Accepted Manuscript

Effects of application of variable valve timing on the exhaust gas temperature

improvement in a low-loaded diesel engine

Hasan Ustun Basaran, Osman Azmi Ozsoysal

PII: S1359-4311(17)30613-0
DOI: http://dx.doi.org/10.1016/j.applthermaleng.2017.04.098
Reference: ATE 10247

To appear in: Applied Thermal Engineering

Received Date: 27 January 2017

Revised Date: 3 April 2017
Accepted Date: 21 April 2017

Please cite this article as: H.U. Basaran, O. Azmi Ozsoysal, Effects of application of variable valve timing on the
exhaust gas temperature improvement in a low-loaded diesel engine, Applied Thermal Engineering (2017), doi:
http://dx.doi.org/10.1016/j.applthermaleng.2017.04.098

This is a PDF file of an unedited manuscript that has been accepted for publication. As a service to our customers
we are providing this early version of the manuscript. The manuscript will undergo copyediting, typesetting, and
review of the resulting proof before it is published in its final form. Please note that during the production process
errors may be discovered which could affect the content, and all legal disclaimers that apply to the journal pertain.
 Available online at www.sciencedirect.com

Applied Thermal Engineering

journal homepage: https://www.journals.elsevier.com/applied-thermal-
engineering

Effects of application of variable valve timing on the exhaust gas temperature

improvement in a low-loaded diesel engineHasan Ustun Basarana, Osman Azmi
Ozsoysalb, *
a
Izmir Katip Celebi University, Faculty of Naval Architecture and Ocean Engineering, Izmir, Turkey.
b
Istanbul Technical University, Naval Architecture and Ocean Engineering Faculty, Istanbul, Turkey.

Abstract

Engine manufacturers generally use aftertreatment systems to meet the strict emission criteria on automotive diesel engines. However,

those systems operate inefficiently particularly at low-loaded cases of diesel engines since exhaust gas temperatures at aftertreatment inlet

remain below 250oC. For those cases, variable valve timing (VVT) method can be applied to elevate exhaust temperatures and improve

aftertreatment emission conversion efficiency. Therefore, in this study, intake valve closing (IVC) timing is advanced and retarded

sufficiently from the base condition on a low-loaded diesel engine to increase aftertreatment inlet exhaust temperature above 250oC.. A

specially designed computer program, Lotus Engine Simulation (LES), is utilized to model the diesel engine. Experimental data of a

similar study is used for the validation of the simulation. Engine loading (taken as brake mean effective pressure (BMEP)) is kept

constant at 2.5 bar by adjusting the fuel injection rate. The results show that there is a considerable exhaust temperature rise (up to 65oC)

at aftertreatment inlet with the method and it is adequate for effective aftertreatment performance (Texhaust > 250oC). It is also seen that

the increase on exhaust temperature is due to the sudden reduction on volumetric efficiency (from 94 % to 65 %). Therefore, there is

lower air induction into the cylinders and hence lower pumping losses which result in fuel-efficiency in the system. However, air flow

reduction also causes a sharp decrease on the exhaust flow rate which affects the heat capacity of exhaust gases negatively in the system.

Keywords: Diesel exhaust temperature, aftertreatment management, variable valve timing.

* Corresponding author.
E-mail addresses: hustun.basaran@ikc.edu.tr (H. U. Basaran), ozsoysal@itu.edu.tr (O. A. Ozsoysal).
2 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

1. Introduction

Diesel engines are widely used in transportation due to their high thermal efficiency. However, they also

emit high rates of particulate matter (PM) and nitrogen oxides (NOx) into the atmosphere. Not only do those

criteria pollutants have negative effects on human health, but also they contribute to the acceleration of the

global warming. Therefore, some strict regulations have been held on the allowable emission rates of

automotive engines. Recently, those emission regulations have been increasingly strengthened. For instance,

Environmental Protection Agency (EPA) state that automotive engines should not emit higher than 0.013

g/kWh PM and the amount of NOx emission cannot be more than 0.27 g/kWh [1]. Diesel engine producers

search for advanced combustion techniques such as reactivity controlled compression ignition (RCCI),

homogenous charge compression ignition (HCCI), partially premixed compression ignition (PPCI) [2-5];

utilize renewable fuels on engine systems [6-7] or use exhaust thermal management systems in order to meet

those stringent emission regulations. Although advanced combustion models and using renewable fuels have

the potential to decrease emission rates, they cause inefficiency at some loading conditions or cannot

satisfactorily decrease the emission rates at all performance cases. Therefore, engine manufacturers combine

those recent on-engine methods with aftertreatment systems for sufficient emission reduction.

Some of the widely used aftertreatment systems are selective catalytic reduction (SCR) for NOx reduction,

diesel oxidation catalyst (DOC) for decreasing the unburned hydrocarbons (HCs) and carbon monoxide (CO)

and diesel particulate filter (DPF) for abating the PM emissions. Those aftertreatment systems are indeed

effective at reducing the amount of emissions from diesel engines, however, they have a major drawback.

They are highly temperature-dependent and can perform efficiently when their catalyst temperatures are

generally between 250oC-450oC [8-10]. However, exhaust gas temperatures in diesel engines remain below

250oC during low-loaded & cold-start conditions. Unfortunately, that is insufficient to keep catalyst

temperatures above 250oC and to manage aftertreatment systems efficiently.

 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 3

Researchers are continuously seeking methods for improving the aftertreatment systems [11-15]. One

recent method is to apply VVT on engine systems and increase the aftertreatment inlet exhaust gas

temperature [16]. There is an ongoing research to define the positive effects of VVT on diesel engine exhaust

temperatures. In Ref. [17], Honardar et al. examined the impact of exhaust valve timing phase on exhaust gas

temperature improvement. A rise of around 40oC exhaust gas temperature can be obtained when earlier

exhaust valve phasing is applied to the system. However, this method also has a significant negative effect:

Almost 11 % brake specific fuel consumption (BSFC) penalty in comparison to nominal status. Wickström

[18] explored the effects of different VVT methods on exhaust gas temperature on a single cylinder diesel

engine at constant loadings. It is expressed that exhaust gas temperatures can be increased and NOx emissions

can be decreased by altering IVC timings in the system. Moreover, changing valve phases of exhaust and

intake causes exhaust temperature elevation and reduction of NOx close to 8 g/kWh. Yet, that method also

results in close to 25 g/kWh BSFC rise in the system. Gehrke et al. [19] studied VVT on a single cylinder

engine with the intention to improve exhaust gas aftertreatment. It is stated that advancing IVC timing can be

useful to increase exhaust temperature up to 60oC. However, it also causes rise in PM and CO emissions.

Negative valve overlap is also found to be beneficial, rising exhaust gas temperature close to 70oC. But, it

leads to a dramatic rise in BSFC and PM at high negative timings. Roberts et al. [20] investigated the

advanced opening of exhaust valves as a method to raise exhaust gas temperatures on a diesel engine for

different engine speed and loading conditions. Earlier opening is limited with 90o Crank Angle (CA) from the

original timing and exhaust temperatures can be elevated up to 100oC in the diesel engine system. The method

seems to be very practical to obtain higher than 250oC exhaust temperatures at low loading cases. But, it also

requires more fuel consumption to keep loading constant and thereby causing 2 % to 5 % brake thermal

efficiency reduction at different loading cases. Magee [21] tried to rise the exhaust temperatures of a diesel

engine system by cylinder deactivation (CDA) and retarded IVC timings. The method is applied for different

engine loadings. It is shown that greater than 250oC exhaust gas temperatures can be achieved in the system
4 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

when CDA and late IVC (LIVC) are implemented simultaneously. NOx emissions can also be reduced with

this combined method. Zammit et al. [22] researched the impact of advanced closing of inlet valve and

cylinder disablement on fuel consumption and emissions on a 4-cylinder common rail direct injection diesel

engine. These two methods are found to be rising the exhaust gas temperatures in the analysis. Also, it is

asserted that early IVC (EIVC) method is more effective when applied at 30o CA or more from the original

timing and cylinder disablement is more beneficial at low loads. Zhang et al. [23] examined the effects of

LIVC and re-breathing valve methods on the performance and emissions of a DI diesel engine for 1 bar to 5

bar gross IMEP engine loading cases. LIVC is compared with extra opening of intake valve during the exhaust

process and extra opening of exhaust valve during the intake process. It is shown that these additional

openings are more effective at increasing the exhaust gas temperatures compared to the case where only LIVC

is applied to the system. Garg et al. [24] explored the effect of IVC timing modification on turbine-out exhaust

gas temperatures of a diesel engine through an experiment. It is shown in the analysis that sweeping IVC

timing backward and forward from the nominal timing is definitely beneficial to achieve greater than 250oC

exhaust gas temperature at a low-loaded engine case. Up to 55oC temperature rise is obtained with this VVT

strategy. But it also results in a sharp decrease on volumetric efficiency and that may cause problems during

transient state operations.

Previous VVT studies proved that VVT is a practical method to increase exhaust temperatures at many

engine speed and engine loading cases and it has a potential to improve exhaust aftertreatment effectiveness.

However, most effective VVT methods (EIVC, LIVC and early exhaust valve opening (EEVO)) can cause

significant reduction on air induction or fuel consumption penalty on diesel engines. More extensive research

is needed to overcome those trade-offs engine producers are faced with. Therefore, this study aims to develop

a reliable diesel engine model on which effects of different VVT methods on diesel exhaust gas temperatures

can be extensively examined. Variable IVC timing is preferred to be applied in the simulation. Since it is

considerably effective at rising the exhaust gas temperatures and the results can be compared with an
 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 5

experimental study utilizing the same technique on a diesel engine [24]. The validated simulation achieved on

the study is expected to be helpful to guide further VVT search on aftertreatment improvement.

In the analysis, engine specs, LES model and mathematical formulations are expressed on the following

part at first. Then, application of the method is explained and the model is validated. Afterwards, effects of

variable IVC timing on fuel consumption, volumetric efficiency, exhaust flow rate & exhaust heat capacity are

shown on various figures in a detailed manner. Finally, the study is concluded with a brief summary and

positive & negative effects of the method.

2. Methodology

2.1. Engine properties

In the analysis, a six-cylinder automotive diesel engine is selected to examine the VVT method and it is

simulated by using LES program. The main properties and the operating condition of the engine are shown on

Table 1. Engine was previously studied by Garg and experimental results for exhaust gas temperatures at

different IVC timings were obtained at l200 RPM engine speed and at constant engine loading (BMEP was

kept constant at 2.5 bar) [24]. Those experimental results are utilized in this study in order to validate the

simulation and to obtain a reliable model for exhaust temperature analysis at low-loaded cases.

Table 1. Main engine properties and operating condition.

Main engine properties Operating condition

B (mm) S (mm) Lcr (mm) Compression Model Speed BMEP (bar)
Ratio (RPM)
107 124 192 17.3:1 6 cylinder 6700 cc 1200 2.5
Cummins diesel
engine

This type of diesel engines are widely used in cars, buses, trucks and small marine vehicles for public and

goods transportation. These automotive vehicles are generally driven at low-loaded conditions particularly

during inner-city transportation. Therefore, they spend most of their time with low exhaust gas temperatures.

Marine vehicles can also be faced with insufficient exhaust temperatures at inner-port and manoeuvring
6 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

conditions. As aftertreatment systems perform inefficiently under those cases, those vehicles continue to

release high rates of emissions to the environment. In this study, the intention is to demonstrate variable IVC

timing as a relatively new and successful solution for insufficient exhaust temperatures at low-loaded

operation of those widely utilized vehicles.

2.2. LES model

As stated earlier, engine model is built by utilizing the LES program in the analysis [25, 26]. LES is a very

useful software to calculate the steady state or transient state performance parameters of a diesel or a gasoline

engine for both part-loaded and full-loaded cases. Instantaneous temperature, pressure or other gas properties

at a specified point on pipes, ports, valves or cylinders can be calculated for different loading conditions.

Parametric calculations can also be done in this program. Valve opening & closing timings can be changed in

a different manner. Moreover, valve lift variations during opening timings of intake & exhaust valves can be

specified. Figure 1 below demonstrates the elements of the diesel engine simulation in a detailed manner.
 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 7

Fig. 1. Engine model.

Individual parts of the system (pipes, cylinders, valves, sensors, ports, etc.) are shown on the figure above.

While inlet elements are seen as blue, outlet elements are specified as brown on the simulation. The fuel

element stated on the right lower zone of the figure can be used to specify the fuel system (direct injection),

fuel type (diesel) and the fuel properties. Main engine properties stated formerly on Table 1 are inserted

likewise on every cylinder. Exhaust thermal management system is not modelled in the simulation. The

exhaust gases leaving the turbine are assumed to flow directly into the aftertreatment system. Aftertreatment

inlet exhaust temperature is measured by sensor SPLOT1 and exhaust gas flow rate is measured by sensor

SPLOT2 on the simulation.

Not all the specific engine data is available on Table 1. Therefore, some other specs should be determined

in order to complete the engine model on LES. These engine parts are inserted suitably on the model with the

intention to calculate compatible results with experimental values. The steps of the LES model are

demonstrated on the following Figure 2 [27]. For different IVC timing cases, all other engine parameters are

kept constant except for fuel injection rate. The amount of fuel used on different closing timings is adjusted in

the system so as to manage engine loading (taken as BMEP) constant at 2.5 bar.

Start Program

Build Engine Model

False
Check Model

True

Enter Engine Specifications

False
Check Model

True
8 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

Enter Fuel Specifications

False
Check Model

True

Enter Operating Conditions

False
Check Model

True

Run Solver

Screen Results & Graphics

Fig. 2. Schematical steps of LES.

2.3. Mathematical relations

Some of the widely used formulations below are used for determining the parameters (BMEP, IMEP, Pe,

BSFC, ηth and ηvol) of the diesel engine operation [28, 29]. Engine is assumed to work in a steady-state

manner while valve timings are changed.

Engine loading is stated as BMEP of the engine. It is managed constant in the study and is defined as

BMEP = IMEP − FMEP (1)

In formula (1), engine friction loss (FMEP) is calculated by utilizing the friction model of Sandavol &

Heywood [30]. This model considers the engine friction due to rotating, reciprocating, auxiliary parts and also

valves. The sum of those four items constitutes the total engine FMEP.

Indicated mean effective pressure (IMEP) can be found with

 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 9

Wc
IMEP = (2)
Vd

In expression (2) above, Vd indicates the cylinder displacement volume. Also, Wc (kJ) shows the net

indicated work in a cycle. It can be calculated with the following equation

Wc = ∫ pdV (3)

Vd in equation (2) can be defined as

Vd = S (πB 2 / 4) (4)

where engine stroke is shown as S and B represents the cylinder bore.

The brake power, Pe (kW), can be determined with the following formulation below

Pe =  
BMEPVd NZ
nr 60 
(5)


where the number of cylinders is defined as Z and N shows the engine speed (RPM). Also, nr is the number

of revolutions in a cycle and in four-stroke engines, it is taken as 2.

Engine BSFC (g/kWh) is found in the program with

.
BSFC = m f / Pe (6)

.
where mass flow of the fuel is demonstrated with m f (g/h).

The brake thermal efficiency of the engine is determined as

 
ηth = 3600Pe  (7)
 QLHV m f 
.


where fuel heating value is described with QLHV. Also, engine volumetric efficiency is defined with the
10 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

following expression as

 . 3 
η vol = 2 m ia 10  (8)
 30ρ iaVd N 


.
In the equation (8), air mass flow is shown as m ia (g/h) and density of the air, ρ ia (kg/m3), is determined

with the following formulation below

 3 
ρ ia = 10 pia RT  (9)
 ia 

Two-part Wiebe function is selected to define the combustion rate inside the cylinders [31]. In this

combustion model, total combustion period consists of two separate parts; premixed and diffusion combustion

periods.

The burned mass fraction for the premixed phase is determined with the following expression

C2
 θ 
C1 
m frac, premixed = 1.0 − 1 −  

 (10)
  θb  
 

The fraction of diffusion combustion part is calculated with

M +1
 θ −∆ 
− A 
θ −∆ 
m frac,diffusion = 1.0 − exp  b  (11)

Mass fraction value is found by combining (10) and (11) with the equation stated below as

( ) (
m frac = β m frac, premixed + (1 − β ) m frac,diffusion ) (12)

Parameters of A, M, C1 and C2 are determined consecutively as 6.0, 0.1, 2.5, 2500 in the combustion

expressions above. represents the ratio of premixed phase duration to total combustion duration, taken as
 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 11

0.05. , the angle between combustion periods, is taken as 0.0.

The heat transfer model for cylinders is selected as Annand's in the program. Heat transfer formulation of

Annand [32] is described as

hBcyl
= A Re B (13)
k

Annand's heat transfer coefficients, A & B, are determined as 1.1 and 0.7 for open cycle and as 0.2 and 0.8

for closed cycle. Heat transfer per unit area is found below with the following equation

dQ
A
( ) ( 4
= h Tgas − Twall + C Tgas 4
− Twall ) (14)

where C is a parameter in the equation, set in the simulation as 4.29*10-9.

3. Results and discussion

3.1. Method's application and validation

As explained previously the main goal of the study is to show that VVT is a feasible option to increase

exhaust temperatures in diesel engines at low-loaded conditions. Choosing the appropriate VVT option can be

indeed beneficial to obtain more efficient exhaust thermal management systems and thus diesel engine

emissions can be reduced satisfactorily.

The engine simulated was experimentally studied earlier and promising results were found for EIVC and

LIVC [24]. Maximum valve lifts for intake and exhaust valves were taken as 8.5 mm and 9.9 mm in these

experiments. Therefore, same values are inserted in valves on the model too. Also, nominal valve timings and

firing order of cylinders are stated in Table 2 below. On the simulation, these timings are applied for all the

cylinders. Moreover, exhaust & intake valve lift variations with cylinder firing order are shown on the

following Figure 3. Valve lift variations of all cylinders are the same, however, there is only 120o CA phase

difference between each cylinder due to firing order.

12 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

Table 2. Nominal valve timings, maximum valve lifts and cylinder firing order.

Intake Valve Opening 20o CA Before Top Dead Center

Intake Valve Closing 25o CA After Top Dead Center
Exhaust Valve Opening 20o CA Before Bottom Dead Center
Exhaust Valve Closing 20o CA After Top Dead Center
Intake maximum valve lift (mm) 8.5
Exhaust maximum valve lift (mm) 9.9
Cylinder firing order 1-5-3-6-2-4

Fig. 3. Intake and exhaust valve lift variations in accordance with cylinder firing order.

As seen on Figure 3 above, there is a firing order starting with the first cylinder and ends with the fourth.

This firing order is the same with Garg's tests. The area under the blue curve denotes the total intake valve

opening timing and the area under the brown curve points out the timings when exhaust valves are kept open

during the cycle. Only IVC timings are altered in the study while other timings are held constant on the

model. Maximum intake and exhaust valve lifts are kept fixed, too. However, changing IVC timings affects

the engine loading. Fuel injection rate should be set appropriately when IVC is advanced or retarded from the

nominal timing in order to hold BMEP constant at 2.5 bar.

The application of the method and change of exhaust temperature with variable IVC are shown on Figure
 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 13

4 & Figure 5 below. Nominal IVC timing is closed later or earlier when all other valve timings and maximum

valve lifts are kept constant. As seen, changing IVC timings results in change in intake valve lift variation,

too. While the total area under intake valve lift is contracting with EIVC, there is an expanded area with

LIVC.

Fig. 4. Effect of EIVC & LIVC on intake valve lift variation.

14 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

Fig. 5. Comparison of exhaust temperatures at aftertreatment inlet for model & test results.

On Figure 5 above, nominal IVC is swept either up to 100o CA forward or up to 65o CA backward with

the intention to achieve 250oC aftertreatment inlet exhaust temperature at a low loading case. Experimental

results are also demonstrated to examine the reliability of the model.

Exhaust gas temperatures on the model are generally calculated similar to the experimental data. This

compatibility proves that the simulation is reliable and can be utilized to examine the effect of IVC timing on

exhaust temperatures. It is evident from the verification above that changing IVC timing is very effective at

increasing the nominal exhaust temperature (194oC) higher than 250oC. Early and late IVC are both

beneficial. Advancing IVC timing 65o CA from the nominal value can result in almost 60oC exhaust

temperature rise. However, for the same temperature rise, IVC timing must be retarded 100o CA from the

original closing timing. Consequently, it can be derived from Figure 5 that either EIVC or LIVC can be

implemented on a low-loaded diesel engine to improve exhaust gas aftertreatment. Examining the method's

effect on other performance parameters can be helpful to determine which one is more appropriate to be

utilized in the system.

 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 15

3.2. Effects on fuel consumption

As explained on the previous section, EIVC & LIVC are definitely practical for reaching greater than

250oC exhaust temperatures and hence more efficient exhaust thermal management. However, effect of IVC

timing on other performance parameters of the engine should also be considered in order to predict the

tradeoffs engine has to sacrifice when the method is applied.

In this study, as explained earlier, engine loading is not affected negatively with the method and is kept

constant for different IVC timings. While IVC sweeps through earlier and later than its original timing, fuel

injection rate (mm3/injection) at nominal case must be increased or decreased in order to manage the BMEP

fixed. The change in fuel injection rate per cylinder is shown below on Figure 6.

Fig. 6. Fuel injection rate change along early and late IVC.

It is seen on Figure 6 above that fuel injection rate is going down for both advanced and retarded IVC

timings. Less fuel is required to hold loading constant when IVC is swept earlier and later than nominal

timing. EIVC becomes more fuel-saving than LIVC. In order to understand the reason behind this fuel

consumption reduction, pumping mean effective pressure (PMEP), friction mean effective pressure (FMEP)

and gross indicated mean effective pressure (IMEPgross) change for the same IVC timing modification must be

analyzed. Effects of variable IVC on FMEP, PMEP & IMEPgross are shown below on Figures 7 & 8.
16 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

Fig. 7. FMEP & PMEP change along early and late IVC.

Fig. 8. IMEPgross change along early and late IVC.

As it is seen on Figure 7, FMEP is not affected significantly. It depends on compression ratio and engine

speed and these are constant in the study. Thus, FMEP remains more or less the same. But, air flow through

the engine drops at early and late IVC timings and thus PMEP decreases sharply at those timings. In other

words, the diesel engine system can be operated with lower pumping losses when either EIVC or LIVC is
 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 17

applied at a low-loading case. Therefore, lower IMEPgross is needed to generate same engine power at

advanced and retarded closing cases as seen on Figure 8. Decreased IMEPgross means lower fuel consumption

in the system is sufficient to maintain engine loading constant. The method is fuel-saving for both advanced

and retarded IVC timings.

3.3. Effects on volumetric efficiency

Volumetric efficiency is also an important performance parameter for a diesel engine to be considered. It

decreases sharply for both EIVC and LIVC cases as shown on the following Figure 9 below. While the diesel

engine has shorter time to induct air into the cylinders at advanced closing, some of the air inducted is pushed

back by pistons into the intake ports at retarded closing. That is why volumetric efficiency diminishes

suddenly lower than 70 % with LIVC and even lower than 65 % with EIVC.

Fig. 9. Volumetric efficiency change along advanced and retarded IVC.

It can be deduced from Figure 9 that extra air inducted into the cylinders around nominal IVC timing,

where volumetric efficiency is high due to additional air, causes a decrease on exhaust temperature. Because

lowest exhaust temperatures are obtained around original closing timing on Figure 5. In addition, when Figure
18 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

5 and Figure 9 are compared, it is evident that exhaust temperature is inversely proportional with the

volumetric efficiency. The lower the volumetric efficiency is, the higher the exhaust temperatures are.

However, it should also be noted that these results are valid for steady state operations and diesel engine

system cannot be able to control the loading on-time during transient state operations if volumetric efficiency

goes to very low values. Similar volumetric efficiency reductions are observed by Modiyani et al. [33] on a

multi-cylinder diesel engine for both EIVC & LIVC and by Kim and Bae [34] on a single cylinder diesel

engine for LIVC. Therefore, the results achieved seem to be compatible with those recent studies and that

improves the reliability of the model.

3.4. Effects on exhaust gas flow rate and exhaust gas heat capacity

Sweeping IVC forward and backward from the reference timing is definitely beneficial for reaching higher

than 250oC exhaust temperatures. Moreover, it improves the efficiency by diminishing the demanded fuel

injection rate for the same engine loading. However, it also has a negative effect. It leads to reduction on

exhaust flow rate. That is an expected result since volumetric efficiency decreases abruptly due to the

restricted air induction with EIVC and backflow of inducted air into the intake ports with LIVC. Effects of

IVC timing modulation on exhaust gas flow rate & exhaust heat capacity (mexh*Cp,exh*Texh) are shown on

Figure 10 below. Similar to volumetric efficiency, these two other performance parameters drop sharply too.

Effect of exhaust temperature on specific heat ratio (Cp,exh ) is also considered while exhaust heat capacity is

calculated.
 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 19

Fig. 10. Exhaust flow rate & exhaust heat capacity change along early and delayed IVC.

Decreased exhaust flow rate causes reduction of heat transfer from the exhaust gases to the catalyst

substrates in aftertreatment systems. Therefore, it slows down the process and affects efficiency negatively.

However, the focus of this study is to apply the process on a low loading condition. At higher engine loading

cases, exhaust flow rate does not decrease that much when the same method is applied to raise the exhaust

temperature above 250oC. Because lower temperature rise is needed in these conditions and less advanced or

retarded IVC timing cases are adequate to achieve that. Yet, at lower engine loadings, it is evident from

Figure 10 that this is a significant problem to be considered. Also, even though EIVC is found to be more

fuel-efficient, LIVC can be a better option to implement on a real diesel engine. Because it does not reduce

the heat capacity of exhaust gases as much as EIVC does.

4. Conclusions

The main intention of this study is to examine the impact of early and late closing of intake valves on

exhaust gas temperature of a diesel engine operating at a low loading condition. In the analysis, engine

loading is kept constant by changing the fuel injection rate while IVC timing is altered. All other engine

parameters are managed fixed in the system. LES program is utilized to build the 6-cylinder turbocharged and
20 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

intercooled diesel engine model at 1200 RPM engine speed. The exhaust temperatures for different IVC

timings are calculated with the model and then compared with the results of an experimental study using the

same method on a diesel engine. For both EIVC and LIVC, the results of the model are generally found to be

compatible with the experimental results. Validated simulation is then utilized to search the effects of the

method on fuel-efficiency, volumetric efficiency, exhaust gas flow rate & exhaust heat capacity.

It is seen that aftertreatment inlet exhaust temperature of a diesel engine can be increased above 250oC at a

low-loaded case with the method. 65o CA advancement or 100o CA retardation of nominal IVC timing seems

to be sufficient to obtain the required exhaust gas temperature rise in the system. Therefore, the technique has

the potential to improve the effectiveness of exhaust thermal management systems.

While up to 60oC exhaust temperature elevation is achieved with advanced and delayed IVC timings,

volumetric efficiency is affected negatively in the system. It decreases from 95 % to 68 % for the latest IVC

and even reduces to 63 % for the earliest IVC. It is derived that change of exhaust temperature is inversely

proportional with the volumetric efficiency change when original IVC is swept backward and forward in the

system. Closing intake valves close to base IVC timing results in higher volumetric efficiency and excess air

causes reduction on exhaust gas temperatures, thereby lower efficient aftertreatment systems.

Effect of IVC timing on fuel injection rate is also studied. Advancing or delaying the nominal IVC timing

results in fuel-efficiency in the system. Decreased volumetric efficiency lowers the pumping losses in the

system and decreased PMEP enables lower IMEPgross to be adequate to hold BMEP constant at 2.5 bar.

Therefore, less fuel is required to operate the engine at the same loading. The method seems to be rising the

exhaust temperatures in a fuel-efficient manner.

The effect of the method on exhaust gas flow rate & exhaust heat capacity is also analysed. Reduced

volumetric efficiency due to lower air induction into the cylinders causes a sharp drop on exhaust flow rate..

Raising exhaust temperatures via VVT is definitely significant and the fuel-saving impact of IVC modulation

is worth to be considered, however, lower exhaust gas flow rate decreases both the heat capacity of exhaust
 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 21

gases and the heat transfer from the exhaust gases to the catalyst substrates on aftertreatment systems. Those

negative effects should also be considered while applying EIVC or LIVC on a real diesel engine. LIVC can be

preferred rather than EIVC on a diesel engine as it results in lower exhaust heat capacity reduction compared

to EIVC.

Examining VVT effect on exhaust thermal management efficiency should continue in order to raise

exhaust gas temperatures above 250oC without causing a significant drop on exhaust gas flow rate. Advanced

or retarded IVC timings can be combined with other appropriate VVT options to improve both the

aftertreatment inlet exhaust temperature and exhaust gas flow rate. Intake and exhaust maximum valve lifts

can also be changed while opening and closing timings are altered.

Nomenclature
BMEP brake mean effective pressure, bar
BSFC brake specific fuel consumption, g/kWh
B bore, m
BDC bottom dead center
CA crank angle, degree
CO carbon monoxide
CR compression ratio
EVO exhaust valve opening, degree
FMEP friction mean effective pressure, bar
IMEP indicated mean effective pressure, bar
IVC intake valve closing, degree
Lcr connecting-rod length
LES lotus engine simulation
.
m mass flow rate, kg/h
N engine speed, RPM
NOx nitrogen oxide
p pressure, bar
22 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

PM particulate matter
PMEP pumping mean effective pressure, bar
QLHV lower heating (calorific) value of fuel, kJ/kg
R gas constant, J/kgK
RPM revolution per minute
S stroke, m
T temperature, oC
TDC top dead center
VVT variable valve timing
Vd cylinder displacement, m3
W work, kJ
Z cylinder number
η efficiency, %
θ burn angle, degree
θb total burn angle, degree
ρ density, kg/m3

References
[1] T. Akiyoshi, H. Torisaka, H. Yokota, T. Shimizu, H. Ninomiya, H. Narita, Development of efficient urea-scr systems for epa 2010-

compliant medium duty diesel vehicles, SAE Paper No. 2011-01-1309 (2011).

[2] Q. Fang, J. Fang, J. Zhuang, Z. Huang, Influences of pilot injection and exhaust gas recirculation (EGR) on combustion and emissions

in a HCCI-DI combustion engine, Applied Thermal Engineering, 48 (2012) 97-104.

[3] J. Benajes, A. Garcia, V. Domenech, R. Durrett, An investigation of partially premixed compression ignition combustion using

gasoline and spark assistance, Applied Thermal Engineering, 52 (2013) 468-477.

[4] J. Benajes, S. Molina, A. Garcia, J. Monsalve-Serrano, Effects of low reactivity fuel characteristics and blending ratio on low load

RCCI (reactivity controlled compression ignition) performance and emissions in a heavy-duty diesel engine, Energy, 90 (2015)

1261-1271.

[5] A. Paykani, A.H. Kakaee, P. Rahnama, R.D. Reitz, Effects of diesel injection strategy on natural gas/diesel reactivity controlled

compression ignition combustion, Energy, 90 (2015) 814-826.

[6] H. An, W.M. Yang, S.K. Chou, K.J. Chua, Combustion and emissions characteristics of diesel engine fueled by biodiesel at partial

load conditions, Applied Energy, 99 (2012) 363-371.

 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 23

[7] J. E, T. Liu, W.M. Yang, J. Li, J. Gong, Y. Deng, Effects of fatty acid methyl esters proportion on combustion and emission

characteristics of a biodiesel fueled diesel engine, Energy Conversion and Management, 117 (2016) 410-419.

[8] S. Charlton, T. Dollmeyer, T. Grana, Meeting the us heavy-duty epa 2010 standards and providing increased value for the customer,

SAE International Journal of Commercial Vehicles, 3(1) (2010) 101-110.

[9] D. Stanton, S. Charlton, P. Vajapeyazula, Diesel engine technologies enabling powertrain optimization to meet US greenhouse gas

emissions, SAE International Journal of Engines, 6(3) (2013) 1757-1770.

[10] M. Naseri, C. Aydin, S. Mulla, R. Conway, S. Chatterjee, Development of emission control systems to enable high NOx conversion

on heavy duty diesel engines, SAE International Journal of Engines, 8(3) (2015) 1144-1151.

[11] A. Mayer, T. Lutz, C. Lämmle, M. Wyser, F. Legerer, Engine intake throttling for active regeneration of diesel particle filters, SAE

Paper No. 2003-01-0381 (2003).

[12] J. Parks, S. Huff, M. Kass, J. Storey, Characterization of in-cylinder techniques for thermal management of diesel aftertreatment,

SAE Paper No. 2007-01-3997 (2007).

[13] D. Buono, A. Senatore, M.V. Prati, Particulate filter behaviour of a Diesel engine fueled with biodiesel. Applied Thermal

Engineering 49 (2012) 147-153.

[14] P. Chen, J. Wang, Air-fraction modeling for simultaneous Diesel engine NOx and PM emissions control during active DPF

regenerations, Applied Energy 122 (2014) 310-320.

[15] B. Zhang, J. E, J. Gong, W. Yuan, W. Zuo, Y. Li, J. Fu, Multidisciplinary design optimization of the diesel particulate filter in the

composite regeneration process, Applied Energy 181 (2016) 14-28.

[16] J. Schwoerer, K. Kumar, B. Ruggiero, B. Swanbon, Lost-motion VVA systems for enabling next generation diesel engine efficiency

and aftertreatment optimization, SAE International No. 2010-01-1189 (2010).

[17] S. Honardar, H. Busch, T. Schnorbus, C. Severin, A.F. Kolbeck, T. Korfer, Exhaust temperature management for diesel engines

assessment of engine concepts and calibration strategies with regard to fuel penalty, SAE Paper No. 2011-24-0176 (2011).

[18] A. Wickström, Variable valve actuation strategies for exhaust thermal management on a HD diesel engine, Master Thesis, KTH

Industrial Engineering and Management, Stockholm (2012).

[19] S. Gehrke, D. Kovacs, P. Eilts, A. Rempel, P. Eckert, Investigation of VVA-based exhaust management strategies by means of a

HD single cylinder research engine and rapid prototyping systems, SAE International Journal of Commercial Vehicles, 6(1) (2013)

47-61.

[20] L. Roberts, M. Magee, G. Shaver, A. Garg, J. McCarthy, E. Koeberlein, E. Holloway, R. Shute, D. Koeberlein, D. Nielsen,

Modeling the impact of early exhaust valve opening on exhaust aftertreatment thermal management and efficiency for compression

ignition engines, International Journal of Engine Research, 16(6) (2015) 773-794.

[21] M. Magee, Exhaust thermal management using cylinder deactivation, Master Thesis, Purdue University, West Lafayette, IN (2014).
24 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering

[22] J.P. Zammit, M.J. McGhee, P.J. Shayler, T. Law, I. Pegg, The effects of early inlet valve closing and cylinder disablement on fuel

economy and emissions of a direct injection diesel engine, Energy, 79 (2015) 100-110.

[23] X. Zhang, H. Wang, Z. Zheng, R.D. Reitz, M. Yao, Effects of late intake valve closing (LIVC) and rebreathing valve strategies on

diesel engine performance and emissions at low loads, Applied Thermal Engineering, 98 (2016) 310-319.

[24] A. Garg, M. Magee, C. Ding, L. Roberts, G. Shaver, E. Koeberlein, R. Shute, D. Koeberlein, J.M. Jr, D. Nielsen, Fuel-efficient

exhaust thermal management using cylinder throttling via intake valve closing timing modulation, Proceedings of the Institution of

Mechanical Engineers, Part D: Journal of Automobile Engineering, 230(4) (2016) 470-478.

[25] Lotus Engineering Software, Lotus Engine Simulation (LES) 2013 version. Lotus Engineering, Hethel, Norfolk.

[26] http://www.lesoft.co.uk. Getting started with lotus engine simulation. Lotus Engineering, Hethel, Norfolk.

[27] İ. Sezer, Gaseous fuels in PFI spark ignition engines. 6th International Advanced Technologies Symposium (IATS'11), 16-18 May

2011, Elazığ, Turkey.

[28] J. B. Heywood, Internal combustion engine fundamentals, McGraw-Hill, Inc., 1988.

[29] R.J. Pearson, M.D. Bassett, N.P. Fleming, T. Rodemann, Lotus Engineering Software - An Approach to Model-Based Design, Lotus

Engineering, Hethel, Norfolk (2002).

[30] D. Sandoval, J.B. Heywood, An improved friction model for spark-ignition engines, SAE Paper No. 2003-01-0725 (2003).

[31] N. Watson, A.D. Pilley, A combustion correlation for diesel engine simulation, SAE Paper No. 800029 (1980).

[32] W.J.D. Annand, Heat transfer in the cylinders of reciprocating internal combustion engines, Proceedings of the Institution of

Mechanical Engineers, 177(1) (1963) 983-990.

[33] R. Modiyani, L. Kocher, D.G. Van Alstine, E. Koeberlein, K. Stricker, P. Meckl, G. Shaver, Effect of intake valve closure

modulation on effective compression ratio and gas exchange in turbocharged multi-cylinder engines utilizing EGR, International

Journal of Engine Research, 12(6) (2011) 617-631.

[34] J. Kim, C. Bae, An investigation on the effects of late intake valve closing and exhaust gas recirculation in a single-cylinder research

diesel engine in the low-load condition, Journal of Automobile Engineering, 230(6) (2016) 771-787.

Table and Figure captions (with the order in text)

Table 1. Main engine properties and operating condition.

Fig. 1. Engine model.

Fig. 2. Schematical steps of LES.

 H. U. Basaran, O. A. Ozsoysal / Applied Thermal Engineering 25

Table 2. Nominal valve timings, maximum valve lifts and cylinder firing order.

Fig. 3. Intake and exhaust valve lift variations in accordance with cylinder firing order.

Fig. 4. Effect of EIVC & LIVC on intake valve lift variation.

Fig. 5. Comparison of exhaust temperatures at aftertreatment inlet for model & test results.

Fig. 6. Fuel injection rate change along early and late IVC.

Fig. 7. FMEP & PMEP change along early and late IVC.

Fig. 8. IMEPgross change along early and late IVC.

Fig. 9. Volumetric efficiency change along advanced & retarded IVC.

Fig. 10. Exhaust flow rate & exhaust heat capacity change along early and delayed IVC.

Highlights
i) IVC timing is modulated on a diesel engine for exhaust gas temperature improvement.
ii) Configuring valve timings can rise the exhaust temperature above 250oC at low loads.
iii) Effectiveness of the exhaust aftertreatment systems is realized how to be improved.
iv) Method also helps to improve the fuel efficiency by reducing the pumping losses.
v) However, it decreases the exhaust gas flow rate and its heat capacity.