# US 2019/0376455 A1 · Internal combustion engine control > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 2019/0376455 A1 - Document ID: US20190376455A1 - Status: Published application - Kind: A1 - Application number: 16/005,028 - Filed: 2018-06-11 - Published: 2019-12-12 - Earliest claimed: 2018-06-11 - Assignees: GM Global Technology Operations LLC - Applicants: GM Global Technology Operations LLC - Inventors: Anthony E. Locano; Ronald E. Gaskins; Charles F. Maguire III; Timothy J. Clever - Web page: https://patentgrep.com/patent/US20190376455A1 ## CPC - F02D 13/0249: {changing the valve timing only} - F01L 1/344: changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear - F02D 35/027: {using knock sensors} - F02D 2200/025: Engine noise, e.g. determined by using an acoustic sensor - F02D 2200/0612: determined by estimation - Y02T 10/12: Improving ICE efficiencies - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) - F01L: CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract A method for controlling an internal combustion engine includes providing an internal combustion engine having an exhaust camshaft phaser and a knock sensor. A second step includes starting the internal combustion engine and receiving a first knock sensor signal from the knock sensor. A third step includes determining a first octane rating based on the first knock sensor signal and an algorithm. A fourth step includes communicating a camshaft timing change to the exhaust camshaft phaser if the first octane rating is less than 100%. ## Claims ### Claim 1 A method of controlling an internal combustion engine for a vehicle, the method comprising: providing an internal combustion engine having an exhaust camshaft phaser and a knock sensor; starting the internal combustion engine; receiving a first knock sensor signal from the knock sensor; determining a first octane rating (OR) based on the first knock sensor signal and an algorithm, and communicating a camshaft timing change to the exhaust camshaft phaser if the first octane rating (OR) is less than 100%. ### Claim 2 (depends on 1) The method of controlling the internal combustion engine of claim 1 further comprising maintaining a current camshaft timing if the first octane rating (OR) is 100%. ### Claim 3 (depends on 2) The method of controlling the internal combustion engine of claim 2 further comprising: receiving a second knock sensor signal from the knock sensor; determining a second octane rating (OR) based on the second knock sensor signal and the algorithm, and communicating a camshaft timing change to the exhaust camshaft phaser if the second octane rating (OR) is less than 100%. ### Claim 4 (depends on 2) The method of controlling the internal combustion engine of claim 2 further comprising: receiving a second knock sensor signal from the knock sensor; determining a second octane rating (OR) based on the second knock sensor signal and the algorithm, and maintaining a current camshaft timing if the second octane rating (OR) is 100%. ### Claim 5 (depends on 2) The method of controlling the internal combustion engine of claim 2 further comprising communicating a camshaft timing change to the exhaust camshaft phaser if the first octane rating (OR) is less than 100% further comprises setting the camshaft timing change (Pd) by the following equation: Pd=Pf−(OR*Pf); and wherein Pf is a full phaser shift. ### Claim 6 (depends on 5) The method of controlling the internal combustion engine of claim 5 further comprises setting the full phaser shift is approximately −25°. ### Claim 7 (depends on 5) The method of controlling the internal combustion engine of claim 5 further comprises setting the full phaser shift is approximately −12.5°. ### Claim 8 (depends on 1) The method of controlling the internal combustion engine of claim 1 wherein providing a vehicle having an internal combustion engine having an exhaust camshaft phaser and a knock sensor further comprises providing a vehicle having an internal combustion engine having an exhaust camshaft phaser and a flat-response knock sensor. ### Claim 9 An internal combustion engine assembly for a vehicle, the internal combustion engine assembly comprising: a long block assembly comprising a cylinder block, a crankshaft, at least one cylinder bore, at least one piston assembly, and a knock sensor; a cylinder head assembly comprising an exhaust camshaft and an exhaust camshaft phaser, and wherein the cylinder head assembly is disposed on the long block assembly to form at least one combustion chamber, and a powertrain control module having a control logic sequence, and wherein the powertrain control module controls the operation of the internal combustion engine assembly. ### Claim 10 (depends on 9) The internal combustion engine assembly of claim 9 wherein the control logic sequence of the powertrain control module comprises: a first control logic for indicating to the powertrain control module that the internal combustion engine has been started; a second control logic for receiving a first knock sensor signal from the knock sensor, and a third control logic for determining an octane rating (OR) based on the knock sensor signal and an algorithm. ### Claim 11 (depends on 10) The internal combustion engine assembly of claim 10 wherein the control logic sequence of the powertrain control module further comprises a fourth control logic for communicating a camshaft timing change to the exhaust camshaft phaser if the octane rating (OR) is less than 100%. ### Claim 12 (depends on 11) The internal combustion engine assembly of claim 11 wherein the control logic sequence of the powertrain control module further comprises a fifth control logic for maintaining a current camshaft timing if the octane rating (OR) is 100%. ### Claim 13 (depends on 10) The internal combustion engine assembly of claim 10 wherein the fourth control logic of the control logic sequence of the powertrain control module comprises setting a camshaft timing change (Pd) by the following equation: Pd=Pf−(OR*Pf), and communicating a camshaft timing change to the exhaust camshaft phaser if the octane rating (OR) is less than 100%; and wherein Pf is a full phaser shift. ### Claim 14 (depends on 13) The internal combustion engine assembly of claim 13 wherein the full phaser shift of the exhaust cam phaser is approximately −25°. ### Claim 15 (depends on 13) The internal combustion engine assembly of claim 13 wherein the full phaser shift of the exhaust cam phaser is approximately −12.5°. ### Claim 16 (depends on 13) The internal combustion engine assembly of claim 13 wherein the knock sensor of the long block assembly is a flat-response knock sensor. ### Claim 17 A method of controlling an internal combustion engine for a vehicle, the method comprising: providing an internal combustion engine having an exhaust camshaft phaser and a flat-response knock sensor; starting the internal combustion engine; receiving a first knock sensor signal from the knock sensor; determining a first octane rating (OR) based on the first knock sensor signal and an algorithm; communicating a camshaft timing change to the exhaust camshaft phaser if the first octane rating (OR) is less than 100%; maintaining a current camshaft timing if the first octane rating (OR) is 100%; receiving a second knock sensor signal from the knock sensor; determining a second octane rating (OR) based on the second knock sensor signal and the algorithm; communicating a camshaft timing change to the exhaust camshaft phaser if the second octane rating (OR) is less than 100%, and maintaining a current camshaft timing if the second octane rating (OR) is 100%. ### Claim 18 (depends on 17) The method of controlling the internal combustion engine of claim 17 further comprising communicating a camshaft timing change to the exhaust camshaft phaser if the first octane rating (OR) is less than 100% further comprises setting the camshaft timing change (Pd) by the following equation: Pd=Pf−(OR*Pf); and wherein Pf is a full phaser shift. ### Claim 19 (depends on 18) The method of controlling the internal combustion engine of claim 18 further comprises setting the full phaser shift is approximately −25°. ### Claim 20 (depends on 18) The method of controlling the internal combustion engine of claim 18 further comprises setting the full phaser shift is approximately −12.5°.