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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Proposal and Demonstration of a New Spark Ignition Combustion Method with a Gross Indicated Thermal Efficiency Exceeding 53% (Second report)</title>
      <link>https://trid.trb.org/View/2720289</link>
      <description><![CDATA[Under ultra-highly boosted conditions of a small pre-chamber gasoline engine, the authors proposed a novel combustion concept that incorporates the idea that "higher loads can improve thermal efficiency". In order to establish the combustion process reported in the first report, where under the super-lean main chamber mixture, which has difficulty in flame propagation, is burned within the range reached by the jet from the pre-chamber, and the remaining mixture is sequentially spontaneous ignition and burned out, the authors optimized the pre-chamber specifications using 3D-CFD and confirmed the feasibility of achieving gross indicated thermal efficiency of 50% or more under the high loads of gross indicated mean effective pressure 2 MPa or more and excess air ratio of approximately 3 in the main chamber. Furthermore, the authors achieved gross indicated mean effective pressure over 2.3 MPa and the gross indicated thermal efficiency over 53% in a combustion experiment using a single-cylinder engine. The results showed that this combustion process can minimize cooling losses and unburned losses.]]></description>
      <pubDate>Wed, 23 Sep 2026 15:56:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2720289</guid>
    </item>
    <item>
      <title>Experimental Testing and Finite Element Simulation on Tensile Mechanical Behavior of Nickel-based Superalloys</title>
      <link>https://trid.trb.org/View/2777980</link>
      <description><![CDATA[The accurate prediction of high-temperature mechanical behavior of GH3230, as a core material for the new generation of combustion chambers in China, is a key technical prerequisite for promoting engineering applications. This article is the first to conduct a systematic study on the tensile properties of the alloy at three typical service temperatures of 200°C, 550°C, and 900°C, combining high- temperature tensile testing with numerical simulation. Through metallographic observation, the excellent microstructure characteristics of the alloy, including no grain boundary defects, inclusion phase size less than 5 μm, and uniform distribution, were clarified. Based on this, a multi-temperature adaptive tensile simulation model was established. Experimental verification showed that the model can accurately reproduce stress-strain tensile curves at different temperatures, with prediction errors controlled within a reasonable range, effectively breaking through the limitations of traditional single-temperature simulation. This study not only provides an efficient and accurate new method for the performance analysis and safety evaluation of GH3230 in a wide temperature range but also provides practical technical means to support the component-level engineering application of this material. At the same time, the research results also provide a reference technical path and research ideas for the multi-temperature mechanical performance prediction of other nickel-based high-temperature alloys.]]></description>
      <pubDate>Wed, 16 Sep 2026 09:22:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2777980</guid>
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    <item>
      <title>Optimization of Negative Crankcase Pressure Mechanism to Minimize Oil Pumping into Combustion Chamber and Ensure Particulate Number Compliance in Euro VI Emission for Natural Aspirated Gas Engine</title>
      <link>https://trid.trb.org/View/2761911</link>
      <description><![CDATA[Emissions regulations, such as Euro VI, drives the Automotive industry to innovate continuously in Engine development. One significant challenge is the engine oil pumping from the crankcase into the combustion chamber, where it participates in combustion, which contributes to increased Particulate Numbers and fails to meet Euro VI emission compliance. This issue is most noticeable during engine idling and motoring conditions. During this time, a higher negative pressure difference develops between the intake manifold, which is acting above the combustion chamber and the engine crankcase. This pressure difference drives oil-laden blow-by aerosols past piston rings during the intake stroke and through the valve stem seals, allowing oil into the combustion chamber.The impact of the pressure difference between the intake manifold and crankcase was studied by varying the crankcase pressure through crankcase ventilation system. The results confirm that oil entry into the combustion chamber, contributing to combustion, occurs primarily through the piston rings, contributing to increase in Particulate Number (PN). To address this issue, it becomes necessary to introduce a mechanism that optimizes negative crankcase pressure across varying engine operating conditions. By reducing the pressure difference between the intake manifold and crankcase, this mechanism prevents oil entering the combustion chamber, thereby minimizing Particulate Number emissions and ensuring Euro VI compliance.This study focuses on the development and implementation of a negative crankcase pressure control system via the crankcase ventilation system. Through targeted optimization, it provides an effective way to control oil pumping into the combustion chamber, thereby enhancing emission control and advancing the development of cleaner Naturally Aspirated Gas engines.]]></description>
      <pubDate>Wed, 19 Aug 2026 13:48:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761911</guid>
    </item>
    <item>
      <title>Improving Cold Start and Transient Performance of Medium BMEP CEV Stage V Engines at Low Ambient Temperature and Pressure</title>
      <link>https://trid.trb.org/View/2761904</link>
      <description><![CDATA[Meeting the stringent emissions norms of CEV stage V for medium BMEP engines, CI engines present significant challenges, particularly concerning cold startability. Low ambient temperatures and pressures intensify the cold start difficulties which are characterized by prolonged cranking, incidences of misfiring, compromised transient response and overall engine performance. This paper highlights the strategies and technologies employed to enhance cold start and transient performance of medium BMEP engines under such demanding environmental conditions. Investigations were conducted up to an altitude of 4500m and ambient temperatures as low as-20°C, utilizing only air heater at intake manifold as the sole cold start aid. This cost effective approach is integrated with an optimized combustion chamber design, along with minimal pilot injection timing and quantity to facilitate smooth ignition and stable combustion during cold start. The paper also explore the techniques to improve the engine transient response, minimize smoke and PM emissions during speed and load changes under these extreme environmental conditions, such as turbocharger response, fuel delivery control, and dynamic injection timing and rail pressure adjustments.]]></description>
      <pubDate>Wed, 19 Aug 2026 13:48:43 GMT</pubDate>
      <guid>https://trid.trb.org/View/2761904</guid>
    </item>
    <item>
      <title>Effects of size factors and velocity of impinging diesel spray flames on wall heat transfer</title>
      <link>https://trid.trb.org/View/2706088</link>
      <description><![CDATA[To examine the effects of size and velocity of impinging diesel spray flames on wall heat transfer, this study conducted visualization of the spray flame and measurements of wall heat flux in a constant volume vessel. The impinging flame velocity was varied by adjusting the injection velocity. To vary the flame size independently of the flame velocity, the nozzle orifice diameter and the nozzle-to-wall distance were varied under similarity conditions, while maintaining a constant ratio of nozzle-to-wall distance to orifice diameter. Care was taken to minimize wall interference from the liquid phase and unburned regions of the spray flame by employing a high cetane number fuel and increasing the nozzle-to-wall distance. The experimental results showed that the wall heat flux increased as the impinging velocity increased, and the flame width decreased. The power-law correlations between the Nusselt and Reynolds numbers were determined based on the experimental results, revealing that the exponent of the Reynolds number reaches a local minimum at the impingement point. As the radial displacement from the impingement point increases, the exponent of the Reynolds number approaches approximately 0.8, which is a typical value for turbulent wall flow.]]></description>
      <pubDate>Mon, 17 Aug 2026 08:28:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2706088</guid>
    </item>
    <item>
      <title>Modeling and Simulation Analysis of Liquid Hydrogen and Power Systems Based on Amesim</title>
      <link>https://trid.trb.org/View/2742457</link>
      <description><![CDATA[Hydrogen-powered aircraft primarily utilize the conversion of liquid hydrogen into gaseous hydrogen to replace aviation kerosene, where hydrogen is directly combusted to provide propulsion. This study applied Amesim software to establish a complicated model simulating the liquid hydrogen to gaseous hydrogen conversion and ignition combustion processes. The simulation contains converting liquid hydrogen into gaseous hydrogen through a heat exchanger and simulating the mixture of gaseous hydrogen and air in the engine combustion chamber, and then igniting the mixture. The pressure, temperature, and flow rate of gaseous hydrogen and air during the ignition and combustion process in the engine combustion chamber, as well as the outlet temperature of the combustion chamber, are simulated and analyzed. The results demonstrate that during the simulation process, the internal pressure of the liquid hydrogen storage tank, the outlet pressure and flow rate of the liquid hydrogen pump, and the pressure and flow rate of gaseous hydrogen meet the requirements of the ignition combustion test. In addition, varying gaseous hydrogen flow rates had significant impacts on the temperature of the combustion chamber during combustion.]]></description>
      <pubDate>Mon, 03 Aug 2026 15:57:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742457</guid>
    </item>
    <item>
      <title>Effects of Equivalence Ratio on Hydrogen Combustion Flow and NOX Emission Characteristics in a Jet-Trapped Vortex Combustor</title>
      <link>https://trid.trb.org/View/2742617</link>
      <description><![CDATA[The jet-trapped vortex combustor presented in this study was designed based on the trapped vortex combustor with good flame stability by introducing a jet flame-stabilization method. Leveraging the superior air-fuel mixing efficiency and enhanced heat and mass transfer of the jet stabilization method, this configuration addresses the inherent limitations of heat and mass transfer between the mainstream flow and the cavity in a conventional trapped vortex combustor. To investigate the influence of different hydrogen-air equivalence ratios on the flow dynamics, combustion performance, and emission within the jet-trapped vortex combustor, numerical simulations were conducted in this study. The results show that under different equivalence ratios, a vortex pair structure can be formed in the mixing zone between the hydrogen jet and the air jet. Complete combustion can be achieved at all equivalence ratios except for F = 1.56. When F is below 0.86, the axial distance required to achieve complete combustion progressively decreases as the equivalence ratio is reduced. The temperature distribution in the combustor is more uniform with minimal variation, and the concentration of NO emissions decreases progressively. Among these cases, the combustion efficiency, temperature distribution, and NO emission characteristic of the combustor are relatively better at F = 0.34.]]></description>
      <pubDate>Mon, 03 Aug 2026 15:42:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2742617</guid>
    </item>
    <item>
      <title>A new kinetic model for the closed-cycle diesel engine ignition and combustion characteristics</title>
      <link>https://trid.trb.org/View/2689370</link>
      <description><![CDATA[To investigate closed-cycle diesel engine (CCDE) ignition and combustion characteristics, a new kinetic model (Carbon-dioxide Oxygen Environment, COE) is presented, which considered the CO₂ chemical effect based on diesel surrogate fuel (n-heptane, C₇H₁₆). Firstly, the COE model is established by simplifying the LLNL mechanism, adding the new reaction pathways using quantum chemistry and modifying the kinetic parameters. Secondly, a visualization constant volume combustion chamber experimental system is constructed to record the non-premixed ignition and combustion process of C7H16 under different CO₂/O₂ environments (35% CO₂/65% O₂, 40% CO₂/60% O₂, 50% CO₂/50% O₂, 60% CO₂/40% O₂). Finally, ignition characteristics, combustion characteristics, sensitivity analysis, and chemical effect of CO₂ under different CO₂/O₂ environments are discussed between simulation and experiment. The results show that the COE model is suitable for studying the closed-cycle diesel engine ignition and combustion characteristics, whose maximum errors of ignition delay time and ignition location are 6.1% and 6.7%, respectively. The phenomenon of combustion decay appears before the end of combustion at 35% CO₂ and 40% CO₂. The average flame length decreases significantly by 47.8% due to flame lift-off at 60% CO₂. The cumulative flame intensity decreases by 34.4% at 60% CO₂ compared to 50% CO₂. The sensitivity coefficient of H₂O₂ + M → 2OH + M to temperature increases by 6.2% as CO₂ increases from 40% to 60%. The ratio of the chemical to physical effects of CO₂ rises from 7.6% to 17.3% as the CO₂ volume fraction increases. The third-body effect promoting OH formation more significantly than the inhibitory effect of the direct chemical effect.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2689370</guid>
    </item>
    <item>
      <title>Study on Modeling of Combustion Chamber Deposits in High-Efficiency Gasoline Spark-Ignition Engines (First report)</title>
      <link>https://trid.trb.org/View/2695907</link>
      <description><![CDATA[During the operation of a SI engine, combustion chamber deposits (CCD) form inside the engine combustion chamber. The formation of CCD causes unstable combustion, resulting in adverse effects on thermal efficiency and emissions. In this study, acceleration generation experiments of CCD were conducted using a spark ignition engine, and the time profiles of CCD thickness were obtained. Timeline observations of the CCD surface and detailed observations using SEM were also conducted. As a result, the CCD thickness increased significantly at the beginning of operation and then remained stable, and the formation process and detailed structure of the CCD differed depending on the operating conditions.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2695907</guid>
    </item>
    <item>
      <title>Development of a two-zone zero-dimensional mixing model for actively fueled prechamber engines</title>
      <link>https://trid.trb.org/View/2696113</link>
      <description><![CDATA[In this numerical work, a zero-dimensional, two-zone mixing model was developed and validated to capture the mixture preparation process of an actively fueled prechamber engine. The model was developed for ethanol-gasoline fuel blends but is applicable to various fuels of interest relevant to prechamber applications. The model was exercised to demonstrate the effects of boundary conditions, fuel composition, and residual content on the mixture stoichiometry predictions. The 0D model showed reasonable agreement in prechamber equivalence ratio predictions with higher fidelity computational fluid dynamics modeling, but the accuracy of model was constrained to the governing assumptions of the injection process. The modeling assumptions surrounding the non-dimensional injection of mass into the prechamber were scrutinized to identify key areas of model improvement. The results indicate heat transfer effects play a crucial role in the evaporation of the fuel within the confined auxiliary chamber, especially when considering fuels with high latent heat of vaporization. Additionally, the presence of fuel films that collect on the prechamber surfaces complicated the modeled evaporative cooling loses as the modeling suggests the films evaporate primarily by means of conduction from the boundary. The developed model serves as a simplified framework to generate calibration maps of prechamber fueling or run real time as an open loop control strategy such that desired prechamber mixture proportions are effectively targeted.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696113</guid>
    </item>
    <item>
      <title>Influence of alternative pre-chamber fuels on engine performance</title>
      <link>https://trid.trb.org/View/2696111</link>
      <description><![CDATA[The application of active pre-chamber (PC) combustion systems offers potential increases of the indicated efficiency of spark-ignition (SI) engines by increasing the lean operating limit. In conventional SI operation, methanol revealed promising engine performance without substantial knock limitation. In PC operation with methanol under lean conditions, the PC jets can fail to ignite the charge in the main combustion chamber (MC) due to methanol’s high enthalpy of vaporization. The PC jet characteristics in turn depend on the applied PC fuel. In this study, it was assumed that the application of alternative liquid PC fuels might extend the lean operating limit of an engine that was operated with methanol as MC fuel. To this end, methanol, ethanol, 2-butanone, ethyl acetate, 1,3-dioxolane, and diethoxymethane were investigated as PC fuels in this study, while the MC was fueled with methanol. The fuels were experimentally investigated on a thermodynamic SI single-cylinder engine equipped with an active PC and a compression ratio of 16.4. Variations of the relative air/fuel ratio in the exhaust gas at net indicated mean effective pressures of 6?bar and 15?bar were performed. The observed differences in the engine performance between the investigated PC fuels were minor because a large fraction of the PC mixture consisted of the MC fuel methanol that was forced into the PC during the compression stroke. However, measured PC-driven HC emissions depended on the applied PC fuel and increased toward the engine’s lean operating limit at low engine load. At high engine load, this behavior was not observed. In PC operation, a maximum net indicated efficiency of 47.3% was observed, which was 0.8%-points higher than in conventional SI operation.]]></description>
      <pubDate>Fri, 31 Jul 2026 09:23:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2696111</guid>
    </item>
    <item>
      <title>Numerical Analysis of Directly Injected Hydrogen into a High-Pressure Chamber</title>
      <link>https://trid.trb.org/View/2724720</link>
      <description><![CDATA[Hydrogen Internal Combustion Engines have emerged as an option for decarbonizing heavy-duty transportation. However, injecting high-pressure hydrogen gas into pressurized combustion chambers induces complex compressible flow phenomena, including choked flow and under-expanded supersonic jet structures, which challenge conventional modeling approaches for optimizing engine performance and emissions. This study conducts a numerical investigation of transient hydrogen injection into a high-pressure argon environment, benchmarking a 2D axisymmetric Computational Fluid Dynamics (CFD) model against high-fidelity experimental optical measurements. Utilizing Ansys Fluent with a density-based solver, coupled with the k-? SST turbulence model and species transport equations, simulations were performed at injection pressures of 6 MPa and 10 MPa into a 1 MPa ambient chamber. The simulation successfully captured fundamental compressible physics, including Mach disk formation and significant expansion cooling near the nozzle exit. Validation results revealed a strong dependency on the nozzle pressure ratio (nPR). At 6 MPa (nPR=6), the model achieved good agreement with experimental data, predicting tip penetration depth within 10% . However, at 10 MPa (nPR=10), while axial penetration depth predictions remained within the 10% error margin, they were consistently underestimated, and radial dispersion was significantly under-predicted. These discrepancies at high energy levels highlight the challenges of predicting turbulent entrainment within the current modeling framework. The results suggests that the observed deviations are likely to be caused by combined limitations related to the RANS turbulence model, the potential shortcomings of the 2D axisymmetric assumption in resolving highly transient mixing phenomena, the meshing strategy used, the constant assumption made about the coefficient of discharge, and the crucial role of the Turbulent Schmidt number (SCt).]]></description>
      <pubDate>Tue, 21 Jul 2026 11:41:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2724720</guid>
    </item>
    <item>
      <title>Study on Modeling of Combustion Chamber Deposits in High-efficiency Gasoline Spark-Ignition Engines (Second Report)</title>
      <link>https://trid.trb.org/View/2684141</link>
      <description><![CDATA[In the pursuit of improved thermal efficiency and reduced CO₂ emissions in passenger vehicles, various technological approaches are being explored. However, the formation of combustion chamber deposits (CCDs) can have adverse effects, such as engine knocking. This study aims to elucidate the mechanisms behind CCD formation, establish effective suppression methods, and develop predictive models. To achieve these goals, both experimentally simulated deposits and actual engine-derived samples were analyzed to identify and evaluate the key factors influencing deposit formation.]]></description>
      <pubDate>Tue, 23 Jun 2026 13:53:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684141</guid>
    </item>
    <item>
      <title>Performance and Combustion Characteristics of Coryton SUSTAIN Classic Super 80 Carbon-Neutral Fuel versus EN 228 in a 1980s Fiat 500 Engine</title>
      <link>https://trid.trb.org/View/2717254</link>
      <description><![CDATA[The energy transition requires a rapid reduction in the use of fossil fuels, whose combustion generates substantial greenhouse-gas emissions. In Europe, transport alone accounts for roughly a quarter of total greenhouse-gas emissions, with road transport being the predominant component. In this context, the use of biofuels has emerged as a potential solution for limiting further increases in CO2 emissions. However, most studies available in the literature evaluate the performance of these fuels on modern engines, while their effects on historic carburetted engines remain largely unexplored. This is particularly significant given the large fleet of historic vehicles across Europe, supported by a long-standing tradition of vehicle preservation, associations, and classic car collectors. The main historic-vehicle federations advise caution and the use of low-ethanol formulations so as not to damage elastomers, fuel tanks, and carburettor float bowls. For this reason, a few suppliers have developed fuels specifically for classic vehicles. Among this minority, in 2023 Coryton Advanced Fuels introduced the SUSTAIN Classic line, including the Super 80 variant. In the present study, the performance, fuel consumption, and emissions of an air-cooled, four-stroke Fiat 500 engine fueled with commercial RON 95 gasoline and Coryton SUSTAIN Classic Super 80 were analyzed. A first test comprised a complete sweep from 1000 to 5000 RPM and a second test evaluated four different main jets at maximum torque speed and maximum power speed. To evaluate the performance, the engine was installed on a test bench equipped with a torque meter. Static pressure and temperature sensors were employed to characterize the engine operating conditions, while a dynamic pressure sensor installed in the combustion chamber was used to analyze the combustion characteristics. Exhaust emissions were also measured using a gas analyzer, allowing for a detailed and accurate comparison of the effects associated with the use of the two fuels.]]></description>
      <pubDate>Tue, 23 Jun 2026 10:34:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717254</guid>
    </item>
    <item>
      <title>A Predictive Methodology for 3D-CFD Simulation of Piston Thermal Field in Sustainable High-Performance Engines</title>
      <link>https://trid.trb.org/View/2717253</link>
      <description><![CDATA[In recent years, especially in high-performance spark-ignition engines, the thermal stress of pistons has gradually increased due to the implementation of various technologies, aimed at meeting emission reduction and specific power increase requirements. If the heat is not properly dissipated, cracking and plastic deformation of the material as well as formation of hot spots triggering pre-ignition in the combustion chamber mixture can occur. This last aspect is even more true considering innovative fuels such as hydrogen. To overcome these problems, one or more jets of oil are directed towards the piston under-crown region, impacting at high speed. This technique ensures immediate cooling and allows the engine performance to be increased without compromising the useful life.In order to optimize the oil jet effectiveness, 3D-CFD can be proficiently adopted. In this regard, the aim of this work is to define a robust numerical methodology able to simulate oil jet impingement and piston thermal field. In particular, a 3D-CFD Volume-of-Fluid (VoF) simulation is used to numerically assess the oil jet impact and provide a map of heat transfer coefficients, which, in turn, is adopted in a 3D-CHT model to estimate the piston thermal field.The proposed methodology is validated against experimental data on a high-performance engine piston. In particular, a pair of oil jets is investigated and the resulting heat transfer coefficient map is exploited to obtain the thermal field of the piston, which is finally compared to the available experimental temperature measurements. The results show that the predicted temperatures agree with the experimental data within an error lower than 2.5%.]]></description>
      <pubDate>Tue, 23 Jun 2026 10:34:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2717253</guid>
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