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    <title>Transport Research International Documentation (TRID)</title>
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    <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>Data-driven battery aging diagnostics and lifetime extension</title>
      <link>https://trid.trb.org/View/2534273</link>
      <description><![CDATA[Transportation electrification is critical to mitigating climate change, with lithium-ion (Li-ion) batteries playing a pivotal role in the shift to low-carbon energy sources. Given that batteries can account for up to 50% of an electric vehicle's cost, optimizing their lifespan and performance is critical for cost-effective operation. Batteries though, degrade in ways that are inhomogeneous, nonlinear, and dependent on multiple factors. This makes accurate aging diagnostics and prognostics essential for ensuring their safe, efficient use. Diverse operating conditions, complex aging mechanisms, unpredictable usage profiles, and cell-to-cell variations pose significant challenges. At the same time, battery performance, including energy and power, is influenced not only by health state but also by conditions such as temperature, State of Charge (SoC), and applied current. This thesis presents a series of machine learning (ML) frameworks developed using field data from vehicles and laboratory cycling data. One proposed framework is a battery capacity estimation algorithm that integrates multiple ML models with a Kalman filter, accommodating the diverse usage profiles of electric vehicles (EVs) in real-world scenarios. To reduce warranty costs, a histogram-based usage-related ML framework is developed, combining offline global models with online cell-specific models to track and predict future aging. Additionally, a remaining useful life (RUL) prediction model improves accuracy by combining usage and time-series data is developed as well. Beyond aging diagnostics, the thesis proposes a method to extract relationships between battery performance indicators (PIs) and various influencing factors like temperature, SoC, and aging, using a neural network-based framework. Lastly, it introduces an online method to estimate battery plating potential, enabling faster charging while minimizing lithium plating risks to extend the lifetime of the battery. Collectively, these contributions provide practical tools for diagnostics, prognostics, and control, advancing safer, more efficient, and cost-effective use of Li-ion batteries in EVs.]]></description>
      <pubDate>Fri, 04 Apr 2025 15:16:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2534273</guid>
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    <item>
      <title>Do vehicle characteristics influence driving behaviour in young people?</title>
      <link>https://trid.trb.org/View/2509140</link>
      <description><![CDATA[Young drivers are more prone to being involved in a road traffic collision compared to more experienced drivers. However, the influence of vehicle characteristics on the driving behaviour of young drivers is relatively unknown. This study aimed to determine whether these characteristics influenced braking behaviour in young drivers and whether these characteristics influenced the relationship between braking behaviours and demographical characteristics. Thirty seven participants were asked to drive as they normally would with a telematics device installed into their vehicles for a period of one month. Linear Mixed Modelling and Generalised Linear Mixed Modelling were used to analyse the data and it was found that vehicle engine power and vehicle safety rating were associated with safer braking performance, indicating that vehicle choice may be important in reducing road traffic collisions for this demographic. There were no significant relationships between braking performance and any of the demographic variables.]]></description>
      <pubDate>Thu, 13 Feb 2025 09:05:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2509140</guid>
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    <item>
      <title>Combustion of alternative vehicle fuels in internal combustion engines: a report on engine performance from combustion of alternative fuels based on literature review</title>
      <link>https://trid.trb.org/View/1506463</link>
      <description><![CDATA[Alternative fuels can reduce green-house-gas emissions from the transport sector. This report shows that several of the alternative fuels, such as methanol, ethanol, higher alcohols, RME, HVO, DME, biogas/CNG, work well in several different engine concepts. Energy consumption is in most cases similar to that of diesel or gasoline with the exception of methanol and ethanol that offer reductions, especially in SI-engines. Alternative fuels are considered safe and in most cases associated with strong risk reduction with respect to cancer, other health aspects and environmental issues, something that is rarely acknowledged. Apart from differences in handling, whether the fuel is gaseous or liquid, emissions of soot, NOx, HC and CO vary between the fuels, although the levels typically are lower than for gasoline or diesel. The comparably small differences during engine operation indicate that production and distribution will have higher significance when it comes to the environmental performance and operating costs of the different alternative fuels. Methanol has in other reports been suggested as a promising candidate since it can be produced effectively and affordably from biomass and as an electrofuel. This report concludes that methanol works well as an engine fuel, with low energy consumption, low emissions and low environmental and health impact. Methanol is, however, not unproblematic. It requires special attention to prevent corrosion and needs to be denatured. RME and ethanol are already established and work well in engines. So do biogas/CNG and RME. Just as diesel and gasoline co-exist, there is good reason to use several alternative fuels in parallel. For example, increased amounts of RME in diesel and ethanol + methanol in gasoline (to fit the E85 system) are relevant steps forward that essentially rely on current engine technology. New combustion engine concepts can be co-developed with new fuels and lead to further reductions in energy consumption. Increased hybridization and integration with the electricity grid provide better energy utilization as well as a potential for further reduction of fuel consumption from new engine operation strategies. This enables realistic opportunities for sustainable alternative fuel production as well as energy secure and environmentally sustainable transportation.]]></description>
      <pubDate>Wed, 28 Mar 2018 10:27:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1506463</guid>
    </item>
    <item>
      <title>Design and assessment of battery electric vehicle powertrain, with respect to performance, energy consumption and electric motor thermal capability</title>
      <link>https://trid.trb.org/View/1463194</link>
      <description><![CDATA[In this thesis, various drive cycles, legislative, official real-world and measured, have been studied and characterized based on their speed and acceleration content. Three reference vehicles (a City car, a Highway car and a Sport car) were conceptualized after performance requirements, with data on existing battery electric cars as a frame of reference. The acceleration performance, energy consumption and efficiency of the powertrain, comprising a traction motor, a power electronic module and a battery, was determined and analyzed for the various drive cycles. Furthermore, the consequence on acceleration performance, drive cycle fulfillment and energy consumption during re-scaling of the electric drive system was studied. Moreover, the electromagnetic losses for four different slot areas were compared, along with the thermal steady state and transient over load as well as temperature development during drive cycles. Through comparison between official and measured drive cycles, it was found that even though the measured cycles reach higher peak acceleration levels for a certain speed level, on an average they still spend only slightly more time at higher levels of acceleration compared to the official cycles. The resulting cycle average powertrain efficiencies were fairly similar for both the official and measured cycles, and showed to be slightly higher for cycles that spend more time at higher speed levels. During the powertrain sizing regarding torque and power, the acceleration requirement turned out to dominate over other requirements such as top speed, and grade levels. It was found that a down scaling of the electric power train resulted in an energy consumption down to 94% of the original powertrain size. The small slot geometry had the highest peak losses during the drive cycles, however, on a cycle average it had the lowest losses for many cycles. This fact, in combination with the highest peak torque and lowest material cost, makes it a very interesting option as an electric vehicle traction motor.]]></description>
      <pubDate>Thu, 30 Mar 2017 12:19:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1463194</guid>
    </item>
    <item>
      <title>Comparison of braking performance of low engine capacity motorcycles</title>
      <link>https://trid.trb.org/View/1459959</link>
      <description><![CDATA[This report highlights several important findings of a study on the braking performance of commonly used low engine capacity motorcycles in Malaysia. This study measured and compared braking distance and G-force value (peak) during braking test of 6 distinct underbone motorcycles of 100-150cc in simulated emergency situation based on different test conditions namely type of brake system (disc and drum), method of braking operation (front and rear brakes) and test load (rider only and rider with pillion). A total of 48 runs (24 test conditions) of the actual braking test were performed at the test site (closed course). The study reveals the type of braking system and method of braking operation significantly influenced braking distance and G-force value. However, it was found that test load was not significant. Furthermore, both front and rear brake activation provided better braking performance as compared to single activation (rear brake only). The shortest braking distance and highest deceleration rate were 12.48 meters and 8.52 m/s 2. While the lowest G-force value (peak) recorded throughout the actual braking test was 0.39. It is to be noted that this study is unique on its own due to certain limitations though some of the methods were adopted from the established international braking test standards. Even though this study is considered fundamental, the findings could provide vital information on the braking performance of underbone motorcycles especially to the motorcycle manufacturers and OEMs, as well as to the relevant authorities (driving institutes and Road Transport Department). Since advanced braking system such as Antilock Braking System (ABS) and ESC (Electronic Stability Control) have proven effective for passenger vehicles, a study is required to explore their effectiveness for this type of motorcycles in the future.]]></description>
      <pubDate>Thu, 16 Mar 2017 11:40:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/1459959</guid>
    </item>
    <item>
      <title>Survey of enforcement projects and education projects aimed at moped riders.</title>
      <link>https://trid.trb.org/View/1361835</link>
      <description><![CDATA[This report presents a survey of enforcement projects and education projects aimed at moped riders in the Netherlands. (Light) moped riders are a high risk road user group. Their fatality rate is higher than that of all other road users except motorcyclists. (Light) moped riders are also frequently associated with nuisance and criminal activities. These are all reasons to aim enforcement and education activities at this specific group. The present study has made a survey of the different enforcement and education activities with a project approach, and investigated their effectiveness. This report describes the approach, the target group for the activities, and, if present, the evaluation results.]]></description>
      <pubDate>Tue, 21 Jul 2015 09:41:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1361835</guid>
    </item>
    <item>
      <title>Influence of driving cycles on traction motor design optimizations for electric vehicles</title>
      <link>https://trid.trb.org/View/1327723</link>
      <description><![CDATA[This paper assesses the influence of the representative driving cycles, such as New European Drive cycle (NEDC), Artemis Urban Drive Cycle (Artemis), on the motor design optimizations for a distributed electric vehicle traction system. The optimization is carried out by employing a computationally efficient, finite element (FE) based technique with the objective to minimize total loss over a defined driving cycle. It is observed that although the optimal designs are determined by the characteristics of their target driving cycles, they all exhibit high efficiency over a wide toque-speed range. Compared to the motor optimized for Artemis, the motor optimized against NEDC results in around 20% less magnets and lower copper usage. By employing appropriate combination of traction motor technologies for the distributed power train and optimal power split ratio between the front and rear motors, the system efficiency can be further improved by 1 - 3%, compared to the cases with equal split ratio, i.e., 50% to 50%. The utility is demonstrated by employing a permanent magnet machine with high torque capability for the front motor and a permanent magnet assisted synchronous reluctance machine (PMA-SynRM) or a synchronous reluctance machine (SynRM) with low idling loss for the rear motor.]]></description>
      <pubDate>Wed, 15 Oct 2014 10:35:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1327723</guid>
    </item>
    <item>
      <title>Automotive fuel economy improvement by micro hybridization</title>
      <link>https://trid.trb.org/View/1327717</link>
      <description><![CDATA[Automotive transportation is responsible for a large share of oil consumption and emission. Several approaches have been investigated to improve automotive fuel economy. Mild hybrid vehicles are by a conventional car equipped with a single electric machine (~10kW) that replaces both the starter and the generator. To reduce the system cost, the energy storage system has usually a small capacity. As a result, these vehicles are quite affordable and allow significant fuel consumption reduction, in particular during urban driving. The CISIT (Internation Campus on Safety and Intermodality in Transportation) is a project funded by the French region Nord Pas de Calais and the FEDER. The overall project objective is to develop intelligent, reliable and clean vehicles and transportation systems from basic research up to industrial innovation. Within CISIT, collaboration between VALEO, the Unversity of Valencienneset du Hainaut Cambresis lead to the development of a micro hybrid vehicle. Two generation of hybridization systems have been tested and assessed. This project was a win to win collaboration between an industrial partner and a university laboratory. In particular, based latest research results, new control laws were developed to improve the vehicle fuel economy.]]></description>
      <pubDate>Wed, 15 Oct 2014 10:34:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1327717</guid>
    </item>
    <item>
      <title>The safety of powered two-wheelers in the Netherlands : some topical points of attention in the limelight.</title>
      <link>https://trid.trb.org/View/1305172</link>
      <description><![CDATA[Riders and passengers of powered two-wheelers are among the most vulnerable road users. In relation to the distance travelled the number of casualties among riders of powered two-wheelers is greater than for other modes of transport. Although a trend towards fewer fatalities may be observed, the number of serious road injuries does not decline at all or only slightly. There are many different categories of powered two-wheelers. In traffic it is difficult to distinguish between the types, which is contrary to the Sustainable Safety principle of predictability (Wegman & Aarts, 2005). For example, there is no clear distinction between mopeds and light mopeds; this is especially the case for the scooter-type models. Vehicles that look practically the same, may be a motorcycle, a moped or a light moped. At the exterior the only distinguishing feature is the licence plate, but this is only visible from behind. The fact that powered two-wheelers from different categories look the same could encourage a helmet not always being worn as the mandatory helmet use is not the same for all categories. Vehicles that look extremely different, e.g. a scooter-type moped and a (powered) quad may, on the other hand, be part of the same category of powered two-wheelers. This report gives an overview of the various powered two-wheelers, discusses a number of road safety issues, and explores the ways to correct these. The issues were mainly selected based on their topicality in the Netherlands (e.g. political concern about the increasing numbers of microcars and moped riders who do not have a licence) and the availability of data. This resulted in the following research questions: 1. Do motorcyclists have a higher risk in springtime? 2. Is the microcar becoming increasingly popular, especially among young road users, and does this present a road safety problem? 3. Is the light moped becoming more popular and what is the road safety effect? 4. Has the number of moped riders without a licence been increasing since the practical riding test was introduced? While this report was being written, it became apparent that the available information about crashes, size of the vehicle fleet, and mobility — for the category powered two-wheelers in particular — is far from ideal. The availability and the quality of the data are discussed in an appendix and we indicate what can and what cannot be concluded on the basis of this data. These restrictions are allowed for in the results that are presented below.]]></description>
      <pubDate>Mon, 07 Apr 2014 10:39:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1305172</guid>
    </item>
    <item>
      <title>The relationship between vehicle performance and novice driver crash involvement</title>
      <link>https://trid.trb.org/View/1279233</link>
      <description><![CDATA[The aims of this project were (i) to provide contemporary evidence of the relationship between vehicle performance factors and the risk of serious injury crash involvement among young novice drivers in Western Australia, and (ii) to review the current Australian vehicle restriction programs. Data for analysis were n=11,321 vehicles driven by those aged 17+ years involved in serious injury crashes during the period 2001-2008. High performance vehicles driven by those aged 17-19 years accounted for less than 1per cent of the serious injury crashes investigated, while 7.6 per cent of serious injury crashes involving drivers aged 17-19 years involved a high performance vehicle. The findings of a number analyses provided some evidence, albeit definitive, to suggest that drivers aged 17-19 years have a higher relative rate of crash involvement when driving a high performance vehicle and that six and eight-cylinder vehicles and high performance four-cylinder vehicles have a higher representation in single vehicle crashes compared with two-vehicle crashes. Comparable vehicle restriction schemes for novice drivers currently operate in four Australian jurisdictions (Victoria, New South Wales, Queensland and South Australia). A review of the schemes noted an absence of published empirical evidence to support their introduction and no evaluations to date to determine their impact on the novice driver problem. All jurisdictions expressed the view that the schemes were somewhat difficult to administer and enforce. On the basis of the above findings and others, a number of recommendations were provided to the Road Safety Council, including the rejection of a vehicle restriction scheme for Western Australian novice drivers.]]></description>
      <pubDate>Thu, 05 Dec 2013 08:46:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1279233</guid>
    </item>
    <item>
      <title>An analysis of the Swedish HGV fleet with driving resistance in focus – vehicle parameters as a basis for HBEFA emission factor estimation</title>
      <link>https://trid.trb.org/View/1265487</link>
      <description><![CDATA[In order to estimate energy use and exhaust emissions from road traffic, on a regional or a national level, one needs representative emission factors. Emission factors are estimated based on vehicle driving resistance. Driving resistance is estimated based on representative driving patterns and vehicle parameters. In the HBEFA program, used for estimation of road traffic exhaust emissions, the vehicle fleet is divided into vehicle categories. One such category is Heavy Goods Vehicles (HGV). The HGV category is divided into vehicle segments after maximum vehicle weight (GVW). One further division is into vehicle combinations, a rigid truck (RT) or a truck with trailer (TT). Vehicle segments are divided into Euro classes approximately corresponding to year model intervals. For each segment and Euro class there is a set of emission factors. Then there is need for vehicle parameters per vehicle segment and Euro class. HGV emission factors on the Euro class level are treated as independent of calculation year. Emission factors for HGV vehicles in HBEFA are calculated by means of the PHEM computer program. The PHEM simulations are based on driving resistance estimation. In order to estimate vehicle parameters, data available in the Swedish national vehicle register (1997, 2004 and 2009) and in transport surveys (1997 and 2003) has been compiled. Survey data including mileage is necessary in order to estimate vehicle parameters for average road conditions. The split into RT and TT segments demands access to mileage data describing the use of trailer. The total number of HGV in the Swedish vehicle fleet is approximately the same 2010 as 1990. Despite this there are most important changes within the HGV fleet in this time period, such as the proportion of trucks with GVW>26t has increased from 6 to 36 per cent. In this group there are some segments with very large changes of proportion. In parallel to an important change in the segment distribution one could expect a change in distribution also inside individual segments and Euro classes by time influencing the average vehicle parameters and finally the emission factors.]]></description>
      <pubDate>Thu, 17 Oct 2013 10:44:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1265487</guid>
    </item>
    <item>
      <title>Taxes and charges in Australian transport: a transmodal overview</title>
      <link>https://trid.trb.org/View/1204568</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 20:02:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1204568</guid>
    </item>
    <item>
      <title>Accident involvement and exposure by type of motorcycle</title>
      <link>https://trid.trb.org/View/1200102</link>
      <description><![CDATA[The first part compared the risk of accident involvement (accidents in 1984, 1985 and 1986) by novice riders (learners and first year licence holders) on 250 cc Japanese motorcycles of differing engine power and torque, using ownership of registered motorcycles (in 1987) as the measure for exposure to accidents.  250cc motorcycles with 2-stroke engines and/or horsepower greater than 35 PS units were found to be over involved in accidents.  The second part gives the relative distance travelled by riders on motorcycles with differing engine capacity.  It is based on self reported data with only a 30% response rate.  It showed that full licence holders travel further and more often than inexperienced motorcycle riders. The weekly average ranged from 93 km per person for full licence holders on motorcycles with engine capacity 501-1000cc to 32.7 km per person for learners and probationary licence holders on motorcycles with engine capacity less than 250ccs.  Further research is needed, however, to determine the criteria on which to legislate, which would provide the optimum benefit in terms of safety, public understanding and acceptance, and ease of enforcement (A).]]></description>
      <pubDate>Fri, 24 Aug 2012 16:56:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1200102</guid>
    </item>
    <item>
      <title>Review of 250cc limit for novice motorcyclists</title>
      <link>https://trid.trb.org/View/1198635</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 16:11:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1198635</guid>
    </item>
    <item>
      <title>Newly developed komatsu diesel engine series</title>
      <link>https://trid.trb.org/View/1196871</link>
      <description><![CDATA[A new series of 170 mm and 140 mm bore heavy duty diesel engines have been developed by komatsu ltd.  The 170 series consist of 6l, 8v and 12v configurations, the swept volume of which are respectively 23.2, 30.9 And 46.3 Liters.  The 140 series is in line 6 cylinders of 15.2 Liters swept volume. The power range of 170 engines is 500 to 1500 ps and the 140 engine covers 250 to 500 ps for versatile applications such as construction machines, industrial vehicles, generators, marine equipment and trucks. These engines have been developed to aim at performance of extremely low fuel consumption, low noise, compact design as well as high reliability and durability.  These objectives are achieved by various design features described this paper (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:11:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/1196871</guid>
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