This research reviews the impact on emissions from the engine fueled with the fuel containing a large share of bio-components, in particular with 30% n-Butanol. The research was carried out using a diesel engine. It has been shown that it is possible to achieve a double positive ecological effect concerning CO₂ emissions. There was a decrease in CO₂ emission from the engine with the fuel contained a significant share of bio-carbon. At the same time, NO_x and Filter Smoke Number (FSN) emissions have been reduced together (FSN in large percentage). Usually, if NO_x emissions are reduced, FSN increases, and vice versa. The paper shows also that the use of n-Butanol (bio, but nonfood) in the future is more effective than larger amounts of higher fatty acids methyl esters, although the full withdrawal of these esters seems unjustified.

Transport is an energy-intensive sector of the economy and it is important where energy comes from and how it is used - now and in the future. The presented research results seem to encourage further work, despite the fact that the work had the character of basic research. The results were...

This publication deals with the assessment of fuel demand for long-term operation of hybrid vehicles, because only with this kind of analysis it could be possible to clearly and unequivocally assess the actual progress in achieving the intended goals. The long-term test is the opposite of short-term tests - currently WLTP and RDE or other tests developed mostly by specialized magazines. Long-term car use means mileage measured in thousands of kilometers over a period of several years. The assessment of fuel consumption during long-term operation of HEVs from the presented point of view is new, in which the theory of demand for cumulated energy (as fuel) proved to be very useful. Mathematical models of fuel consumption along with an assessment of its intensity and a description of fuel economy constitute the vehicle’s “energy footprint”. Cumulative fuel consumption increases as mileage increases, but the increase is not a linear function. The discrepancy between fuel consumption in a group of vehicles of the same make and type is significant and increases as mileage increases. The average fuel consumption of the analyzed HEVs during their long-term operation significantly exceeds what is determined by the short tests, e.g. WLTP (and earlier NEDC). The actual fuel consumption is much higher than the one from the short tests.

The article presents the results of research on the vibroacoustic response of internal combustion engines mounted in a vehicle. The vehicles studied belong to popular models, which became available in successive versions. Each group included vehicles of the same model of an older generation (equipped with a naturally aspirated engine) and of a newer generation, including downsized (and turbocharged) engines. Tests in each group were carried out under repeatable conditions on a chassis-load dynamometer. The vibrations were measured using single-axis accelerometers mounted on the steering wheel, engine, and driver’s head restraint mounting. The primary purpose of the study was to verify whether the new generations of vehicles equipped with additional high-speed elements (compressors) generate additional harmonics (especially those within the range potentially affecting travel comfort and human health) and whether there are significant changes in the distribution of spectral power density in the new generations. As the study showed, new generations of vehicles are characterized by a different vibroacoustic response, and the trend of change is the same in each of the families studied.

The desire to maintain CO₂ concentrations in the global atmosphere implies the need to introduce ’new’ energy carriers for transport applications. Therefore, the operational consumption of each such potential medium in the ’natural’ exploitation of vehicles must be assessed. A useful assessment method may be the vehicle’s energy footprint resulting from the theory of cumulative fuel consumption, presented in the article. Using a (very modest) database of long-term use of hydrogen-powered cars, the usefulness of this method was demonstrated. Knowing the energy footprint of vehicles of a given brand and type and the statistical characteristics of the footprint elements, it is also possible to assess vehicle fleets in terms of energy demand. The database on the use of energy carriers, such as hydrogen, in the long-term operation of passenger vehicles is still relatively modest; however, as it has been shown, valuable data can be obtained to assess the energy demand of vehicles of a given brand and type. Access to a larger operational database will allow for wider use of the presented method.