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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>NEAR-TERM HYBRID VEHICLE PROGRAM, PHASE 1. APPENDIX B: DESIGN TRADE-OFF STUDIES</title>
      <link>https://trid.trb.org/View/155786</link>
      <description><![CDATA[The relative attractiveness of various hybrid/electric power train configurations and electrical and mechanical drive-line components was studied. The initial screening was concerned primarily with total vehicle weight and economic factors and identified the hybrid power train combinations which warranted detailed evaluation over various driving cycles. This was done using a second-by-second vehicle simulation program which permitted the calculations of fuel economy, electricity usage, and emissions as a function of distance traveled in urban and highway driving. Power train arrangement possibilities were examined in terms of their effect on vehicle handling, safety, serviceability, and passenger comfort. A dc electric drive system utilizing a separately excited motor with field control and battery switching was selected for the near term hybrid vehicle. Hybrid vehicle simulations showed that for the first 30 mi (the electric range of the vehicle) in urban driving, the fuel economy was 80 mpg using a gasoline engine and 100 mpg using a diesel engine. In urban driving the hybrid would save about 75% of the fuel used by the conventional vehicle and in combined urban/highway driving the fuel saving is about 50%.]]></description>
      <pubDate>Tue, 27 Oct 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/155786</guid>
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      <title>DESIGN STUDY OF FLAT BELT CVT FOR ELECTRIC VEHICLES</title>
      <link>https://trid.trb.org/View/150878</link>
      <description><![CDATA[A continuously variable transmission (CVT) was studied, using a novel flat belt pulley arrangement which couples the high speed output shaft of an energy storage flywheel to the drive train of an electric vehicle. A specific CVT arrangement was recommended and its components were selected and sized, based on the design requirements of a 1700 KG vehicle. A design layout was prepared and engineering calculations made of component efficiencies and operating life. The transmission efficiency was calculated to be significantly over 90% with the expected vehicle operation. A design consistent with automotive practice for low future production costs was considered, together with maintainability. The technology advancements required to develop the flat belt CVT were identified and an estimate was made of how the size of the flat belt CVT scales to larger and smaller design output torques. The suitability of the flat belt CVT for alternate application to an electric vehicle powered by an electric motor without flywheel and to a hybrid electric vehicle powered by an electric motor with an internal combustion engine was studied.]]></description>
      <pubDate>Thu, 27 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150878</guid>
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      <title>PARAMETRIC TESTS OF A TRACTION DRIVE RETROFITTED TO AN AUTOMOTIVE GAS TURBINE</title>
      <link>https://trid.trb.org/View/150876</link>
      <description><![CDATA[The results of a test program to retrofit a high performance fixed ratio Nasvytis Multiroller Traction Drive in place of a helical gear set to a gas turbine engine are presented. Parametric tests up to a maximum engine power turbine speed of 45,500 rpm and to a power level of 11 kW were conducted. Comparisons were made to similar drives that were parametrically tested on a back-to-back test stand. The drive showed good compatibility with the gas turbine engine. Specific fuel consumption of the engine with the traction drive speed reducer installed was comparable to the original helical gearset equipped engine.]]></description>
      <pubDate>Thu, 27 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/150876</guid>
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      <title>ADVANCED CONTINUOUSLY VARIABLE TRANSMISSIONS FOR ELECTRIC AND HYBRID VEHICLES</title>
      <link>https://trid.trb.org/View/169189</link>
      <description><![CDATA[A brief survey of past and present continuously variable transmissions (CVT) which are potentially suitable for application with electric and hybrid vehicles is presented. Discussion of general transmission requirements and benefits attainable with a CVT for electric vehicle use is given. The arrangement and function of several specific CVT concepts are cited along with their current development status. Lastly, the results of preliminary design studies conducted under a NASA contract for DOE on four CVT concepts for use in advanced electric vehicles are reviewed.]]></description>
      <pubDate>Sat, 15 Aug 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/169189</guid>
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      <title>DESIGN STUDY OF STEEL V-BELT CVT FOR ELECTRIC VEHICLES</title>
      <link>https://trid.trb.org/View/162353</link>
      <description><![CDATA[A continuously variable transmission (CVT) design layout was completed. The intended application was for coupling the flywheel to the driveline of a flywheel battery hybrid electric vehicle. The requirements were that the CVT accommodate flywheel speeds from 14,000 to 28,000 rpm and driveline speeds of 850 to 5000 rpm without slipping. Below 850 rpm a slipping clutch was used between the CVT and the driveline. The CVT was required to accommodate 330 ft-lb maximum torque and 100 hp maximum transient. The weighted average power was 22 hp, the maximum allowable full range shift time was 2 seconds and the required lift was 2600 hours. The resulting design utilized two steel V-belts in series to accommodate the required wide speed ratio. The size of the CVT, including the slipping clutch, was 20.6 inches long, 9.8 inches high and 13.8 inches wide. The estimated weight was 155 lb. An overall potential efficiency of 95 percent was projected for the average power condition.]]></description>
      <pubDate>Wed, 18 Feb 1981 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/162353</guid>
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    <item>
      <title>HYBRID PROPULSION SYSTEMS FOR MOTOR VEHICLES WITH PREDOMINANTLY INTERMITTENT MODES OF OPERATION</title>
      <link>https://trid.trb.org/View/69867</link>
      <description><![CDATA[A small delivery vehicle was equipped with a flywheel-hybrid drive and compared in test stand and driving tests with a conventional drive vehicle. It turned out that with the hybrid drive, energy can be saved and exhaust emissions can be reduced.]]></description>
      <pubDate>Wed, 28 Jun 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69867</guid>
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    <item>
      <title>RELATION BETWEEN EFFICIENCY AND RANGE OF ELECTRIC VEHICLES</title>
      <link>https://trid.trb.org/View/31072</link>
      <description><![CDATA[A method is described for replacing the electric drive unit of an electric road vehicle by an electrical replacement diagram, including the mechanical parameters. A system of equations is derived for the system which allows analyzing on a computer. Drive units are built up of components and easily analyzed to determine losses and efficiencies. Practical examples are discussed. (Author)]]></description>
      <pubDate>Sat, 14 May 1977 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/31072</guid>
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