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    <title>Transport Research International Documentation (TRID)</title>
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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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      <title>Study on the order target of the sporty sound quality of the vehicle exhaust noise under acceleration</title>
      <link>https://trid.trb.org/View/1631825</link>
      <description><![CDATA[Correlational studies of order noise sample tuning and subjective evaluation test of sound quality were conducted to achieve sporty sound quality and confirm the correlation between the auditory sense (subjective) and the order noise level (objective) of vehicle exhaust noise under acceleration. First, the frequency range and the order ingredient of sporty quality noise were confirmed by a study of ear-hearing subjective feeling on the basis of physiological acoustics. By using an order tuning software that was developed independently, the second, fourth, and sixth order noise A-weighting sound pressure level (dB(A)) of the exhaust noise of an objective vehicle were tuned segmentally into numerous sound samples. Furthermore, samples with high sporty sound quality were selected through subjective evaluation, and the A-weighting sound pressure level (dB(A)) distributions of the second, fourth, and sixth order noise of these samples were analyzed. Consequently, the relative size relations of the second, fourth, and sixth order noise of all the exhaust noise with sporty sound quality were determined. In addition, the curve distribution zones of the corresponding order noise were formed and the order quantitative target of the sporty sound quality was considered. Finally, four passenger vehicles with representative sound qualities (sporty, quiet, and characterless) on the market were selected as the benchmark vehicles; their order noise was objectively tested and their sound qualities subjectively evaluated. Meanwhile, the order noise objective test result was compared with the order target. Results showed that when the fourth and sixth order noise curves relative to the second order noise curves were within the order target zones at most of the engine speeds, the exhaust noise of the vehicle had considerable sporty sound quality; otherwise, it did not have such a sound. Therefore, the order target of the sporty sound quality was accurate and effective.]]></description>
      <pubDate>Thu, 18 Jul 2019 16:39:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/1631825</guid>
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    <item>
      <title>University of Idaho's Clean Snowmobile Design Using a Direct-Injection Two-Stroke Engine</title>
      <link>https://trid.trb.org/View/775605</link>
      <description><![CDATA[The University of Idaho's entry into the 2005 Society of Automotive Engineers (SAE) Clean Snowmobile Challenge (CSC) was a second-generation gasoline direct-injection (DI), two-stroke powered  snowmobile.  A battery-less direct-injection system was used to decrease exhaust emissions and improve fuel economy without reducing the power output of the engine.  A spiral exhaust silencer reduced exhaust noise.  Under-hood noise was targeted by using sound absorbing materials and a sealed hood.  Chassis noise was addressed by using a spray-on rubberized material that absorbs vibrations transferred through the chassis.  Power transfer and space issues were addressed with the addition of a direct-drive system that eliminated the jackshaft.  The snowmobile entered into the 2005 SAE CSC competition was lightweight, fun-to-ride, powerful, and had reduced exhaust emissions.]]></description>
      <pubDate>Tue, 28 Mar 2006 11:36:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/775605</guid>
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    <item>
      <title>PRACTICAL MEANS OF IMPLEMENTING VEHICLE NOISE CONTROL. II</title>
      <link>https://trid.trb.org/View/133547</link>
      <description><![CDATA[Engine noise is usually the main source of noise on a commercial vehicle.  Palliative treatment by engine/gearbox enclosure and by attention to the exhaust system can give some 7-8 dBA reduction of noise.  A weight penalty of 10 lb/dBA and a cost penalty of 3-4 English pounds/dBA results from these treatments.  Reduction of engine noise at source is a long term solution.  It is usually not difficult, if expensive, to reduce exhaust noise to an acceptable level by careful design of the exhaust system.  Engine enclosure can be conveniently effected by absorbent-lined steel panels although practical difficulties can occur with existing vehicles.  The choice of absorbent material is restricted by lubricating and fuel oil contamination and the resultant fire hazard.]]></description>
      <pubDate>Wed, 22 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/133547</guid>
    </item>
    <item>
      <title>PRACTICAL MEANS OF IMPLEMENTING VEHICLE NOISE CONTROL. III</title>
      <link>https://trid.trb.org/View/133546</link>
      <description><![CDATA[Some detailed engine modifications to reduce noise are discussed, but the main area for noise reduction lies in palliative treatment.  Such treatments include the use of absorbent materials in the existing engine compartment and with additional engine covers.  This, however, has many practical difficulties from design, production and service viewpoints.  In developing exhaust systems the noise radiated by the pipes and muffler casings has to be considered in addition to the gas noise emitted from the tail pipe.  Cooling fan noise can also be a problem, particularly in static noise tests required by the Federal Republic of Germany and Switzerland.  Transmission noise, mainly from the exposed gear box in a commercial vehicle, becomes important as engine noise is reduced.  Finally, turbocharging is mentioned.]]></description>
      <pubDate>Wed, 22 Oct 2003 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/133546</guid>
    </item>
    <item>
      <title>BUTTERFLY EXHAUST VALVE CONTROLS MOTORCYCLE EMISSIONS</title>
      <link>https://trid.trb.org/View/196280</link>
      <description><![CDATA[Yamaha Motor Co. has utilized a stainless steel butterfly valve to constrict the tailpipe of its 1979 RD400 Daytona Special motorcycle in order to minimize short-circuiting of charge to the exhaust as well as cyclic combustion variations of the machine's two-stroke cycle engine.  This butterfly exhaust valve system not only reduces hydrocarbon (HC) emissions but also reduces brake specific fuel consumption and improves acceleration. It also has a major effect on reducing engine surge resulting from the irregular combustion inherent in two-stroke cycle engines.  The Daytona Special fully satisfies the 1979 Environmental Protection Agency emission standards; HC emissions have been lowered by about 20% and fuel consumption by 10%.  Compared to the 1977 version, the 1979 RD400 model also incorporates improved carburetor settings, an improved transfer port configuration, and a modified combustion chamber. Exhaust noise at idle is less, with a one-third-octave frequency analysis showing a reduction of greater than two dB in overall level; there is a lower sound pressure level over the entire frequency range.]]></description>
      <pubDate>Fri, 30 Dec 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/196280</guid>
    </item>
    <item>
      <title>AERODYNAMIC NOISE</title>
      <link>https://trid.trb.org/View/68385</link>
      <description><![CDATA[Proceedings include 10 papers providing an up-to-date account and appraisal of aerodynamic noise concepts, theory, and experiments.  Particular emphasis is given to practical methods for the prediction, measurement, and reduction of external noise from jet/fan aircraft.  Detailed attention is given to the theory of aerodynamic noise generation and propagation, acoustics of jet efflux noise, engine exhaust noise characteristics, fan noise, airframe self-noise, airframe/engine interaction effects, aero-acoustic measurement and analysis techniques, aircraft flyover noise measurement, and noise source identification and location methods.]]></description>
      <pubDate>Wed, 12 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/68385</guid>
    </item>
    <item>
      <title>GAS TURBINE ENGINE EXHAUST NOISE</title>
      <link>https://trid.trb.org/View/68388</link>
      <description><![CDATA[The sources of noise which emanate from the exhaust of a gas turbine engine are discussed.  The most important of these are considered to be associated with the combustion system, the turbine, the exhaust system, obstructions, and the turbulence/noise interaction with the jet structure.  Also considered is the jet mixing noise due to single and coaxial streams.  Wherever possible, prediction methods for these sources are given and reviewed.  Reflections from the ground are also reviewed.  Finally, the effects of flight or forward speed on these noise sources are considered.]]></description>
      <pubDate>Wed, 12 Apr 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/68388</guid>
    </item>
    <item>
      <title>NOISE SOURCES</title>
      <link>https://trid.trb.org/View/57052</link>
      <description><![CDATA[Air- and structure-borne noise is discussed, and the most important noise sources are analyzed (main and auxiliary engine systems, propeller, exhaust systems, pumps and compressors, and fan equipment including air intakes and outlets).  In each case, noise propagation and noise reduction are dealt with.]]></description>
      <pubDate>Mon, 30 Jan 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/57052</guid>
    </item>
    <item>
      <title>COMMUNITY NOISE CAUSED BY SMALL AIRCRAFT AND NOISE OF SMALL AIRCRAFT IN TAKEOFF CONFIGURATION</title>
      <link>https://trid.trb.org/View/52688</link>
      <description><![CDATA[A case study of the clash of an expanding community and the airport is described on the example of a typical growing small community airport.  From a compliant study a good criterion for a model quiet light aircraft was derived - it should not produce more than 63 dBA SPL at ground level when flying over at an altitude of 500 ft.  Three quieting procedures were studied: modified operational procedures, engine exhaust silencing, and propeller redesign plus engine gearing.  It is found that propeller noise, the dominant portion of the total noise, can be reduced by using lower tip speeds, typically achieved by a slower turning, larger diameter propeller.]]></description>
      <pubDate>Wed, 28 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/52688</guid>
    </item>
    <item>
      <title>AN EXPERIMENT OF VARIOUS MODELS OF EXHAUST GAS SILENCERS FOR DIESEL GENERATOR ENGINE</title>
      <link>https://trid.trb.org/View/58818</link>
      <description><![CDATA[Many theoretical studies of silencers have been reported in the past, however, practical calculation methods of exhaust gas silencers for diesel engines under the high temperature and high velocity exhaust gas such as on board were scarcely found.  In this report, theoretical and model test data inclusive of the influence of shape and dimension of exhaust gas silencer and the effect of absorptive material are presented, and the optimum design method of exhaust gas silencer is introduced for the purpose of reducing the noise caused by the pulsating exhaust gas generated from engines.]]></description>
      <pubDate>Wed, 28 Sep 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/58818</guid>
    </item>
    <item>
      <title>NOISE TECHNOLOGY FOR FUTURE AIRCRAFT POWER PLANTS</title>
      <link>https://trid.trb.org/View/53834</link>
      <description><![CDATA[Applications range from growth versions of current production engines to future advanced supersonic transport applications.  Although a variety of complex and challenging noise-suppression problems are identified, a sampling of several basic problems common to a variety of engine designs are discussed in detail.  Among these are: the prediction of fan noise generation and propagation in treated ducts, the use of mixer nozzles to reduce jet exhaust noise, and the prediction and absorption of combustion noise.]]></description>
      <pubDate>Wed, 31 Aug 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/53834</guid>
    </item>
    <item>
      <title>ON THE GENERATION AND REDUCTION OF AUTOMOTIVE AND RAIL-VEHICLE NOISE</title>
      <link>https://trid.trb.org/View/138176</link>
      <description><![CDATA[Part of this paper lists the various sources of automotive noise:  Noise from inlets to internal combustion engines, noise from exhaust systems, noise from engine vibration, noise from transmission systems, and noise from tyres. Remedial measures are proposed such as the use of reactive or resistive silencers, reactive or resistive mufflers, redesign of cars and tyres.  See also IRRD abstract No. 200890.]]></description>
      <pubDate>Tue, 22 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/138176</guid>
    </item>
    <item>
      <title>NOISE PRODUCED BY UNSTEADY EXHAUST EFFLUX FROM AN INTERNAL COMBUSTION ENGINE</title>
      <link>https://trid.trb.org/View/134666</link>
      <description><![CDATA[Most noise from present-day gas- and diesel-powered vehicles comes from the engine and exhaust.  It is the exhaust noise, and in particular that generated by the efflux of gas from the open end of the exhaust pipe, which is considered here. From a theoretical analysis of the unsteady efflux from the open end of a simulated reciprocating internal combustion engine exhaust system a prediction of overall and one-third octave sound pressure levels in space, due to this gas flow, is produced.  The predictions are compared with measured levels and show a high degree of correlation.]]></description>
      <pubDate>Tue, 22 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/134666</guid>
    </item>
    <item>
      <title>LAWS OF FLORIDA, CHAPTER 72-39</title>
      <link>https://trid.trb.org/View/130232</link>
      <description><![CDATA[This amendment to Florida Statutes requires that motor vehicle exhaust system noise in excess of the maximum decibel level established by the Department of Highway Safety and Motor Vehicles shall be cause for denial of an approval certificate.]]></description>
      <pubDate>Tue, 22 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/130232</guid>
    </item>
    <item>
      <title>NOISE FACTOR REDUCED FOR HIGH-PRESSURE EDUCTOR</title>
      <link>https://trid.trb.org/View/133529</link>
      <description><![CDATA[Simple, low cost method to reduce noise level of eductor exhaust stream without producing significant back pressure; control equipment is light, inexpensive and compact, because vacuum units are portable; several types of muffler systems were tested; glass-packed dissipative type automobile muffler Smitty attached to McDaniels tee eductor, gave greatest degree of noise abatement; device attenuates overall noise level about 24 db (110 to 86 db) with substantial reduction in high-frequency components.]]></description>
      <pubDate>Tue, 22 Oct 1974 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/133529</guid>
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