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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>An experimental investigation of performance and emission of thumba biodiesel using butanol as an additive in an IDI CI engine and analysis of results using multi-objective fuzzy-based genetic algorithm</title>
      <link>https://trid.trb.org/View/1605816</link>
      <description><![CDATA[The present work studies the effect of butanol in thumba (Citrullus colocynthis) biodiesel in an IDI CI engine at varying percentages of 5 and 10% in 15 and 10% thumba biodiesel respectively with 80% diesel in each blend. Another blend was introduced with 80% diesel and 20% biodiesel without any additive. The experiment was conducted in a single cylinder four-stroke IDI CI engine at 1500 rpm varying from 25% to full-load (100%) conditions. The results showed diesel with less bio diesel and higher butanol in percentage gives good performance and emission compared to diesel at higher loads. Blend containing 10% bio diesel, 10% butanol, and 80% diesel (D80B10Bu10) showed higher cylinder pressure, heat release rate, BThE, and less NOₓ. Biodiesels gave less UHC, CO emissions. In this work, multi-objective fuzzy-based genetic algorithm was introduced for the best fit result. Four parameters were used for optimization (BSFC, BThE, CO, NOₓ). The result from genetic algorithm was taken for validation and the optimized result was found adequate after validation.]]></description>
      <pubDate>Thu, 27 Jun 2019 14:54:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1605816</guid>
    </item>
    <item>
      <title>Performance Evaluation - Combustion, Emissions and Vibrations-of n-Butanol Binary Mixture with ULSD in an Indirect Injection Engine</title>
      <link>https://trid.trb.org/View/1462359</link>
      <description><![CDATA[This paper investigates the performance of an indirect injection (IDI) diesel engine fueled with Bu25, 75% ultra-low sulfur diesel (ULSD#2) blended with 25% n-butanol by mass. N-butanol, derivable from biomass feedstock, was used given its availability as an alternative fuel that can supplement the existing limited fossil fuel supply. Combustion and emissions were investigated at 2000 rpm across loads of 4.3-7.2 bar indicated mean effective pressure (IMEP). Cylinder pressure was collected using Kistler piezoelectric transducers in the precombustion (PC) and main combustion (MC) chambers. Ignition delays ranged from 0.74 - 1.02 ms for both operated fuels. Even though n-butanol has a lower cetane number, the high swirl in the separate combustion chamber would help advance its premixed combustion. The heat release rate of Bu25 became initially 3 J/crank-angle-degree (CAD) higher than that of ULSD#2 as load increased to 7.2 bar IMEP. Cylinder pressure was 2.25 bar higher within the main chamber for Bu25 compared to the peak values of the ULSD#2 reference. The mechanical efficiency increased with load from 45% to 70% while indicated thermal efficiency reached 44% for 7.2 IMEP load for both fuels. Using an AVL SESAM Fourier Transformed Infrared (FTIR) system and an AVL smoke meter, emissions for the Bu25 fuel blend were measured and showed a decrease of 40% in soot and 2.5% in nitrogen oxides (NOx) at 7.2 bar IMEP. Noise and vibrations measurements were additionally collected using a tri-axial Brüel & Kjær (B&K) accelerometer placed on the valve cover and a B&K multi-field microphone and these were processed in B&K PULSE 19 software. Comparable engine radial vibrations were observed at 7.2 bar IMEP load for both fuels while constant percentage bandwidth (CPB) analysis showcased similar sound levels with a maximum increase of 4 dB at 40 Hz for Bu25. Engine noise and vibrations were not significantly increased at 7.2 bar IMEP during Bu25 operation. The study suggests that n-butanol can be used at 25% as a renewable binary mixture with ULSD#2 while sustaining IDI engine performance.       ]]></description>
      <pubDate>Tue, 04 Dec 2018 20:29:46 GMT</pubDate>
      <guid>https://trid.trb.org/View/1462359</guid>
    </item>
    <item>
      <title>A COMPARISON OF THE ODOROUS EMISSIONS FROM A DIRECT INJECTION AND AN INDIRECT INJECTION DIESEL ENGINE</title>
      <link>https://trid.trb.org/View/217781</link>
      <description><![CDATA[Two single cylinder diesel engines, a direct injection tacom engine and an indirect injection cfr cetane engine, were modified and instrumented to incorporate odor research utilizing the diesel odor analysis system.  Both engines were exercised over similar ranges of operating parameters and their odorous emissions compared and contrasted.  Engine operating variables having an effect on odor were identified and include: extreme air-fuel ratios or loads, injection timing, injector configuration, and fuel composition.  The effects of these parameters on the odor trends were not always similar in both engine configurations.  An explanation of these different odor trends is presented and is based upon the identification and location of injection rate controlled and aerodynamically controlled combustion regimes, coupled with their effect on the different combustion sources of odor emissions.  (Author/TRRL)]]></description>
      <pubDate>Fri, 31 Jan 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/217781</guid>
    </item>
    <item>
      <title>FUEL INJECTION IN AUTOMOTIVE DIESEL ENGINES</title>
      <link>https://trid.trb.org/View/270556</link>
      <description><![CDATA[The basic forms of in-line and distributor pumps in use on automotive diesel engines are described, as well as some of the types of injector used on direct and indirect injection engines.  The paper gives the results of computer calculations illustrating the difference between the rate of pumping and the rate of injection in a pump- pipe-nozzle system and in a unit injector.  The paper then describes the influence of rate of injection on engine performance and emissions, and shows how a fuel injection specification can be optimised by the use of trade-off curves.  The main sources of unburnt hydrocarbons are described.  As legislative levels of emissions become more severe, more accurate and flexible control of injection is required, and considerable work has been done in recent years on electronic control.  The paper describes some electronically controlled fuel injection systems.]]></description>
      <pubDate>Fri, 31 Jan 1986 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/270556</guid>
    </item>
    <item>
      <title>DESIGN AND DEVELOPMENT OF THE ONAN L SERIES DIESEL ENGINE FAMILY</title>
      <link>https://trid.trb.org/View/215775</link>
      <description><![CDATA[The Onan L Series engine family consists of three, four and six cylinder naturally aspirated models, as well as four and six cylinder turbocharged models.  They are designed as in-line, water cooled engines capable of continuous operation up to 3600 rpm.  These models employ an indirect injection combustion system and are currently available with power ratings from 19 kW (25 hp) to 90 kW (120 hp).  This paper describes the basic engine design and highlights features which enable the L Series engines to offer broad application flexibility while maintaining durability, reliability, serviceability and performance.  Specific examples of successful applications are given to illustrate how design features satisfy application requirements.  The performance and mechanical development programs, including laboratory and field testing are discussed to exemplify the design validation methodology.]]></description>
      <pubDate>Mon, 30 Sep 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/215775</guid>
    </item>
    <item>
      <title>A NEW PINTLE INJECTOR FOR IDI DIESEL ENGINE APPLICATIONS</title>
      <link>https://trid.trb.org/View/217264</link>
      <description><![CDATA[A new pintle injector has been designed and is being produced for IDI engine applications.  It features improvements in the areas of heat shield requirements, internal volume and reciprocating mass.  Reductions in spring requirements and shank diameter contribute to a smaller envelope.  This permits optimization of injector installation and cylinder head design.  This paper covers design details as compared to the current S-size nozzle. Test rig and computer simulations results show the improved hydraulic characteristics obtained.  Engine temperature measurements are presented to substantiate installation without a heat shield.  Engine test data is presented to illustrate performance improvements.]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/217264</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>SOME MECHANISMS AFFECTING THE MASS OF DIESEL EXHAUST PARTICULATE COLLECTED FOLLOWING A DILUTION PROCESS</title>
      <link>https://trid.trb.org/View/199549</link>
      <description><![CDATA[Previously measured particulate mass concentrations from a single-cylinder indirect-injection diesel engine are examined; these were obtained under varying dilution ratio and filter temperature conditions.  Considering the mechanisms of condensation, adsorption, and diffusion, observed variations in total particulate mass are attributed primarily to the adsorption and desorption of exhaust hydrocarbons on solid particulate matter.  A simple Langmuir adsorption model is employed to explain qualitatively the observed effects of dilution ratio and sample temperature.  Only under conditions of relatively high hydrocarbon emission is the condensation mechanism shown to be important.  Simple adsorption analysis predicts trends observed in constant volume sampling dilution tunnels in which filter temperature and dilution ratio change simultaneously.]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/199549</guid>
    </item>
    <item>
      <title>DIESEL EXHAUST PARTICLE SIZE DISTRIBUTION MEASUREMENT TECHNIQUES</title>
      <link>https://trid.trb.org/View/199550</link>
      <description><![CDATA[Diesel exhaust aerosol particle size measurements were made using techniques based on electrical mobility, diffusion, and inertial separation.  Particle samples were also examined by electron microscopy, and volatile fractions were determined by vacuum sublimation. Measurements involved a direct injection engine and an indirect injection swirl chamber engine.  Engine operating conditions were chosen to give a wide range of exhaust particle characteristics.  Results demonstrated that number size distributions and number mean diameters obtained with an electrical aerosol analyzer and a diffusion battery system were in good agreement for various diesel exhaust aerosols.  Submicrometer-diameter mass fractions measured with a micro-orifice impactor agreed well with submicrometer-volume fractions determined using the electrical aerosol analyzer, although mass fractions were slightly higher than volume fractions.  Most of this difference probably resulted from particle bounce and density-related effects rather than from fundamental differences between sizing characteristics of the two instruments.  Engine and operating conditions leading to the formation of particles with a high volatile fraction also produced high concentrations of submicrometer-diameter particles.  Electron microscope photographs showed that significant fraction of these particles were spherical. They were apparently formed by the condensation of volatile materials sometime during the engine expansion, exhaust, or dilution process.]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/199550</guid>
    </item>
    <item>
      <title>ENGINE DURABILITY TESTS WITH SUNFLOWER OIL IN AN INDIRECT INJECTION DIESEL ENGINE</title>
      <link>https://trid.trb.org/View/202145</link>
      <description><![CDATA[Various reports have shown that plant oils can power diesel engines, but unmodified direct injection engines coke up when operated on these fuels for any length of time.  Indirect injection engines are known to be more tolerant of fuel quality and a research programme to test the long-term durability of such an engine with sunflower oil as fuel was launched.  The successful results of this test programme which led to the manufacturer extending the warranty on this engine to cover this type of fuel are presented.]]></description>
      <pubDate>Fri, 30 Mar 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202145</guid>
    </item>
    <item>
      <title>NATURE AND REDUCTION OF CYCLE-TO-CYCLE COMBUSTION VARIATION IN AN IDI DIESEL ENGINE WITH ETHANOL-DIESEL FUEL BLENDS</title>
      <link>https://trid.trb.org/View/202153</link>
      <description><![CDATA[Many of the promising alternative fuels have relatively low cetane numbers, and may result in combustion variation problems.  This paper presents the characteristics of the cycle-to-cycle combustion variations in diesel engines, and analyzes and evaluates the mechanism.  Combustion variations appear in various forms, such as variations in ignition lag, indicated mean effective pressure, maximum combustion pressure, or rate of heat release.  These variations are clearly correlated, and it is possible to represent the combustion variations by the standard deviation in the combustion peak pressure.  The combustion variations are random (non-periodic), and are affected by ethanol amount, intake air temperature, engine speed and other various operating conditions. Theoretical analysis based on auto ignition theory showed that all of these factors affecting the combustion variations could be correlated with ignition lag; a reduction in ignition lag is the most effective to reduce combustion variation.]]></description>
      <pubDate>Fri, 30 Mar 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/202153</guid>
    </item>
    <item>
      <title>COMBUSTION BEHAVIORS UNDER ACCELERATING OPERATION OF AN IDI (INDIRECT INJECTION) DIESEL ENGINE</title>
      <link>https://trid.trb.org/View/193084</link>
      <description><![CDATA[Research is described on the combustion characteristics of a four-cycle, naturally aspirated prechamber diesel engine over 70 consecutive cycles under acceleration using a microcomputer-based on-line data processing system. Combustion characteristics investigated were fuel injection rate, ignition lag, heat release rate, peak pressure, maximum rate of pressure rise, and smoke density.  The effects of various operating conditions on combustion were also studied: fuel injection timing, fuel spray angle, chamber wall temperature, and coolant temperature.  Fuel injection timing and coolant temperature were found to be important factors for improving combustion characteristics during acceleration.  Combustion characteristics during acceleration may also be estimated from data obtained during steady-state operation at corresponding engine speeds.]]></description>
      <pubDate>Fri, 30 Dec 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/193084</guid>
    </item>
    <item>
      <title>MERCEDES TURBOCHARGES FIVE-CYLINDER DIESEL</title>
      <link>https://trid.trb.org/View/79695</link>
      <description><![CDATA[The turbocharger increases the output of the 3-litre powerplant by 43% with only 7% added engine weight.  The turbocharged engine uses a slightly modified version of the indirect-injection prechamber combustion system found in all Mercedes diesel passenger cars.  The fuel injection system was adapted to the increased fuel quantity required for a turbo-charged engine, thus permitting a slightly longer injection period which reduces NOx and smoke emissions.  The higher cylinder pressures of the turbocharged engine generate stresses in excess of those for which the naturally-aspirated five-cylinder engine's crankshaft is bath-nitrided, which increases its hardness and doubles its fatigue strength under alternating load.  It was found necessary to provide internal cooling passages in the pistons.  This was accomplished by locating an oil jet near the bottom of each cylinder.  The stream of oil is directed upward into an oil-collecting hole in the underside of the piston which carries the oil into a toroidal cooling gallery under the piston head.  Valves in the jets shut off these oil streams during idling, to maintain sufficient oil pressure, when piston cooling is not needed.  The new engine delivers 6% better fuel economy than the unsupercharged engine when installed in a car weighing 305 kg more.]]></description>
      <pubDate>Fri, 29 Dec 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/79695</guid>
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