Relata a utilizaÃÃo da espectroscopia FT-Raman combinada com CorrelaÃÃo 2D Generalizada como mÃtodo alternativo para a realizaÃÃo do controle de qualidade de Gasolinas automotivas diretamente nos postos de combustÃvel. Apresenta os procedimentos para identificar a adulteraÃÃo da Gasolina automotiva pela adiÃÃo irregular de Etanol, Metanol e compostos aromÃticos e parafÃnicos, atravÃs da anÃlise dos espectros Raman obtidos para os diferentes adulterantes separadamente, misturados à Gasolina A e misturados à Gasolina A e ao Etanol. Descreve os procedimentos de prÃ-tratamento sobre os espectros Raman, a aplicaÃÃo do mÃtodo de CorrelaÃÃo 2D Generalizada aos sistemas estudados e a determinaÃÃo das curvas de calibraÃÃo que relacionam as intensidades integradas das bandas Raman com o teor de adulterante na Gasolina. Apresenta a praticidade de aplicaÃÃo do mÃtodo, que possibilita verificar a adulteraÃÃo da Gasolina automotiva atravÃs da comparaÃÃo entre o espectro Raman da amostra cuja conformidade se deseja verificar com o espectro da amostra padrÃo. Enfatiza a flexibilidade e a viabilidade de se ter um padrÃo especÃfico para cada distribuidora, ou atà mesmo para cada nova produÃÃo de Gasolina da refinaria. / It is reported the use of Generalized Two-Dimensional FT-Raman Correlation Spectroscopy (2DCOS-FT-Raman) method to monitor the quality of automotive gasoline in the gas stations. It is presented a procedure to identify the adulteration of automotive gasoline by the illicit addition of ethanol, methanol, aromatic and paraphinic compounds through the analysis of the Raman spectra obtained for different compositions of adulterants added to gasoline âAâ type and to gasoline âAâ type plus ethanol samples. It is discussed the data preconditioning step, the application of 2DCOS method, and the calibration curves that correlates the integrated intensities of the Raman bands of a given adulterant with its percentage in a given gasoline sample. It shown the protocol for using the 2DCOS-FT-Raman method to verify the adulteration in a given gasoline sample compared with a specific standard. This work emphasizes the flexibility and viability of using this method to have a specific standard for each gasoline distribution firm and also for each new gasoline derived from the refinery.

Made available in DSpace on 2016-08-19T12:56:45Z (GMT). No. of bitstreams: 1 Dissertacao Darlan.pdf: 2834733 bytes, checksum: f7d35c098bddf8713fbdbe733565fdef (MD5) Previous issue date: 2013-07-12 / During several years, adulterated gasoline has been commercialized across all Brazil. Often such product has higher alcohol content, water traces or organic solvents insertion (e.g. paint thinner and/or turpentine). The use of nonconforming gasoline, in the short and long terms, has several problems for consumers, for the vehicle and the environment. Thus, this work aims to propose a low cost technique for analyzing gasoline blends, in relation to its oxygenated addition. Both capacitance and dielectric constant (relative permittivity) were determined by means of a high precision LCR-meter, using a metal concentric sensor. Therefore, gasoline blends were prepared by adding 16, 18, 20, 22, 24, 26, 28 and 30% of AEAF to the initial petroleum-based fuel and their dielectric constants were measured at frequencies of 0.3, 0.4, 0.5 and 0.6 kHz. The same samples were analyzed by the reference method, the Test Tube Test. According to statistical modeling, the frequency of 0.6 kHz showed the most significant results for all samples. The results show that at 95% confidence level, there is no significant difference between the two methods, indicating a good correlation between the proposed method and then standard one. However, when the density was used as evaluating parameter, instead of dielectric constant, for the same samples, a substantial discrepancy of the obtained values were observe, suggest a low sensibility of such methodology. / Vários são os casos de não conformidade da gasolina comercial, principalmente pelo excesso de etanol, ou ainda pela adição de água ou solventes leves como thinner e aguarrás. O uso de gasolina não conforme, a curto e longo prazo, traz diversos problemas para o consumidor, para o veículo e ao meio ambiente. No presente trabalho estudou-se a qualidade da gasolina tipo C, comercializada nos postos revendedores de combustível, no que diz respeito à concentração de álcool etílico anidro combustível (AEAC). Análises estas, realizadas através de medidas de constante dielétrica (permissividade relativa) utilizando sensor capacitivo. Misturas de gasolina A e AEAC foram preparadas nas concentrações de 16, 18, 20, 22, 24, 26, 28 e 30% de AEAC, sendo suas constantes dielétricas medidas nas frequências de 0,3; 0,4; 0,5 e 0,6 kHz. Utilizando tratamento estatístico verificou-se que a frequência de 0,6 kHz apresentou resultados mais significativos para leitura de AEAC das misturas preparadas. Nessa mesma frequência, amostras comerciais de gasolina e amostras de gasolinas não conformes contaminadas com gasolina A e AEAC foram submetidas à análise. As mesmas amostras foram submetidas à análise pelo método de referência, o Teste da Proveta. Os resultados obtidos mostram que, no nível de confiança de 95%, não há diferença significativa entre os dois métodos. Medidas de massas específicas também foram realizadas com as misturas gasolina A e AEAC (16 a 30%) para modelamento de curva de calibração com finalidade de determinar o teor de AEAC e posterior comparação com os resultados oriundos da constante dielétrica e do teste da proveta, entretanto, o método não se mostrou eficiente para análise das amostras de gasolina comercial e amostras de gasolinas não conformes analisadas.

Orientador: Rogério Gonçalves dos Santos / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica / Made available in DSpace on 2018-08-23T13:19:35Z (GMT). No. of bitstreams: 1 Fajgenbaum_Renata_M.pdf: 5459929 bytes, checksum: 05a7fae663d15ca13af6858bbe983761 (MD5) Previous issue date: 2013 / Resumo: A motivação em se estudar os fenômenos que acontecem em cada subsistema de um motor de combustão interna ciclo Otto reside na possibilidade de se prever e otimizar seu funcionamento, em especial com os diferentes combustíveis de nova geração que estão sendo inseridos no mercado. O processo de atomização que ocorre nos bicos injetores de combustível, dispositivos integrantes do sistema de injeção eletrônica do motor, apresenta forte relação com a posterior reação de combustão e, por conseguinte, com a eficiência térmica do motor. No presente trabalho, experimentos foram conduzidos para investigar o efeito da temperatura do líquido em parâmetros de atomização de um atomizador do tipo mecânico-centrífugo utilizado em bicos injetores de combustível automotivos. O aparato experimental consistiu de uma bancada de injeção de combustível conectada a um sistema de controle de calor, este com objetivo de variar a temperatura do combustível. Os parâmetros de atomização foram avaliados por meio da técnica de Shadowgraphy, a fim de se medir diâmetro de gotas, distribuição de partículas e campo de velocidades. Gasolina e etanol em diferentes temperaturas foram usados para fornecer variação nas propriedades do líquido, ambos com a mesma pressão de injeção. Os resultados de tamanho de gota foram dados, principalmente, em termos de Sauter Mean Diameter (SMD) e outros diâmetros representativos que se mostraram pertinentes. Todas as medições foram realizadas em duas diferentes distâncias axiais do orifício de descarga. Para as duas distâncias escolhidas, 25 mm e 100 mm, o SMD e a velocidade se mostraram insensíveis à faixa de temperatura testada, devido à baixa variação das propriedades dos combustíveis. Por outro lado, a distribuição das partículas permitiu visualizar o efeito da temperatura nos diâmetros das gotas, mostrando que o aumento da temperatura proporciona diminuição no tamanho das gotas, e o comparativo entre os parâmetros nas duas distâncias axiais permitiu visualizar o efeito da primeira e segunda atomização sobre o spray / Abstract: The motivation in studying the phenomena that happen in each internal combustion engine subsystem lies in the possibility to predict and optimize its operation. The atomization process that occurs in fuel injectors, devices that belong to engine injection system, has a strong relation with the subsequent combustion reaction and thus with the engine thermal efficiency. Experiments were performed to investigate the liquid temperature effect on atomization parameters in an internal combustion engine pressure-swirl atomizer. The experimental apparatus consisted of a flow control rig connected with a heat control system. The flow rig, which is an injection system, was built specifically for that purpose and the heat system goal was to vary the liquid temperature. The atomization parameters were evaluated by means of Shadowgraphy technique in order to measure drop mean diameter, particle size distribution and drop velocity field. Gasoline and ethanol in different temperatures were used to provide variation in liquid properties and the same injection pressure was used for both fuels. The results for drop sizing were expressed in terms of Sauter Mean Diameter (SMD) and the velocity field as well as the particle size distribution measurements were taken in two different axial distances from the nozzle exit. At both distances, 25 mm and 100 mm, SMD and velocity seemed to be insensitive to the range of temperature used because it provided low variation in fuel properties. On the other hand, particle size distribution allowed the visualization of temperature effect on drop diameters, showing that increasing temperatures decrease droplet sizes, and the comparison between two axial distances allowed seeing the effects of first and second atomization on the spray / Mestrado / Termica e Fluidos / Mestra em Engenharia Mecânica

This diploma thesis describes the design of a suitable filling turbocharger for gasoline engine Honda 1.98L. Includes professional research existing systems used for charged gasoline engines. Another part is a calculation to determine the correct parameters of the compressor and turbine. At the end is a simulation of selected turbocharger and engine work together using GT Power software simulation.

[pt] A frota veicular brasileira utiliza largamente combustíveis fósseis, como a gasolina, e biocombustíveis, como o bioetanol, este último utilizado in natura, na forma hidratada, ou como aditivo para a gasolina, na forma anidra. Em caso de vazamento destes combustíveis leves para o meio ambiente, a correlação entre contaminantes e fontes suspeitas aplicando técnicas tradicionais, como a Cromatografia Gasosa acoplada à Espectrometria de Massas (GC-MS - Gas Chromatography coupled to Mass Spectrometry) é extremamente difícil, pois gasolinas não possuem biomarcadores e apresentam distribuições de hidrocarbonetos semelhantes, enquanto a diferenciação inequívoca do etanol é inviável. Uma alternativa analítica recente é a Análise de Isótopos Estáveis de Compostos Específicos (CSIA - Compound-specific stable isotope analysis) por meio de Espectrometria de Massas de Razão Isotópica em Fluxo Contínuo (CF-IRMS - Continuous Flow Isotope Ratio Mass Spectrometry). Neste trabalho, uma metodologia de análise isotópica aplicável à gasolina foi implementada utilizando também a extração em Headspace (HS-CF-IRMS). A introdução de amostras por Micro Extração em Fase Sólida (SPME - Solid Phase Micro Extraction), como alternativa ao Headspace, também foi avaliada, apresentando, no entanto, problemas técnicos que restringiram seu uso apenas aos padrões de BTEX, inviabilizando sua aplicação em amostras de gasolina nas condições testadas. Foram analisadas as razões isotópicas de hidrogênio (delta elevado a 2 H) de tolueno, etilbenzeno e xilenos de 38 amostras de gasolina coletadas em 12 refinarias brasileiras ao longo de várias campanhas de amostragem, visando avaliar a existência de assinaturas isotópicas específicas para cada refinaria pesquisada. Os resultados foram avaliados estatisticamente utilizando Análise de Variância (ANOVA), na qual foram encontrados grupos de dados estatisticamente homogêneos. A representação e análise gráfica tridimensional destes grupos de dados permitiu identificar seis refinarias com razões isotópicas específicas, assim como dois conjuntos de refinarias agrupadas por similaridade de assinaturas isotópicas na maioria dos gráficos estudados. No entanto, devido a valores discrepantes entre campanhas distintas para algumas refinarias, os resultados preliminares obtidos neste estudo são válidos somente para as campanhas não excluídas no tratamento estatístico, não podendo, portanto, ser entendidos como uma regra geral. Com relação ao etanol, marcadores isotópicos foram utilizados e testados como ferramenta para identificação de sua origem geográfica. Neste caso, foram avaliadas as razões isotópicas de carbono (delta elevado a 13 C) e hidrogênio (elevado a 2 H) do biocombustível produzido em quatro usinas localizadas em áreas de cultivo dos estados do Amazonas (Norte), Mato Grosso (Centro-Oeste), São Paulo (Sudeste) e Rio Grande do Sul (Sul), bem como os valores de delta13C da cana-de-açúcar coletada nos respectivos canaviais. A técnica empregada foi CF-IRMS. Também foram determinados os perfis isotópicos de oxigênio (delta elevado a 18 O) e hidrogênio em água da planta, do solo de cultivo, da precipitação pluviométrica e de corpos d água associados aos canaviais das respectivas usinas, através da técnica de Espectroscopia de Infravermelho de Razão Isotópica (IRIS – Isotope Ratio Infrared Spectroscopy). O etanol apresentou variações sazonais de delta2H similares às observadas para a água da planta, ressaltando a influência do ciclo hidrológico na sua razão isotópica. Foi constatado que a influência substancial e complexa do ciclo hidrológico sobre delta elevado a 2 H, aliada à pequena variação de delta elevado a 13 C, dificulta o uso destes isótopos como marcadores de origem do etanol. / [en] Brazilian vehicle fleet makes wide use of fossil fuels and biofuels such as gasoline and bioethanol, the latter used neat, hydrated, or as gasoline additive, anhydrous. In case of leakage of such light fuels to the environment, correlation between contaminants and suspicious sources applying traditional techniques such as Gas Chromatography coupled to Mass Spectrometry (GC-MS) is extremely difficult, since gasoline does not have biomarkers and presents similar hydrocarbons distributions, while unambiguous differentiation of ethanol is unfeasible. A recent analytical alternative is the Compound-Specific Stable Isotope Analysis (CSIA) by Continuous Flow Isotope Ratio Mass Spectrometry (CF-IRMS). In this work, a methodology for isotopic analysis suitable to gasoline was implemented using also headspace extraction (HS-CF-IRMS). Sample introduction using Solid Phase Micro-Extraction (SPME) as an alternative to Headspace was also evaluated, presenting, however, technical problems which restricted its use only to BTEX standards, preventing its application in gasoline samples under the tested conditions. Analyses of hydrogen isotopic ratios (delta 2 H) for toluene, ethylbenzene and xylenes present in the composition of 38 gasoline samples collected in 12 Brazilian refineries were performed along several sampling campaigns, aiming at the assessment of the existence of specific isotopic signatures for each refinery studed. Results obtained were statistically evaluated using Analysis of Variance (ANOVA), yielding statistically homogeneous groups of data. Graphical representation analysis in 3D of these data sets allowed the identification of six refineries with specific isotopic ratios, as well as two sets grouped by similarity of their isotopic ratios in most of the studied plots. However, due to inconsistent values between different campaigns for some refineries, the preliminary results obtained in this study are valid only for the campaigns not excluded in the statistical treatment, therefore they cannot be understood as a general rule. Regarding to ethanol, isotopic markers were used and tested as a tool for identification of its geographical origin. In this case carbon and hydrogen isotopic ratios (delta 13 C and delta 2 H) were evaluated in the biofuel produced in four sugarcane mills located in crop areas from the states of Amazonas (North), Mato Grosso (Center-West), São Paulo (Southeast) and Rio Grande do Sul (South), as well as delta 13 C values in plants collected in respective sugarcane fields. The technique used was CF-IRMS. Also, oxygen (delta 18 O) and hydrogen isotopic patterns were determined in plant-water, soil-water, rainwater, and water from reservoirs and some rivers associated to each sugarcane mill, through Isotope Ratio Infrared Spectroscopy (IRIS). Ethanol showed similar seasonal variation of delta 2 H as those observed for plant-water, highlighting the influence of hydrological cycle on the isotopic fingerprint of the alcohol. It was found that the substantial and complex influence of the hydrological cycle on delta 2 H and the small variations on delta 13 C constrain the use of isotopes as tracers for ethanol origin.

The present work is concerned with fundamental studies on the liquid fuel transport in the intake manifold of small carburetted engines. This work is motivated by the need for development of technologies to meet the stringent cold-start emission norms that are to be prescribed for two-wheelers in particular. More specifically, visualization studies conducted in a transparent manifold made of quartz in a small four-stroke 110-cc two-wheeler engine have shown the presence of gasoline films on the walls of the inlet manifold under cold start conditions. Advanced Laser diagnostic techniques such as Planar Laser Induced Fluorescence (PLIF) have been utilized to measure the thickness of the fuel films. The Sauter Mean Diameter for the fuel droplets at the carburettor exit is measured using Laser Shadowgraphy technique. It is observed that the films are present both at idling conditions and under load. This large amount of liquid fuel entering the engine leads to incomplete combustion and higher emissions of unburned hydrocarbons. A detailed analysis of the effects of heating the inlet manifold has been performed. The potential of this manifold heating strategy in reducing hydrocarbon emissions has been assessed and found to be promising. In addition, a need of proper control of the fuel exiting the carburettor is shown to reduce emissions and increase fuel efficiency.

Aim of this thesis was finding out whether there is asymmetry on gasoline market in Czech republic, which is common knowledge or if asymmetry is only illusion. With daily data about gasoline and diesel prices from CZ market and also daily Brent Crude Oil price, thesis tires to prove that there is no asymmetry on the market. Analysis was done with asymmetric error correction model and further testing of asymmetry with koeficients from ECM. Results yield that both gasoline and diesel markets show rather symmetrical reaction on entry price change. Asymmetry was proven only in few lags and final statement is that asymmetry on market in Czech republic is rather illusion then reality.

The aim of this diploma thesis is design of configuration and balancing of crankshaft which is determined for four-cylinder gasoline engine. The thesis investigates kinematics, dynamics and possible ways of balancing the inertial forces and moments of the rotating and sliding parts of the central crank mechanism. Subsequently, the 3D CAD model is designed according to the presented drawing. It is transformed into a spare torsion system, from which the calculations of its own and forced torsional vibrations are based. The proposed 3D CAD model is then spatially transmitted in the FEA software Ansys Workbench and modified (boundary conditions, etc.) in the FEA software Ansys Mechanical APDL so that it can be calculated according to the selected LSA method. From the selected results of the LSA method, the crankshaft safety factor against fatigue damage is calculated.

Das Konzept „Downsizing“ für Otto- und Dieselmotoren zur Verbesserung von Kraftstoffverbrauch und Schadstoffemission ist inzwischen durch viele praktische Beispiele und theoretische Untersuchungen zweifelsfrei bestätigt worden. Da „Downsizing“ aber untrennbar mit der Aufladung verbunden ist, wächst der Bedarf nach Aufladetechnologien, die das Hauptmanko des „Downsizing“ – das mangelhafte Drehmoment bei niedriger Motordrehzahl – überwinden. Mit zunehmender spezifischer Leistung und damit höheren Aufladegraden tritt diese Problematik immer stärker in den Vordergrund. Vor diesem Hintergrund hat sich für den Pkw-Dieselmotor die Aufladung mit VTG durchgesetzt. Beim Ottomotor wurde bislang der Schritt vom einfacheren Wastegate-Lader zur VTG noch nicht unternommen. Die Gründe dafür sind insbesondere in der höheren thermischen Belastung, aufgrund der höheren Abgastemperatur, und der größeren Luftdurchsatzspanne zu finden. Andererseits besteht inzwischen speziell beim Ottomotor ein großer Bedarf bezüglich der Verbesserung des Kraftstoffverbrauches und der Fahrdynamik in Kombination mit der Turboaufladung. Vor dem Hintergrund der in den letzten Jahren durchgeführten Weiterentwicklungen auf dem Gebiet der Benzindirekteinspritzung und der Aufladetechnik, stellt sich inzwischen verstärkt die Frage, ob durch den Einsatz einer VTG am Ottomotor ähnlich große Verbrauchseinsparungen und Verbesserungen in der Fahrdynamik erzielt werden können, wie dies vor einigen Jahren beim Pkw-Dieselmotor der Fall war. Im Rahmen der durchgeführten Arbeit wurden die Potentiale einer VTG an einem direkteinspritzenden Ottomotor eingehend durch Experimente und Motorprozesssimulation untersucht. Bei der direkten Übertragung der heute üblichen Diesel-VTG-Technik auf die Anwendung am Ottomotor können allerdings nur unwesentliche Verbesserungen beim spezifischen Kraftstoffverbrauch erzielt werden. Um die volle Drehzahlspanne des Ottomotors in seiner Basisabstimmung bedienen zu können, muss der Verstellbereich der VTG extrem ausgereizt werden, was Wirkungsgradnachteile mit sich bringt. Mit dem Übergang auf ein 2-flutiges Zwillingsstromturbinengehäuse in Kombination mit VTG wird es möglich, den Gaswechsel des Motors zu verbessern, da der Auslassvorgang der einzelnen Zylinder weniger durch die anderen Zylinder behindert wird. Der Effekt ist allerdings wesentlich schwächer ausgeprägt als bei einem 2-flutigen Wastegate Lader, da hier die Flutentrennung bis kurz vor das Turbinenrad erfolgen kann. Bei der VTG-Zwillingsstromturbine endet die Trennung konstruktionsbedingt bereits vor dem Leitgitter. Im Bereich des beschaufelten Ringkanales treffen die beiden bis dorthin getrennten Abgasstränge aufeinander und beeinflussen sich hier wieder gegenseitig, wobei die negativen Auswirkungen geringer sind als bei einer 1-flutigen Turbine, ganz ohne Trennung im Turbinengehäuse. Die bessere Nutzung der kinetischen Energie aus dem Vorauslassstoß, die bei Stoßaufladung mit getrennt geführten Abgaskanälen üblicherweise möglich ist, kann allerdings bei einer VTG-Turbine nicht erreicht werden. Speziell im unteren Motordrehzahlbereich, wo die Leitschaufeln weit geschlossen sind, werden die Druckpulsationen stark gedämpft und haben somit nur noch einen geringen Anteil an der Totalenthalpie des Abgases. Wie sich aus den Untersuchungen zeigte, kann dieser Nachteil der VTG aber durch den kleineren Turbinendurchsatz bei kleiner Schaufelstellung überkompensiert werden, wodurch das Drehmoment bei niedrigen Motordrehzahlen angehoben werden kann. Eine wesentlich bessere Flutentrennung kann durch die Verwendung einer VTG-Doppelstromturbine erreicht werden. Durch zwei über den Turbinenumfang getrennt geführte Spiralkanäle können die Überströmquerschnitte verkleinert, und damit die gegenseitige Beeinflussung der Abgasströme wesentlich verringert werden. Die Verhältnisse sind in dieser Ausführung vergleichbar mit Wastegate- Zwillingsstromturbinen, was die Effektivität der Flutentrennung anbelangt. Das volle Potential dieser optimierten Flutentrennung kann durch eine geänderte Applikation der Nockenwellenverstellungen im Motorkennfeld ausgeschöpft werden. Es ist damit möglich, längere Ventilüberschneidungen im unteren Motordrehzahlbereich zu realisieren und damit den Spülluftanteil in diesem Kennfeldbereich wesentlich zu steigern. Diese Maßnahme hat einen sehr positiven Einfluss auf die Motorbetriebswerte aufgrund: • Verringerter Klopfempfindlichkeit durch Reduktion des Restgasanteiles. • Absenkung der mittleren Abgastemperatur vor Turbine und damit der Möglichkeit, das Verbrennungsluftverhältnis anzuheben. • Verringerung der notwendigen Durchsatzspanne für Verdichter und Turbine und damit der Möglichkeit den Lader bei besseren Wirkungsgraden zu betreiben. Aufgrund des mit der Doppelstromanordnung begrenzten Zuströmquerschnittes über den Umfang der Turbine (180° pro Turbinenstrang) stellt sich allerdings ein geringerer Maximaldurchsatz für die Turbine ein. Die Simulationsergebnisse haben gezeigt, dass dadurch der mittlere Abgasdruck vor Turbine im oberen Volllastdrehzahlbereich ansteigt. Um dies zu verhindern, kann die Doppelstromturbine mit einer so genannten Stau–Stoß–Umschaltung versehen werden, mit der die beiden Turbinenstränge bei hohen Motordrehzahlen verbunden werden. Bei geöffnetem Umschaltventil kann sich das Abgas auf beide Turbinenstränge verteilen, und die Pulsation wird zusätzlich reduziert. Beide Effekte bewirken ein Absinken der Turbinenleistung und damit die gewünschte Begrenzung des Ladedruckes. Gleichzeitig ist es auch möglich, das Stoß–Stau–Umschaltventil als zusätzliches Wastegate zu betreiben, wodurch der Durchsatzbereich der Turbine noch weiter gesteigert werden kann. Die Kombination der geschilderten Maßnahmen: • VTG mit Doppelstromturbine • Stoß-Stau-Umschaltung • Vergrößerte Ventilüberschneidung hat bei den durchgeführten Untersuchungen zu einer Steigerung des stationären Volllastdrehmomentes von 40 % bei nM = 1500 1/min geführt, bei gleichzeitiger Verbesserung des Spüldruckgefälles um ca. 400 mbar im Nennleistungspunkt gegenüber dem 1-flutigen Wastegate-Basislader. Im Instationärbetrieb konnte am Beispiel eines Lastsprunges bei nM = 1800 1/min eine Verkürzung der Zeit bis zum Erreichen von 90 % des Nennmomentes um ca. 50 % festgestellt werden. Obgleich auf Basis der untersuchten Varianten bezüglich der aerodynamischen Auslegung der Einzelkomponenten, der Regelbarkeit der VTG und der mechanischen Haltbarkeit noch weitere Entwicklungsaktivitäten notwendig sein werden, kann aufgrund der sehr positiven Untersuchungsergebnisse von einem großen Potential für die Aufladung von DI-Ottomotoren mit variabler Turbinengeometrie ausgegangen werden.

Global warming issues are a widespread problem around the world and the emissions of greenhouse gases is one of the main contributors. The transport sector emits a significant amount of greenhouse gas emissions; thus, this contributes to global warming. To tackle this challenge the Swedish state introduced in July 2018 a system called bonus-malus system which aims to increase the proportion of eco-friendly cars and in the long run reducing greenhouse gases emissions from the transport sector. This paper examines the tax system within the Bonus-Malus system. Primarily investigating if Malus, tax system, impacted the demand for electric vehicles since it introduced. The study conducted based on a short panel data from Sweden´s 21 counties for the period 2016-2020 and the analysis method applied is a regression analysis. The results of this thesis confirm a strong positive relationship between the share of newly registered battery electric vehicles (BEV) and the Malus, but much weaker influence of the other studied variables. Suggesting that tax system induce on emission seem to be efficient at boost the demand for BEV