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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>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>EFFECT OF FUEL INJECTION PRESSURE ON DIESEL ENGINE PERFORMANCE</title>
      <link>https://trid.trb.org/View/361889</link>
      <description><![CDATA[In order to reduce exhaust emissions and fuel consumption, high-pressure injection tests were conducted from two aspects: spray observation and single-cylinder testing. In-cylinder spray promotes mixing through impingement on the cavity wall.  Reduction of the nozzle area is effective in causing increased impingement on the wall, though it is desirable to limit the reduction so that the injection period is kept within an appropriate range (about 25 deg of crank angle).  Higher pressure through an increase in the geometric injection rate and reduction of the nozzle area, greatly reduces exhaust smoke and fuel consumption in the low to medium speed ranges.  The combination of high-pressure injection and pilot injection is an effective way to achieve overall reduction of NOx, exhaust smoke, fuel consumption and combustion noise.]]></description>
      <pubDate>Sat, 29 Feb 1992 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/361889</guid>
    </item>
    <item>
      <title>PHOTOGRAPHIC AND IMAGE ANALYSIS STUDIES OF DIESEL SPRAY AND FLAME WITH A RAPID COMPRESSION MACHINE AND A D.I. DIESEL ENGINE (INTERPRETATION AND CONCEPTUAL IMAGE)</title>
      <link>https://trid.trb.org/View/211932</link>
      <description><![CDATA[Some conceptual image of a diesel spray flame and its combustion promotion is shown based on the various interpretations of the enormous data obtained in our laboratory in these several years, on the flame temperature measurement by the two color method, the composition analysis by gas sampling, as well as the focus shadow photography, back illuminated photography and luminous photography by a high speed camera, on the diesel spray flame created in a large scale Rapid Compression Machine and a D-I engine.]]></description>
      <pubDate>Thu, 28 Feb 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211932</guid>
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    <item>
      <title>EXPERIMENTAL STUDY ON TRANSIENT GAS JET</title>
      <link>https://trid.trb.org/View/211944</link>
      <description><![CDATA[This paper presents the experimental study on the characteristics of a transient gas jet.  Helium was injected instantaneously into a quiescent atmosphere with constant pressure.  The distributions of instantaneous static pressure, radial and axial velocities and concentration at measuring points in the jet, which is obtained by the statistical data processing, are discussed to explain a transient mixture formation in the jet.  The analogy between this jet and a diesel spray as for this mixture formation are also discussed by using these results.]]></description>
      <pubDate>Thu, 28 Feb 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211944</guid>
    </item>
    <item>
      <title>OBSERVATION OF COMBUSTION PROCESS IN D.I. (DIRECT INJECTION) DIESEL ENGINE VIA HIGH SPEED DIRECT AND SCHLIEREN PHOTOGRAPHY</title>
      <link>https://trid.trb.org/View/199537</link>
      <description><![CDATA[Direct and schlieren photography of the combustion process in a direct injection diesel engine was investigated by comparing both photographic methods with cylinder pressure measurements, characteristics of mixing, ignition, and analysis of the burning process.  Different combustion characteristics induced by varied in-cylinder air motions were also observed.  The injected fuel spray jet pattern on the combustion chamber wall seemed to affect the mixing process due to combination with in-cylinder air motion. The contribution of turbulence to combustion in premixed and diffusion-type burning was recognized.  The effect of swirl, especially on the diffusion burning period, was also confirmed.  Mathematical equations for calculating the wall jet pattern and turbulence are appended.]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/199537</guid>
    </item>
    <item>
      <title>COMBUSTION AND POLLUTANT FORMATION IN AN INDIRECT INJECTION DIESEL ENGINE</title>
      <link>https://trid.trb.org/View/199538</link>
      <description><![CDATA[A traversed fast-sampling technique has been applied to explore the processes of combustion and pollutant formation in an indirect injection, swirl chamber type diesel combustion system.  To permit traversed gas-sampling in each chamber, experiments were made on a double-scavenged two-stroke cycle engine with a simulated two-dimensional chamber configuration.  Parameters of interest in the experiments include the extent of fuel rich zones and their decay with time, the action of swirling air motion, nitric oxide formation, the formation of hydrocarbons and soot, the state of gas outflow from the swirl chamber into the main chamber, and flame spread within the main chamber.  The effect of certain operating conditions and design parameters, such as overall fuel-air ratio, injection timing, connecting passage dimension, and fuel spray direction on experimental parameters were investigated.]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/199538</guid>
    </item>
    <item>
      <title>COMPUTER ANALYSIS OF FUEL-AIR MIXING IN DIRECT-INJECTION ENGINES</title>
      <link>https://trid.trb.org/View/199543</link>
      <description><![CDATA[The extension of a multidimensional method for calculating in-cylinder motion to the representation of liquid fuel spray injection is described.  Sample calculations reflect droplet and gas motion and fuel-air mixing in the axisymmetric representation of an open-chamber, direct-injection engine, in the absence of combustion. These calculations are believed to be the first to employ a realistic model of gas-phase turbulence behavior.  One of the more important findings is that spray induces velocities and turbulence levels in gas which are comparable to and sometimes greater than those produced by other mechanisms such as swirl and squish.  Predictions suggest that spray creates its own fuel-rich "micro-climate" in the injector's vicinity.  It is recommended that further study provide detailed time and space-resolved measurements of axisymmetric sprays, including data on the velocity of both phases, local droplet size distributions, and vapor concentration; particular emphasis should be placed on obtaining well-defined initial conditions to permit the proper assessment of spray models.]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/199543</guid>
    </item>
    <item>
      <title>COLD STARTABILITY OF OPEN-CHAMBER DIRECT-INJECTION DIESEL ENGINES--PART II: COMBUSTION CHAMBER DESIGN AND FUEL SPRAY GEOMETRY AND ADDITIONAL AIR AND GLOW PLUG AS A STARTING AID</title>
      <link>https://trid.trb.org/View/204878</link>
      <description><![CDATA[A study was performed to evaluate the influence of combustion chamber design and fuel spray geometry on cold startability.  High-squish toroidal, high-squish bowl, and Mexican hat-type combustion chambers were tested. In each case, the effects of fuel-air mixing process on cold startability was studied at different starting temperatures and injection timings.  Cold startability aids, such as additional air for starting purposes and glow plugs, were tested with each of the above combustion chambers.  Chamber designs with high squish and swirl and fuel impingement on the walls were found to be undesirable for good cold startability.  Improved cold startability resulted from locally non-uniform air-fuel ratios with a well organized air swirl-fuel spray pattern. Glow plugs were found to be desirable for improved cold startability.]]></description>
      <pubDate>Fri, 30 Mar 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/204878</guid>
    </item>
    <item>
      <title>INVESTIGATION ON THE INITIAL PART AND THE SPRAY FORMATION DELAY OF DIESEL SPRAY</title>
      <link>https://trid.trb.org/View/195255</link>
      <description><![CDATA[As authors reported in SAE Trans.800968, entitled "Investigation on the Characteristics of Diesel Fuel Spray", the flame never proceeds into the initial-part of the spray during injection.  The length of the initial part-lies within 10 to 15 mm regardless of the conditions of the injection systems and of the ambient conditions.  The ignition delay does not decrease but becomes constant when the ambient temperature or the pressure exceed a discrete value.  The authors would like to propose a new concept of "Spray Formation Delay" during which the field is generated where the physical and chemical delay can exist.  The spray formation delay is one of the major factors which control the above mentioned limitation of ignition delay.  The characteristics of the spray formation delay are investigated and clarified.]]></description>
      <pubDate>Fri, 30 Sep 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/195255</guid>
    </item>
    <item>
      <title>INVESTIGATION ON COMBUSTION IN MEDIUM SPEED DIESEL ENGINES USING CONSTANT VOLUME COMBUSTION CHAMBER</title>
      <link>https://trid.trb.org/View/153715</link>
      <description><![CDATA[During recent years there has been a marked increase in the cylinder pressure at start of injection in medium-speed marine diesel engines.  This increase demands a basic and systematic investigation on the combustion processes of diesel spray in the high pressure and high temperature charge.  From this standpoint, the authors constructed the constant volume combustion chamber whose volume and shape are the same as the top clearance volume of a practical diesel engine.  The systematic and independent experimental conditions of fuel injection and charge were chosen in the experiments.  Especially, the pressure of charge was varied up to the higher range than in the other investigations. This paper presents the following experimenal results: (1) Characteristics of flames; (2) Position of appearance of first visible flame; (3) Illumination delay and ignition delay; (4) Rate of heat release; (5) Flame growth velocity during pre-mixed flame burning period.  These experimental results have a close relation to each other.  And it is distinctive that the pressure of charge has little effect on the illumination delay and ignition delay in the range above 3.92 MPa.]]></description>
      <pubDate>Thu, 26 Jun 1980 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/153715</guid>
    </item>
    <item>
      <title>FUEL-AIR BURNER</title>
      <link>https://trid.trb.org/View/5482</link>
      <description><![CDATA[The fuel-air burner for a combustion chamber of gas turbine engine, consisting of a centrifugal atomizer and a swirler located between it and the housing is different in that to broaden the range of stable operation and to reduce the length and brightness of the flame a second swirler with a perforated nozzle, for example, converging nozzle with a perforation on the outlet part, is placed in the cup beyond the first swirler.]]></description>
      <pubDate>Sat, 27 Oct 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/5482</guid>
    </item>
    <item>
      <title>THE INJECTION OF AIR MOTION FUEL SPRAY AND COMBUSTION IN THE DIESEL COMBUSTION PROCESS</title>
      <link>https://trid.trb.org/View/4845</link>
      <description><![CDATA[This paper is pertinent mainly to combustion in open-chamber diesel engines employing air swirl.  It is shown how an increase in air swirl rate can cause a marked loss of combustion efficiency unless fuel spray penetration is increased.  High swirl reduces radial fuel spray penetration with central injection and the resulting excess fuel in the central area may be trapped by buoyancy forces following ignition, becoming isolated for as much as a tenth of a second in a chamber of four in. diameter.  A brief explanation of fuel injection in terms of the mechanics of fluid jets is given and circumstances described in which buoyancy forces assist fuel-air mixing following ignition.]]></description>
      <pubDate>Sat, 21 Apr 1973 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/4845</guid>
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