<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <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" />
    <description></description>
    <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>Microstructure and Strength of Zinc-Molybdenum Steel Joints Brazed
          with Nickel-Chromium-Zinc Filler Metal</title>
      <link>https://trid.trb.org/View/2505833</link>
      <description><![CDATA[Intermetallic Zn-Mo to steel induction brazing was performed in an induction                     furnace at 1260 degrees Celsius for 0.8 thousand seconds utilising Ni-Cr-Zn                     filler metal. Base metal atoms such as zinc, molybdenum, and nickel are stated                     to diffuse to the contact and aggressively react with the filler metal during                     brazing. This is backed by microstructural research. The reaction layer near                     Zn-Mo, which is composed of Ni-Cr-Zn compounds and Ni-based solid solutions; the                     interface's centre zone, which is composed of Ni-based solid solutions with                     distributed Ni-Cr eutectic phases; and the NiC reaction layer near the steel.                     The interface is made up of all of these components. The best values for the                     induction brazing parameters may be calculated by analysing the association                     between the brazing parameters and the tensile strength of the joints. The joint                     has a tensile strength of 348 MPa after being brazed at a temperature of 1260                     degrees Celsius for 0.8 thousand seconds.]]></description>
      <pubDate>Thu, 06 Feb 2025 15:49:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2505833</guid>
    </item>
    <item>
      <title>Estimation of Brazing Temperature in Aluminium Heat Exchangers by Using Alpha Phase Measurement Techniques</title>
      <link>https://trid.trb.org/View/2046732</link>
      <description><![CDATA[During the conventional brazing process of aluminum heat exchanger component (HEX), the temperature measurement of component in brazing furnace is a general requirement in order to control & achieve the required brazing temperature (around 590°C - 610°C) to ensure efficient brazing joints of the aluminum products. The temperature measurement & monitoring during brazing is usually done with the help of temperature sensors along with the data logging system, in fact this is currently a widely used method. However, there are many drawbacks in this type of method for which a suitable solution needs to be developed. In this study, a possible development of simulation tool on the basis of data from Al-Si phase diagram & Lever rule, predicting the temperature on the component during brazing using this tool & comparing w.r.t actual measured data are discussed in detail. As a part of further validation, the data from both the data-logger as well as the estimated temperature from the simulation for the same sample at a specific defined location were compared and it was found that the simulated values were in close agreement with the measured values.]]></description>
      <pubDate>Fri, 28 Oct 2022 08:43:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2046732</guid>
    </item>
    <item>
      <title>Multisensor Inspection of Laser-Brazed Joints in the Automotive Industry</title>
      <link>https://trid.trb.org/View/1891571</link>
      <description><![CDATA[Automobile laser brazing remains a complex process whose results are affected by several process variables that may result in nonacceptable welds. A multisensory customized inspection system is proposed, with two distinct non-destructive techniques: the potential drop method and eddy current testing. New probes were designed, simulated, produced, and experimentally validated in automobile’s laser-brazed weld beads with artificially introduced defects. The numerical simulations allowed the development of a new four-point probe configuration in a non-conventional orthogonal shape demonstrating a superior performance in both simulation and experimental validation. The dedicated inspection system allowed the detection of porosities, cracks, and lack of bonding defects, demonstrating the redundancy and complementarity these two techniques provide.]]></description>
      <pubDate>Mon, 24 Jan 2022 17:24:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1891571</guid>
    </item>
    <item>
      <title>Fracture Limit Curve Development on ABW (Arc Brazing Weld) Considering Joint Efficiency in LS-DYNA3D</title>
      <link>https://trid.trb.org/View/1847581</link>
      <description><![CDATA[Arc brazing welding (ABW) is widely used in automotive vehicle body and chassis structure along with Arc welding - MIG (Metal Inert Gas) or TIG (Tungsten Inert Gas) and spot welds. MIG welding or ABW (Arc Brazing welding) fracture in vehicle development process is one of the critical phenomena in quasi static structural simulation, like Roof Strength, Seat/Belt Anchorage and Child Restraint Anchorage (CRS). MIG/ABW Fracture has an impact on structural performance. Advantages of ABW over MIG weld is made at relatively lower temperatures. Significant advantage is welding thin sheet metal, no melting of parent metal and retains significant physical properties. This characteristic of ABW enables selection of ABW against MIG welded joint on automotive thin sheet metals. Good ABW joint can be as strong or stronger than MIG welded joint. Joint efficiency (JE) is defined as the ratio between the fracture strength of the joint and the fracture strength of parent metal. A joint efficiency of 100% means that the fracture strength of the joint at least equals the strength of the parent metal. It is the most critical parameter of Arc Brazing characteristics. In this paper, development of GISSMO damage model on solid Arc Brazing weldment based on HC (Hosford-Coulomb) fracture characterization in DYNA-3D [1] is demonstrated. Also, developed how to define joint efficiency in simulation and physical coupon tests for Arc Brazing variations around ISOFIX wire for Child Seat Anchors. Finally, fracture model for Arc Brazing weldment is applied and validated at vehicle level for FMVSS225 [6] CRS load cases.]]></description>
      <pubDate>Tue, 26 Oct 2021 14:30:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1847581</guid>
    </item>
    <item>
      <title>Investigation of Laser-material Interaction in Case of Aluminium Brazing Process</title>
      <link>https://trid.trb.org/View/1687909</link>
      <description><![CDATA[This research work is connected to the applicability of laser source in case of brazing of aluminium materials. Based on our earlier research results it become clear that the brazing flux material is able to improve the laser absorption in case CO₂, laser source. A new brazing flux material (Fontargen F 400 MD EVO2) and the CO₂ laser interactions were investigated to determine the applicability of laser as a heating source. The application of laser strongly depend on the value of absorption of laser energy- into the aluminium base mate-rial From our new result it can be seen that the applied flux can improve the laser absorption, thus the laser heating, but the implementation of brazing process with this flux material brings further challenges.]]></description>
      <pubDate>Fri, 27 Mar 2020 09:04:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1687909</guid>
    </item>
    <item>
      <title>Experimental Studies of Different Strength Steels MIG Brazed Joints</title>
      <link>https://trid.trb.org/View/1687922</link>
      <description><![CDATA[Nowadays the stakeholders of vehicle industry are focusing on making materials and technologies for motor-vehicle bodies that satisfy the newest requirements. Reduction of the manufac-tured vehicle's dead load - while the important material prop-erties ofproper functioning only change in a small degree - is such a requirement There exist many solutions to satisfy this requirement One of them is when the materials are in the same group, but the material with higher strength is used with less thickness. Reducing mass should be searched in recent high strength steels. Evidently, to reduce dead load, manufacturers use steels with different strength, depending on the function of the given structural component. The advantages of steels with increased strength is the reduced cost of manufacturing and to make the hybrid material couplings cheaper as well. However, malleability' is one of the key issues of manufacturing body components, so common use of basic and increased strength steels is necessary. The connection between the standard (DC) and increased strength (DP) steels design is one way for the binding established by brazing, which has several advantages over welding. In this paper MIG brazing is formed between the DC-DP steel pairs and examine changes in the surface properties and the interfacial layer The results shows there are differences between the DC and DP side of the joint.]]></description>
      <pubDate>Fri, 27 Mar 2020 09:04:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1687922</guid>
    </item>
    <item>
      <title>Impact Mechanism of Multiple Major Welding Parameters on Mechanical Properties of Laser Brazing Lap Joint of Galvanized Steel for Vehicle</title>
      <link>https://trid.trb.org/View/1560313</link>
      <description><![CDATA[In order to research the effect of process parameters (laser power, welding speed, wire-feed speed, spot diameter) on mechanical properties of Zn-coated Steel Laser Brazing Lap Joint for vehicle, the influence of welding parameters on energy input of brazing seam cross section was theoretically analyzed, and then a great number of laser brazing experiments of 0.7mm galvanized steel was carried out. After that, the tensile strength and micro-hardness tests were also done for well-formed joints of galvanized steel formed in the laser brazing. The results show that joints with good mechanical properties and surface morphology can be formed when laser power is in the range of 2500-3200W and the other parameters keep in a specified range. Joint performance significantly reduces when the value of wire-feed speed exceeds 3.0m/min for that a wider brazing seam cross section can’t be formed. And tensile strength of the joint drops steeply when welding speed exceeds 50mm/s, because the solid-liquid surface tension between the brazing filler metal and the base metal increases. When the spot diameter increases within the appropriate range, the decrease of the energy density slows down the cooling rate of the brazing filler metal, which makes the mechanical properties of the brazing seam maintain a good condition. Moreover, under the same welding parameters, the micro-hardness anywhere inside the weld joint is uniform, which testifies the mechanical performance of the brazing seam is safe and stable.       ]]></description>
      <pubDate>Tue, 18 Feb 2020 10:14:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1560313</guid>
    </item>
    <item>
      <title>Future Regeneration Processes for High-Pressure Turbine Blades</title>
      <link>https://trid.trb.org/View/1505190</link>
      <description><![CDATA[In this paper, new technologies for repairing turbine blades are presented, in which the manufacturing processes and materials mechanisms are incorporated. Since the turbine blades taken into consideration here are components of high pressure turbines, the focus of this paper lies on nickel-based alloys. Depending on the size and form of the defects present on the blades, two procedures can be used for repairing turbine blades: brazing and/or cladding. In one approach, a hybrid repair brazing process was developed, in which the filler metal and the hot gas corrosion protective coating were applied by thermal spraying. Subsequently, a combined brazing and aluminizing process was carried out. In a second approach, a laser cladding process for crack repair was developed wherein single crystalline solidification of the cladding material was carried out.]]></description>
      <pubDate>Tue, 29 May 2018 16:05:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/1505190</guid>
    </item>
    <item>
      <title>Development of Al-Mn-Cu-Mg Brazing Sheet Core Alloys for Automotive Heat Exchanger Units for Service at High Temperatures</title>
      <link>https://trid.trb.org/View/1434397</link>
      <description><![CDATA[New aluminum alloys, based on a commercial Al-Mn-Cu brazing sheet core alloy, with increasing alloying element Mg up to 2 wt.%, have been developed for automotive heat exchanger units in service at above 200°C. The new Al-Mn-Cu-Mg alloys are to be used as the core material in brazing sheets for vacuum and nickel brazing technologies. They were DC cast to 3.75? lab sized ingots, scalped, re-heated to 520°C, hot rolled to 4.8 - 5mm, and cold rolled down to a final gauge of 1mm. It has been demonstrated by various mechanical and corrosion testing that Mg contributes a strong solid solution hardening effect at both the room and elevated temperatures, without damaging the other mechanical properties or corrosion resistance. Hence the alloys with 1 - 2 wt.% Mg are able to maintain high yield strength above 60 MPa at 200 - 300°C, with no reduction in formability and very limited decrease in corrosion resistance. Since the new alloys do not contain expensive alloying elements, there is no significant increase in material or processing costs.       ]]></description>
      <pubDate>Thu, 05 Jan 2017 16:23:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1434397</guid>
    </item>
    <item>
      <title>Regulation and Price Setting of Pilotage Services in Brazil</title>
      <link>https://trid.trb.org/View/1083986</link>
      <description><![CDATA[The Ministry of Ports (SEP) was created in 2007 to improve efficiency of Brazilian maritime ports and boost international trade. One of the most important and challenging issues that SEP has been dealing with is the pilotage service provision. Although recognized as of good quality, the service is considered to be too expensive and unregulated. This article aims to demonstrate that the Brazilian monopolistic and unregulated model is not suitable for a public utility service such as pilotage. To achieve this objective, 2 complimentary approaches were employed: a comparison of price and costs of pilotage services worldwide, and a comparison of service provision models worldwide. Alterations in the legal and institutional framework are suggested to implement an effective regulation mechanism. The authors propose the creation of a special committee, managed by SEP, to regulate pilotage prices. The results of the article have been submitted to SEP analysts and have been the cause of heated discussions involving pilotage associations, shipping companies, the maritime authority, and SEP over pilotage legislation and pricing practices.]]></description>
      <pubDate>Wed, 15 Dec 2010 08:57:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/1083986</guid>
    </item>
    <item>
      <title>MECHANICALLY ATTACHED PIPE FITTINGS: MORE COST-EFFECTIVE PIPE FABRICATION THROUGH STANDARDIZATION</title>
      <link>https://trid.trb.org/View/716388</link>
      <description><![CDATA[A new pipe-fitting technology, the mechanically attached fitting (MAF), was developed in the 1980s and promised substantial improvements over other existing pipe-joining technologies. However, before MAFs could be used on U.S. Navy ships, the Navy needed proof that MAFs could provide the same or better integrity than brazing or welding.  The Navy needed a universal test standard for MAF testing, and this case study describes the process of developing this standard.  The Navy's MAF life-cycle manager worked with the MAF manufacturing industry to develop a nongovernment performance standard for MAF testing, American Society for Testing and Materials (ASTM) Standard F 1387, Specification for Performance of Mechanically Attached Fittings. The Navy's one-time investment and recurring costs for developing and maintaining the standard are summarized. One-time and recurring cost savings and cost avoidance are also provided.  Standardization of simple items such as pipe fittings can provide opportunities for huge savings, and using performance-based nongovernment standards may provide better results than developing and using military specifications.]]></description>
      <pubDate>Sat, 21 Dec 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/716388</guid>
    </item>
    <item>
      <title>BRAZING - A COST EFFECTIVE METHOD OF PRODUCING COPPER ASSEMBLIES</title>
      <link>https://trid.trb.org/View/436219</link>
      <description><![CDATA[The author refers to the fundamental principles of brazing and then discusses the role of copper-phosphorus alloys in industrial brazing. A range of alloys is currently available, and with reference to the phase diagram the problems of embrittlement are discussed. Two common brazing applications are cited where improved joints design has solved quality problems. The author contends that the use of silver-bearing copper brazing alloys may not always justify the extra costs involved and that they can often be substituted by silver-free alloys with closely controlled phosphorus contents.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/436219</guid>
    </item>
    <item>
      <title>JOINING BY BRAZING: HIGH QUALITY FILLER ALLOYS ARE ESSENTIAL</title>
      <link>https://trid.trb.org/View/438174</link>
      <description><![CDATA[Various joints which are in general use for brazing applications are described in this article. The correct selection of filler material for the application and the resultant mechanical properties achieved are discussed along with the recent developments regarding the production of high grade powered brazing alloys. The amorphous glassy brazing alloys are highlighted and a list of commercially available glassy alloys is given.]]></description>
      <pubDate>Mon, 14 Aug 1995 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/438174</guid>
    </item>
    <item>
      <title>MAKING THE RIGHT CONNECTION: PIPING SYSTEMS, PAST, PRESENT, AND FUTURE</title>
      <link>https://trid.trb.org/View/391041</link>
      <description><![CDATA[New technologies have provided more cost effective methods for permanently joining piping.  One viable alternative is the Swage Marine Fitting.  Swage Marine Fittings (SMF) are mechanically applied connections that significantly reduce installation man-hours by eliminating hot-work and conventional N.D.T.  This paper will discuss the history of welding and brazing, the development of mechanically applied pipe connections and the potential impact that this technology will have on the future of piping fabrication and repair.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/391041</guid>
    </item>
    <item>
      <title>SPECIAL METHODS OF WELDING AND BRAZING IN SHIPBUILDING</title>
      <link>https://trid.trb.org/View/392419</link>
      <description><![CDATA[The major part of this document is devoted to a discussion of special methods of welding, such as electron beam welding; light beam welding; plasma welding; arc welding in controlled atmosphere chambers; and underwater welding. Additional topics covered include prospects for the use of brazing; methods of producing coatings; the use of spray deposition processes; and bonding of plastics and metals.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/392419</guid>
    </item>
  </channel>
</rss>