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The issue of power supply to electric rail vehicles leads to a separation of the rail network into electrified and unelectrified portions, where the sections lacking electrification exclude the operation of electric rail vehicles powered from the overhead lines. The potential solution to this problem was found in adding energy storage systems to electric rail vehicles to allow them some range of travel beyond the electrified lines. A simulation analysis of a special-purpose rail vehicle traveling across a non-electrified section of a railway line was conducted to assess the energy consumption rate and the necessary energy storage capacity. Three energy storage solutions were simulated, showing the travel range they can provide, with the aim of finding the lowest battery capacity solution that would still allow the vehicle to safely complete the simulated drive. The final selection of energy storage system capacity was done based on the assumed expected range outside the electrified railway weighed against the mass and cost of the extra energy storage system added to the vehicle. For a vehicle with a mass of 65 tons, a battery system with a capacity of 600 Ah was found to be sufficient. [ABSTRACT FROM AUTHOR]

The obligatory National Vehicle Register (NVR) requires that each rail vehicle operating on railway lines be assigned a 12-digit European Vehicle Number (EVN). This enables, among others, efficient data management on rail vehicles. The article presents the coding method of EVN for auxiliary rail vehicles intended for special purpose works. The number of auxiliary rolling stock, average age and technical parameters were also analyzed, taking into account the vehicle subgroups. The analyses show, among other things, that in Poland in 2021, 3737 auxiliary rail vehicles were assigned EVN, of which 1285 vehicles had their own propulsion system. In general, for this type of vehicles, the average age was 38.1 years. [ABSTRACT FROM AUTHOR]

3D models of Szymkowiak and conventional engines were created in the Solidworks program. During the motion analysis, the characteristics of the piston path were analyzed for the two considered engine units. The imported file with the generated piston routes was used in the AVL Fire program, which simulated combustion processes in the two engines with identical initial conditions. The configurations for two different compression ratios were taken into account. The basic thermodynamic parameters occurring during the combustion process in internal combustion engines were analyzed.

The paper contains exhaust emission results for an RDE test drive of a passenger vehicle with a spark ignition bi-fuel engine fuelled with LPG. The tests were performed in accordance with the RDE test requirements, and their results were compared to the emission limits of the applicable EURO norm. The aim of the paper is to investigate the discrepancies in the real exhaust emissions between the gasoline-specific emission norms and real values from vehicle use when powered by LPG.

The article discusses the results of applying real driving emissions (RDE) testing methods in measuring the exhaust emissions of a passenger rail vehicle. Portable Emissions Measuring Systems (PEMS) were used to measure the exhaust emissions from a motor coach in real operation, performed on a test track for selected drive cycle parameters. The road emission values of exhaust components have been calculated and compared to road vehicles and road exhaust emission limits based on the legal norms. The assessment was concluded with a comparison of the environmental cost, in terms of exhaust emissions, of transporting passengers using the tested rail vehicle relative to alternative road transport, based on measurements in real operating conditions.

The article discusses the latest trends and solutions used in the offers of rail vehicles manufacturers. The study is mainly concerned with the technical solutions used in hybrid rail vehicles, whose development has become one of the priorities for the development of rail vehicles in the European Union in recent years. Stricter emissions standards for harmful compounds in the European Union have forced manufacturers to use increasingly sophisticated technology, including hybrid drives and alternative fuels. The products and solutions offered by the major manufacturers on the market, along with their capabilities and future applications are described. The predicted trends in the development of propulsion technology for rail and road-rail vehicles are also indicated in view of the current legislative aspirations among the EU Member States.

The article investigates the issue of PM emissions from HDV vehicles. The theoretical part discusses the problem of emission of this toxic compound in terms of particle structure taking into account the mass and dimensions of PM. Next, the methodology of the research and the results of the measurements performed under the conditions of actual operation were presented. The test drive routes were chosen in accordance with the operational purpose of the selected test vehicles. Two heavy vehicles were used for the study: a tractor with trailer and an eighteen meter long city bus. The test vehicles complied with the Euro V standard, with the second vehicle additionally complying with the EEV standard and being equipped with a DPF. The analysis of the research results was performed in the aspect of determining the operating time densities of vehicles and their drive systems as well as defining their emission characteristics and ecological indicators. PM and PN emissions were measured in the tests and particle size distribution was determined. It was shown that the exhaust gas after treatment system used in the city bus had a positive influence on the ecological indicators and had contributed to the reduction of PN emissions for heavier particles.

The article presents an innovative solution of a two-unit rail vehicle system for passanger transport with a dual-drive, diesel engine and electric motor. The vehicle was designed as a combination of two units, one dedicated to each of the two drive systems, where one unit provides electric drive while the other a combustion engine. The selection of engine and drive components was presented along with the aftertreatment systems used in the design. The provided solution was created in response to the dynamic needs of rail vehicle operators in the European Union who aim to reduce exhaust emissions without compomising the reach of the existing rail networks. [ABSTRACT FROM AUTHOR]

Many new zero-emission propulsion technologies are being developed today due to the need to reduce the atmospheric carbon dioxide emissions. The impact of the transport sector on the environment drives a need for innovation, including innovation in the rail transport sector specifically. At the TRAKO fair of rail vehicles the newest technological solutions have been presented. These new vehicles are expected to take over the rail transport sector in the coming decades. Many of the presented solutions and prototypes focused on using hydrogen as fuel for a system of hydrogen fuel cells, which are then used to produce the electricity needed to drive the vehicle. The development of hydrogen fuel technologies in vehicle drives in recent years allowed for a set of new solutions to appear for all types of rail vehicles and applications. Hydrogen powered rail vehicles for transporting cargo, passengers, and shunting vehicles have been shown. This article provides a discussion of the newest hydrogen solutions and vehicles sent to the market. It was determined that the adoption of such solutions will be mainly restricted by the relative cost of the hydrogen fuel rather than the vehicles or fuel cell technologies themselves. The cost of hydrogen production, when powered by renewable Energy sources to enable reduced carbon dioxide emissions, would need to be reduced to at least $2.50/kg of fuel in order to satisfy the requirements for widespread adoption. [ABSTRACT FROM AUTHOR]