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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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    <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>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Characterization of Dimethyl Ether (DME) Spray Using ECN Spray D Under Engine-Relevant Conditions</title>
      <link>https://trid.trb.org/View/2539425</link>
      <description><![CDATA[This research experimentally investigates the spray vaporization of high-pressure dimethyl ether (DME) using a single-hole research injector focusing on nominal operating conditions from the Engine Combustion Network (ECN). DME is a synthetic alternative to diesel fuel, offering both high reactivity and potential reductions in particulate emissions. Because DME only features half of the energy density of diesel fuel, a specifically designed fuel system with a high mass flow rate to meet the energy delivery requirements is needed. The unique physical properties of DME, including higher vapor pressure and lower viscosity, introduce challenges like cavitation and unique evaporation characteristics that deviate from typical diesel fuel. These features are likely to lead to differences in fuel mixing and combustion. This study aims to provide detailed experimental data on DME spray characteristics under engine-like conditions, helping the development of predictive CFD models for optimal injector and combustion chamber design. High-pressure sprays injected via an ECN Spray D injector are analyzed using high-speed diffuse-back illumination extinction imaging (DBI-EI) to measure the liquid phase of the sprays and shadowgraphy imaging to measure the vapor penetration. DME injections show slower penetration when compared to more conventional liquid fuels, namely n-dodecane. This delayed injection might indicate cavitation and the role of an evacuated injector tip prior to injection. To confirm this aspect of the empty sac, the injection rate profile was investigated using the Musculus and Kattke jet model. Subsequently, the vapor-liquid equilibrium at the liquid length was analyzed, revealing the distinct mixing nature of DME. The measured DME liquid length on average extends 56% beyond the predicted vapor-liquid equilibrium distance. This research will provide comprehensive datasets on liquid/vapor mixing, which are crucial for developing reliable spray and combustion modeling tools.]]></description>
      <pubDate>Thu, 05 Jun 2025 11:59:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539425</guid>
    </item>
    <item>
      <title>Design of a High-Pressure Fuel System for Use with Dimethyl Ether</title>
      <link>https://trid.trb.org/View/2539409</link>
      <description><![CDATA[The paper documents the modeling and experimental work on a common rail fuel injection system for Dimethyl Ether, a potential diesel substitute with a low carbon intensity signature. The DME fuel system is deployed on a light duty 2.2L compression ignition engine. The paper describes the injector optimization to shift to higher flows to account for the lower heating value and density of the DME when compared to diesel. The type of the injection system used for the DME application is an advanced rendering of the Common rail noted for a one-piece piston-needle injector construction and a solenoid driven spill valve featuring a pressure balanced poppet. A dedicated high-pressure fuel pump designed to pressurize DME is used. The design results in a fast acting open and close injection event, reduced leakage, with reduced cavitation in the fuel injector volume. Design parameters for system optimization included fill and spill orifices, needle lift, bias spring, and injector hole size. The design model provides good correlation of the instantaneous rates of injection with experiments across a wide range of pressure and injection timings. Proposed performance milestones for the design included similar DME injection duration to the diesel counterpart for same fuel energy injected into the cylinder to retain high engine cycle efficiency. The dedicated DME design provided reduced hydraulic delays of 50%. Tests demonstrated sustained operation at pressures of 1000 bar, with capability to reach 1500bar. Durability tests showed no cavitation-deterioration over a 200-hour test cycle by means of spray imaging and hardware inspection.]]></description>
      <pubDate>Thu, 05 Jun 2025 11:59:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539409</guid>
    </item>
    <item>
      <title>DME-to-Propane Mixture Effects on a Light Duty Compression Ignition Engine</title>
      <link>https://trid.trb.org/View/2539408</link>
      <description><![CDATA[Fuels that can be produced in a sustainable manner are of high interest because they can provide an essential step toward net zero emissions vehicles. This study examines the combustion of two such fuels, Dimethyl Ether (DME) and propane, in a compression ignition, 4-cylinder, 2.2L engine running with mixtures of DME-to-Propane ranging of 100%-0%, 85%-15%, 75%-25%, and 65%-35% by weight. Testing was conducted at 2000rpm - 100Nm, an important representative point in the FTP certification cycle. For each fuel mixture, conditions tested include sweeps of boost, EGR and injection pressure. Tests are mainly conducted at a constant combustion timing with CA10 of -1 deg with respect to TDC, with an engine controller combustion feedback system based on in-cylinder sampling of pressure. Trends of NOx, HC, and CO are similar for the range of DME-to-propane, from 100%-0% to 75%-25%. Boost and injection pressures had the most notable impact on the heat release traces. Higher boost, from stoichiometric to lean resulted in approximately a 3-5% increase on cycle efficiency. Fuel injection pressures resulted in about 1% gain per 200bar. Results also illustrated that EGR is effective in reducing NOx but causes notable degradation of cycle efficiency. The emissions for DME-propane mixtures with 65%-35% had a different trend, with CO and HC exceeding the runs with lower propane content by 2 to 3-fold. As propane content increases, the pressure rise rates become higher, and with 65%-35% mixtures, rates easily exceed 12bar/deg. The increased rise rates correlate with early injection timings but the rates can be reduced, with higher boost and lower injection pressures. The result of the approach, however, leads to lower thermal efficiencies, decreasing efficiency by over 5% between neat DME and the highest propane ratios.]]></description>
      <pubDate>Thu, 05 Jun 2025 11:59:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2539408</guid>
    </item>
    <item>
      <title>Development of a Variable-Displacement, Rail-Pressure Supply Pump for Dimethyl Ether</title>
      <link>https://trid.trb.org/View/1787253</link>
      <description><![CDATA[A variable-displacement, 275-bar dimethyl-ether pump for a common-rail injection system has been developed successfully. The pump is an inlet-throttled, wobble-plate-actuated, multi-plunger system. Results of the pump tests/simulations show that the pump can deliver fuel according to the engine requirement at different speeds due to its variable-displacement feature, which is obtained by controlling the discharge phase angle via the two-phase filling characteristic of the pump. Although the pump is designed for dimethyl ether, its concept is general and thus may be applied to the common-rail systems for other fuels.]]></description>
      <pubDate>Sat, 30 Nov 2024 15:27:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787253</guid>
    </item>
    <item>
      <title>Development of a reduced primary reference fuel – oxymethylene dimethyl ether (PRF-OMEₓ) mechanism for diesel engine applications</title>
      <link>https://trid.trb.org/View/2435014</link>
      <description><![CDATA[Oxymethylene dimethyl ethers (OMEₓ), having a chemical formula of CH₃O-(CH₂O)ₓ-CH₃ where x varies from 1 to 5, have been widely considered as a promising fuel to partially replace diesel in CI engines in terms of reducing soot emissions. This work is focused on developing a reduced primary reference fuel (PRF)-OMEₓ chemical mechanism to better describe the combustion and emission characteristics of gasoline/diesel blends with OMEₓ. The novelty of this work lies in the fact that the OMEₓ part of the mechanism is represented not only by OME₃ as done in most studies found in literature, but also with other OME chain lengths that is, OME₂₋₄ which are considered to be optimum and better represent the commercial OMEₓ blends. For this purpose, a detailed OMEₓ mechanism is reduced by applying different reduction techniques considering a wide range of operating conditions including pressure, temperatures, equivalence ratios and fuel compositions. The result is merged with an already validated PRF mechanism to form a reduced PRF-OMEₓ mechanism consisting of 213 species and 840 reactions. The newly formed mechanism is validated against a wide set of experimental data including ignition delay times, laminar flame speeds and species concentration profiles. Furthermore, a rigorous set of numerical simulations for various diesel-OMEₓ blends in a compression ignition engine are carried out at two different operating points to validate the developed mechanism. Simulation results highlight that the developed mechanism not only replicates the experimental behavior in terms of in-cylinder pressure and heat release rate but exhibits a better combustion phasing closer to experimental data when compared with other mechanisms where only OME₃ is utilized to represent OMEₓ. Overall, the developed PRF-OMEₓ mechanism proves to be realistic and suitable for application in engine combustion simulations involving gasoline/diesel and OMEₓ blends.]]></description>
      <pubDate>Thu, 07 Nov 2024 11:52:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2435014</guid>
    </item>
    <item>
      <title>Investigation on combustion and emission characteristics of diesel polyoxymethylene dimethyl ethers blend fuels with exhaust gas recirculation and double injection strategy</title>
      <link>https://trid.trb.org/View/2410835</link>
      <description><![CDATA[As a kind of renewable and high oxygen content fuel, polyoxymethylene dimethyl ether (PODE) can be added in diesel to realize energy saving and emissions reduction. To evaluate the combustion and emission characteristics of a diesel engine fueled with diesel and diesel/PODE mixtures, exhaust gas recirculation (EGR) and main-pilot injection strategies with various injection timings were applied. PODE was blended with diesel by volume to form mixtures which were marked as D100 (pure diesel), D90P10 (90% diesel + 10% PODE), and D80P20 (80% diesel + 20% PODE). The results showed that the ignition delay (ID) and combustion duration (CD) of D80P20 were the shortest because of the highest cetane number (CN) and high oxygen content of PODE, indicating more concentrated heat release. At low and medium loads, D80P20 achieved the highest peak heat release ratio (PHRR) and peak combustion temperature (PCT) among the three fuels, and it was 14.3% and 3.6% higher than those of D100. PODE blending with diesel can significantly reduce particulate matter (PM) and D80P20 has the lowest PM emissions at all loads. Compared with D100, both PM and nitrogen oxide (NOx) emissions of PODE blends decreased simultaneously with 20% EGR at all loads. With the increase of pilot-main interval, the ID and CD of all test fuels increased, while the NOₓ and PM emissions decreased. The conclusions of the present research provide a state of the application in light-duty engines fueled with diesel/PODE blends in future work.]]></description>
      <pubDate>Thu, 22 Aug 2024 15:09:40 GMT</pubDate>
      <guid>https://trid.trb.org/View/2410835</guid>
    </item>
    <item>
      <title>Development of Bioregenerant and Its Potential Application: Investigation for Regeneration of RAP Materials</title>
      <link>https://trid.trb.org/View/2398023</link>
      <description><![CDATA[To achieve efficient utilization of reclaimed asphalt pavement (RAP) materials, a bioregenerant (BR) was developed in this research, and waste vegetable oil (WVO), alkylphenol polyoxyethylene ether (APEO), plasticizer [tributyl acetylcitrate (ATBC)] and tackifying resin (FTR) were chosen as components of the regenerant. The composition ratio of BR was designed based on the response surface method (RSM), and the optimal BR dosage and the regeneration effect of BR on the bioregenerated mixture (BRM) with different RAP contents were determined and investigated. Results showed that the optimal composition ratio of BR was found to be WVO-APEO-ATBC-FTR=100:2:23:10. The addition of BR significantly reduced the high-temperature stability and aging resistance of the mixture, but improved its low-temperature cracking resistance and fatigue resistance. Additionally, BR prominently contributed to the improvement for the water stability of the regenerated mixture, and its regeneration effect was found to be similar to that of two commercial regenerants, although excessive BR led to the decline of water stability. Moreover, the high-temperature stability and aging resistance of BRM when mixed with 20%, 30%, and 40% RAP were similar to those of the new asphalt mixture (NAM). At 20%, 30%, and 40% RAP content, both the low-temperature cracking resistance and fatigue resistance of BRM met the requirements. However, when the RAP content exceeded 40%, the water stability of BRM went beyond the specification limit. Taking into account the overall road performance, it is suggested that the optimal BR dosage is 5%–9%, and the maximum RAP content ensuring the road performance of BRM meets the requirements is 40%. These research findings will contribute to addressing the stacking problem of reclaimed asphalt pavement materials and environmental pollution, aligning with green and environmentally friendly sustainable development principles.]]></description>
      <pubDate>Fri, 16 Aug 2024 08:48:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2398023</guid>
    </item>
    <item>
      <title>DME Fuel Blends for Low-Emission, Direct-Injection Diesel Engines</title>
      <link>https://trid.trb.org/View/1787919</link>
      <description><![CDATA[Based on the knowledge that cavitation in a nozzle enhances the atomization of fuel spray, fuel modification is conducted by blending dimethyl ether (DME). Because the boiling point of DME is -24.8°C, it may easily take place during the cavitation in an injection nozzle. Furthermore, there is a soot reduction effect caused by the oxygenated fuels. The oxygen content in the DME is 34.8%, which accelerates soot reduction in the combustion chamber. The experimental results are compared with those of DiMethoxyMethan (Methylal: DMM), a blend of gas-oil. The ignition temperatures of DME and DMM are 235°C and 236°C, the boiling temperatures of DME and DMM are -24.8°C and 42.1°C, and the oxygen contents of DME and DMM are 34.8% and 42.1%, respectively. In addition to the oxygenated fuel, a propane blend of gas-oil was also used as a blended fuel in order to examine the effects of the boiling point and oxygen content of the fuel. The soot reduction effect is strongly affected by the use of oxygenated fuels because the boiling point of fuel decreases even when the oxygen contents are the same. Therefore, the soot reduction is enhanced. A lower boiling point of non-oxygenated fuels has no effect on soot reduction.]]></description>
      <pubDate>Mon, 20 May 2024 14:02:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787919</guid>
    </item>
    <item>
      <title>Demonstration of a DME (Dimethyl Ether) Fuelled City Bus</title>
      <link>https://trid.trb.org/View/1787861</link>
      <description><![CDATA[The aim of the project was to demonstrate and evaluate the feasibility of dimethyl ether (DME) fueled buses, through laboratory and field tests. The performance and emission targets of the HD DME engine has been successfully demonstrated and the bus has been converted to accommodate the DME engine and the fuel tank system. Two DME filling stations have been built. Additives for DME lubrication and odor have been selected. A life cycle analysis (LCA) has been made under international energy agency (IEA) auspices by some of the project participants. The project has added valuable information, to the over all development of DME fueled vehicles. The strong arguments for DME as a major future fuel are briefly covered including production costs, emissions, and feed stock diversity.]]></description>
      <pubDate>Mon, 20 May 2024 14:02:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787861</guid>
    </item>
    <item>
      <title>Study of Dimethyl Ether Fuel Spray Characteristics and Injection Profile</title>
      <link>https://trid.trb.org/View/2367311</link>
      <description><![CDATA[The majority of transportation systems have continued to be powered by the internal combustion engine and fossil fuels. Heavy-duty applications especially are reliant on diesel engines for their high brake efficiency, power density, and robustness. Although engineering developments have advanced engines towards significantly fewer emissions and higher efficiency, the use of fossil-derived diesel as fuel sets a fundamental threshold in the achievable total net carbon reduction. Dimethyl ether can be produced from various renewable feedstocks and has a high chemical reactivity making it suitable for heavy-duty applications, namely compression ignition direct injection engines. Literature shows the successful use of DME fuels in diesel engines without significant hardware modifications. The lower energy density of DME calls for adjustments in injection parameters (such as injection pressure and duration) or modifications to the injector geometry to align with the energy levels found in diesel fuels. However, detailed direct comparisons between diesel and DME fuel injection characteristics over a wide testing range is lacking. This study investigates the injection characteristics of DME and diesel fuels in a common rail fuel injection system using the Bosch tube method. It is demonstrated that this method can be effectively applied to measure DME fuel injection characteristics, albeit with some limitations in predicting injector closing delay. The research emphasizes the presence of hydraulic delay, resulting in a ratio of actual to commanded injection duration for DME between 1.5 to 2 under the testing conditions. The study finds that mass-based injection quantities for diesel and DME fuels are quite similar at matching conditions, although the lower heating value of DME results in lower energy-based injection quantities and thus fuel injection scheduling need to be adapted to compensate that. Furthermore, the paper offers valuable insights and suggestions for those considering the modification of diesel-operated engines into DME-operated engines.]]></description>
      <pubDate>Tue, 07 May 2024 09:44:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2367311</guid>
    </item>
    <item>
      <title>Auto-Ignition and Combustion of n-Butane and DME/Air Mixtures in a Homogeneous Charge Compression Ignition Engine</title>
      <link>https://trid.trb.org/View/1776774</link>
      <description><![CDATA[Auto-ignition, which is observed in homogeneous and premixed charge compression ignition engines, allows expansion of the lean flammability limit of engine operation and realization of stable ignition and combustion over a range of ultra-lean conditions, where NOx emissions are very low. In this study, the basic combustion mechanism of auto-ignition and combustion was studied with initial mixture temperatures and compression speeds for n-butane and dimethyl ether. A single-mode type heat release process was observed with n-butane in the homogeneous charge compression ignition test engine.]]></description>
      <pubDate>Mon, 15 Apr 2024 08:40:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1776774</guid>
    </item>
    <item>
      <title>An Experimental Study on DME Spray Characteristics and Evaporation Processes in a High Pressure Chamber</title>
      <link>https://trid.trb.org/View/1791664</link>
      <description><![CDATA[In this study, the spray characteristics and evaporating processes of DME fuel were investigated using the SCHLIEREN optical system and single-hole injectors in a constant volume chamber at room temperature. The photographs taken at different chamber pressures, injection pressures, orifice diameters and injection quantities were compared and analyzed. The results show that DME spray has a slower penetrating speed, wider spray angle, and much quicker evaporating processes than the diesel spray.]]></description>
      <pubDate>Thu, 07 Dec 2023 14:00:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1791664</guid>
    </item>
    <item>
      <title>Simultaneous Observation of Droplets and Evaporated State of Liquid Butane and DME at Low Injection Pressure</title>
      <link>https://trid.trb.org/View/1794046</link>
      <description><![CDATA[Alternative fuels such as butane and DME have different properties including high vapor pressure, low viscosity, and low surface tension, compared to other conventional fuels. These properties may lead to different atomization characteristics such as liquid core breakup, droplet size distribution, and evaporation process. To investigate these effects, a method based on shadowgraph technique to take spray images for droplets and surrounding gas was tested and evaluated. Experiments were performed at low injection pressure for early stage direct injection. It could be concluded from the results that the proposed method could be used to investigate the structure of evaporating spray, and the vapor layer around the spray core could be correlated to the turbulent mixing length for both of butane and DME sprays by observing vapor and spray core.]]></description>
      <pubDate>Mon, 04 Dec 2023 12:27:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1794046</guid>
    </item>
    <item>
      <title>Automated Kinetic Mechanism Evaluation for e-Fuels Using SciExpeM: The Case of Oxymethylene Ethers</title>
      <link>https://trid.trb.org/View/2250362</link>
      <description><![CDATA[In the rapidly changing scenario of the energy transition, data-driven tools for kinetic mechanism development and testing can greatly support the evaluation of the combustion properties of new potential e-fuels. Despite the effectiveness of kinetic mechanism generation and optimization procedures and the increased availability of experimental data, integrated methodologies combining data analysis, kinetic simulations, chemical lumping, and kinetic mechanism optimization are still lacking. This paper presents an integrated workflow that combines recently developed automated tools for kinetic mechanism development and testing, from data collection to kinetic model reduction and optimization. The proposed methodology is applied to build a consistent, efficient, and well-performing kinetic mechanism for the combustion of oxymethylene ethers (OMEs), which are promising synthetic e-fuels for transportation. In fact, OMEs are easily mixed with conventional fuels and share similar ignition propensity, and are therefore potential drop-in fuels. Additionally, their oxygenated nature significantly reduces soot emissions. The proposed workflow extends the authors' recently developed kinetic mechanism for OME₁ (dimethoxymethane – DMM) to OME₂₋₄: the model is derived from state-of-the-art detailed literature mechanisms, updated according to a reaction class-based approach, and simplified according to chemical lumping. Then, the model is reduced to two different skeletal versions using DRGEP method. An extensive database of ~80 datasets for kinetic mechanism testing is collected, covering different reactor types and experimental conditions. The selected datasets are uploaded to SciExpeM, a recently developed data ecosystem that allows automated kinetic mechanism performance evaluation through a multi-index approach. The performance obtained from SciExpeM shows that the lumped mechanism reproduces well the selected experimental data, and both skeletal mechanisms, well-suited to CFD and engine simulations, show equally good performance. Some minor model deficiencies identified for OME₂ and OME₃ are finally recovered via data-driven kinetic modeling optimization, which relies on the same multi-index approach adopted in SciExpeM for the kinetic model evaluation.]]></description>
      <pubDate>Fri, 20 Oct 2023 16:23:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2250362</guid>
    </item>
    <item>
      <title>Effects of Environment-Friendly Rejuvenator on the Rheological Properties and Microstructure of Aged Asphalt</title>
      <link>https://trid.trb.org/View/2265688</link>
      <description><![CDATA[The purpose of this paper is to explore the feasibility of using waste soybean oil and the multi-epoxy compound trimethylolpropane triglycidyl ether (TMPGE) compound as a rejuvenator to recycle aged styrene-butadiene-styrene (SBS)-modified asphalt, and to develop an environment-friendly SBS-modified asphalt rejuvenator (ESMAR) to achieve dual waste reuse. The optimum ratio of each component of ESMAR and the production conditions of the formulation were firstly determined by the orthogonal test method. To evaluate the rejuvenation effect of ESMAR, the physical properties and rheological properties of SBS-modified asphalt before and after rejuvenation were studied. Physical properties test results showed that ESMAR can effectively soften the aged asphalt and decrease its softening point and viscosity, as well as increase its needle penetration. As far as rheological properties are concerned, ESMAR could improve the low-temperature cracking resistance and fatigue resistance of aged SBS-modified asphalt; however, there was a certain reduction in the rutting resistance. The microscopic characteristics of the rejuvenation of ESMAR were analyzed by fluorescence microscopy, infrared spectroscopy, and gel permeation chromatography tests for the aged SBS-modified asphalt before and after rejuvenation, which showed that ESMAR can not only reconstruct the degraded SBS molecules in the aged SBS-modified asphalt, but also has a “dilution” effect on the aged asphalt.]]></description>
      <pubDate>Wed, 11 Oct 2023 14:20:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/2265688</guid>
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