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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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    <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>Wheel Wear Analysis of Metro Vehicles with Asymmetric Braking Force</title>
      <link>https://trid.trb.org/View/2661773</link>
      <description><![CDATA[Air braking is widely used in metro vehicles. As a result of manufacturing errors and braking failures, uneven brake pad forces often occur on the left and right sides during the braking process of metro vehicles. To investigate the effect of uneven brake shoe pressure on wheel wear in metro vehicles and thereby enhance braking safety, a dynamic model of a metro vehicle considering brake shoe braking was established. The Jendel wear model was adopted to study the wheel wear response of metro vehicles under uneven brake shoe pressure conditions, targeting different complex fault operating scenarios. The results show that under the straight-line condition, the lateral displacement, yaw angle, lateral force, and wheel wear increase with the uneven degree of brake shoe pressure. On the right curved track, the brake failure of the inner wheel increases these indicators, and the brake failure of the outer wheel decreases these indicators. When the failure is complete, the inner side fault increases the wheel wear by 19.53%, and the outer side fault reduces it by 46.39%. The lack of braking force on the inner side of the curved track is not conducive to train operation, while the lack of braking force on the outer side of the curved track has no significant negative effect on train operation. Moreover, the wheel wear will increase under the unbalanced braking coupled with the wheel diameter difference. The research contributes to the optimization of metro vehicle braking systems and the operation and maintenance of wheel-rail systems.]]></description>
      <pubDate>Thu, 29 Jan 2026 10:06:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/2661773</guid>
    </item>
    <item>
      <title>Light Rail Vehicle Moving Load Identification Based on Wheel Load Allocation</title>
      <link>https://trid.trb.org/View/2592202</link>
      <description><![CDATA[In the context of the increasing need for structural health monitoring of public railroad bridges, vehicle loads, as a crucial influencing factor, could be assessed through bridge weigh-in-motion (BWIM) to quantitatively manage their impact on bridge service life. However, most existing assessments focus primarily on straight bridges and tracks, with relatively few studies addressing horizontal curved bridges. This limitation stems from the complex bend–twist coupling characteristics of curved bridges, which complicate deformation and vibration analyses. To address the challenge of predicting moving external loads on horizontal curved bridges, an approach combining the Moses algorithm with a wheel load distribution algorithm was proposed to estimate the weight of each wheel in this paper. To obtain a clear signal as each wheel passes through the measurement point, the strain–time curve was extracted by wavelet transform, and the relevant signals were identified. This enabled the measurement of key vehicle parameters, including the number of axles, vehicle speed, and axle spacing. The results demonstrate that the relative errors between the actual and theoretical values for gross vehicle weight and axle weight are 12.96% and 16.86%, and the relative errors of axle spacing and speed are 9.83% and 1.6%. Notably, the smaller curvature of the curved beam contributes to the smaller difference between the inner and outer wheel loads measured by BWIM.]]></description>
      <pubDate>Tue, 26 Aug 2025 09:20:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/2592202</guid>
    </item>
    <item>
      <title>Traction Control Algorithms Versus Dynamic Performance in Light Rail Vehicle Design Architectures</title>
      <link>https://trid.trb.org/View/2407520</link>
      <description><![CDATA[Light rail vehicles (LRV) are becoming more attractive for urban centers as a sustainable mass transportation solution. The tight curves and short transitions that characterize urban LRV networks lead to high wear and undesirable vehicle dynamics that can be avoided with active suspensions or traction control algorithms. This paper presents a comparison on the dynamic performance and curve negotiation of LRV with solid wheelsets and independently rotating wheels (IRW) with different traction control systems. Two multibody simulations were conducted to compare slip, angle of attack (AoA) and other vehicle dynamics parameters. The traction control was set to operate at the maximum traction conditions with a slip set point. The wheel-rail contact model included the effects of slip-dependent friction variations. It was found that the LRV with IRW reduced the lateral wheel-rail contact forces, traction coefficients and wheel torque when negotiating a curve, while maintaining the AoA performance. The results indicate that with an appropriate traction control algorithm, a LRV with IRW can be more track friendly than a solid wheelsets LRV when negotiating a curve in maximum traction conditions.]]></description>
      <pubDate>Mon, 28 Jul 2025 08:55:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407520</guid>
    </item>
    <item>
      <title>Utilisation of Gyroscopic Damper to Improve Dynamic Stability and Steering in a Railway Vehicle with Independently Rotating Wheels</title>
      <link>https://trid.trb.org/View/2407473</link>
      <description><![CDATA[Although Independently Rotating Wheels (IRW) meet the low-floor height requirements of the Light Rail Transit systems, its self-centering and self-steering moments resulting from the longitudinal creep forces are small to maneuver sharp curves due to the lack of a rigid rotational speed coupling between its wheels. While the Active Steering control of IRWs can potentially achieve perfect steering with satisfactory running stability, in the present study a simpler passive stabilization control method using a Gyroscopic damper is proposed to realize automatic sharp curve steering and high-speed stability to improve the dynamic performance of a railway vehicle running with IRWs. The present study discusses the stabilization effect of the Gyroscopic damper in three basic configurations of IRWs, namely the conventional IRW, the Negative Tread Conicity Independently Rotating Wheels (NTCIRW) and the EEF (Einzelrad-Einzel Fahrwerk) bogie. In this study, the theoretical investigation and numerical simulations with a full-scale railway vehicle is done which shows the effectiveness of the proposed gyroscopic damper.]]></description>
      <pubDate>Mon, 28 Jul 2025 08:55:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2407473</guid>
    </item>
    <item>
      <title>A new technique for temporary adhesion improvement via dry-air jetting and its application in reducing the braking distance of railway vehicles</title>
      <link>https://trid.trb.org/View/2560901</link>
      <description><![CDATA[This study proposes a technique to temporarily improve the friction force by jetting dry air with less than 30% humidity on the contact surface. The tangential contact force was first measured under the condition that a very small amount of water was on the contact surface and the velocity was 30 km/h to confirm that the proposed technique is effective even in rainy weather. The findings revealed that the adhesive force increased by reducing the amount of water on the contact surface. These experimental results indicate that the dry-air jetting technique effectively increases the friction coefficient, even under rainy conditions, because dry-air jetting can remove water droplets on the surface. Subsequently, an experiment was conducted on the tangential contact force using a twin-disc sliding-frictional rolling machine to verify the authors' proposed technique under different dry conditions. The tangential contact force coefficient increased simultaneously with dry-air jetting and remained stable during dry-air jetting under dry and high-humidity environmental conditions. Furthermore, the findings clarified that the tangential contact force improvement effect of dry-air jetting depends on the combination of the contact patch and its surface properties. Finally, based on these experimental results, the authors compared the same rail vehicles with and without considering the braking distance as an example of a dry-air jetting system application, using a vehicle dynamics analysis constructed using the SIMPACK commercial software. Consequently, the validity of the proposed technique was confirmed for actual rail vehicles.]]></description>
      <pubDate>Thu, 26 Jun 2025 16:35:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2560901</guid>
    </item>
    <item>
      <title>Mechanism and performance of a passive auxiliary steering device for low-floor light rail vehicle</title>
      <link>https://trid.trb.org/View/2519237</link>
      <description><![CDATA[For low-floor light rail vehicles, a passive auxiliary steering device (ASD) is developed aiming at relieving the independently rotating wheelset (IRW) excessive wear and improving IRW bogie system running safety on curve line. The ASD can be briefly seen as some longitudinal springs arranged between a carbody with IRW and a carbody ahead or behind it to increase the vehicle horizontal flexural stiffness. Consequently, the vehicle will possess the characteristics of both single-type vehicle and traditional vehicle. When passing curved track, the yaw angle between the adjacent carbodies deforms the springs to generate moment which will reduce the unbalanced centrifugal force of the carbody with IRW. As a result, the centering ability of the IRW bogie is improved. The vehicle-track coupled dynamics model for a 6-module single-type low-floor light rail vehicle is developed and the simulations of vehicle passing through tangent and curve lines with and without ASD are carried out. The results indicate that the ASD can improve the IRW restoring capability on tangent track and the IRW negotiation performance on medium and large curved tracks. Besides, larger spring preload, larger steering stiffness and smaller steering clearance are preferred to guarantee the higher performance of this ASD.]]></description>
      <pubDate>Fri, 23 May 2025 15:34:41 GMT</pubDate>
      <guid>https://trid.trb.org/View/2519237</guid>
    </item>
    <item>
      <title>Development of a Retrofit End Enclosure for Enhanced Light-Rail-Vehicle Collision Safety with Automobiles</title>
      <link>https://trid.trb.org/View/2516431</link>
      <description><![CDATA[A prototype end enclosure, or bumper, was designed to retrofit the Siemens SD660 LRV (light-rail vehicle). The objective of the design was to reduce potential for injury to automobile occupants and damage to the LRV car body, and to lower costs to operators from crashes. The bumper was designed using nonlinear dynamic finite-element analysis. Side and oblique impact simulations were performed against a small car (2010 Toyota Yaris) and an SUV (2003 Ford Explorer). Injuries caused by collision were evaluated using a model of the ES-2re Side Impact Dummy (SID). Injuries were calculated for the head, chest, abdominal area, and neck using the abbreviated injury scale (AIS). Simulations were performed for LRV impact speeds of 20?mph against the automobiles. For this speed, the bumper is designed to remain usable in service. Adding the bumper to the collision interface significantly reduced the potential for serious injuries in all the collision scenarios evaluated. For the 2003 Explorer, injuries were reduced from an AIS3+ (serious) chest injury probability of 48.5% without bumper to 21.8% with the bumper when considering normal (90°) side impact. For the 2010 Yaris, injuries were reduced from 100% AIS6+ (fatal) injury probability, resulting from head impact against the LRV anticlimber, to 12.4%. The bumper was also designed to be functional and remain in service for LRV-to-LRV crash speeds of 5?mph. To protect against LRV collisions at higher speeds, the bumper side panels break away at 11?mph, and the existing LRV crash-energy-management performance is unaffected.]]></description>
      <pubDate>Mon, 03 Mar 2025 12:22:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/2516431</guid>
    </item>
    <item>
      <title>Applicability of Low-Floor Light Rail Vehicles in North America </title>
      <link>https://trid.trb.org/View/2516244</link>
      <description><![CDATA[An investigation of the state of the art of low-floor light rail vehicles and an assessment of the applicability of their use in North America are presented. Low-floor light rail vehicle categories are developed to facilitate the understanding of the different types of vehicles and their applications. The growing trend toward low-floor light rail vehicles and the reasons for this growth are described. An extensive compilation of data on low-floor light rail vehicles, information on North American light rail system characteristics, and an analytical perspective on key issues relevant to the applicability of this technology in North America are provided. In addition, example applications are presented that demonstrate the cost-effectiveness of using low-floor light rail vehicles, the sources of risk, and the trade-offs regarding the use of low-floor versus high-floor light rail vehicles.   In Europe, significant progress is being made on the development and deployment of low-floor light rail vehicles. Interest in low-floor light rail vehicles in the United States began in the 1960s, but gained support more recently because of the need to be responsive to regulations implementing the Americans with Disabilities Act. Moreover, transit operators have come to recognize that improved system-performance benefits can potentially be achieved under certain conditions by using low-floor design concepts. For example, reduced boarding times mean faster service and shorter trip times for all passengers. This enables transit operators to use equipment more efficiently, thereby potentially reducing operating, maintenance, and capital costs.  Research was undertaken by Booz-Allen & Hamilton Inc. to assess the potential applicability of low-floor light rail vehicle technology in North America. A comprehensive review of existing information on the state of the art in low-floor light rail vehicles was conducted. As part of this process, transit agencies using and considering low-floor light rail vehicles and the suppliers of these vehicles were contacted to obtain information and operating experience on vehicles both in revenue service and in research and development. The research focused heavily on current European experience with low-floor light rail vehicle technology. Upon collecting this information, a framework for assessing the application of low-floor light rail vehicles in North America was developed focusing on the critical factors that should be considered. ]]></description>
      <pubDate>Tue, 25 Feb 2025 14:55:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/2516244</guid>
    </item>
    <item>
      <title>Retrofitting existing rolling stock for wire-free travel: Exploring energy storage solutions for partial catenary-free light rail vehicle</title>
      <link>https://trid.trb.org/View/2481734</link>
      <description><![CDATA[This paper investigates the retrofitting possibilities of equipping existing rolling stock with a catenary-free system for tramways and light rail networks. In this paper, the term 'tramway' includes light rail vehicle (LRV) as defined in EN17343. Installation, ongoing maintenance, and replacement of electric traction systems is a major cost for light rail operators. Installing visible overhead line equipment (OLE) in historical cities has always been a challenge. Past records have shown that the significant capital cost and the time it takes to approve a transport scheme are major barriers to the implementation of light rail vehicle proposals. This paper shows that adopting a catenary-free (wire-free) system can reduce the capital costs of light rail system design and construction, especially in the city centre. Battery-powered transport, once considered economically unfeasible, now shows promise even for large vehicles including urban and main line rail. A thorough analysis of various energy storage options has been investigated, including parameters such as maximum C-rate (the rate of time in which it takes to charge or discharge a battery), specific energy, energy density, safety, lifespan, and cost comparison. Findings have shown that the state-of-the-art solution using Lithium-ion Capacitors (LiC) increases the energy storage weight of the light rail vehicle by just 2.1 tons, equivalent to 3.5% of the light rail's total weight, making it a feasible option to retrofit. The hybrid energy solution contributes to higher energy and higher power densities, as well as longer cycle life compared to pure lithium-ion batteries. It's also more environmentally friendly. This work has implications for other all mass transit systems. The paper provides an innovative solution that bridges the gap between energy storage technology and rail transport design.]]></description>
      <pubDate>Tue, 18 Feb 2025 10:56:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2481734</guid>
    </item>
    <item>
      <title>Force transmission and height adjustment stability of the new height adjustable long pillow ballastless track</title>
      <link>https://trid.trb.org/View/2434974</link>
      <description><![CDATA[To address the settlement issue in high-speed railway foundations, the present study introduces a novel ballastless track system called NHABT (New height-adjustable ballastless track). This paper outlines the structural characteristics of the track and provides a detailed explanation of the methodology employed for height adjustment. To account for the unique properties of the NHABT structure, this study establishes finite element and vehicle-track coupling dynamics models. Firstly, under wheel load conditions, the study investigates the stress distribution of the NHABT structure and analyzes the influence of track bed length, thickness, and height adjustment on the force transfer characteristics of the NHABT structure. Secondly, the impact of height adjustment on the quality of vehicle operation and the stability of the NHABT structure is examined. The results indicate that adjusting the NHABT structure within a range of 20 to 200 mm is achievable by changing the side support pad or sleeper. The maximum stress occurs in the folded corner area on both sides of the sleeper groove. The force transfer characteristics of the NHABT structure are not affected by the length of the track bed, but its thickness significantly influences the stress in the folding corner area of the sleeper groove. The vehicle running quality and the stability of the NHABT structure after the adjustment are maintained at the same level as before the adjustment.]]></description>
      <pubDate>Thu, 17 Oct 2024 09:15:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2434974</guid>
    </item>
    <item>
      <title>Research on the traction characteristic evaluation of urban rail vehicles based on entropy weight TOPSIS</title>
      <link>https://trid.trb.org/View/2435000</link>
      <description><![CDATA[This paper aims to investigate the influence of different speed at the end of the constant power section of the traction characteristic curve (TCC) on the vehicle dynamic performance and evaluate the TCC. A dynamics co-simulation model is developed in SIMPACK and MATLAB for dynamic analysis of the urban rail vehicle (URV) under different traction characteristics. Then it is used to investigate how acceleration distance and vehicle dynamic performance varies with the speed at the end of the constant power section of the TCC under different starting torques. Moreover, the entropy weight TOPSIS method which is widely used to solve the multi-objective decision-making problem is chosen to evaluate the traction characteristics based on various dynamic performance indexes over 25 test sections and acceleration distance. The results show that under traction conditions, the starting torque has effects on the lateral and vertical accelerations of car body, lateral and vertical wheel-rail contact forces, derailment coefficient and wheel unloading factor. The higher the torque, the greater the value of each index, that means the poorer the vehicle ride characteristics and running safety. For a given starting torque, the dynamic performance indexes increase with the increase of the speed at the end of the constant power section from 50 km/h to 80 km/h during the vehicle speed-up process. The maximum growth rate of the lateral and vertical accelerations of car body, lateral and vertical wheel-rail contact forces are 17%, 8%, 8% and 2%, respectively, when the speed at the end of the constant power section increases from 50 km/h to 80 km/h. Last, the comprehensive evaluation of traction characteristics using entropy-weight TOPSIS method reveals when the starting torque is 800 N·m, 1000 N·m, 1200 N·m and 1400 N·m, the corresponding optimal speed at the end of the constant power section is 80 km/h, 80 km/h, 70 km/h and 50 km/h, respectively. The result of the study can provide theoretical support for traction characteristic design and traction control for URVs.]]></description>
      <pubDate>Thu, 17 Oct 2024 09:15:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2435000</guid>
    </item>
    <item>
      <title>On the implementation of hydraulic-interconnected-suspensions at the primary suspension stage of high-speed rail vehicles</title>
      <link>https://trid.trb.org/View/2434975</link>
      <description><![CDATA[In recent years, huge investments have been made to improve the dynamic performance of high-speed trains. Research into innovative suspension components has been part of the development of this transport system for decades. Innovative devices can allow rail vehicles to deal with the constantly increasing speed required by the global market. Among the most innovative suspension layouts proposed in railway dynamics in past years, limited attention has been given to Hydraulic Interconnected Suspensions (HIS). This layout is composed of two hydraulic cylinders with external hydraulic connections. Hydraulic Interconnected Suspensions allow promising tuning capabilities due to their ability to offer different responses based on the specific inputs given to the cylinders. This layout is rarely considered for rail vehicles, and the few previous works related to this topic considered the HIS layout to be applied at the secondary suspension stage. In this context, this paper proposes applying an HIS layout to the primary suspension stage of rail vehicles, in order to overcome the trade-offs between ride comfort, running safety and maximum car body displacement that need to be considered by bogie manufacturers when designing and optimising these mechanical systems. A nonlinear physical model of the HIS is proposed for co-simulation with a Multi-body (MB) model of a high-speed train. The improvement provided implementing an HIS at the primary suspension stage is then compared to similar enhancements that could be made when tuning and varying the standard suspension components of a bogie.]]></description>
      <pubDate>Thu, 17 Oct 2024 09:15:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2434975</guid>
    </item>
    <item>
      <title>Modal coupling characteristics of primary hunting in metro vehicles: Carbody suspension modes and hunting modes</title>
      <link>https://trid.trb.org/View/2434965</link>
      <description><![CDATA[Due to coupling with carbody suspension modes in railway vehicles, primary hunting can lead to significant low frequency swaying of the carbody, severely deteriorating ride quality. In order to address this issue, this paper conducts a detailed investigation into the coupling effect between suspension modes and hunting modes of metro vehicles. Initially, a simplified lateral dynamics model is established, and a continuous modal tracking method is adopted for track suspension modes and hunting modes. The results indicate that when the modal frequency of one hunting mode approaches that of corresponding suspension mode, the damping ratio of the two modes exhibits abnormal variation, and the modal frequency curve veers or is slightly disturbed. In exploring the coupling characteristics of hunting modes and suspension modes, revealing the variation trends and similarity of modal shapes, polar diagrams of modal shapes are presented, and the correlation distance is calculated. Equivalent conicity exerts a substantial influence on the effect of modal coupling, influencing minimum damping ratio and modal shape similarity within the modal coupling zone. To ensure sufficient stability margin for metro vehicles, it is necessary to avoid excessively low equivalent conicity. Finally, the phenomenon of vibration response deterioration within the modal coupling zone is confirmed through both a simplified model and a full DOF model.]]></description>
      <pubDate>Thu, 17 Oct 2024 09:15:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2434965</guid>
    </item>
    <item>
      <title>NPC-Based Multi-Source Inverters for Multimode DC Rail Traction Systems</title>
      <link>https://trid.trb.org/View/2402218</link>
      <description><![CDATA[The need for decarbonization has increased the interest in alternative propulsion systems for light rail vehicles, including fuel cells, batteries, and supercapacitors. These sources and storage devices can also be used in combination with an external supply to enable operation on both electrified and nonelectrified tracks. In traditional architectures, the sources are connected via dc/dc converters to a common dc-link that feeds the motor drives. This article addresses a new configuration where an NPC-based multisource inverter (MSI) is used for the integration of the dc sources to the traction motors in a single stage. First, a thorough analysis of the converter’s operation is carried out with reference to its state-of-the-art control. The conditions for full control of the dc sources and traction motors over the entire vehicle speed profile are derived. Second, a novel modulation technique is proposed to complement the baseline control and enable the stationary charging of the energy storage from the electrified line through the converter. Thus, the MSI can be operated to match all the functionalities of conventional multimode architecture, with the advantage of the reduced number of power converters. Validations are carried out by means of simulations and extensive experiments on a laboratory test bench.]]></description>
      <pubDate>Wed, 18 Sep 2024 09:41:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2402218</guid>
    </item>
    <item>
      <title>Research on FlexRay Bus Communication Protocol Stack of Rail Vehicle Electronic Control System Based on AUTOSAR Standard</title>
      <link>https://trid.trb.org/View/1975959</link>
      <description><![CDATA[Based on the automotive open system architecture (AUTOSAR) specification of FlexRay bus, this paper designs the FlexRay bus communication protocol stack. With the development of rail vehicles, the driving safety, driving comfort and passenger comfort of rail vehicles have been significantly improved. Accordingly, the number and the complexity of electronic control units (ECUs) are increasing, and the amount of software code is rising rapidly. However, the bandwidth and data volume of controller area network (CAN) bus are relatively limited, and its fault tolerance and reliability are relatively low. It will be difficult to meet the requirements of future vehicle network control. FlexRay bus replaces CAN bus, which has higher bandwidth and better fault-tolerant performance. At the same time, the communication protocol stack conforming to AUTOSAR specification can shorten the software development cycle of electronic control system for railway vehicles, reduce the labor cost of products and improve the software portability rate. Experimental results verify the feasibility and validity of the protocol stack.]]></description>
      <pubDate>Mon, 26 Aug 2024 16:30:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1975959</guid>
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