Claims:STATEMENT OF CLAIMS
We claim:
1. A method for managing a hydrogen fuelled engine (104), the method comprising
counting a second flag by an Engine Control Unit (ECU) (101) from a pulse from a crank sensor (102) using a reference signal, wherein the reference signal is a signal from a Manifold Absolute Pressure (MAP) sensor (103);
determining a first time delay by the ECU (101), wherein the first time delay is equal to a sum of a first pre-defined degree of the crank rotation and TDC (Top Dead Center) offset;
initiating injection by the ECU (101), on expiry of the first time delay;
determining a second time delay by the ECU (101), wherein the second time delay is equal to a sum of crank rotation of 3600 and the TDC offset and a difference of an advance angle and a spark duty; and
initiating ignition of the engine (104) by the ECU (101), on expiry of the second time delay.

2. The method, as claimed in claim 1, wherein the method does not use a CAM sensor.

3. The method, as claimed in claim 1, wherein the engine (104) comprises of at least one cylinder.

4. A system (100) for managing a hydrogen fuelled engine (104), the system comprising an Engine Control Unit (ECU) (101), the ECU (101) further configured for
counting a second flag from a pulse from a crank sensor (102) using a reference signal, wherein the reference signal is a signal from a Manifold Absolute Pressure (MAP) sensor (103);
determining a first time delay, wherein the first time delay is equal to a sum of a first pre-defined degree of the crank rotation and TDC (Top Dead Center) offset;
initiating injection, on expiry of the first time delay;
determining a second time delay, wherein the second time delay is equal to a sum of crank rotation of 3600 and the TDC offset and a difference of an advance angle and a spark duty; and
initiating ignition of the engine (104), on expiry of the second time delay.

5. The system, as claimed in claim 4, wherein the system does not comprise a CAM sensor.
, Description:TECHNICAL FIELD
[001] Embodiments herein relate to hydrogen fuelled engines, and more particularly to management of hydrogen fuelled engines.
BACKGROUND
[002] The CAM sensor can identify the end of intake stroke/beginning of expansion stroke and taking it as reference, the injection and ignition timings can be calculated. The ignition timing can be calculated using the equation (1).
Ignition timing = 3600 + 1800 - advance angle - spark duty + TDC offset (1)
[003] The injection is started based on the calculated timing, after at a delay equivalent to time required for 3600 rotation of crank, counted on the basis of instantaneous angular velocity (RPM). As the injection and ignition timings are calculated right after the CAM pulse and there is a delay taken for a revolution calculated from instantaneous angular velocity of crank, during transient operations (such as sudden acceleration or deceleration), there could be degradation in performance and erratic engine operation. During transient operations, the time required for a crank revolution may reduce or increase respectively, hence a deviation will occur in the calculated delay and actual delay, causing the early or late in start of injection and ignition and resulting in backfiring/misfiring and erratic operation.
[004] The CAM sensor is placed typically in a sensor holder, which is mounted on the engine. The engine assembly requires modification to accommodate the CAM sensor holder. This increases the complexity of the engine assembly. The CAM sensor also requires a separate module, hereby increasing the costs.
OBJECTS
[005] The principal object of embodiments herein is to disclose methods and systems for managing a hydrogen fueled engine in a vehicle, wherein the system does not comprise of a CAM sensor.
[006] Another object of the embodiments herein is to disclose methods and systems for managing a hydrogen fueled engine in a vehicle, wherein the system determines the ignition and spark timings using only inputs from a crank sensors and a T-MAP sensor.

BRIEF DESCRIPTION OF FIGURES
[007] Embodiments herein are illustrated in the accompanying drawings, through out which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[008] FIG. 1 depicts the engine management system in a vehicle, according to embodiments as disclosed herein;
[009] FIG. 2 depicts example waveforms of the inputs received by the ECU, according to embodiments as disclosed herein;
[0010] FIG. 3 is a flowchart depicting the process of managing an engine in a vehicle, according to embodiments as disclosed herein; and
[0011] FIGs. 4, 5, 6, 7, and 8 depict experimental results wherein the embodiments as disclosed herein are compared to existing solutions, according to embodiments as disclosed herein.

DETAILED DESCRIPTION
[0012] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0013] The embodiments herein disclose methods and systems for managing a hydrogen fueled engine in a vehicle, wherein the system does not comprise of a CAM sensor. Referring now to the drawings, and more particularly to FIGS. 1 through 8, where similar reference characters denote corresponding features consistently throughout the figures, there are shown preferred embodiments.
[0014] The vehicle as described herein can be any vehicle comprising of at least one hydrogen powered engine. Examples of the vehicles can be, but not limited to, cars, trucks, buses, vans, farm implements, heavy duty vehicles, motorcycles, scooters, and so on.
[0015] FIG. 1 depicts the engine management system in a vehicle. The system 100, as depicted, comprises of at least one Engine Control Unit (ECU) 101, a crank sensor 102, a Manifold Absolute Pressure (MAP) sensor 103, at least one engine 104, an ignition coil 105, an injector 106 and a manifold 107. The engine 104 can be powered by hydrogen and can comprise of one or more cylinders. The crank sensor 102 can determine the position or rotational speed of the crankshaft and/or piston (typically at a point between the engine 104 and the transmission) and communicate the determined position to the ECU 101. The MAP sensor 103 can measure the manifold pressure and communicate the measured manifold pressure to the ECU 101. In an embodiment herein, the MAP sensor 103 can measure additional parameters related to the manifold 107, such as the temperature of the manifold. The ECU 101 can be connected to the manifold 107, through the injector 106.
[0016] The ECU 101 can receive inputs from the crank sensor 102 and the MAP sensor 103. The ECU 101 can consider the MAP sensor input as a reference signal. Using the reference signal, the ECU 101 can count the crank pulse using the reference signal. The ECU 101 can count a first flag (flag1(1)) and a second flag (flag1(2)). From the time of the flag1(2), the ECU 101 can determine a first time delay equal to a sum of a first pre-defined degree of the crank rotation (for example, such as 310 of the crank rotation, as depicted in the example in FIG. 2) and the TDC (Top Dead Center) offset. The ECU 101 can initiate the injection using the ignition coil 105, on the determined first time delay expiring. On the determined first time delay expiring, the ECU 101 can determine a second time delay equal to sum of crank rotation of 3600 and the TDC offset and a difference of the advance angle and the spark duty. The ECU 101 can initiate ignition using a suitable means such as a spark plug, on the second time delay expiring (as depicted in the example in FIG. 2).
[0017] FIG. 3 is a flowchart depicting the process of managing an engine in a vehicle. The ECU 101 receives (302) inputs from the crank sensor 102 and the MAP sensor 103. The ECU 101 considers the MAP sensor input as a reference signal. Using the reference signal, the ECU 101 counts (304) the first flag (flag1(1)) and the second flag (flag1(2)) from the crank pulse using the reference signal. From the time of the flag1(2), the ECU 101 determines (306) the first time delay equal to a sum of a first pre-defined degree of the crank rotation and the TDC (Top Dead Center) offset. The ECU 101 initiates (308) the injection using the ignition coil 105, on the determined first time delay expiring. On the determined first time delay expiring, the ECU 101 determines (310) the second time delay equal to sum of crank rotation of 3600 and the TDC offset and a difference of the advance angle and the spark duty. The ECU 101 initiating (312) ignition, on the second time delay expiring. The various actions in method 300 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIG. 3 may be omitted.
[0018] FIGs. 4, 5, 6, 7, and 8 depict experimental results wherein the embodiments as disclosed herein are compared to existing solutions. FIGs. 4, 5, 6, and 7 depict static experimental results observed on the engine dynamometer. FIG. 4 depicts that embodiments herein can result in a 10% increase in power at higher revolutions per minute (RPM) ranges, as compared to existing solutions. FIG. 5 depicts that embodiments herein can result in an improvement in torque at higher RPM ranges, as compared to existing solutions. FIG. 6 depicts that embodiments herein can result in a reduction in fuel consumption per kW of power generation, as compared to existing solutions. FIG. 7 depicts that embodiments herein can result in a reduction in operating range for equivalence ratio to have better control over NOx emission, as compared to existing solutions. FIG. 8 depicts improvement in acceleration performance, on the engine being mounted in the vehicle, in a scenario where the acceleration and deceleration performance were measured by driving the vehicle for 1.5 km.
[0019] In embodiments disclosed herein, the gap between the calculation and implementation of the values to enable the ignition coil/spark plug is very less, as compared to existing solutions. This helps during transient operation of the engine as the deviation in the calculated delay and actual delay to enable the injectors, duration of opening and start of spark is reduced hence a better performance by 40% over the existing solutions.
[0020] Embodiments herein eliminate the CAM sensor, hence reducing the costs. Embodiments herein result in a reduction in the complexity of the program logics. Embodiments herein resolve the backfiring issue resolved, improve the overall performance and improve the mileage of the vehicle.
[0021] The embodiment disclosed herein describes methods and systems for managing a hydrogen fueled engine in a vehicle, wherein the system does not comprise of a CAM sensor. Therefore, it is understood that the scope of the protection is extended to such a program and in addition to a computer readable means having a message therein, such computer readable storage means contain program code means for implementation of one or more steps of the method, when the program runs on a server or mobile device or any suitable programmable device. The method is implemented in a preferred embodiment through or together with a software program written in e.g. Very high speed integrated circuit Hardware Description Language (VHDL) another programming language, or implemented by one or more VHDL or several software modules being executed on at least one hardware device. The hardware device can be any kind of portable device that can be programmed. The device may also include means which could be e.g. hardware means like e.g. an ASIC, or a combination of hardware and software means, e.g. an ASIC and an FPGA, or at least one microprocessor and at least one memory with software modules located therein. The method embodiments described herein could be implemented partly in hardware and partly in software. Alternatively, the invention may be implemented on different hardware devices, e.g. using a plurality of CPUs.
[0022] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.