Exhaust Gas Recirculation Loop Research Articles

Influence of cooling loss on the energy and exergy distribution of heavy-duty diesel engines based on two-stage variable supercharging, VVT, and EGR

The application of mechanisms such as exhaust gas recirculation (EGR) coupled with variable valve timing (VVT) and a variable geometry turbocharger (VGT) can improve engine efficiency; however, the energy laws and loss distribution after EGR, VVT, and VGT changes are unclear, restricting the optimization of engine structures and corresponding strategies. Herein, a six-cylinder engine is studied, revealing that the cooling loss of the high-pressure (HP) EGR loop is an important factor affecting the engine energy distribution. The cooling loss accounts for 10.00%–20.00% of the total energy, with an average increase of 1.73%, surpassing other energy losses growth rates. The low-pressure (LP) EGR loop considerably reduces cooling losses. The cooling loss of the LP EGR loop is only 64.05% of the HP EGR loop at a 20% EGR rate. When the EGR rate is >10%, the resulting lower cooling losses effectively improve the engine efficiency and the indicated thermal efficiency (ITE) of the LP EGR loop is 0.20%–0.33% higher than that of the HP EGR loop; when the EGR rate is 21%, the ITE of the LP EGR loop reaches 49.52%. By studying the variation in exergy with operating parameters, it is found that while increasing the EGR rate from 15% to 20%, the proportion of available exergy increases by adjusting the VVT to −85° crank angle after top dead center (CA ATDC) or adjusting the VGT to 47.5% under the original operating scheme of the LP EGR loop (−146° CA ATDC; VGT = 42.5%). The available exergy increases from 71.22%–71.42% (−146° CA ATDC; VGT = 42.5%; original device) to 71.88%–71.58% (−146° CA ATDC; VGT = 47.5%) and 72.02%–72.21% (−85° CA ATDC; VGT = 42.5%). This study explores the energy distribution under different operating schemes, providing theoretical guidance for further improving the thermal efficiency of the entire device.

Soot particles undergo in-cylinder oxidation again via EGR recirculated gas: Analysis of exhaust soot particle characteristics

Exhaust gas recirculation (EGR) is one of the effective methods to control NOx emission from diesel engine. The present study focused on the amount of soot particles that are back into the engine cylinder via EGR recirculated gas, to explore its influence mechanism on exhaust soot particle characteristics. A DPF (diesel particulate filter) was integrated in EGR loop, which was employed to remove recirculated soot particles and reduce PM emissions. A comprehensive set of experimental techniques were used to characterize the morphology, nanostructure, surface functional groups and oxidation behaviors of soot particles. Results revealed that when soot particles underwent in-cylinder oxidation again via EGR recirculated gas, exhaust soot particles had smaller primary particle size (dp), longer fringe length (La), smaller separation distance (Ds) and tortuosity (Tf), as well as lower relative amount of aliphatic C–H group and oxidation reactivity. Due to higher graphitization degree of recirculated soot particles, the internal burning was conducted earlier during oxidation processes, which resulted in hollow structure at 50% and 75% burn-off stages.

Ranking of four dual loop EGR modes

Modern Diesel engines contain sophisticated control systems to keep their environmental impact low for sustainable road transport. One of these systems is the dual loop exhaust gas recirculation, which can change combustion properties in several ways. This article presents an engine dyno measurement based on analyzing the duel loop EGR with a medium-duty Diesel engine. Intake throttles and exhaust brakes for the highest freedom in the air-fuel ratio setting support the EGR systems. The EGR modes are compared from fuel consumption, NOx emission, and exhaust gas opacity in steady and transient operations. There are expected results, for instance, in the HP EGR’s faster reaction time or the LP EGR’s boost pressure holding property. Unexpected results are also presented. Contrary to theory, LP EGR generally provides a fuel consumption advantage in many operation points due to its higher boost pressure. Typically, HP EGR can provide lower fuel consumption at higher engine power. In the emission results, LP EGR is favourable both in NOx emission and exhaust gas opacity, whereas the intake throttle-supported HP EGR usually shows the highest emission. Besides, with high EGR rates at lower engine loads, LP EGR can realize low-temperature combustion, where both emissions decrease. No difference can be detected between the LP EGR’s support valves’ results. HP EGR was faster in the transient operation, with about half the reaction time. The results can be utilized for dual-loop EGR layout and control design.

Hybrid Physics-Based Neural Network Models for Diesel Combustion Phasing Prediction

Conventional control-oriented physics-based models can be leveraged for combustion phasing control in modern diesel engines, but very accurate models often require significant computational power. On the other hand, Artificial Neural Network (ANN) models can have high predictive capabilities and lower computational costs but their heuristic nature may make them less desirable for complex and impactful parameters like combustion phasing. This paper addresses these issues by leveraging the advantages of both modeling methodologies in an integrated modeling framework which can be utilized for real-time combustion control for a modern diesel engine. The models are validated with data from a 2.0 L turbocharged diesel engine which is fitted with dual loop exhaust gas recirculation. The results of the modeling frameworks are compared and show that the proposed hybrid model framework can have a Pearson Product-Correlation Coefficient (PPMCC) of a 100% and an RMSE of 8.79 × 10-8 CAD; as compared to the physics-based model with a PPMCC of a 95% and an RMSE of 0.17 CAD.

Effect of EGR strategy on combustion and emission of DMDF engine for meeting China VI emission legislation

Study on EGR mode and demand were carried out to meet with the requirements of main emission limits of China VI on a diesel methanol dual fuel (DMDF) engine equipped with Hybrid exhaust gas recirculation (EGR) system coupled with back pressure valve (BPV). According to the World Harmonized Steady-State Cycle (WHSC) test cycle, the effects of EGR mode under high methanol energy ratio (MER) on the combustion, emissions and economy of DMDF engines were studied without the help of selected catalyst reduction (SCR). Considering the weight based on WHSC test cycle of full load was only 0.083, and EGR demand of full load was low, the optimal EGR strategy under different loads except full load was determined for DMDF engine. The results demonstrated that through the early injection strategy with high MER, particulate matter (PM) emissions were all at an extremely low level, far below the requirements by legislation limit of 0.01 g/kWh. With the increase of EGR rate, nitrogen oxides (NOx) emissions were significantly reduced under different loads, accompanying with one or more EGR modes at 25%, 50%, and 70% loads to ensure that NOx emission could meet the requirements by legislation limit of 0.4 g/kWh, while PM emissions were at a very low level at the same time. Demand for EGR rate of light loads was generally higher than that for medium loads, but under light loads, each of hybrid EGR modes could meet the demand of China VI legislation. While under medium loads, the dual loop (DL) EGR modes, i.e., both low pressure (LP) and high pressure (HP) EGR mode must be needed. In LP EGR mode combined with back pressure valve (BPV), higher EGR rate was required under the same NOx control target, owing to the higher intake air volume than those of other modes. The trade-off relationship in HP_BPV mode between NOx and PM emissions still existed, and high EGR rate often leaded to an increase in PM.

Model development and experimental validation of an exhaust brake supported dual loop exhaust gas recirculation on a medium duty Diesel engine

Due to the new European emission norms internal combustion engines have to comply stricter rules. The new norms contain new requirements that were not included in previous regulations for example the decreased temperature of the cold start or the real driving emission part. The emission cycles for passenger vehicles are completely news, the stricter emission norms for commercial vehicles will follow them within a few years. Despite the increasing spread of alternative transmission systems in road transport Diesel engines are going to be remain in commercial vehicles in the next decades due to their good torque and fuel consumption performance. The emission of Diesel engines can be kept low by several way: by the modification of combustion processes, or by exhaust gas after treatment. To comply future regulations both of them seems to be necessary. By exhaust gas recirculation systems alternative Diesel combustion processes can be realized which can provide lower nitrogen-oxide emission and in several operation points also lower fuel consumption. Exhaust gas recirculation systems also can support the thermal management of a Diesel engine. To utilize the advantages of the recirculated exhaust gases a complex system is necessary to get a freedom in control possibilities: duel loop exhaust gas recirculated systems supplemented with supporter valves on the intake or on the exhaust side. In this paper a pressure and mass flow rate based control oriented engine model will be presented which contains high and low pressure exhaust gas recirculation systems and both of them are supported by exhaust brakes. The model considers four balance volumes and it has five state variables. The model is validated by an engine dyno measurements on a medium duty Diesel engine.

Numerical investigation on a dual loop EGR optimization of a light duty diesel engine based on water condensation analysis

Exhaust gas recirculation (EGR) is widely used in most current automotive diesel engines as a simple, economical, and highly effective NOX reduction technology. The low pressure (LP) loop EGR has higher deNOX efficiency, but also has problem of water condensation, which causes wear of the turbocharger compressor wheel, and corrosion or freeze rupture of intake components. Using a one-dimensional engine simulation, we built a real-time water condensation model based on heat transfer analysis around the intercooler, and optimized the dual loop EGR control strategy to minimize water condensation while maintaining NOX reduction performance. As a result, water condensation decreased by up to 20.54% at 100 km/h constant-speed driving, depending on ambient temperature and humidity. At 23 °C temperature / 80% humidity, which is the standard condition of worldwide harmonized light-duty test procedure (WLTP), the amount of condensed water decreased by up to 33.39%, for various engine speeds and loads. During worldwide harmonized light-duty test cycle (WLTC) driving, condensed water decreased by up to 30.56%, while fuel consumption increased by maximum of 1.13%. Since the water condensation prediction model presented in this study was constructed through the general energy analysis, it could be applied to various types of engines and operating conditions.

Performance analysis of a biogas-fueled SOFC/GT hybrid system integrated with anode-combustor exhaust gas recirculation loops

This paper proposed a solid oxide fuel cell–gas turbine (SOFC-GT) hybrid system combined with anode and combustor exhaust recirculation loops. The ejector technology is introduced to perform the recirculation loops. And the hybrid system is fueled by a typical farm biogas. Furthermore, the interaction between these two recirculation is discussed. Results show that the anode recycle loop can rise the electrical efficiency of hybrid system and drop the SOFC temperature gradient. Meanwhile, the anode exhaust recirculation is beneficial to avoid the carbon deposition in reformer and prevent the fuel cell thermal crack, and the combustor exhaust recirculation can allow the system safety operated over a wider temperature range. The optimal recirculation ratio of 0.4 and 0.425 are determined in anode and combustor exhaust respectively to obtain the maximum power generation efficiency and ensure the safety operation of SOFC. The design efficiency of described system can reach to 62.21%. In addition, a parametric analysis is carried out to evaluate the coupling effect among multiple working parameters on the performance of SOFC-GT. Results indicated that the reasonable air flow rate, fuel flow rate, fuel utilization and steam to carbon ratio are the necessary prerequisite to safeguard the healthy operation of SOFC-GT.

Comparison of Ultra-High Rail Pressures and Postinjections for Soot Reduction With Massive Exhaust Gas Recirculation

In this study, the application of ultra-high fuel injection pressure (up to 300 MPa) is compared with that of a post injection strategy for the reduction of soot at medium load conditions with exhaust gas recirculation (EGR) rates greater than 40%. Emissions were predominantly studied at the engine's maximum brake torque speed of 1600 rpm. A 4.5-L, four-cylinder diesel engine with series turbochargers and a high-pressure EGR loop was used for all tests. Results indicate that, ultra-high injection pressures may not have large effects on hydrocarbons (HC) or CO emissions. Small soot reductions were achieved at the expense of increased NOx emissions. Post injections resulted in larger soot reductions for a small increase in NOx while allowing lower fuel pressures to be utilized. The increase in NOx emissions with a post injection was observed to be comparatively less at increased engine speeds. For operation at high EGR, post injections were observed to be more effective at reducing soot than ultra-high injection pressures. Both injection pressure and post injections were observed to have small to negligible effects on engine fuel consumption, leaving EGR and injection timing as the primary efficiency drivers at the conditions studied.

Lyapunov-Based Nonlinear Feedback Control Design for Exhaust Gas Recirculation Loop of Gasoline Engines

For gasoline engine with an exhaust gas recirculation loop, a challenging issue is how to achieve maximum brake efficiency while providing the desired torque. This paper presents a solution to this challenging issue via dynamical control approach which consists of two phases: optimal equilibrium point generation and feedback regulation of the optimized operating mode. First, a mean-value model is developed to represent the dynamical behavior of the intake manifold and exhaust manifold focused on gas mass flows. Then, the control scheme is constructed based on the control-oriented model. Mainly, the optimal set-points are designed by solving the optimal programming problem of maximizing the brake efficiency under demand torque constraint which is the first control design stage, and the dynamical model to the feedback stabilization regulation control for improving transient performance is at the second stage. Lyapunov-based design is used for the derivation of the state feedback law. Furthermore, the proposed exhaust manifold pressure estimator is also coupled into the controller to replace the cost prohibitive exhaust pressure sensor. Finally, experimental validations on the test bench are provided to evaluate the proposed controller.

Characterization of temporal variations and feedback timescales of exhaust gas recirculation gas properties using high-speed diode laser absorption spectroscopy for next-cycle control of cyclic variability

Dilute combustion offers efficiency gains in boosted gasoline direct injection engines both through knock-limit extension and thermodynamic advantages (i.e. the effect of γ on cycle efficiency), but is limited by cyclic variability at high dilution levels. Past studies have shown that the cycle-to-cycle dynamics are a combination of deterministic and stochastic effects. The deterministic causes of cyclic variations, which arise from feedback due to exhaust gas recirculation, imply the possibility of using active control strategies for dilution limit extension. While internal exhaust gas recirculation will largely provide a next-cycle effect (short-timescale feedback), the feedback of external exhaust gas recirculation will have an effect after a delay of several cycles (long timescale). Therefore, control strategies aiming to improve engine stability at dilution limit may have to account for both short- and long-timescale feedback pathways. This study shows the results of a study examining the extent to which variations in exhaust gas recirculation composition are preserved along the exhaust gas recirculation flow path and thus the relative importance and information content of the long-timescale feedback pathway. To characterize the filtering or retention of cycle-resolved feedback information, high-speed (1–5 kHz) CO2 concentration measurements were performed simultaneously at three different locations along the low-pressure external exhaust gas recirculation loop of a four-cylinder General Motors gasoline direct injection engine using a multiplexed two-color diode laser absorption spectroscopy sensor system during steady-state and transient engine operation at various exhaust gas recirculation levels. It was determined that cycle-resolved feedback propagates through internal residual gases but is filtered out by the low-pressure exhaust gas recirculation flow system and do not reach the intake manifold. Intermediate variations driven by flow rate and compositional changes are also distinguished and identified.

Decentralized Feedback Control of Pumping Losses and NOx Emissions in Diesel Engines

A novel decentralized control architecture is developed based on a feedback from the pressure difference across the engine which is responsible for the pumping losses and the exhaust gas recirculation (EGR) flow in diesel engines. The controller is supplemented with another feedback loop based on NOx emissions measurement. Aiming for simple design and tuning, the two control loops are designed and discussed: one manipulates the variable geometry turbine (VGT) actuator and the other manipulates the EGR valve. An experimentally validated mean-value diesel engine model is used to analyze the best pairing of actuators and set points. Emphasis is given to the robustness of this pairing based on gain changes across the entire operating region, since swapping the pairing needs to be avoided. The VGT loop is designed to achieve fast cylinder air charge increase in response to a rapid pedal tip-in by a feedforward term based on the real-time derivative of the desired boost pressure. The EGR loop relies on a feedback measurement from a NOx sensor and a real-time estimation of cylinder oxygen ratio, χcyl. The engine model is used for evaluating the designed controllers over the federal test procedure (FTP) for heavy duty (HD) vehicles. Results indicate that the control system meets all targets, namely fast air charge and χcyl control during torque transients, robust NOx control during steady-state operation, and controlled pumping losses in all conditions.

Study of advanced engine operating strategies on a turbocharged diesel engine by using coupled numerical approaches

As a consequence of the negative influence of the transport sector on the environment, the European Union imposed a series of regulations that aim at reducing its harmful effect. Therefore, in the last decade, the increase in engine combustion and thermal efficiency, and a decrease in exhaust gas emissions are the primary goals of diesel engine research. The efficiency increase of the entire engine cycle is achieved by introducing different advanced operating strategies, such as optimisation of injection process and employment of various exhaust gas recirculation and engine boosting systems. This research presents a numerical study on the efficiency improvement of a turbocharged diesel engine using advanced engine operating strategies. A single operating point of a production type diesel engine was modelled by using the computational fluid dynamics tool AVL FIRE™. The results of released heat were transferred to a cycle engine simulation created in AVL BOOST™ that covers the entire engine system, including the intake and exhaust flow path, low and high pressure exhaust gas residual loops, exhaust gas residual and intake charge cooling, and turbomachinery. The cycle simulation was used to assess the entire engine system performance and cycle efficiency for different engine operating strategies. With the analysis performed in this work, it was concluded that the highest engine brake thermal efficiency of 31.86% could be achieved if a high pressure exhaust gas recirculation loop without electric compounding turbocharger is used.

Marine diesel engine control to meet emission requirements and maintain maneuverability

International shipping has been reported to account for 13% of global NOx emissions and 2.1% of global green house gas emissions. Recent restrictions of NOx emissions from marine vessels have led to the development of exhaust gas recirculation (EGR) for large two-stroke diesel engines. Meanwhile, the same engines have been downsized and derated to optimize fuel efficiency. The smaller engines reduce the possible vessel acceleration, and to counteract this, the engine controller must be improved to fully utilize the physical potential of the engine. A fuel index limiter based on air/fuel ratio was recently developed (Turbo, 2016), but as it does not account for EGR, accelerations lead to excessive exhaust smoke formation which could damage the engine when recirculated.This paper presents two methods for extending a fuel index limiter function to EGR engines. The methods are validated through simulations with a mean-value engine model and on a vessel operating at sea. Validation tests compare combinations of the two index limiter methods, using either traditional PI control for the EGR loop or the recently developed fast adaptive feedforward EGR control (Nielsen et al., 2017a). The experiments show that the extended limiters reduce exhaust smoke formation during acceleration to a minimum, and that the suggested limiter, combined with adaptive feedforward EGR control, is able to maintain full engine acceleration capability. Sea tests with engine speed steps from 35 to 50 RPM, made peak exhaust opacity increase by only 5% points when using the proposed limiter, whereas it increased 70% points without the limiter.

Exhaust Pressure Estimation for Diesel Engines Equipped With Dual-Loop EGR and VGT

This paper describes an observer design method that estimates the exhaust manifold pressure in a diesel engine with limited sensor information. In the modern model-based control of air flows, information on the exhaust pressure is often necessary for control stability. However, it is not easy to measure the exhaust pressure with sensors due to the unfavorable environment for measurement and the high cost of sensors. Therefore, a robust observer, which is applicable to engines equipped with a dual-loop exhaust gas recirculation (EGR) system and a variable geometry turbine, is designed to estimate the exhaust pressure. The observer takes the form of a Luenberger-sliding mode observer in order to guarantee its asymptotic stability upon consideration of the model uncertainties. For research on state estimation and control of dual-loop EGR engines, information on the pressure states in the low pressure EGR loop must be provided. Hence, this paper also proposes an intuitive regression modeling method for the pressure states of the compressor inlet and turbine outlet with physical insights into the engine operation. Applying the regression models to the observer algorithm, the estimation performance of the exhaust pressure observer is verified experimentally in both steady state and transient conditions with a 6-L heavy-duty diesel engine.

Tuneable model predictive control of a turbocharged diesel engine with dual loop exhaust gas recirculation

The air path of a turbocharged diesel engine is a multi-input multi-output (MIMO) system with strong nonlinearity, coupling effect, delay and actuator constraints. This makes the design and tuning of the controller complex. In this paper, a tuneable model predictive control (TMPC) controller for a diesel engine’s air path with dual loop exhaust gas recirculation (DLEGR) is presented. The objective is to regulate the intake manifold pressure and exhaust gas recirculation (EGR) mass flow in each loop to meet the time-varying setpoints through coordinated control of the variable geometry turbocharger (VGT) and EGR valves. The TMPC controller adopts the design framework of an MPC controller. This controller is also able to provide a map-based switching scheme for the local controller and the controller’s weightings. A comparison between the TMPC controller and a conventional PID controller is conducted on a validated real-time engine model. The simulation results show that the TMPC controller achieves lower overshoot, faster response and a shorter settling time on the manipulated objects. These improvements are beneficial for obtaining lower fuel consumption. In order to test the capability of the TMPC controller, it is validated on a hardware in the loop (HIL) platform. The results show that the agreement between the simulation and the actual ECU’s response is good.

Emission reduction through internal and low-pressure loop exhaust gas recirculation configuration with negative valve overlap and late intake valve closing strategy in a compression ignition engine

An investigation was carried out to examine the feasibility of replacing the conventional high-pressure loop/low-pressure loop exhaust gas recirculation with a combination of internal and low-pressure loop exhaust gas recirculation. The main objective of this alternative exhaust gas recirculation path configuration is to extend the limits of the late intake valve closing strategy, without the concern of backpressure caused by the high-pressure loop exhaust gas recirculation. The late intake valve closing strategy improved the conventional trade-off relation between nitrogen oxides and smoke emissions. The gross indicated mean effective pressure was maintained at a similar level, as long as the intake boosting pressure kept changing with respect to the intake valve closing timing. Applying the high-pressure loop exhaust gas recirculation in the boosted conditions yielded concern of the exhaust backpressure increase. The presence of high-pressure loop exhaust gas recirculation limited further intake valve closing retardation when the negative effect of increased pumping work cancelled out the positive effect of improving the emissions’ trade-off. Replacing high-pressure loop exhaust gas recirculation with internal exhaust gas recirculation reduced the burden of such exhaust backpressure and the pumping loss. However, a simple feasibility analysis indicated that a high-efficiency turbocharger was required to make the pumping work close to zero. The internal exhaust gas recirculation strategy was able to control the nitrogen oxides emissions at a low level with much lower O2 concentration, even though the initial in-cylinder temperature was high due to hot residual gas. Retardation of intake valve closing timing and intake boosting contributed to increasing the charge density; therefore, the smoke emission reduced due to the higher air–fuel ratio value exceeding 25. The combination of internal and low pressure loop loop exhaust gas recirculation with late intake valve closing strategy exhibited an improvement on the trade-off relation between nitrogen oxides and smoke emissions, while maintaining the gross indicated mean effective pressure at a comparable level with that of the high-pressure loop exhaust gas recirculation configuration.

Effects of a Dual-Loop Exhaust Gas Recirculation System and Variable Nozzle Turbine Control on the Operating Parameters of an Automotive Diesel Engine

Reduction of NOX emissions and fuel consumption are the main topics in engine development, forcing the adoption of complex techniques and components, whose interactions have to be clearly understood for proper and reliable operations and management of the whole system. The investigation presented in this paper aimed at the development of integrated control strategies of turbocharging, high pressure (HP) and low pressure (LP) exhaust gas recirculation (EGR) systems for better NOX emissions and fuel consumption, while analyzing their reciprocal influence and the resulting variations of engine quantities. The study was based on an extended experimental program in three part load engine operating conditions. In the paper a comparison of the behavior of the main engine sub-systems (intake and exhaust circuits, turbocharger turbine and compressor, HP and LP EGR loops) in a wide range of operating modes is presented and discussed, considering open and closed loop approaches for variable nozzle turbine (VNT) control, and showing how these affect engine performance and emissions. The potential of significant decrease in NOX emissions through the integration of HP and LP EGR was confirmed, while a proper VNT management allowed for improved fuel consumption level, if an open loop control scheme is followed. At higher engine speed and load, further actions have to be applied to compensate for observed soot emissions increase.

Hydrogen production from hydrocarbons over Rh supported on Ce-based oxides for automotive applications

On-board hydrogen production by reforming of fuel in the exhaust gas recirculation loop allows increasing the engine yield, thus decreasing the fuel consumption, and the formation of pollutants such as NOx. Various catalysts based on Rh supported on cerium-based oxides with alumina were prepared and characterized. Their catalytic performances were evaluated in the reforming of isooctane, chosen as model molecule, in the presence of a gas mixture of composition representative of the exhaust gas, i.e. H2O, CO2, O2 and N2. It was shown that the best performances in terms of hydrogen yield were obtained with the supports containing both ceria, in high amounts, and alumina, due to the high thermal stability of the support, the high metal dispersion and the limited sintering.

Air Fraction and EGR Proportion Control for Dual Loop EGR Diesel Engines

Este artículo describe una nueva técnica para controlar la fracción de aire fresco en el colector de admisión de motores Diesel con doble circuito de recirculación de gases de escape (RGE). Esta estrategia de control permite regular eficientemente la fracción de aire, satisfaciendo al mismo tiempo una proporción deseada entre las RGEs de alta y baja presión. Basado en un modelo físico de la dinámica de la fracción de aire a lo largo del sistema de aire del motor, un regulador lineal cuadrático a parámetros variables (LPV-LQR) es diseñado para asegurar la estabilidad de la fracción de aire y minimizar un índice de desempeño cuadrático. La controlabilidad del sistema, necesaria para garantizar la existencia del controlador LPV-LQR, se verifica mediante la definición de un subespacio convexo de parámetros utilizando un enfoque politópico. El controlador es evaluado bajo fuertes condiciones transitorias utilizando como referencia, un modelo del motor validado experimentalmente.