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Skip cycle method with a valve-control mechanism for spark ignition engines

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DOI: 10.1016/j.enconman.2017.05.016

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 Energy Conversion and Management 146 (2017) 134–146

Contents lists available at ScienceDirect

Energy Conversion and Management

journal homepage: www.elsevier.com/locate/enconman

Skip cycle method with a valve-control mechanism for spark ignition

engines
Cemal Baykara, O. Akin Kutlar ⇑, Baris Dogru, Hikmet Arslan
Istanbul Technical University, Faculty of Mechanical Engineering, Turkey

a r t i c l e i n f o a b s t r a c t

Article history: The efficiency decrease of spark ignition (SI) engines under part-load conditions is a considerable issue.
Received 20 February 2017 Changing the effective stroke volume based on the load level is one of the methods using to improve the
Received in revised form 27 April 2017 part-load efficiency. In this study, a novel alternative engine valve control technique in order to perform a
Accepted 6 May 2017
cycle without gas exchange (skip cycle), is examined. The goal of skip cycle strategy is to reduce the effec-
Available online 19 May 2017
tive stroke volume of an engine under part load conditions by skipping several of the four stroke cycles by
cutting off the fuel injection and simultaneously deactivating the inlet and exhaust valves. To achieve the
Keywords:
same power level in the skip cycle, the cylinder pressure level reaches higher values compared to those in
Spark-ignition (SI) engine
Skip cycle
a normal four stroke cycle operation, but inherently not higher than the maximum one at full load of nor-
Part load mal cycle. According to the experimental results, the break specific fuel consumption (BSFC) was reduced
Pumping loss by 14–26% at a 1–3 bar break mean effective pressure (BMEP) and a 1200–1800 rpm engine speed of skip
Fuel consumption cycle operation, in comparison to normal engine operation. The significant decrease in the pumping work
from the gas exchange is one of the primary factors for an increase in efficiency under part load condi-
tions. As expected, the fuel consumption reduction rate at lower load conditions was higher. These exper-
imental results indicate a promising potential of the skip cycle system for reducing the fuel consumption
under part load conditions.
Ó 2017 Elsevier Ltd. All rights reserved.

1. Introduction
The extensive worldwide usage of internal combustion engines
(ICEs) as prime movers in land and sea applications and significant
share in stationary power production is the main factor that leads
to concern of pollutant generation and energy resource depletion.
The primary solution to decrease emissions and preserve fossil
energy sources is to improve the fuel conversion efficiency, i.e.,
decrease fuel consumption. Therefore even a small increase in
engine efficiency, when achieved in a sustainable manner, is highly
important.
Although ICEs are the most efficient heat engines (approxi-
mately 55% for large two-stroke compression ignition (CI), 46%
for medium size CI and 35% for spark ignition (SI) engines), in
the most frequently used part-load regimes of automobiles, this
efficiency decreases to 10–15% since the throttle valve using for
engine load control. In part-load operation, due to the restriction
of the airflow by the throttle valve, the volumetric efficiency
⇑ Corresponding author at: Istanbul Technical University, Faculty of Mechanical
Engineering, Mechanical Engineering Department, Gümüsßsuyu, TR-34437 Istanbul,
Turkey.
E-mail address: kutlar@itu.edu.tr (O. Akin Kutlar).
reduces while the pumping loss increases with a decrease in the
compression-expansion work. At the same time, these results lead
to the formation of unfavorable combustion conditions due to
lower effective compression ratios and higher burned residual
gas fractions. Since the friction power includes the power required
to pump gas into and out of the engine, when the engine is throt-
tled the frictional losses are relatively higher eventually leading to
decrease of mechanical efficiency up to zero at idle operation [1].
Variable valve timing, stratified charged lean mixture combus-
tion, supercharging, variable compression ratio and variable dis-
placement are well known methods used to increase the
efficiency for the part load [2,3]. A variable valve timing with an
early or late intake valve-closing feature may reduce the pumping
loss at low loads [4–8]. A stratified charge can dilute the charge
and run the engine at low loads with a wider opened throttle valve
[9,10]. Supercharging downsizes the engine by adding a boosting
device for an equal power demand, which reduces the friction
and pumping losses for the part load [11,12]. Variable compression
and expansion ratios have the benefits of increasing the indicated
efficiency at the part load without the knocking tendency and
using the advantage of the increased work production during
expansion [11]. Variable displacement or cylinder deactivation
may be used to reduce the active stroke volume, i.e., the pumping

http://dx.doi.org/10.1016/j.enconman.2017.05.016
0196-8904/Ó 2017 Elsevier Ltd. All rights reserved.
 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146
Nomenclature
BSFC brake specific fuel consumption
SI spark ignition
BMEP brake mean effective pressure
ICE internal combustion engine
CI compression ignition
NVH noise vibration and harshness
US United States
Pmi indicated mean effective pressure
N normal cycle mode
NS normal-skip cycle mode
S skip cycle mode
TDC top dead center
ATDC after top dead center
BTDC before top dead center
CA crankshaft angle
ECU electronic control unit
PC personal computer
RTD resistance temperature detector
AFR air-fuel ratio
MBT maximum brake torque
loss under part load conditions [13]. Furthermore, there are a few
alternative applications with modified cycles, such as additional
expansion and diluting the charge with burned gases [14–17].
The objective of this study is to increase the indicated efficiency
by modulating the stroke volume based on the load conditions.
There are two alternatives to the variable displacement method:
cylinder deactivation (cut off both the fuel and the air into a cylin-
der or a group of cylinders during the operation period) and skip
cycle (cut off and then enable the fuel and the air entrance into
the cylinder in individual cycles to decrease the power cycle fre-
quency). The skip cycle method allows the density of the power
strokes per revolution of the engine to vary, which is also applica-
ble for changing the effective stroke volume of a single cylinder
engine [18]. For example, when the load of the engine reduces,
the fuel and air supply are disabled in sequential cycles, and the
amount of fuel-air charge is increased in normal cycles to obtain
the desired effective engine power [19]. By applying this method,
a shift between the various working modes can be gradually real-
ized, thus providing a soft transient regime without an abrupt
change in torque [20,21]. Due to its nature, the intermittent change
of the pressure pulses and combustion frequency reduction gener-
ate an oscillation in crank shaft rotational speed by applying skip
cycle strategy or cylinder deactivation. However, cylinder deacti-
vation causes an increase in peak to peak pressure amplitudes
which leads to higher torsional force and speed fluctuations. Other-
wise, in case of multi cylinder applications the skip-cycle system
has two main advantages in comparison to cylinder deactivation.
The skip cycle system enables to change the effective stroke vol-
ume of the multi cylinder engine by skipping individual cycles of
the various cylinders in suitable order (individually or simultane-
ously), thus allowing finer power control with lowest throttle
intervention. This leads to estimate a higher efficiency gain. Simul-
taneously, this finer power step control ability gives the opportu-
nity of smooth transition between the different operation modes.
The finer step control must be done according to Noise, Vibration
and Harshness (NVH) techniques avoiding unsuitable frequency
operation points.
Several studies on the skip cycle method were only focused on
cutting off the fuel supply into the cylinder for a few cycles. Fed-
erenko et al. described and examined a fuel injection mode in
multi-cylinder engines that shuts off a few of the injectors based
135
h hydrogen atom
c carbon atom
ISFC indicated specific fuel consumption
FMEP frictional mean effective pressure
CA50 location of 50% mass fuel burned
BDUR burning duration
IMEPgross mean pressure of work production
IMEPpump mean pressure of pumping work
Pmax maximum cylinder pressure
ms milliseconds
THC total hydrocarbon emission
NOx nitrogen oxide emission
cm3 cubic centimeter
mm millimeter
V cylinder volume
J Joule
ppm particles per million
rpm revolution per minute
on the load conditions [22]. Similarly, the experimental results of
a single cylinder engine were presented by other researchers
[23]. Another system with a cut off fuel supply was patented for
six-cylinder engines by Forster et al. [24]. Basshuysen proposed a
hydraulic valve actuator system to control the engine load by
expanding the four-stroke strategy to an eight- and twelve-
stroke operation and compared their specific fuel consumptions
to that of the four-stroke operation [25,26]. The calculated values
for these operation modes at low load conditions resulted in an
improvement of efficiency approximately from 20% to 35%. Simi-
larly, a system with an added camless valve train changing the pur-
pose of the stroke of each cylinder, was described and patented by
Schechter [27]. In a recent study, based on US standard driving test
procedures, a 14–21% reduction in fuel consumption was reported
when using a skip cycle system [28].
Previously, the authors presented a skip cycle system with an
additional valve control [29]. The aim was to reduce the effective
stroke volume of an engine at the part load to skip a few of the four
stroke cycles by cutting off the fuel injection and the air inlet
simultaneously using a rotary valve. The brake specific fuel con-
sumption (BSFC) reduction was approximately 11% at 1200 rpm
with a 1 bar break mean effective pressure (BMEP or pme); how-
ever, the results were not as satisfactory at higher speeds and loads
due to air leakage through the rotary valve.
In this experimental study, a new skip cycle mechanism has
been developed that can engage or disengage the intake and
exhaust poppet valves. Thus, a spark ignition engine is operated
in NS-mode: a normal (N) cycle with fuel injection and air supply
followed by a skipped (S) cycle without fuel and air supply. Com-
paring the test results to those of the normal mode of operation,
the efficiency is higher in the skip cycle for the same power level
of all operating points, which is the primary objective of this study.
2. Working principle of the mechanism
Two different types of mechanism used to disengage and
engage the poppet valves were investigated. The first type of
mechanism disengages the cam follower by two serial springs con-
structed onto the poppet valve tip [30,31]. The second type of
mechanism disengages the camshaft lobes and followers by an
136 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146
axial displacement of the cam shaft. The design, development and
manufacturing of this mechanism were performed in various bach-
elor’s and master’s degree projects [32,33].
In the base research engine, the rotational motion of the crank-
shaft is transmitted to the camshaft using a gear mechanism. This
motion is then transmitted through the intake and exhaust cam
lobes, followers, pushers and rocker arms to the poppet valves.
To convert to the skip mode, a mechanism is adapted to slide the
cam lobes in the axial direction to avoid contact with the followers.
The mechanism block for the skip mode is mounted on the front
cover of the engine (Fig. 1). The original camshaft is changed with a
separate cam lobe part. The inner base part is a hollow shaft and
driven by the crankshaft. The outer cam lobe part is connected
with a pin to the pull-push shaft, which is placed in the hollow
shaft and fitted with the transfer arm in the mechanism block.
The transfer arm is connected through a roller follower on a sec-
ondary shaft with a cylindrical cam groove, which is driven by
the crankshaft at a gear ratio of 1/4. With the rotation of the sec-
ondary shaft, the roller follower moves back and forth, which
drives the cam lobes in the axial direction.
Fig. 2 represents the axial position of the cam lobes for two con-
secutive cycles, i.e., a normal cycle with a fuel injection and air sup-
ply and a skipped cycle without a fuel and air supply. This cycle
combination is designated as the normal plus skipped (NS) mode.
In the forward position of the camshaft (+X), the exhaust valve is
inactive whereas the intake valve is active. The axial displacement
of the cam lobes is performed during the closed position of the
valves. After this event, the cam lobes are pushed to the backward
position (-X) so that the exhaust valve is active and the intake
valve is inactive.
3. Experimental setup and procedure
A single-cylinder water-cooled compression ignition engine is
converted to a port fuel injected spark ignition engine. The primary
specifications of the engine are listed in Table 1.
The management of the injection timing and duration, spark
timing, dwell duration and skip cycle regime selection is issued
by the commands of an engine control unit (ECU) developed in
the researchers’ laboratory [34]. This unit is equipped with an
Arduino microcontroller to manipulate fuel injection and spark
ignition adjustment of the physical engine inputs.
The experimental set-up consists of a research engine, eddy cur-
rent engine dynamometer with external engine cooling, PC-based
Fig. 1. Skip cycle mechanism [33].
control and data acquisition, fuel consumption and exhaust emis-
sion measurement systems (Fig. 3).
The research engine is loaded with a Schenk eddy current
dynamometer. The gravimetric fuel consumption is measured
using an ‘‘AVL 733S Fuel Balance” device. A Horiba Mexa 7500 ana-
lyzer is used to measure the exhaust gas emissions on a heated
line.
To measure and analyze the cylinder pressure, a Smetec Combi
combustion analyzer is used. One digital and three analog channels
are used for the incremental encoder and the cylinder pressure,
fuel injection and ignition signals. An AVL GU13-Z pressure trans-
ducer is mounted on the AVL ZF 42 spark plug adapter, and the
analog signal is transmitted through an amplifier to the combus-
tion analyzer. The incremental encoder (Heidenhain ROD 426) is
used to determine the crank angle position and engine speed.
The temperature, pressure and humidity sensors are mounted
at the appropriate places. The data are collected via a central acqui-
sition unit in the control computer. Thermocouples and RTD sen-
sors are used for the temperature measurements while Keller
brand piezoresistive sensors are used for the pressure
measurements.
For all of the experimental points, the air/fuel ratio (AFR) is kept
constant at the stoichiometric value (excess air coefficient k = 1),
which is calculated by the Brettschneider equation from measured
exhaust gas emission values [35]. The atomic ratio of the hydrogen
to carbon (h/c) in the fuel is fixed to 1.85 corresponding to a 14.5
AFR by mass. Steady state engine tests are performed at the ranges
of part load (BMEP = 1.0, 2.0 and 3.0 bars) and engine speed (1200,
1350, 1500, 1650 and 1800 rpm). Optimal engine behavior corre-
sponding to the minimum spark advance for the maximum brake
torque (MBT) is adjusted. These operation points are chosen espe-
cially at lower engine operation range corresponding to in-city
driving conditions. This range is approximately under both one-
third load of full throttle and 2000 rpm operation conditions. The
investigated skip cycle mode of operation is effective at this engine
operation regime. The accuracy of the measurement devices and
the uncertainty of the primary calculated parameters are listed in
Table 2.
4. Experimental results and analysis
The data collected during the normal (N) and skipped (NS)
modes of operation are compared at the same BMEP and speeds,
i.e., the same effective power of the engine. The throttle valve posi-
 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146
Fig. 2. NS-mode during two consecutive cycles.
Table 1
Technical specifications for the Antor 3LD450 engine.
Number of cylinders 1
Stroke volume 454 cm3
Bore x stroke 85  80 mm
Compression ratio 9:1
Intake valve diameter 32 mm
Exhaust valve diameter 27 mm
Timing of intake valve opening 16° CA BTDC
Timing of intake valve closing 40° CA ABDC
Timing of exhaust valve opening 40° CA BBDC
Timing of exhaust valve closing 16° CA ATDC
tion, volumetric efficiency, spark advance, BSFC, indicated specific
fuel consumption (ISFC), frictional mean effective pressure (FMEP),
indicated pressure, heat release and exhaust emissions are used as
the comparison parameters [36].
4.1. Throttle valve position and volumetric efficiency
The throttle valve position is determined using a goniometer for
the degree of rotation, and the volumetric efficiency is determined
using the AFR calculation from the exhaust emissions and fuel con-
sumption measurements.
In the NS-mode of operation, the working cycle frequency is
two times lower than that of the N-mode; thus, to produce the
same effective power, the throttle valve must be opened wider.
Fig. 4 depicts the throttle position based on the speed and load.
Another interesting point to note is that the throttle valve position
vs. load nonlinear relationship is transformed to a nearly linear
form in the NS-mode (Fig. 5).
By increasing the throttle valve opening, the working cycle in
the NS-mode operation is performed at a higher load with a higher
volumetric efficiency. In other words, the power performed in two
power strokes in the N-mode must be produced in only one power
stroke in the NS-mode. The increase in the volumetric efficiency is
approximately 70% for all of the working points, except for one
point (1 bar BMEP and 1200 rpm), where the increase is approxi-
mately 50% (Fig. 6). Using a simple logic, a two times higher power
from the single stroke would imply a two times higher volumetric
efficiency; however, contrary to this expectation, this lower rise is
137
an apparent indication of the higher thermodynamic efficiency of
the NS-mode.
4.2. Spark advance
The spark advance is adjusted via the control unit and measured
by the output signal and the ignition timing light. Both measure-
ments are nearly identical. The spark advance was adjusted to a
minimum spark advance for a maximum brake torque (MBT).
In the skip cycle mode, the spark advance for the MBT is always
lower than that of the normal mode. This outcome is due to the
higher fresh mixture charge in the cylinder and a higher compres-
sion pressure, which results in a better flame development condi-
tion. Additionally, the lower residual gases and higher turbulence
intensity in the cylinder enable a rapid flame development. Since
the timing of 50% fuel mass burned fraction (CA50) is affected by
spark advance, spark retarding in NS mode can be observed along
CA50 values. At the same BMEP load level, CA50 timing in NS mode
is closer to TDC due to more favorable combustion conditions, rel-
atively. The timing of half fraction of fuel heat release varies
between 20°-36° CA ATDC and 1°-16° CA ATDC for N and NS
modes, respectively. In the normal mode, the spark advance for
the MBT was between 16° - 34° CA BTDC whereas in the skip cycle
mode, the advances were between 12° - 23° CA BTDC. The differ-
ences in the spark advance values between the N- and NS-modes
were higher, especially at extremely low load conditions. For
example, at a BMEP of 1 bar, the differences were between 8°–
16° CA whereas at a BMEP of 3 bar, they were between 1°–4° CA.
The spark advance vs. load comparison at 1200 and 1800 rpms is
illustrated in Fig. 7.
4.3. Specific fuel consumptions and frictional mean effective pressures
In a part-load operation, the efficiency decreases dramatically
due to the simultaneous increase in the pumping losses and resid-
ual gases and a decrease in the compression-expansion work. Com-
pared to the normal mode of operation, the efficiency in the skip
cycle mode was higher at the same power level for all of the oper-
ating points, which is the primary objective of this study.
Fig. 8 is a graphical representation of the BSFC vs. engine speed
at different loads and modes of operation. It is evident that at all
138 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146

Fig. 3. Research engine test setup.

Table 2
Uncertainties of experimental measurements and calculations.

Parameter Measurement device Source Accuracy or uncertainty

TDC Combi Smetec Loss angle assignment ±0.1° CA
Spark advance Incremental encoder Fitting uncertainty ±0.1° CA
Throttle position Goniometer Reading error ±0.5 angle degree
Engine torque Eddy current dynamometer Calibration error ±1.0%
Engine speed Speed sensor Engine speed fluctuation ±1.0%
Fuel consumption AVL fuel balance Calibration error ±0.1%
In cylinder pressure AVL GU13Z-24 IMEP stability <3%
Cyclic temperature drift <±0.5 bar
Exhaust emissions Horiba Mexa 7500 Calibration error <2%

loads and speeds, the BSFC is quite lower in the skip cycle mode
than in the normal mode of operation. It should be noted that
the BSFC curves in the N-mode/3 bar BMEP and in the NS-
mode/2 bar BMEP conditions overlap each other. As expected, the
fuel consumption reduction rate at lower load conditions is higher.
In the skip cycle operation, the BSFC was reduced by 14–26%.
The indicated mean effective pressure (IMEP) and the indicated
specific fuel consumption (ISFC) values have been calculated from
the indicator diagrams obtained at the same effective power levels.
Fig. 9 shows that ISFC is lower in NS mode than that of N mode as a
result of lower pumping losses and more favorable combustion
conditions such as turbulent burning speed due to higher charge
for an equivalent BMEP level. The aim is to compare the indicated
fuel consumptions by eliminating the frictional losses in the
engine. Apart from the 1 bar BMEP at the 1200 and 1800 rpm
points, the indicated pressure required for the same effective pres-
sure at all of the remaining points was always lower in the skip
mode of operation (Fig. 9). This difference is directly related to
the frictional losses.
The frictional mean effective pressure (FMEP) increased with
the engine speed in both the N- and NS-modes. In the normal mode
of operation, the FMEP is not significantly affected by the load.
Conversely, in the skip mode of operation, the FMEP was signifi-
cantly reduced by the increase in load.
Fig. 10 depicts the FMEP vs. BMEP at 1500 and 1800 rpms for
the two operating modes (all remaining traces are similar to that
of the 1500 rpm). As an exception, the FMEP values are extremely
close to each other at 1800 rpm for the N- and NS-modes of oper-
ation, even though a decrease based on the load still exists in the
NS-mode. It can be estimated that the difference in the NS strategy
results from the different lubrication conditions. The oil film thick-
ness may increase due to the vacuum exerted during the skipped
 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146 139

Fig. 4. Throttle position vs. engine speed.

Fig. 5. Throttle position vs. engine load.

Fig. 6. Volumetric efficiency vs. engine speed.

cycle. Another validation for this estimation is an increase in the
total hydrocarbon concentration in the NS strategy. Furthermore,
with an increase in load, the maximum cylinder pressure point
becomes closer to the TDC, which indicates that the piston speed
approaches its lowest level. The maximum pressure is between
9° and 21° CA ATDC for the NS mode and between 25° and 32°
CA ATDC for the N-mode.
4.4. Engine indicating
The cylinder pressure data are collected for 200 cycles with
a 1° CA interval in each operation point, which corresponds to
400 crankshaft revolutions for the normal mode and 800 for the
NS-mode. The maximum cylinder pressure, work production
(IMEPgross) and pumping work (IMEPpump) are used to select the
140 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146

Fig. 7. Spark advances for the BMEP at 1200 and 1800 rpms.

Fig. 8. BSFC based on the load and speed conditions for the N- and NS-modes.

Fig. 9. ISFC vs. IMEP at 1200 and 1800 rpms.

representative average cycle among entire recorded cycles. The The indicated pressure diagrams for both modes at the same
motored engine pressure data are used to determine the TDC power level are illustrated in Figs. 11 and 12. To compensate for
position with a 0.1° CA standard deviation, and a 0.7° or 1.0° CA the skipping part of the NS-mode, the cylinder pressure level
thermodynamic loss angle was specified. reaches higher values than in the normal cycle mode. For all oper-
 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146 141

Fig. 10. FMEP vs. BMEP at 1500 and 1800 rpms.

Fig. 11. p-CA° and p-V diagrams at 1 bar BMEP and 1500 rpm for the N- and NS-modes.

Fig. 12. p-CA° and p-V diagrams at 3 bar BMEP and 1500 rpm for the N- and NS-modes.
142 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146
ation points, the maximum pressure ratio of the skip cycle and nor-
mal modes (pmaxNS/pmaxN) vary approximately between 2.5 and
3.5. Although the spark advance decreases with the NS-mode
(between 16°-34° CA BTDC for the N-mode and 13°-23° CA for
the NS-mode), the maximum pressure point is closer to the TDC
in the skip mode (between 25° and 32° CA ATDC for the N-mode
and between 9° and 21° CA for the NS-mode). Fig. 11 indicates that
at extremely low load conditions, the combustion period in the N-
mode prolongs the expansion.
About the total results of cycle-by-cycle variation, the mean
averaged coefficient of variation (COV) of IMEP is calculated 0.05
and 0.03 for normal mode and fired section of skip cycle mode,
respectively.
The gas exchange (pumping) part of the cycles for the two load
conditions in both modes are illustrated in Figs. 13 and 14. At a
BMEP of 1 bar, the pumping operation in both modes is approxi-
mately at the same level (IMEPpump values are 0.57 and 0.59 bars
in the N- and NS-modes, respectively). It should be noted that
the pumping work frequency in the NS-mode is two times lower
than that in the N-mode; hence, the relative pumping work in
the NS-mode is lower. The pressure at the start of compression
in the NS-mode is higher, which signifies a fresher charge in the
cylinder.
Consequently, although the pumping loss area is approximately
the same, the increase in the efficiency can be described by a
decrease in the ratio of the pumping work to the gross work
(IMEPpump/IMEPgross) in the skip cycle mode compared to that in
the normal mode (at 1 bar BMEP and 1500 rpm, the IMEPpump/
IMEPgross is 24.8% for the N-mode and 14.7% for the NS-mode).
As indicated in Fig. 14, by applying the NS-mode at higher loads,
the pumping loss can be significantly reduced. At a BMEP of 3 bar
and 1500 rpm, the IMEPpump values are 0.55 bar and 0.11 bar while
the IMEPpump/IMEPgross values are 13.0% and 5.2% for the N- and
NS-modes, respectively.
Using the NS application in each working condition, the pump-
ing losses decreased in both the absolute and relative values com-
pared to those in the normal mode (Fig. 15). The ratio of pumping
to production work varies between 26% and 12% at a BMEP of 1 bar
and 3 bar in the N-mode, respectively, whereas the same ratio is
between 15% and 4% in the NS-mode. This is the primary factor
for the increase in efficiency in the part loads. Conversely, for
equivalent load conditions, the volumetric efficiency increases sig-
nificantly in the NS-mode. The volumetric efficiency varies
between 36% and 50% at a BMEP of 1 bar and 3 bar, respectively,
in the N-mode, whereas it is between 55% and 85% in the NS-mode.
Fig. 13. Lower loop p-V diagrams at 1 bar BMEP and 1500 rpm for the N- and NS-modes.
The logarithmic p-V diagrams in Fig. 16 indicate that the dura-
tion of combustion in the normal mode is longer than that in the
skip cycle mode. The slopes of compression and expansion lines,
corresponding to the polytropic exponents, are nearly constant,
which indicate a consistent data acquisition.
As indicated in Fig. 17, the slope of the heat release increases
with an increase in load for both operation modes, which indicates
a higher combustion speed. Similarly, the combustion speed in the
NS-mode is higher than that in the N-mode at equal loads.
Particularly, the start of the heat release gradient is higher in the
skip cycle mode, which provides a higher ignition quality. The spark
advances at a BMEP of 1 bar and 1500 rpm are 33° and 18° CA BTDC
for the normal and skip cycle modes, respectively. The gaps between
the spark timing and the start of the sensible heat release, which
may be described as the delay period (duration till an explicit change
in cylinder temperature), are 29° CA (3.22 ms) and 6° CA (0.67 ms).
At a BMEP of 3 bar and the same speed, the spark advances are 20°
and 17° CA BTDC for the normal and skip cycle modes, respectively.
The delay period is 13° CA (1.44 ms) for the normal mode whereas
there is no gap for the skip cycle mode. This can be explained by
the higher fresh charge, lower residual gases and higher pressure
at the ignition point in the skip cycle mode.
The burning duration period (BDUR) strongly depends on load
and decreases while the engine is loaded for a constant engine speed
range. The increase of heat release during late expansion can be
observed especially at higher loads or at NS operation mode. This
unexpected behavior is may be due to a post combustion and/or cyc-
lic short-term temperature drift of the pressure sensor (Table 2) and/
or assumed specific heat ratio of the working gases [37–39]. Accord-
ing to the authors, the main reason can be attributed to the cyclic
temperature drift due to its occurrence at higher loads.
4.5. Engine-out emissions
In skip cycle mode of operation, in spite of the fuel consumption
reduction, the total hydrocarbon (THC) emission concentration
increased significantly (Fig. 18). This rise can be explained by three
possible reasons. One of them is the oil sucked into the combustion
chamber during the skipped part of this mode.
As indicated in Fig. 19, the first vacuum pressure level in the
skipped cycle is lower than the second one, which may be due to
the leakage from the crankcase into the combustion chamber. If
this process is the dominant one, then additional precautions, such
as improved oil and compression rings, must be taken in order to
prevent leakage from the crankcase.
 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146 143

Fig. 14. Lower loop p-V diagrams at 3 bar BMEP and 1500 rpm for the N- and NS-modes.

Fig. 15. IMEPpump/IMEPgross vs. load at 1200 rpm.

Fig. 16. Log p-V diagrams at 1 bar BMEP and 1200 rpm for the N- and NS-modes.
144 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146

Fig. 17. Heat release vs. CA° at 1 bar BMEP and 1500 rpm for the N- and NS-modes.

Fig. 18. THC vs. BMEP at 1500 rpm for the N- and NS-modes.

Fig. 19. Gas exchange p-CA° at 3 bar and 1500 rpm for the N- and NS-modes.
 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146
Fig. 20. NOx vs. BMEP diagrams at 1200 rpm for the N- and NS-modes.
The second one is due to cylinder wall temperature reduction at
NS operation mode and flame quenching near the wall. Last possi-
ble source for HC emission increase at NS mode is the unburned
mixture rise in the crevice volumes due to the higher pressure. This
unburned mixture at the crevice volumes cools down close to the
wall temperature and escapes the primary combustion process [1].
As expected, in the NS-mode, the NOx emission concentrations
increase with the higher temperature and pressure in the combus-
tion chamber (Fig. 20). Although the NOx concentration increases,
as a mass flux, the NOx decreases slightly when the volumetric effi-
ciency is considered. Consequently, the NOx emissions do not
increase in spite of the higher working cycle load in the NS-mode.
5. Conclusions
The solution proposal for low efficiency problem under urban
traffic conditions of spark ignition engines was focus throughout
this study. A novel mechanical poppet valve control mechanism
based on skip cycle strategy and performing N and NS modes,
was designed, manufactured and tested. In order for investigating
this control mechanism, a single cylinder, water-cooled and port
fuel-injected SI engine is exposed a steady state engine test includ-
ing low load (BMEP 1–3 bar) and low engine speed (1200–
1800 rpm) ranges.
The experimental test findings are summarised as follows:
1. The same power in the NS-mode of operation is attained by
wider throttle openings and approximately 70% higher volu-
metric efficiencies. Additionally, the throttle valve position
vs. load nonlinear relationship is transformed to a nearly lin-
ear form in the NS-mode of operation.
2. The spark advance for the MBT in the N-mode is between
16°–34° CA BTDC and 12°-23° CA BTDC in the skip cycle
mode. The differences in the spark advance values between
the N- and NS-modes were higher, especially at extremely
low load conditions.
3. Compared to the normal mode of operation, the efficiency in
the skip cycle was higher at the same power level for all
operating points, which is the primary objective of this
study.
4. By applying the skip cycle operation, the BSFC was reduced
by 14% and 26% for the higher and lower loads, respectively.
145
5. The frictional mean effective pressure (FMEP) increased with
the engine speed in both the N- and NS-modes. In the nor-
mal mode of operation, the FMEP was not significantly
affected by the load. Conversely, in the skip cycle mode of
operation, the FMEP was significantly reduced by the load
increase.
6. To compensate for the skipping part of the NS-mode, the
cylinder pressure level reaches higher values than that in
the normal cycle mode at equal power levels. The maximum
pressure ratio of the skip and normal modes (pmaxNS/pmaxN)
vary approximately between 2.5 and 3.5.
7. The ratio of pumping to production work varies between
26% and 12% for a BMEP of 1 bar and 3 bar, respectively, in
the N-mode whereas the same ratio is between 15% and
4% in the NS-mode. This is the primary factor for the increase
in efficiency in the part loads.
8. The heat release analysis indicates that the combustion
speed in the NS-mode is higher than that in the N-mode at
equal loads.
9. In skip cycle mode of operation, in spite of the fuel consump-
tion reduction, the THC emission increased significantly.
Possible reasons for this are flame quenching on cooler wall,
unburned mixture rise in the crevice volumes and the oil
leak into the combustion chamber.
10. The NOx emissions do not increase in spite of the higher
working cycle load in the NS-mode of operation at equal
power levels.
Consequently, the performance and engine-out emission results
with the support of engine indicating processes of this experimen-
tal study reveal the promising opportunity of skip cycle concept for
reducing fuel consumption under part load conditions. The next
step of this study will be performing the idle operation with a sim-
ilar test procedure and analyzing the cycle-to-cycle variations.
Acknowledgments
The authors wish to thank TUBITAK (Scientific and Technologi-
cal Research Council of Turkey) for their support of the scientific
research project numbered 110 M 568, as well as OTAM Automo-
tive Technologies Research and Development Co., Anadolu Motor
146 C. Baykara et al. / Energy Conversion and Management 146 (2017) 134–146
Co., Mustafa Kavitasß, Yedvard Erlevent, Taner Yıldırım, Özgür
Tekeli, Aykut Türem and Kemal Ökten.
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