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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>
    </image>
    <item>
      <title>Design Optimization of Jounce Bumper Support Ring Based on RWUP Loading</title>
      <link>https://trid.trb.org/View/2663533</link>
      <description><![CDATA[Designing and manufacturing a support ring (POM ring -Polyoxymethylene ring) for a MacPherson strut suspension system brings unique set of challenges due to the high-performance and durability demands for Indian road application. Support ring along with the jounce bumper used in the shock absorber is designed to absorb the strong shock coming from the road inputs when suspension travel reached to the maximum limit. thereby absorbing the impact energy and preventing it from transferring it to the body. A bump stopper for a suspension of a vehicle is made of poly urethane (PU) material and is surrounded by a support ring or POM ring made up of Polyoxymethylene material. The bump stopper deflects into bellow shape during the absorption of impact energy. In the present paper, the authors have demonstrated the key challenges experienced in successfully designing the support ring post initial failure experienced in the validation phase which was unprecedented. The authors detail the failure analysis and the subsequent design improvement in the present work.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663533</guid>
    </item>
    <item>
      <title>Comprehensive Evaluation of Bolster Behaviour: Field Data Insights for Design Modifications</title>
      <link>https://trid.trb.org/View/2663470</link>
      <description><![CDATA[Bogie suspension systems are becoming increasingly popular in tipper vehicles to enhance their performance and durability, especially in demanding environments like construction and mining areas [1]. Bolsters contribute significantly to the overall performance and durability of the bogie suspension systems of tipper vehicles by evenly distributing the loads across the whole suspension system. They act as shock absorbers and negate the impact caused by the rough terrains and heavy loads, thereby reducing stress on individual components and maintaining the structural integrity of the vehicle. Bolsters also help in improving the ride comfort and to maintain the position of the suspension system [2].This study focuses on the comprehensive testing and evaluation of bolsters to understand their modes and displacement data derived from field data. The primary objective is to analyse the performance and behaviour of bolsters under various operational conditions. Critical manners of deformation and displacement patterns were identified by methodically examining the collected data from the field. The purpose of these acumens is to inform and guide the consequent design modifications, to which they will be of utmost importance. The result of these evolutions in the design of bolsters will eventually lead to more effectual and durable bolsters which in turn will improve their trustworthiness and efficiency in real-world applications.Due to a number of aspects measuring bolster displacement and modes data in the field is a challenging task. Because the bolster may move unpredictably in jagged and rough terrain, it is more difficult to measure displacement and modes precisely. Precise data collection depends on the sensor’s placement. It can be difficult to identify the best places for sensors in the field that prevent interference and produce accurate data. It is crucial to make sure that every measurement tool is accurately attuned both before and during data collection activity. Sensor drift due to field conditions may demand frequent recalibration due to the complex and multidirectional movement of bolsters in tipper vehicles. It takes sophisticated algorithms and analytical methods to accurately capture these movements and realize their modes. Due to its placement within the vehicle’s suspension system, the is challenging to reach for measurement. This may curb the kinds of sensors and techniques that are available for use.In general, an assortment of environmental, technical and practical obstacles must be overcome in order to measure bolster displacement and modes data in the field. Careful planning, sturdy tools and pioneering analytical techniques are needed to handle these complications and guarantee accurate and reliable data collection.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663470</guid>
    </item>
    <item>
      <title>The realistic parameter space of the vehicle field in Germany for full vehicle driving dynamics simulations illustrated by the development of a shock absorber inspection criterion</title>
      <link>https://trid.trb.org/View/2633030</link>
      <description><![CDATA[New regulations and methods of vehicle inspections offer an opportunity to reduce the number of road traffic fatalities. Driving dynamics simulations and traffic accident simulations can be carried out to assess the impact of new test regulations. Appropriate vehicle simulations should therefore be carried out for a suitable parameter space. This work presents the statistical distribution of important vehicle concept parameters in the German vehicle field in 2021 and provides a database of the 50 most frequently occurring vehicle parameter classes, which represent almost 50% of all vehicles in Germany. Among other data, the database contains information on vehicle mass, wheelbase, track widths, wheel dimensions, axle load distribution and axle concepts. The parameter database is extended with additional vehicle parameters, such as stiffness, damping, and inertia, using estimation methods from vehicle development and empirical databases. In the second part of the publication, the database is used to derive a criterion for evaluating suspension damping during slow speed bump crossings. The criterion is validated with 7688 slow speed bump crossings performed with 1165 different vehicles with intact and degraded shock absorbers. The developed criterion is able to detect degraded suspension damping with two degraded shock absorbers with an accuracy of 99.4%.]]></description>
      <pubDate>Thu, 11 Dec 2025 09:44:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2633030</guid>
    </item>
    <item>
      <title>The relevance of shock absorber friction on the total friction of a MacPherson suspension system during lateral manoeuvres</title>
      <link>https://trid.trb.org/View/2617103</link>
      <description><![CDATA[The friction potential of the suspension is typically considered to be invariant as the vertical dynamics of a vehicle are analysed. However, the current research on MacPherson suspensions indicates a strong dependence of the suspension friction on the present driving situation, which is primarily characterised by the wheel deflection relative to the chassis, and the tyre forces. Although it is well known that the shock absorber is generally subjected to side loads that can vary and initiate a certain amount of friction, the precise contribution of the shock absorber friction to the total suspension friction has yet to be investigated in detail. It is therefore essential to conduct a quantitative study on the importance of the shock absorber in the context of specific driving situations regarding the development of new, friction optimised shock absorber generations. The present study investigates the relationship between total suspension friction and the friction of the shock absorber, with a particular focus on the case of wheel lateral forces that aim to represent a simplified cornering manoeuvre of the vehicle. This is realised by using a multi-body simulation approach and a strain gauge application in order to estimate the side force at the shock absorber’s top mount. Subsequently, the shock absorber friction is determined using a test setup that considers the realistic load and mounting situation from the perspective of the MacPherson suspension subsystem. The combination of simulation and shock absorber friction measurement is sufficient to fully explain the characteristic friction trend on suspension (subsystem) level. The contribution of the shock absorber friction to the total suspension friction is determined to be a maximum of 80%, emphasising the importance of considering the side force at the shock absorber while aiming for suspension friction minimisation and ride comfort performance enhancement. On the other hand, the shock absorber’s contribution is also observed to be limited depending on the actual wheel force, indicating that the friction of the other components remains a crucial factor in the MacPherson suspension concept.]]></description>
      <pubDate>Tue, 02 Dec 2025 09:58:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2617103</guid>
    </item>
    <item>
      <title>Integrating Self-Hydraulic Jacks Under the Chassis for Off-Road Vehicles, and Utility Task Vehicles</title>
      <link>https://trid.trb.org/View/2624030</link>
      <description><![CDATA[A futuristic vehicle chassis rendered in precise detail using state-of-the-art CAD software like Blender, Autodesk Alias. The chassis itself is sleek, low-slung, and aerodynamic, constructed from advanced materials such as high-strength alloys or carbon-fibre composites. Its polished, brushed-metal finish not only exudes performance but also emphasizes the refined form and engineered details. Underneath this visually captivating structure, a sophisticated system of self-hydraulic jacks is seamlessly integrated. These jacks are situated adjacent to the four shock absorber mounts. These jacks are designed to lift the chassis specifically at the tyre areas, and the total vehicle, ensuring that underbody maintenance is efficient and that, in critical situations, vital adjustments or emergency lifts can be performed quickly and safely.The design also incorporates an intuitive control system where the necessary buttons are strategically placed to optimize driver convenience. Whether positioned alongside the steering wheel for immediate reach, integrated near the infotainment display for multifunctional control, or mounted within the driver's side door for easy access, these controls underscore a blend of technology and practicality.]]></description>
      <pubDate>Thu, 13 Nov 2025 16:07:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2624030</guid>
    </item>
    <item>
      <title>Parameters of the Rail Sleeper Base Oscillatory Process in the Rail Joint Area When Using Elastic Elements</title>
      <link>https://trid.trb.org/View/2408120</link>
      <description><![CDATA[The article presents the results of field tests of under-rail pads in order to assess the effect of stiffness and the number of standard and experimental rail pads-shock absorbers on the amplitude-frequency characteristic of vibrations that occur in the ballast layer in the rail joint zone when the rolling stock is moving. To achieve this goal, the authors measured the vertical vibration accelerations arising during the trains passage in the area of the rail joint with a different number of standard rail pads-shock absorbers CP-204-M-ARS (regular) and Getzner Sylodyn NF high resilience shock absorbers (experimental). On the basis of the obtained values, the amplitude-frequency characteristic of the oscillatory process was determined by means of the Fourier transform. The main (carrier) frequencies at which the maximum amplitudes of vibration accelerations are recorded, are determined, first of all, not by the damper pad material, but by the force effect magnitude. The use of experimental shock absorber pads makes it possible to reduce and redistribute the vibration energy transmitted to the ballast layer.]]></description>
      <pubDate>Fri, 29 Aug 2025 10:03:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/2408120</guid>
    </item>
    <item>
      <title>Height Control Method for Air Suspension Systems Based on Model-Free
                    Adaptive Control and Improved Genetic Algorithm</title>
      <link>https://trid.trb.org/View/2578246</link>
      <description><![CDATA[
                
                This article presents a height control method for air suspension systems, which
                    are influenced by strong nonlinearity and multiple coupling factors, based on
                    model-free adaptive control (MFAC) using full-form dynamic linearization (FFDL).
                    To address the impact of different damping coefficients of the shock absorber on
                    the height control effect, an improved genetic algorithm is employed to globally
                    optimize the relevant parameters involved in the design of the control law,
                    thereby enhancing the height control performance. The precision of modeling the
                    air suspension system has a direct impact on the simulation of both static and
                    dynamic vehicle models, as well as the accuracy of height control. In this
                    article, an equivalent thermodynamic model of the air suspension system is
                    established based on the principle of energy conservation for height control
                    research. Considering the nonlinearity of the air suspension system and the need
                    to make additional assumptions before modeling, a MFAC method using FFDL is
                    adopted for controller design. Traditional height control methods do not
                    consider the impact of changes in the shock absorber damping coefficient on the
                    height control effect. For different damping coefficients, the body height
                    tracking error is large when using the same height control law initialization
                    parameters. Therefore, an improved genetic algorithm is employed to globally
                    optimize the MFAC parameters under different damping states. The effectiveness
                    of the thermodynamic model of the air suspension system and the MFAC method for
                    height control, with parameters tuned using the improved genetic algorithm, was
                    validated through MATLAB/Simulink simulations.
            ]]></description>
      <pubDate>Tue, 22 Jul 2025 10:16:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2578246</guid>
    </item>
    <item>
      <title>Quasi-static shock absorber friction at low velocity reciprocating sliding conditions</title>
      <link>https://trid.trb.org/View/2488229</link>
      <description><![CDATA[The characteristics of vehicle shock absorbers have a major significance regarding vehicle dynamics, thus affecting vehicle ride comfort, handling and safety. Although much research focuses particularly on the hydraulic damping properties of this vital suspension component, friction properties are not considered in great detail. However, for driving scenarios of low excitation and velocity of the shock absorber due to moderate roughness of the road, the friction force generated by the shock absorbers and the remaining components is particularly important regarding the transfer of vibration from the road to the passenger. Hence, this study investigates the sensitivity of shock absorber friction to various parameters in the quasi-static domain. The effects of side force, temperature, excitation amplitude and waveform are determined for multiple shock absorbers. The results show no significant influence of the amplitude and waveform used in the conducted tests. Contrarily, the friction force strongly depends on the side force, which represents the variable load perpendicular to the shock absorber’s main axis arising during various driving events for MacPherson suspensions. An increased temperature reduces the side force effect.]]></description>
      <pubDate>Fri, 18 Jul 2025 09:05:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2488229</guid>
    </item>
    <item>
      <title>Study of Crew Seat Impact Attenuation System for Indian Manned Space Mission</title>
      <link>https://trid.trb.org/View/2571748</link>
      <description><![CDATA[The descent phase of Indian Manned Space Mission culminates with a crew module impacting at a predetermined site in Indian waters. During water impact, huge loads are experienced by astronauts. This demands an impact attenuation system which can attenuate the impact loads and reduce the acceleration experienced by astronauts to safe levels. Current state of the art impact attenuation systems uses honeycomb core, which is passive and can only be used once (at touchdown impact) during the entire mission. Active and reusable attenuation systems for crew modules are still an unexplored territory. Three configurations of impact attenuators are selected for this study for the crew module configuration, namely, hydraulic damper, hydro-pneumatic damper and airbag systems. All the subsystems are mathematically modelled, and initial sizes are estimated using Genetic Algorithm and SQP optimization techniques. Semi-active control for Hydraulic and Hydro-Pneumatic dampers are implemented and evaluated against its passive counterpart. An airbag impact attenuation system is studied and its performance in two configurations, stuck and unstuck are evaluated. Venting will not cease for the former configuration, whereas it is pressure controlled for the latter. For zero-degree impact load case, Brinkley DRI (Direct Response Index), a NASA HSIR index on the risk of likelihood of spinal damage, is reduced by 36% for hydraulic damper and 22% for Hydro-Pneumatic damper using semi-active control and 15% for Airbag system. Hydraulic dampers were proven to be superior to Airbag and Hydro-Pneumatic systems within the spatial constraints imposed by the present crew module configuration.]]></description>
      <pubDate>Fri, 18 Jul 2025 09:03:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571748</guid>
    </item>
    <item>
      <title>Developing Military Light Utility Vehicle Performance Based on Air
                    Semi-Active Suspension System Using Recurrent Neural Network–Based
                    Controller</title>
      <link>https://trid.trb.org/View/2571673</link>
      <description><![CDATA[
                
                This research presents a semi-active suspension system that combines an air
                    spring and a magneto-rheological (MR) fluid damper to produce both active force
                    and variable damping rates based on the road conditions. The suspension system
                    used for the military light utility vehicle (MLUV) has seven degrees of freedom.
                    A nonlinear model predictive control system generates the desired active force
                    for the air spring control signal, while the linear quadratic regulator (LQR)
                    estimates the target tracking of the intended damping force. The recurrent
                    neural network is designed to develop a controller for an identification system.
                    To achieve the optimal voltage for the MR damper without log time, it is used to
                    simultaneously determine the active control force of the air spring by modifying
                    the necessary damping force tracking. The MLUV suspension system is integrated
                    with the traction control system to improve overall vehicle stability. A fuzzy
                    traction controller adjusts the throttle angle based on the driver’s throttle
                    input and the slip ratio of the driving wheels. Constant speed, passing
                    maneuvers, increasing acceleration, and forceful braking are the four scenarios
                    the driver uses to assess the traction control capability. Investigations are
                    conducted to examine the interaction between the suspension and traction systems
                    and how this interaction influences the integrated model that represents the
                    vehicle’s behavior and performance. The effectiveness of the suspension is
                    assessed under bump and random road excitations, based on the presentation of
                    vehicle performance criteria in both the time and frequency domains. The results
                    of the simulation show that in terms of ride comfort and vehicle stability, the
                    air–MR suspension system performs significantly better than the passive
                    suspension system. A fuzzy traction controller can smooth out the torque applied
                    to the vehicle’s wheels by adjusting the engine’s speed and torque.
            ]]></description>
      <pubDate>Tue, 08 Jul 2025 10:47:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2571673</guid>
    </item>
    <item>
      <title>A Study on Luxury Captain Seat Vibration in MPV Vehicles with Semi-Active Suspension</title>
      <link>https://trid.trb.org/View/2552230</link>
      <description><![CDATA[More and more captain-seat-like, luxury individual seats have been appeared inside MPV vehicles in order to meet various customer needs and improve market competitiveness. In the same time, customer complaints about seat vibration also increase significantly. Thus, luxury captain seat vibration is becoming MPV issues facing the vehicle development engineers. Typically, luxury captain seats are much heavier due to the added mechanisms to provide functions like massage or temperature controls, etc., and it is not feasible to structurally improve the seat modal frequencies to meet the need for NVH issue resolution.This paper presents a systematical study on the second-row luxury captain seat vibration issue between 10-25Hz with MPV vehicles. An axle contribution is analyzed with a 4-poster shaker test, and the test data show that the seat vibration is more sensitive to rear axle excitation than that of front axle, and to the out-of-phase excitation than the in-phase one. The similar results are displayed by a coherence analysis of on-road test data. It also discusses the effects of a continuous damping control (CDC) shock absorber and air spring tuning on the seat vibration, and the engineering resolutions for the development of the suspension, body and seat. The CDC current effect on seat vibration is interpreted through a quarter-car suspension model in theory.]]></description>
      <pubDate>Mon, 09 Jun 2025 09:33:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/2552230</guid>
    </item>
    <item>
      <title>Fatigue Analysis of Motorcycle Rear Swing Arm on Different Road Surfaces</title>
      <link>https://trid.trb.org/View/2547900</link>
      <description><![CDATA[The rear swing arm, a crucial motorcycle component, connects the frame and wheel, absorbing the vehicle’s load and various road impacts. Over time, these forces can damage the swing arm, highlighting the need for robust design to ensure safety. Identifying potential vulnerabilities through simulation reduces the risk of failure during the design phase. This study performs a detailed fatigue analysis of the swing arm across different road conditions.Data for this research were collected from real-vehicle experiments and simulation analyses, ensuring accuracy by comparing against actual performance. Following CNS 15819-5 standards, road surfaces such as poorly maintained, bumpy, and uneven roads were tested. Using Motion View, a comprehensive multi-body dynamic model was created for thorough fatigue analysis.The results identified the most stress-prone areas on the swing arm, with maximum stress recorded at 109.6N on poorly maintained roads, 218.3N on bumpy surfaces, and 104.8N on uneven roads. These stress points consistently appeared near the connection of the rear shock absorber. This analysis not only minimizes the need for extensive real-vehicle testing but also swiftly identifies structural weaknesses, reducing both time and costs. It provides valuable insights for design optimization, serving as a key reference for future product development in the industry.]]></description>
      <pubDate>Tue, 29 Apr 2025 15:53:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2547900</guid>
    </item>
    <item>
      <title>T.R.I.C.K. 2.0: Enhanced Vehicle Dynamics Analysis and Estimation
                    Harnessing Advanced Vehicle Sensors</title>
      <link>https://trid.trb.org/View/2539008</link>
      <description><![CDATA[
                
                Automotive signal processing is dealt with in several contributions that propose
                    various techniques to make the most out of the available data, typically for
                    enhancing safety, comfort, or performance. Specifically, the accurate estimation
                    of tire–road interaction forces is of high interest in the automotive world. A
                    few years ago the T.R.I.C.K. tool was developed, featuring a vehicle model
                    processing experimental data, collected through various vehicle sensors, to
                    compute several relevant virtual telemetry channels, including interaction
                    forces and slip indices. Following years of further development in collaboration
                    with motorsport companies, this article presents T.R.I.C.K. 2.0, a thoroughly
                    renewed version of the tool. Besides a number of important improvements of the
                    original tool, including, e.g., the effect of the limited slip differential,
                    T.R.I.C.K. 2.0 features the ability to exploit advanced sensors typically used
                    in motorsport, including laser sensors, potentiometers, and load cells installed
                    on shock absorbers, anti-roll bars, and brake pressure sensors. Such information
                    is harnessed in purposely-devised novel methodologies for estimating key
                    quantities including roll angle, aerodynamic forces, and camber angle, all
                    affecting tire–road interaction forces and friction ellipses. This is made
                    possible by a completely modular structure of the tool able to employ the most
                    accurate formulation depending on the sensors actually available.
            ]]></description>
      <pubDate>Tue, 15 Apr 2025 14:00:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539008</guid>
    </item>
    <item>
      <title>Design Optimization of Electro-Hydraulic Valve Performance Through Simulation and Experimental Methods</title>
      <link>https://trid.trb.org/View/2539584</link>
      <description><![CDATA[The main purpose of the semi-active hydraulic damper (SAHD) is for optimizing vehicle control to improve safety, comfort, and dynamics without compromising the ride or handling characteristics. The SAHD is equipped with a fast-reacting electro-hydraulic valve to achieve the real time adjustment of damping force. The electro-hydraulic valve discussed in this paper is based on a valve concept called “Pilot Control Valve (PCV)”. One of the methods for desired force characteristics is achieved by tuning the hydraulic area of the PCV. This paper describes a novel development of PCV for practical semi-active suspension system. The geometrical feature of the PCV in the damper (valve face area) is a main contributor to the resistance offered by the damper. The hydraulic force acting on the PCV significantly impacts the overall performance of SAHD. To quantify the reaction force of the valve before and after optimization under different valve displacements and hydraulic pressures were simulated using comprehensive three-dimensional (3D) Computational Fluid Dynamics (CFD) methods. For computational model validation purposes, PCV prototypes of the optimized design were procured and tested on a suitable test rig to obtain the hydraulic damping force characteristics at different input current signals. The proposed virtual development method using CFD simulation allows early selection of semi-active valve before physical prototype build. The performance characteristics of a prototype derived from the optimal design of the SAHD assembly are presented. The simulation and experimental results show an improvement in the semi-active damping force under certain conditions. This capability is crucial for systems like SAHD, where rapid and precise control of oil flow is essential.]]></description>
      <pubDate>Tue, 15 Apr 2025 13:56:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539584</guid>
    </item>
    <item>
      <title>Enhancing the flutter performance of long-span bridges through using inerter-based dynamic vibration absorbers</title>
      <link>https://trid.trb.org/View/2497111</link>
      <description><![CDATA[With the ever-growing of span length, the safety factor of flutter for long-span bridges, i.e., the ratio between the critical flutter wind velocity and flutter checking velocity, has become increasingly less. Utilizing mechanical devices as a supplemental measure to the aerodynamic measures has become a solution for enhancing the flutter performance of long-span bridges. In this study, the inerter-based dynamic vibration absorbers (IDVAs), featured by light-weight and broadband properties, are employed to improve the flutter performance of long-span bridges and are compared with conventional tuned mass damper (TMD). A numerical optimal design method for the bridge-IDVA systems under flutter is first proposed. Then, the performance of the control systems subjected to the uncertainty of flutter derivatives as well as hard and soft types of flutter is systematically investigated. Compared with TMD, utilizing IDVAs can not only increase the critical flutter wind velocity, but also reduce the failure probability after considering the uncertainty of flutter derivatives. When the flutter of a bridge is characterized by soft type, the advantages of the IDVAs will become more significant. The findings in this research can contribute to the flutter control of long-span bridges and promote the application studies of inerter-based devices.]]></description>
      <pubDate>Fri, 07 Mar 2025 15:06:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2497111</guid>
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