve these problems, usually an extra gasoline fuel system is provided along with the flex fuel system to start the engine. However, providing extra gasoline fuel system is expensive and also have packing problems.
[0007] Sometimes a heating device is deployed in the fuel rail to pre-heat the flex fuel before atomization. However, providing heating device is also expensive.
[0008] Other solutions include using a variable speed motor in the engine to vary optimum starting RPM to introduce more air charge into the intake manifold for atomization of flex fuel. However, finding optimum starting RPM is a challenging task as the optimum starting RPM is dependent on many operating parameters and vary as the operating parameters vary.
[0009] Accordingly, there is a need for a method and a system for starting engine of a flexible fuel vehicle using variable RPM.

SUMMARY
[0010] This summary is provided to introduce concepts related to a method and a system for starting engine of flexible fuel vehicle using variable RPM. The concepts are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.
[0011] The present subject matter relates to a method for starting engine of a flexible fuel vehicle using variable RPM, The method comprises receiving, by Electronic Control Unit, a first set of operational parameters, a second set of operational parameters and a third set of operational parameters; determining, by Electronic Control Unit, a provisional RPM based on the first set of operational parameters and a pre-set temperature-pressure map stored in memory operatively connected to the Electronic Control Unit; determining, by Electronic Control Unit, a first corrective determinant based on the second set of operational parameters and a pre-set ethanol map stored in memory operatively connected to the Electronic Control Unit; determining, by the Electronic Control Unit, a second corrective determinant based on the third set of parameters and a pre-set battery health map stored in memory operatively connected to the Electronic Control Unit; determining, by the Electronic Control Unit, an optimum operational RPM based on the determined provisional RPM, the first corrective determinant and the second corrective determinant; and sending, by the Electronic Control Unit, the determined optimum operational RPM to motor control unit to operate motor of the engine at determined optimum operational RPM. Flex fuel is injected into the intake manifold after achieving the determined operation RPM to start the engine of the vehicle.
[0012] In an aspect, the first set of operational parameters at least includes engine start & stop temperature received from a temperature sensor and engine intake start pressure received from a pressure sensor.

[0013] In an aspect, the second set of operational parameters at least includes ethanol content in flex fuel determined by ethanol sensor and ethanol content in lubrication oil determined by ethanol sensor.
[0014] In an aspect, the third set of operational parameters at least includes battery state of charge determined by battery sensor.
[0015] In an aspect, the determined optimum operational RPM is a product of the provisional RPM, the first corrective determinant and the second corrective determinant.
[0016] The present subject matter further relates to a system for starting engine of a flexible fuel vehicle using variable RPM. The system comprises an electronic control unit and a motor control unit. The electronic control unit is configured to receive a first set of operational parameters, a second set of operational parameters and a third set of operational parameters. The electronic control unit is further configured to determine a provisional RPM based on the first set of operational parameters and a pre-set temperature-pressure map stored in memory operatively connected to the Electronic Control Unit. The electronic control unit is further configured to determine a first corrective determinant based on the second set of operational parameters and a pre-set ethanol map stored in memory operatively connected to the Electronic Control Unit. The electronic control unit is further configured to determine a second corrective determinant based on the third set of parameters and a pre-set battery health map stored in memory operatively connected to the Electronic Control Unit. The electronic control unit is further configured to determine an optimum operational RPM based on the determined provisional RPM, first corrective determinant and second corrective determinant. The motor control unit is configured to receive the determined optimum operational RPM, from the electronic control unit, to operate motor of the engine at determined optimum operational RPM. Flex fuel is injected into the combustion chamber after achieving the determined operation RPM to start the engine of the vehicle.

[0017] In an aspect, a temperature sensor and a pressure sensor is provided to determine first set of operational parameters which at least includes engine start & stop temperature and engine intake start pressure.
[0018] In an aspect, a plurality of ethanol sensors are provided to determine second set of operational parameters which at least includes ethanol content in flex fuel and ethanol content in lubrication oil.
[0019] In an aspect, a battery sensor is provided to determine the third set of operational parameters which at least includes battery state of charge.
[0020] In an aspect, the determined optimum operational RPM is a product of the provisional RPM, the first corrective determinant and the second corrective determinant.
[0021] To further understand the characteristics and technical contents of the present subject matter, a description relating thereto will be made with reference to the accompanying drawings. However, the drawings are illustrative only but not used to limit the scope of the present subject matter.
[0022] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent like components.
BRIEF DESCRIPTION OF FIGURES
[0023] The illustrated embodiments of the present disclosure will be best understood by reference to the drawings, wherein like parts are designated by like numerals throughout. The following description is intended only by way of example, and simply illustrates certain selected embodiments of devices, systems, and processes that are consistent with the subject matter as claimed herein, wherein:

[0024] FIG. 1 illustrates an exemplary system for starting engine of a flexible fuel vehicle that can be utilized to implement one or more exemplary embodiments of the present disclosure; and
[0025] FIG. 2 illustrates a flow chart of the method for starting engine of a flexible fuel vehicle that can be utilized to implement one or more exemplary embodiments of the present disclosure.
[0026] The figures depict embodiments of the present subject matter for the purposes of illustration only. A person skilled in the art will easily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[0027] A few aspects of the present disclosure are explained in detail below with reference to the various figures. Example implementations are described to illustrate the disclosed subject matter, not to limit its scope, which is defined by the claims. Those of ordinary skill in the art will recognize a number of equivalent variations of the various features provided in the description that follows.
EXEMPLARY IMPLEMENT A TIONS
[0028] While the present disclosure may be embodied in various forms, they are shown in the drawings, and will hereinafter be described, some exemplary and non-limiting embodiments, with the understanding that the present disclosure is to be considered an exemplification of the invention and is not intended to limit the invention to the specific embodiments illustrated. Not all of the depicted components described in this disclosure may be required, however, and some implementations may include additional, different, or fewer components from those expressly described in this disclosure. Variations in the arrangement and type of the

components may be made without departing from the scope of the claims as set forth herein.
[0029] Some embodiments of this invention, illustrating all its features, will be discussed in detail.
[0030] The techniques described below may be implemented using one or more computer programs executed on (or executable by) a programmable computer including any combination of any number of the following: a processor, a sensor, a storage medium readable and/or writable by the processor (including for example volatile and non-volatile memory and/or storage elements), plurality of inputs units, plurality of output devices and networking devices.
[0031] Method steps as disclosed by present disclosure may be performed by one or more computer processors executing a program tangibly embodied on a computer-readable medium to perform functions of the invention by operating on input and generating output. Suitable processors include, by way of example, both general and special purpose microprocessors. Generally, the processor receives (reads) instructions and content from a memory (such as a read only memory and/or random access memory) and writes (stores) instructions and content to the memory. Storage devices suitable for tangibly embodying computer program instructions and content include, for example, all forms of non-volatile memory, such as semiconductor memory devices, including EPROM, EEPROM, and flash memory devices; magnetic disks such as internal hard disk and removable disks, magneto-optical disks, and CD-ROMs. Any of the foregoing may be supplemented by, or incorporated in, specially-designed ASICs (application specific integrated circuits) or FPGAs (Field-Programmable Gate Arrays).
[0032] Any content disclosed herein may be implemented, for example, in one or more content structures tangibly stored on a non-transitory computer-readable medium. Embodiments of the invention may store such content in such content structure(s) and read such content from such content structure(s).

[0033] The present disclosure provides a method and a system for starting engine of a flexible fuel vehicle using variable RPM.
[0034] FIG. 1 illustrates an exemplary system for starting engine of a flexible fuel vehicle that can be utilized to implement one or more exemplary embodiments of the present disclosure. The system 100 comprises an electronic control unit 101, a memory 102, a temperature sensor 103, a pressure sensor 104, a plurality of ethanol sensors 105, 106, a battery sensor 107 and a motor control unit 108.
[0035] The electronic control unit 101 is configured to determine an optimum operational RPM of a vehicle, to operate motor of an engine, at optimum RPM corresponding to the grade of flex fuel and the weather condition. Running motor of an engine at optimum operational RPM will introduce sufficient air charge into the intake manifold for proper atomization of flex fuel. This eliminate the necessity to introduce extra fuel into the intake valve for combustion. In order to determine optimum operational RPM, the electronic control unit 101 takes into account various real time operational parameters. These real time operational parameters are determined by various sensors 103, 104, 105, 106, 107. The memory 102 which is operatively coupled to the electronic control unit 101 has a pre-set temperature-pressure map, a pre-set ethanol map and a pre-set battery health map stored. The electronic control unit 101 works in tandem with the various sensors 103, 104, 105, 106, 107 and the memory 102 to determine optimum operational RPM.
[0036] The temperature sensor 103 is operative to determine and transmit temperature to the electronic control unit 101. The temperature sensor 103 is deployed on a thermostat valve mounted on coolant circuit.
[0037] The pressure sensor 104 is operative to determine and transmit pressure to the electronic control unit 101. The pressure sensor 104 is deployed in intake manifold of the engine.
[0038] The plurality of ethanol sensors 105, 106 are operative to determine and transmit content of ethanol in flex fuel and lubrication oil. It is important to determine ethanol content in the flex fuel for determining optimum operational

RPM as the quantity of ethanol in flex fuel directly affects the starting of the vehicle. Also, some of the ethanol from the flex fuel travels to sump. Higher ethanol content in the lubrication oil in sump may increase the viscosity. This may result in necessity of extra RPM. Additionally, during cold/hot start, evaporated ethanol from the sump will travel to the intake manifold. This ethanol can be used for combustion and the proportionate quantity of fuel can be reduced while injection of the flex fuel into intake manifold. Accordingly, one of the ethanol sensors 105 can be deployed in tank to determine content of ethanol present in the flex fuel. Similarly, one of the ethanol sensors 106 can be deployed in sump to determine content of ethanol present in the lubrication oil.
[0039] The battery sensor 107 is operative to determine and transmit battery state of charge to the electronic control unit 101. The battery sensor 107 is deployed on the battery. It is important to know the state of charge of the battery as battery is the main energy source to start engine of the flexible fuel vehicle. Further, the real time state of charge of battery aids in determining the range of RPM which can be achieved by the available charge in the battery.
[0040] The motor control unit 108 is operative to receive optimum operational RPM from the electronic control unit 101 and accordingly adjust the RPM of the motor of the engine to start the engine.
[0041] The electronic control unit 101 is configured to receive a first set of operational parameters, a second set of operational parameters and a third set of operational parameters.
[0042] The first set of operational parameters at least includes engine start & stop temperature and engine intake start pressure. The engine start & stop temperature is determined and transmitted by the temperature sensor 103 to the electronic control unit 101. The engine intake start pressure is determined and transmitted by the pressure sensor 104 to the electronic control unit 101.
[0043] The second set of operational parameters at least includes ethanol content present in the flex fuel and ethanol content present in the lubrication oil.

The ethanol content present in the flex fuel and the ethanol content present in the lubrication oil is determined and transmitted by the plurality of ethanol sensors 105, 106 to the electronic control unit 101.
[0044] The third set of operational parameters at least include battery state of charge. The battery state of charge is determined and transmitted by the battery sensor 107 to the electronic control unit 101.
[0045] The electronic control unit 101 is operatively configured to determine a provisional RPM based on the received first set of operational parameters and a pre¬set temperature-pressure map stored in the memory 102 operatively connected to the electronic control unit 101. As already discussed, the first set of operational parameters at least includes engine start & stop temperature and engine intake start pressure. Thus, the electronic control unit 101 determines the provisional RPM by taking into account the engine start & stop temperature, engine intake start pressure and the pre-set temperature-pressure map. The provisional RPM is different from the optimum operational RPM as provisional RPM does not take into account other operational parameters which are vital for determining optimum operational RPM. The engine will still need extra flex fuel to start the engine at provisional RPM. To determine optimum operational RPM, some other operational parameters are necessary. The present system 100 additionally determines a first corrective determinant and a second corrective determinant to determine the optimum operational RPM.
[0046] The electronic control unit 101 is operatively configured to determine the first corrective determinant based on the received second set of operational parameters and a pre-set ethanol map stored in the memory 102 operatively connected to the electronic control unit 101. As already discussed, the second set of operational parameters at least includes ethanol content in flex fuel and ethanol content in lubrication oil. Thus, the electronic control unit 101 determines the first corrective determinant by taking into account the ethanol content in flex fuel, the ethanol content in lubrication oil and the pre-set ethanol map. The first corrective determinant will take into account the ethanol content in flex fuel and lubrication

oil and adjust the provisional RPM accordingly. Hence, via first corrective determinant, the system 100 will take into account the ethanol already present in the intake manifold (ethanol from sump) before starting and proportionately reduce the injection of flex fuel. Thus, use of the first corrective determinant not only eliminates the use of extra fuel for starting the engine but also reduce the amount of flex fuel injected into intake manifold.
[0047] The electronic control unit 101 is operatively configured to determine the second corrective determinant based on the received third set of operational parameters and a pre-set battery health map stored in the memory 102 operatively connected to the electronic control unit 101. As already discussed, the third set of operational parameters at least includes battery state of charge. Thus, the electronic control unit 101 determines the second corrective determinant by taking into account the battery state of charge and the pre-set battery health map. The second corrective determinant will take into account the battery state of charge and adjust the provisional RPM accordingly. A situation may arrive when the charge in the battery is not enough to provide optimum operational RPM. Hence, via the second corrective determinant, the system 100 will take into account the battery state of charge and accordingly adjust the provisional RPM. Thus, use of the second corrective determinant will eliminate the possibility of failing to start the engine when the battery state of charge is low.
[0048] The electronic control unit 101 is operatively configured to determine the optimum operational RPM based on the provisional RPM, the first corrective determinant and the second corrective determinant. In an aspect, the optimum operational RPM is product of the provisional RPM, the first corrective RPM and the second corrective RPM.
[0049] The electronic control unit 101 is operatively configured to send the determined optimum operational RPM to motor control unit 108 to operate motor of the engine at determined optimum operational RPM. Flex fuel is injected into the intake manifold only after running the motor of the engine at determined optimum operational RPM. Running motor of an engine at optimum operational

RPM will introduce sufficient air charge into the intake manifold for proper atomization of flex fuel. This eliminate the necessity to introduce extra fuel into the intake valve for combustion.
[0050] FIG. 2 illustrates a flow chart of the method 200 for starting engine of a flexible fuel vehicle that can be utilized to implement one or more exemplary embodiments of the present disclosure.
[0051] At block 202, the method 200 includes receiving a first set of operational parameters, a second set of operational parameters and a third set of operational parameters by the electronic control unit 101. The first set of operational parameters at least includes engine start & stop temperature received from a temperature sensor 103 and engine intake start pressure received from a pressure sensor 104. The second set of operational parameters at least includes ethanol content in flex fuel determined by ethanol sensor 105 and ethanol content in lubrication oil determined by ethanol sensor 106. The third set of operational parameters at least includes battery state of charge determined by battery sensor 107.
[0052] At block 204, the method 200 includes determining a provisional RPM by the electronic control unit 101. The provisional RPM is determined taking into account the first set of operational parameters and a pre-set temperature-pressure map stored in the memory 102 operatively connected to the electronic control unit 101.
[0053] At block 206, the method 200 includes determining a first corrective determinant by the electronic control unit 101. The first corrective determinant is determined by taking into account the second set of operational parameters and a pre-set ethanol map stored in the memory 102 operatively connected to the electronic control unit 101.
[0054] At block 208, the method 200 includes determining a second corrective determinant by the electronic control unit 101. The second corrective determinant is determined by taking into account the third set of operational parameters and a

pre-set battery health map stored in the memory 102 operatively connected to the electronic control unit 101.
[0055] At block 210, the method 200 includes determining an optimum operational RPM by the electronic control unit. The optimum operational RPM is determined based on the determined provisional RPM, the first corrective determinant and the second corrective determinant. The optimum operational RPM is product of the determined provisional RPM, the first corrective determinant and the second corrective determinant.
[0056] At block 212, the method 200 includes sending the determined optimum operational RPM to motor control unit 108, by the electronic control unit 101, to operate motor of the engine at determined optimum operational RPM. Flex fuel is injected into the intake manifold only after running the motor of the engine at determined optimum operational RPM. Running motor of an engine at optimum operational RPM will introduce sufficient air charge into the intake manifold for proper atomization of flex fuel. This eliminate the necessity to introduce extra fuel into the intake valve for combustion.
[0057] Description related to FIG. 1 has already discussed, in detail, the first operating parameters, the second operating parameters, the third operating parameters, the provisional RPM, the first corrective determinant and the second corrective determinant. The method 200 works in the same way as already discussed for the system 100. Therefore, for the sake of brevity, the method 200 has not being explained again.
WORKING EXAMPLE 1
[0058] To begin with, the electronic control unit receives a first operational parameter, a second operational parameter and a third operational parameter. Let us consider that the input received as first operational parameters are:
Engine temperature: 30° C
Engine manifold pressure: 800 mbar

Let us consider that the input received as second operational parameters are:
Ethanol content in fuel: 50%
Ethanol content in lubrication oil: 10% Let us consider that the input received as third operational parameters are:
Battery state of charge: 70%
[0059] Further, the pre-set temperature-pressure map, the pre-set ethanol map and the pre-set battery health map is stored in the memory operatively connected to the electronic control unit.
[0060] The electronic control unit determines the provisional RPM based on the first operational parameters and pre-set temperature-pressure map in the memory. For instance, as per example 1, if engine temperature is 30°C and pressure is 800mbar, let us assume that the determined provisional RPM from the pre-set temperature-pressure map is 300 RPM.
[0061] Then the electronic control unit determines the first corrective determinant based on the second set of operational parameters and the pre-set ethanol map stored in the memory. For instance, as per example 1, if ethanol content in fuel is 50% and ethanol content in lubrication oil is 10%, let us assume that the determined first corrective determinant from the pre-set ethanol map is 1.25.
[0062] The electronic control unit determines the second corrective determinant based on the third set of operational parameters and the pre-set battery health map stored in the memory. For instance, as per example 1, if battery state of charge is 70%), let us assume that the determined third corrective determinant from the pre-set battery health map is 1.25.
[0063] The electronic control unit determines the optimum operational RPM based on the determined provisional RPM, first corrective determinant and second corrective determinant. The optimum operational RPM is product of the determined provisional RPM, the first corrective determinant and the second corrective determinant. Accordingly, the optimum operational RPM is;

300x1.25x1.25= 469 RPM
[0064] The electronic control unit then sends the determined optimum operational RPM to the motor control unit to operate the motor of the engine at 469 RPM. As the motor of the engine achieve 469 RPM, sufficient air charge is introduced in the intake manifold and then flex fuel is injected into the intake manifold. As the air charge is sufficient, the flex fuel get atomized for combustion. This eliminate the necessity to introduce extra fuel into the intake manifold for combustion.
WORKING EXAMPLE 2
[0065] To begin with, the electronic control unit receive a first operational parameter, a second operational parameter and a third operational parameter. Let us consider that the input received as first operational parameters are:
Engine temperature: -10° C
Engine manifold pressure: 800 mbar Let us consider that the input received as second operational parameters are:
Ethanol content in fuel: 50%
Ethanol content in lubrication oil: 10% Let us consider that the input received as third operational parameters are:
Battery state of charge: 100%
[0066] Further, the pre-set temperature-pressure map, the pre-set ethanol map and the pre-set battery health map is stored in the memory operatively connected to the electronic control unit.
[0067] The electronic control unit determines the provisional RPM based on the first operational parameters and pre-set temperature-pressure map in the memory. For instance, as per our example 2, if engine temperature is -10°C and pressure is 800mbar, let us assume that the determined provisional RPM based on temperature-pressure map is 400 RPM.

[0068] Then the electronic control unit determines the first corrective determinant based on the second set of operational parameters and the pre-set ethanol map stored in the memory. For instance, as per example 2, if ethanol content in fuel is 50% and ethanol content in lubrication oil is 10%, let us assume that the determined first corrective determinant based on the ethanol map is 1.25.
[0069] The electronic control unit determines the second corrective determinant based on the third set of operational parameters and the pre-set battery health map stored in the memory. For instance, as per example 2, if battery state of charge is 100%), let us assume that the determined third corrective determinant based on the battery health map is 1.40.
[0070] The electronic control unit determines the optimum operational RPM based on the determined provisional RPM, first corrective determinant and second corrective determinant. The optimum operational RPM is product of the determined provisional RPM, the first corrective determinant and the second corrective determinant. Accordingly, the optimum operational RPM is;
400x1.25x1.40= 700 RPM
[0071] The electronic control unit then sends the determined optimum operational RPM to the motor control unit to operate the motor of the engine at 700 RPM. As the motor of the engine achieve 700 RPM, sufficient air charge is introduced in the intake manifold and then flex fuel is injected into the intake manifold. As the air charge is sufficient, the flex fuel get atomized for combustion. This eliminates the necessity to introduce extra fuel into the intake manifold for combustion.
[0072] It is evident from the example 1 and example 2 that as the engine temperature decreases, it becomes difficult to start the engine. Hence, optimum operational RPM is increased.
ADVANTAGES
[0073] The present disclosure provides a method and a system for starting engine of a flexible fuel vehicle using variable RPM. The proposed method and

system determine optimum operational RPM which leads to sufficient air charge. This eliminate the necessity to introduce extra fuel into the intake manifold for combustion purpose and results in minimum start emission. Minimum start emission also result in reduced catalyst cost. Further, as less fuel is injected into the intake manifold, less sludge is formed in the sump which results in less wear and tear. Also, less sludge in lubrication oil improves lubricating efficiency. Furthermore, the proposed method and system eliminate the need of extra fuel system for starting flex fuel engine. Also, the proposed method and system eleminate the need of heating device in fuel rail for better atomization of flex fuel.
[0074] The above description does not provide specific details of the manufacture or design of the various components. Those of skill in the art are familiar with such details, and unless departures from those techniques are set out, techniques, known, related art or later developed designs and materials should be employed. Those in the art are capable of choosing suitable manufacturing and design details.
[0075] It should be understood, however, that all of these and similar terms are to be associated with the appropriate physical quantities and are merely convenient labels applied to these quantities. Unless specifically stated otherwise, as apparent from the discussion herein, it is appreciated that throughout the description, discussions utilizing terms such as "receiving," or "retrieving," or "comparing," or "generating," or the like, refer to the action and processes of a computer system, or similar electronic computing device, that manipulates and transforms data represented as physical (electronic) quantities within the computer system's registers and memories into other data similarly represented as physical quantities within the computer system memories or registers or other such information storage, transmission or display devices.
[0076] The exemplary embodiment also relates to a system for performing the operations discussed herein. This system may be specially constructed for the required purposes, or it may comprise a general-purpose computer selectively activated or reconfigured by a computer program stored in the computer. Such a

computer program may be stored in a computer-readable storage medium, such as, but is not limited to, any type of disk including floppy disks, optical disks, CD-ROMs, and magnetic-optical disks, read-only memories (ROMs), random access memories (RAMs), EPROMs, EEPROMs, solid state drives, magnetic or optical cards, or any type of media suitable for storing electronic instructions, and each coupled to a computer system bus.
[0077] Further, the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting the disclosure. It will be appreciated that several of the above-disclosed and other features and functions, or alternatives thereof, may be combined into other systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein may subsequently be made by those skilled in the art without departing from the scope of the present disclosure as encompassed by the following claims.
[0078] The claims, as originally presented and as they may be amended, encompass variations, alternatives, modifications, improvements, equivalents, and substantial equivalents of the embodiments and teachings disclosed herein, including those that are presently unforeseen or unappreciated, and that, for example, may arise from applicants/patentees and others.
[0079] It will be appreciated that variants of the above-disclosed and other features and functions, or alternatives thereof, may be combined into many other different systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims.


We Claim:

1. A method (200) for starting engine of a flexible fuel vehicle using variable
RPM, the method (200) comprising:
receiving (202), by Electronic Control Unit (101), a first set of operational parameters, a second set of operational parameters and a third set of operational parameters;
determining (204), by Electronic Control Unit (101), a provisional RPM based on the first set of operational parameters and a pre-set temperature-pressure map stored in memory (102) operatively connected to the Electronic Control Unit (101);
determining (206), by Electronic Control Unit (101), a first corrective determinant based on the second set of operational parameters and a pre-set ethanol map stored in memory (102) operatively connected to the Electronic Control Unit (101);
determining (208), by the Electronic Control Unit (101), a second corrective determinant based on the third set of parameters and a pre-set battery health map stored in memory (102) operatively connected to the Electronic Control Unit (101);
determining (210), by the Electronic Control Unit (101), an optimum operational RPM based on the determined provisional RPM, the first corrective determinant and the second corrective determinant; and
sending (212), by the Electronic Control Unit (101), the determined optimum operational RPM to motor control unit (108) to operate motor of the engine at determined optimum operational RPM, wherein flex fuel is injected into the intake manifold after achieving the determined optimum operation RPM to start the engine of the vehicle.

2. The method as claimed in claim 1, wherein the first set of operational parameters at least includes engine start & stop temperature received from a temperature sensor (103) and engine intake start pressure received from a pressure sensor (104).
3. The method as claimed in claim 1, wherein the second set of operational parameters at least includes ethanol content in flex fuel determined by ethanol sensor (105) and ethanol content in lubrication oil determined by ethanol sensor (106).
4. The method as claimed in claim 1, wherein the third set of operational parameters at least includes battery state of charge determined by battery sensor (107).
5. The method as claimed in claim 1, wherein the determined optimum operational RPM is a product of the provisional RPM, the first corrective determinant and the second corrective determinant.
6. A system (100) for starting engine of a flexible fuel vehicle using variable RPM, the system (100) comprising:
an Electronic control unit (101) configured to:
receive a first set of operational parameters, a second set of operational parameters and a third set of operational parameters;
determine a provisional RPM based on the first set of operational parameters and a pre-set temperature-pressure map stored in memory (102) operatively connected to the Electronic Control Unit (101);
determine a first corrective determinant based on the second set of operational parameters and a pre-set ethanol map stored in

memory (102) operatively connected to the Electronic Control Unit (101);
determine a second corrective determinant based on the third set of parameters and a pre-set battery health map stored in memory (102) operatively connected to the Electronic Control Unit (101);
determine an optimum operational RPM based on the determined provisional RPM, first corrective determinant and second corrective determinant; and
a motor control unit (108) configured to receive the determined operational RPM, from the electronic control unit (101), to operate motor of the engine at determined optimum operational RPM, wherein flex fuel is injected into the intake manifold after achieving the determined optimum operation RPM to start the engine of the vehicle.
7. The system (100) as claimed in claim 6, wherein a temperature sensor (103) and a pressure sensor (104) is provided to determine first set of operational parameters which at least includes engine start & stop temperature and engine intake start pressure.
8. The system (100) as claimed in claim 6, wherein a plurality of ethanol sensors (105, 106) are provided to determine second set of operational parameters which at least includes ethanol content in flex fuel and ethanol content in lubrication oil.
9. The system (100) as claimed in claim 6, wherein a battery sensor (107) is provided to determine the third set of operational parameters which at least includes battery state of charge.

10. The system (100) as claimed in claim 6, wherein the determined optimum operational RPM is a product of the provisional RPM, the first corrective determinant and the second corrective determinant.