Article citation info: (*) Tekst artykułu w polskiej wersji językowej dostępny w elektronicznym wydaniu kwartalnika na stronie www.ein.org.pl the framework of the ECO Mobility project. This project has not yet been implemented for transport applications but has nevertheless been tested on a test track for scale vehicles. A fragment of track in scale was recently presented at the Hannover Fair at the SciTech Poland "scientific" Polish stand [7,28].The already mentioned power supply is a contactless, dynamic power system, which means that it can deliver energy to the vehicle in motion as opposed to stationary systems where energy is delivered only when the vehicle is stationary. The drive motor is a linear induction motor. This system solution illustrates one of the many possibilities that can be applied to the driving and powering of this type of vehicle. The power supply can also be made as a contact one with power points at parking places. Propulsion motors can be made as brushless, induction and wheeled or as central units. On the other hand, the contactless power supply has the advantage of being a safe system [23,30]. The supply energy is transmitted inductively from the primary winding distributed along the track -similarly to the third rail in the metro. The fundamental difference between the contact supply by means of the third rail and the contactless induction is that the contact rail "power" is isolated and thus safe.

The paper presents the current development of the AOS-H2 electric motor-glider project. The project encompasses the design and manufacture of an electric propulsion system (EPS) and a CF/epoxy airframe to be used as a flying test platform for the designed EPS. A 40-kW electric motor is supplied by a 10-kW PEM fuel cell stack and a Li-ion battery during run-up and ascent and by the fuel cell stack alone during steady flight. The airframe and the EPS have been completed; the results of bench tests of the EPS have proved that it meets the established requirements..

The paper presents a power electronic conversion system and its control for a fuel cell and a battery-based hybrid drive system for a motor glider. The energy conversion system is designed in such a way that the fuel cell gives power equal to the electric drive power demand for horizontal flight, whereas during motor glider take-off and climbing, the fuel cell is supported by the battery. The paper presents the power demand related to the assumed mission profile, the main components of the hybrid drive system and its holistic structure, and details of power electronics control. Selected stationary experimental test results related to the energy conversion and drive system are shown. Some results related to the aircraft tests on a runway are presented.

In high-speed magnetic railways, it is necessary to create the forces that lift the train. This effect is achieved by using active (EMS) or passive (EDS) magnetic systems. In a passive system, suspension systems with permanent magnets arranged in a Halbach array can be used. In this paper, an original Halbach array with various alternately arranged horizontally and vertically magnetized magnets is proposed. Correctly selected geometry allows us to obtain higher values of levitation forces and lower braking forces in relation to a system with identical horizontally and vertically magnetized elements. The effect of such a shape of the magnetic arrangement is the reduction of instantaneous power consumption while traveling due to the occurrence of lower braking forces. In order to perform a comparative analysis of the various geometries of the Halbach array, a simulation model was developed in the ANSYS Maxwell program. The performed calculations made it possible to determine the optimal dimensions of horizontally and vertically magnetized elements. The results of calculations of instantaneous power savings for various cruising speeds are also included.