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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 and research of face gear central limited slip differential and analysis of its influence on vehicle performance</title>
      <link>https://trid.trb.org/View/2614528</link>
      <description><![CDATA[In this paper, a new design scheme of face gear central limited-slip differential (F-LSD) is proposed, which aims to unveil the technical veil of central limited-slip differential and fill the research blank of face gear application in the field of central limited-slip differential. Through the analysis of structural principle and motion characteristics, the dynamic equilibrium equation and locking coefficient model of F-LSD are established. The Simulink simulation model based on F-LSD dynamics and the torque distribution model of the whole transmission system are established. A 7-DOF vehicle dynamics model was established, and the performance of F-LSD vehicle in four conditions of acceleration, climbing, chassis twist sine wave and double line change was studied by using simulation software. At the same time, four groups of four-wheel drive vehicles with different central differential speeds were set as the control test group. The simulation results show that F-LSD system can effectively improve the vehicle's dynamic performance and extrication performance, and will not reduce the vehicle's handling stability, which provides a reference for the practical application of the face gear central limited slip differential.]]></description>
      <pubDate>Mon, 26 Jan 2026 14:44:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2614528</guid>
    </item>
    <item>
      <title>Causes of Stress-Relief Cracks in Forged Differential Gear</title>
      <link>https://trid.trb.org/View/2604595</link>
      <description><![CDATA[The article investigates the formation of stress-relief cracking and lamellar cracking in steel forgings used for differential gears for transport components. The forging and heat treatment processes, conducted under consistent technological conditions, revealed the occurrence of carburizing annealing cracks caused by plasticity depletion during stress relaxation. Additionally, stress-relief cracks were microstructurally analyzed, and the primary cause of the disturbance of the equilibrium state, which resulted in the formation of these cracks, was sought. Die-tool wear and damage during forging were identified as key contributors to the formation of non-metallic oxide inclusion, transferring surface defects and creating lamellar propagation during subsequent heat treatment. The findings underscore the influence of tooling conditions and process parameters on the quality and reliability of steel forgings.]]></description>
      <pubDate>Mon, 22 Dec 2025 17:03:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2604595</guid>
    </item>
    <item>
      <title>Modeling and Control Strategy Design for a Transmission System with Electric Disconnect Differential</title>
      <link>https://trid.trb.org/View/2407485</link>
      <description><![CDATA[The purpose of this paper is to build a transmission system model with Electric Disconnect Differential (EDD) and give the corresponding control strategy. A physical model of the dog clutch is established to discuss the force analysis in the coupling process. The speed controller of the motor is designed by the pole assignment method, and the speed difference is determined by a random model. Finally, the simulation is verified using MATLAB/Simulink. The results prove that the control strategy can quickly and stably control the coupling and disconnection of the entire transmission system.]]></description>
      <pubDate>Mon, 28 Jul 2025 08:55:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407485</guid>
    </item>
    <item>
      <title>Design and Analysis of Double-Rotor Flux-Reversal PM Magnetic Differential Motor With Suppressed Rotor Coupling</title>
      <link>https://trid.trb.org/View/2511777</link>
      <description><![CDATA[This article proposed a novel axial-field double-rotor (AF-DR) flux-reversal permanent-magnet (FRPM) motor to provide reliable and safe steering action to electric vehicles (EVs) with the magnetic differential (MagD) application. Unlike conventional mechanical and electronic differentials, the MagD can achieve desirable cornering without bulky parts and complicated control strategies. Moreover, compared with the existing AF-DR flux switching permanent magnet (FSPM) motor used in the MagD system that needs a reverse gear to decouple the two rotors, the AF-DR FRPM motor can directly provide differential action with suppressed rotor coupling. Thanks to the surface-mounted permanent magnet (PM) configuration of the AF-DR FRPM motor, the flux linked with the two rotors can be largely decoupled by the intact stator yoke, thus leaving the two rotors rotating at their own target speeds. The design, analysis, structural optimization, and motor performance evaluation of the presented AF-DR FRPM MagD motor using finite element analysis (FEA) are thoroughly provided in this article. Finally, a prototype of the proposed AF-DR FRPM motor is manufactured and tested to experimentally validate the analysis and simulation.]]></description>
      <pubDate>Mon, 21 Apr 2025 12:12:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2511777</guid>
    </item>
    <item>
      <title>A Study on Vehicle Cornering Characteristics Using Model Considering Limited-Slip Differential Mechanism in Rear Wheel</title>
      <link>https://trid.trb.org/View/2463814</link>
      <description><![CDATA[In the cornering behavior of a vehicle, the differential connecting the left and right wheels is not negligible. In this study, to clarify the handling characteristics of a rear-wheel-drive vehicle in the locked and slipping states of the differential including lateral load transfer, derivatives for yaw damping during cornering and yaw moment change when a driving force is applied were derived from a linear 2 degrees of freedom 3-wheels vehicle model, and their effects on handling characteristics were discussed.]]></description>
      <pubDate>Thu, 12 Dec 2024 16:59:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2463814</guid>
    </item>
    <item>
      <title>Dual Independent Rotor Axial Flux Induction Motor for Electric Vehicle Applications</title>
      <link>https://trid.trb.org/View/2384853</link>
      <description><![CDATA[This article proposes a dual independent rotor axial flux induction motor (DIR-AFIM) with two degrees of freedom as a propulsion motor for an electric vehicle (EV). The performance of this motor in different operating conditions of the vehicle is discussed and investigated. This motor has two rotors that are mechanically independent of each other, providing driving force for the EV separately and enabling the removal of any mechanical or electrical differential. The propulsion motor can play the role of differential and also reduce the cost and complexity of the entire propulsion system in some extent. The finite element modeling of the proposed motor has been performed and the performance characteristics have been evaluated in three operating scenarios: flat path, sloped path, and turning path, taking into account the dynamics of the vehicle. Additionally, the accuracy of the simulations and modeling has been confirmed by performing some practical tests on the prototype machine. The results show that the simulations and measurements are in good agreement and the proposed propulsion system can be a suitable option for lightweight electric vehicles.]]></description>
      <pubDate>Mon, 15 Jul 2024 09:09:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2384853</guid>
    </item>
    <item>
      <title>A New Class of Devices: Magnetic Gear Differentials for Vehicle Drivetrains</title>
      <link>https://trid.trb.org/View/2201125</link>
      <description><![CDATA[Mechanical differentials are essential drivetrain components of automobiles and other wheeled vehicles, allowing the outer drive wheel to rotate faster than the inner drive wheel during turns. This article presents a comprehensive description of a novel and recently patented alternative based on magnetic gears (MGs), which achieves the same functionality while providing distinctive advantages such as reduced maintenance, absence of lubrication, and high efficiency. This article describes the operation principle of such MG differential and two alternative constructive options, provides a dynamic model, which allows the study of the device in driving conditions, presents a description of a prototype, and validates finite-element (FE) simulations with experimental results.]]></description>
      <pubDate>Fri, 28 Jun 2024 14:01:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2201125</guid>
    </item>
    <item>
      <title>Review on electronic differential system for electric vehicles</title>
      <link>https://trid.trb.org/View/2377685</link>
      <description><![CDATA[Electronic differential control is very important for distributed drive electric vehicles. This paper analyses the characteristics of centralized and distributed drive structures of electric vehicle drive system. For centralized driving EVs, the research on differential driving mainly focuses on the structural transformation of the traditional differential and driving motor, while the research on the differential system of distributed driving EVs mainly lies in control strategies, control theories and control optimization algorithms. Finally, the advantages and deficiencies of various differential control technologies are summarized and analyzed, and the future development trend is prospected. Adopting slip rate, yaw rate, and vehicle sideslip angle as indirect observations, the torque-controlled differential scheme that combines multi-theory joint control incorporating intelligent algorithms is the future development trend for EV differential control.]]></description>
      <pubDate>Mon, 20 May 2024 17:06:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2377685</guid>
    </item>
    <item>
      <title>Method for Root Bending Fatigue Life Prediction in Differential Gears and Validation with Hardware Tests</title>
      <link>https://trid.trb.org/View/2367697</link>
      <description><![CDATA[An advanced multi-layer material model has been developed to simulate the complex behavior in case-carburized gears where hardness dependent strength and elastic-plastic behavior is characterized. Also, an advanced fatigue model has been calibrated to material fatigue tests over a wide range of conditions and implemented in FEMFAT software for root bending fatigue life prediction in differential gears. An FEA model of a differential is setup to simulate the rolling contact and transient stresses occurring within the differential gears. Gear root bending fatigue life is predicted using the calculated stresses and the FEMFAT fatigue model. A specialized rig test is set up and used to measure the fatigue life of the differential over a range of load conditions. Root bending fatigue life predictions are shown to correlate very well with the measured fatigue life in the rig test. Also fatigue life predictions are shown to correlate well with validation tests carried out on a full-scale axle.]]></description>
      <pubDate>Tue, 16 Apr 2024 09:52:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2367697</guid>
    </item>
    <item>
      <title>A development framework using scale platforms for the verification of vehicle technologies</title>
      <link>https://trid.trb.org/View/2325848</link>
      <description><![CDATA[There is a need to enable the evaluation of ascending vehicle technologies such as the electrified powertrain and the driving assistance systems with low cost and low risk resources. In a context of ever stringent requirements for developing new vehicles, system and production complexities lead to high capital expenses required to ensure serial production will be implemented. One of such complexities is the interdependency between power delivery and dynamic control, which creates trade-offs in the treatment of performance and safety parameters. Virtual models still provide intermediate-level resources, and test platforms have limitations to verifying dynamic parameters; against this situation, scale vehicle platforms provide a low cost and low risk alternative for the implementation of innovative technologies based on integrated systems for improving vehicle performance and safety. The methodology proposition involves the definition of a meta-model based on the following dimensions: functionalities and their respective subsystems, and dimensional/dynamic similarity to real vehicles. This is applied to planning the development of an electronic differential system controlling individual traction motors with torque vectoring. As a result, the method generates a framework of vehicle technology development through different technology readiness levels considering similarity in the following criteria: the degree of refinement to which vehicle functionality is implemented, and the similarity in vehicle architecture and performance parameters. The use of scale platforms is expected to allow the tune-up of preliminary dynamic qualities through varied performance demands and terrain conditions, prior to scaling them towards real vehicle size.]]></description>
      <pubDate>Tue, 19 Mar 2024 15:19:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2325848</guid>
    </item>
    <item>
      <title>Impact of Positioning Uncertainty on Connected and Automated Vehicle
          Applications</title>
      <link>https://trid.trb.org/View/2341742</link>
      <description><![CDATA[Many Connected and Automated Vehicle (CAV) applications assume that highly                     accurate positioning is always available. However, this is not the case in many                     real-life situations (e.g., when a satellite-based navigation system is used for                     positioning in urban canyons). Furthermore, very little research has been                     conducted to evaluate the impacts of position accuracy on CAV applications at                     the traffic level. The objective of this article is to investigate the                     positioning errors that could be tolerated by a sample of CAV applications.                     Toward this end, we (1) perform a general analysis of the positioning                     requirements of selected safety-, mobility- and environmental-focused                     applications and (2) examine in greater detail the effect of positioning errors                     on two representative CAV applications, Eco-Approach and Departure at Signalized                     Intersections (EAD) and High-Speed Differential Warning (HSDW). The results of                     (1) indicate that lane-level positioning accuracy is sufficient to enable most                     CAV applications. Regarding (2), simulation results suggest that the EAD                     application can tolerate position errors up to 20 m when approaching the                     intersection. However, errors under 5 m are sufficient to significantly degrade                     the performance of the HSDW. These results suggest that CAV applications are                     sensitive to position errors and should be designed accordingly when the                     positioning system may not always meet the accuracy requirements.]]></description>
      <pubDate>Tue, 20 Feb 2024 10:03:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2341742</guid>
    </item>
    <item>
      <title>Parameter Optimization of the Cab Suspension for Commercial Vehicles
          Based on the Differential Evolution Genetic Algorithms</title>
      <link>https://trid.trb.org/View/2341790</link>
      <description><![CDATA[For commercial vehicles, the parameter design and optimization of the cab                     suspension system are very important to ride comfort. Taking the vibration                     problem of a commercial vehicle as the starting point, the road load spectrum is                     tested and analyzed according to the user’s working scenarios, and the multibody                     dynamics model of the cab suspension system including actuator is established.                     The displacement drives of the system are obtained by the virtual load iteration                     method. The influence of boundary frequency to noise signals and drives standard                     deviation is analyzed, which is used in system identification. The method based                     on design of experiment is used to carry out joint experimental design and                     obtain the exploration space, and the cubic polynomial fitting is carried out to                     build a surrogate response surface model with high prediction accuracy. On the                     basis of differential evolution genetic algorithm, the parameters such as                     population number, crossover probability, and differential scale factors are                     studied. The optimization strategy is formulated, and the balance point is                     sought in optimizing diversity and convergence characteristics, so as to ensure                     that the ride comfort of the target vehicle is significantly improved.]]></description>
      <pubDate>Tue, 20 Feb 2024 10:02:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2341790</guid>
    </item>
    <item>
      <title>Improved models of vehicle differential mechanisms using various approaches</title>
      <link>https://trid.trb.org/View/2232124</link>
      <description><![CDATA[The mathematical modelling of the branched automotive drivetrain is mainly based on various configurations of differential mechanisms (DM). This paper proposes variant math approaches for modelling DM's dynamics. The symmetric (open) DM is considered first. Two mathematical methods based on ordinary differential equation (ODE) and differential-algebraic equation (DEA) problems are applied. The asymmetric self-locking inter-axle differential with proportional friction moments is then considered. Three variants of the mathematical models for this DM type are represented. The linearised model uses the shortest description based on a previous step solution. Two other nonlinear models are formed by mixing with ODE and DAE approaches. The Simulink blocks for implementing developments were composed. The models were validated by comparing the results under the same conditions to prove their math coherence. The analysis of the proposed variants was carried out regarding structural complexity, usability, computational speed, and relative accuracy. Conclusions about their usability in drivetrain dynamics and active control were made.]]></description>
      <pubDate>Mon, 25 Sep 2023 14:46:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2232124</guid>
    </item>
    <item>
      <title>End-of-Line Vehicle Driveline Balancing Process Design and
     Improvement, and Variability in the Influence Method</title>
      <link>https://trid.trb.org/View/2212878</link>
      <description><![CDATA[Automotive driveline imbalance is a result of rotating components or assemblies                     being manufactured with their centers of mass not being coincident with their                     centers of rotation. For vehicle mass production, an end-of-line (EOL) driveline                     balancing process may be required, depending on vehicle sensitivity and                     component control costing. In this investigation, the process and facility                     design for an EOL automotive driveline balancing process is outlined, including                     important considerations in the measurement configuration of the balancing                     facility. Initial results from prototype vehicle testing with conventional                     influence balancing techniques, based on commercially available equipment, are                     given. The role of the influence coefficient in the balancing process and of                     car-to-car variability in the influence coefficient were investigated. An                     equation for the influence coefficient was derived, providing an improved                     understanding of the nature of the influence coefficient, along with sources of                     variability. A change to the conventional balancing process through a modified                     work-flow in the influence coefficient method, which is shown to give a more                     accurate process and, in addition, to reduce the balancing time, is outlined in                     detail. The results of balancing a large population of vehicles following the                     implementation of the modified process are then given and compared to a standard                     probability distribution.]]></description>
      <pubDate>Fri, 14 Jul 2023 11:04:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2212878</guid>
    </item>
    <item>
      <title>Predictive Anti-Jerk and Traction Control for V2X Connected Electric Vehicles With Central Motor and Open Differential</title>
      <link>https://trid.trb.org/View/2201071</link>
      <description><![CDATA[V2X connectivity and powertrain electrification are emerging trends in the automotive sector, which enable the implementation of new control solutions. Most of the production electric vehicles have centralized powertrain architectures consisting of a single central on-board motor, a single-speed transmission, an open differential, half-shafts, and constant velocity joints. The torsional drivetrain dynamics and wheel dynamics are influenced by the open differential, especially in split-${\bm{\mu}}$ scenarios, i.e., with different tire-road friction coefficients on the two wheels of the same axle, and are attenuated by the so-called anti-jerk controllers. Although a rather extensive literature discusses traction control formulations for individual wheel slip control, there is a knowledge gap on: a) model based traction controllers for centralized powertrains; and b) traction controllers using the preview of the expected tire-road friction condition ahead, e.g., obtained through V2X, for enhancing the wheel slip tracking performance. This study presents nonlinear model predictive control formulations for traction control and anti-jerk control in electric powertrains with central motor and open differential, and benefitting from the preview of the tire-road friction level. The simulation results in straight line and cornering conditions, obtained with an experimentally validated vehicle model, as well as the proof-of-concept experiments on an electric quadricycle prototype, highlight the benefits of the novel controllers.]]></description>
      <pubDate>Thu, 29 Jun 2023 09:16:51 GMT</pubDate>
      <guid>https://trid.trb.org/View/2201071</guid>
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