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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <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>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
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    <item>
      <title>Research and Analysis on Convergence in Hypersonic Slip Flow Numerical Simulation</title>
      <link>https://trid.trb.org/View/2732277</link>
      <description><![CDATA[With CFD technology, a numerical simulation method based on the Navier-Stokes (NS) equations with slip boundary conditions was established. For the flow conditions at altitudes of 60 km and 70 km with a Mach number of 20, the calculation convergence problem of slip flow was analyzed through a flat plate. The research shows that as the altitude increases, the degree of rarefaction increases, and the frictional drag decreases. Without slip, the viscous drag decreases from 17.8 N at an altitude of 60 km to 9.97 N at 70 km. With a slip, it decreases from 17.5 N to 9.63 N. After adding the slip condition, the calculation convergence is slower compared with that of the non-slip attached flow. The difference between the calculation results with and without slip increases as the altitude increases. During the iteration process, the difference between the cases with and without slip gradually decreases. The difference in viscous force between the cases with and without slip is 1.76% at 60 km and reaches 3.47% at 70 km.]]></description>
      <pubDate>Sat, 08 Aug 2026 18:07:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2732277</guid>
    </item>
    <item>
      <title>Design and research of face gear central limited slip differential and analysis of its influence on vehicle performance</title>
      <link>https://trid.trb.org/View/2614528</link>
      <description><![CDATA[In this paper, a new design scheme of face gear central limited-slip differential (F-LSD) is proposed, which aims to unveil the technical veil of central limited-slip differential and fill the research blank of face gear application in the field of central limited-slip differential. Through the analysis of structural principle and motion characteristics, the dynamic equilibrium equation and locking coefficient model of F-LSD are established. The Simulink simulation model based on F-LSD dynamics and the torque distribution model of the whole transmission system are established. A 7-DOF vehicle dynamics model was established, and the performance of F-LSD vehicle in four conditions of acceleration, climbing, chassis twist sine wave and double line change was studied by using simulation software. At the same time, four groups of four-wheel drive vehicles with different central differential speeds were set as the control test group. The simulation results show that F-LSD system can effectively improve the vehicle's dynamic performance and extrication performance, and will not reduce the vehicle's handling stability, which provides a reference for the practical application of the face gear central limited slip differential.]]></description>
      <pubDate>Mon, 26 Jan 2026 14:44:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2614528</guid>
    </item>
    <item>
      <title>Influence of local slip boundary condition on the hydrodynamic performance of hydrofoils for cross-domain vehicles at low Reynolds number</title>
      <link>https://trid.trb.org/View/2623639</link>
      <description><![CDATA[Slip boundaries exhibit significant potential for modifying the near-wall flow field, which has a critical significance for the hydrodynamic performance of hydrofoils in cross-domain vehicles (CDV) such as lift enhancement and drag reduction. The effect of slip conditions on hydrofoil hydrodynamic performance at moderate Reynolds numbers (Re) has been well recognized, while it is yet not clear for the local slip condition at low Re. This study utilizes a combined numerical and experimental approach to explore the impact of local slip boundaries on the hydrodynamic performance of a hydrofoil at a low Re of 5000. Specifically, it examines the influence of four distinct slip modes—no-slip (N), full-slip (F), suction-surface-slip (S), and pressure-surface-slip (P)—on the hydrofoil's hydrodynamic characteristics. Both F and S modes can enhance the lift, and the S mode exhibits superior performance. In contrast, the P mode shows negligible impact on lift. Meanwhile, both F and S modes can suppress separation and reduce resistance. P has a small inhibitory effect on separation and a weak effect on drag reduction. In addition, both the F and S modes significantly enhance the flow stability of the hydrofoil by suppressing vortex shedding and inducing a transition of the shedding mode from alternating to continuous. This stabilizing effect becomes more pronounced with increasing slip length. In contrast, the P mode shows no observable improvement in flow stability. These findings provide valuable insights for optimizing hydrofoil design for the CDV.]]></description>
      <pubDate>Fri, 21 Nov 2025 08:44:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2623639</guid>
    </item>
    <item>
      <title>Experimental and Theoretical Investigations on the Bond–Slip Behavior of Newly Poured Concrete and Reinforcement Bars Under Traffic-Induced Vibrations in Bridge Widening</title>
      <link>https://trid.trb.org/View/2601272</link>
      <description><![CDATA[This study investigates the bond–slip behavior of newly poured concrete and reinforcement bars under traffic-induced vibrations in bridge widening. Center pull-out tests were conducted on C60 concrete specimens with HTRB400 steel bars to examine the effects of bar diameter, vibration frequency, amplitude, and anchorage length. Based on the experimental data, the bond–slip constitutive model of newly poured concrete-reinforcement bars was developed. Test results indicated that larger bar diameters reduced ultimate bond stress and relative slip. Specimens with 8 d (d is the diameter of reinforcement bar) anchorage length exhibited lower bond strength than those with 5 d. Vibration amplitude had minimal influence on bond behavior, while higher frequencies decreased bond stress but increased slip. The constitutive model can provide a reliable prediction of bond behavior under dynamic disturbances. The findings offer practical insights for bridge widening projects, ensuring structural integrity under traffic loads.]]></description>
      <pubDate>Fri, 17 Oct 2025 16:49:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601272</guid>
    </item>
    <item>
      <title>A Study on Vehicle Cornering Characteristics Using Model Considering Limited-Slip Differential Mechanism in Rear Wheel</title>
      <link>https://trid.trb.org/View/2463814</link>
      <description><![CDATA[In the cornering behavior of a vehicle, the differential connecting the left and right wheels is not negligible. In this study, to clarify the handling characteristics of a rear-wheel-drive vehicle in the locked and slipping states of the differential including lateral load transfer, derivatives for yaw damping during cornering and yaw moment change when a driving force is applied were derived from a linear 2 degrees of freedom 3-wheels vehicle model, and their effects on handling characteristics were discussed.]]></description>
      <pubDate>Thu, 12 Dec 2024 16:59:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2463814</guid>
    </item>
    <item>
      <title>Construction of Traction Characteristic Prediction Formula and Experimental Verification at 50000 rpm</title>
      <link>https://trid.trb.org/View/2387115</link>
      <description><![CDATA[To clarify the transmission characteristics of a traction drive operating at a high rotational speed, the traction coefficient for an actual drive was measured and was found to decrease by 20% at 50000 rpm. Therefore, a traction model was created to design a roller with a higher traction coefficient. Empirical equations were derived to represent the three characteristic values required for the model. By adjusting the coefficients in the equations to match the measured values of the traction coefficient, the traction coefficient could be predicted with a maximum error of 7% regardless of the conditions.]]></description>
      <pubDate>Thu, 11 Jul 2024 13:53:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2387115</guid>
    </item>
    <item>
      <title>Finite element analysis of studded tyre performance on snow: a study of traction</title>
      <link>https://trid.trb.org/View/2373788</link>
      <description><![CDATA[This paper presents a finite element analysis (FEA) model of a studded tyre rolling on snow. The model takes into account the mechanical properties of both the tyre and the snow, as well as the interactions between them. The FEA simulations were performed using single set of 99 studs with constant compaction depth, and the results were compared to experimental data. The study found that the studded tyre was able to significantly improve traction on snow-covered roads by a minimum factor of 1.17 at −50% slip and a maximum factor of 1.5 at an interval of 50% to 100% slip, compared to non-studded tyre, and that the FEA model accurately predicted the tyre’s behaviour in these conditions. The results of this study can be used to optimise the design of studded tyres and to improve the safety of vehicles in snowy conditions.]]></description>
      <pubDate>Tue, 11 Jun 2024 13:17:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2373788</guid>
    </item>
    <item>
      <title>Slip and Creep of High-Performance Bridge Coatings</title>
      <link>https://trid.trb.org/View/2344453</link>
      <description><![CDATA[The main purpose of this project is to duplicate the test design previously done by the Federal Highway Administration (FHWA) in 2014, but with a focus on verifying that the Florida Department of Transportation (FDOT) specifications are achieving the appropriate slip coefficient required by AASHTO for slip-critical bolted connections. Additionally, the testing will verify if the new thermal spray metalized coatings will meet the AASHTO slip coefficient requirement for class B slip-critical bolted connections. The purpose of the project will be to determine the following: 1. Do the approved primers meet the slip coefficient (Class B) standard when prepared to SP-10? 2. Do the novel thermal spray metalized coatings meet the slip coefficient (Class B) standard?]]></description>
      <pubDate>Mon, 03 Jun 2024 14:54:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/2344453</guid>
    </item>
    <item>
      <title>Structure design and anti-slip control system of magnetorheological limited slip differential</title>
      <link>https://trid.trb.org/View/2112769</link>
      <description><![CDATA[This paper presents a novel design scheme of magnetorheological limited slip differential (MR LSD) and analyses its structure and principle. Compared with ordinary differential, the proposed magnetorheological limited slip differential overcomes the disadvantage of "Same torque but different speed" of common differential. The simulation analysis is used to analyse and optimise the damping model. The anti-slip control system of the vehicle model is established based on the fuzzy PID method, and the performance of magnetorheological limited slip differential is studied by using simulation softwares to simulate the vehicle's movement in typical road conditions. The simulation results show that the new magnetorheological limited slip differential proposed in this paper can redistribute the driving torque of the two driving wheels reasonably when the vehicle is skidding, so that the vehicle can overcome skidding and pass the low adhesion road surface.]]></description>
      <pubDate>Wed, 15 Mar 2023 16:45:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/2112769</guid>
    </item>
    <item>
      <title>New Torque Converter Clutch Friction Material Bench Test Screening Procedure</title>
      <link>https://trid.trb.org/View/1818165</link>
      <description><![CDATA[With the demand to improve the efficiency of the torque converter (TC), a greater use of a slip-controlled torque converter clutch (TCC) offers a desirable solution. An obstacle to increased utilization of the TCC is that the TCC's friction material must exhibit desirable torque capacity, wear performance, and noise and vibration characteristics. To quickly evaluate friction material candidates, the authors describe a methodology for an SAE No. 2 bench test which allows for rapid deployment of an improved TCC friction material. This test improves upon the SAE J2489 clutch test by adding events and environmental characteristics which are familiar in TCC operation. The test augments the SAE J2489 transient test by adding steady state durability events as well as introducing surface characteristics of the reaction plates that more closely mimic those found in the torque converter.]]></description>
      <pubDate>Mon, 24 Oct 2022 10:22:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1818165</guid>
    </item>
    <item>
      <title>Rolling Contact Fatigue Testing of Two Different Wheel Steels Under Various Temperatures and Slip Ratios</title>
      <link>https://trid.trb.org/View/1999883</link>
      <description><![CDATA[This report presents the results and findings from a testing program conducted to investigate how wheel temperature may affect wheel surface performance, i.e., the development of rolling contact fatigue (RCF) and wear from November 2019. Under this testing program, a twin disc test machine was used to test two different types of wheel steels (i.e., cast and forged) under a range of temperatures (i.e., ambient to 800 ℉) and slip ratios from 0 to 0.75 percent. This testing program included a total of 32 tests, covering two types of wheel materials, four different temperatures, four slip ratios, and various traction coefficients as a ratio of longitudinal and vertical wheel/rail contact forces.]]></description>
      <pubDate>Sat, 30 Jul 2022 16:38:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1999883</guid>
    </item>
    <item>
      <title>Flow Characterization of Three-Dimensional Printable Cementitious Pastes During Extrusion Using Capillary Rheometry</title>
      <link>https://trid.trb.org/View/1985090</link>
      <description><![CDATA[Three-dimensional (3D) printing of cement-based materials is carried out using extrusion, which requires a fundamental understanding of the non-Newtonian flow of pastes through capillaries, which is the focus of this paper. 3D-printable cementitious pastes, qualified using steady-state extrusion pressure, are subjected to multiple-speed extrusion tests under apparent shear rates that correspond to typical printing speeds. The true, non-Newtonian flow curves are obtained by carrying out the relevant end corrections, deconvoluting the apparent shear rate (or velocity) into its true and wall slip components and applying the Weissenberg-Rabinowitsch correction. An exponential relationship is observed between the slip velocity and the wall shear stress, which is used to determine the slip layer thickness. The velocity profiles in the capillary demonstrated the shear-thinning nature of the pastes and the existence of a plug-flow zone with invariant velocity, while the viscosity profiles showed the near-Newtonian response of the superplasticized paste at higher shear rates. The influence of printing speed, particle concentration, and the presence of superplasticizer on the slip layer thickness is explored. A particle-depleted slip layer could be beneficial in reducing the energy needed for printing but could have implications in interlayer bonding and durability. The flow characterization approach presented herein can be adopted to optimize the paste material design and printing characteristics for extrusion-based 3D printing.]]></description>
      <pubDate>Mon, 18 Jul 2022 11:25:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1985090</guid>
    </item>
    <item>
      <title>Investigation of Steady-State Cornering Characteristics of Motorcycles Based on Tire Slip Angle Measurement</title>
      <link>https://trid.trb.org/View/1821523</link>
      <description><![CDATA[In this study, the results of a steady-state cornering test using a sport-touring motorcycle and the analysis of those test results are presented. This test was conducted as one activity in our efforts to realize a quantitative development method for motorcycles. The measurement data from this test include measurement results for tire force, tire moment, and tire slip angle that have not been practically addressed in the research of motorcycles, in addition to normal measurement results for velocity, steering angle, steering torque, roll angle, and the like. Up to now research on motorcycle dynamics characteristics has indicated that “there is a strong relationship between the motorcycle dynamics characteristics and the tire slip angle”. However, since it is difficult to take highly precise measurements of the motorcycle's tire slip angle during actual riding, especially when the motorcycle is tilted during cornering, such measurements have been avoided. Nevertheless, in this research we attempted to measure the tire slip angle and also attempted to investigate in detail the dynamics characteristics and tire characteristics during riding. Up to this point there has not been an adequate investigation conducted under a variety of riding conditions, but it is the aim of this research to show that it is possible to measure the tire slip angle with good accuracy. It is our opinion that this will open a new path to a more detailed investigation of the motorcycle's dynamics characteristics. In addition, we conducted measurements using not only the normal rider's lean angle (lean-with posture), but also measurements in the case where the rider's lean angle was intentionally changed, in order to investigate the effects that a change in the rider's posture has on the variation in the measurement results of the motorcycle's dynamics. Furthermore, we then compared these measurement results to the results obtained from simulations. Additionally, steering index values were calculated from the measurement results. These calculated index values include the stability factors, slip angle factors, and steering torque factors.]]></description>
      <pubDate>Wed, 08 Jun 2022 15:13:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1821523</guid>
    </item>
    <item>
      <title>Discrete Surface Dynamics: Distributed Sprag Slip Elements in Brakes</title>
      <link>https://trid.trb.org/View/1836034</link>
      <description><![CDATA[In recent years, characteristic structures in the boundary layer of high-load contacts such as brakes have been reported, which have an important impact on the dynamics of the tribological contact. Usually, local assumptions concerning the friction of these patches are used to reach global conclusions about the brake system. Several numerical methods (e.g. Cellular Automata) have been developed which make use of such assumptions. The validation of these methods through measured data tends to be laborious and costly. Sprag-Slip elements are friction elements which are typically considered to exclusively undergo static friction. Such elements have been sporadically utilized towards describing friction in brake applications. In this paper, many locally distributed Sprag-Slip elements are used to model the global dynamics of braking friction. The results show good agreement with the measured characteristics of brakes. This approach offers new possibilities for the description of global friction dynamics, and offers significant advantages concerning measurement validation and stability analysis.]]></description>
      <pubDate>Mon, 30 May 2022 21:29:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/1836034</guid>
    </item>
    <item>
      <title>Effect of contact slip behaviour of particle on compaction characteristics of the asphalt mixture</title>
      <link>https://trid.trb.org/View/1927323</link>
      <description><![CDATA[To evaluate the contact slip behaviour of particle on compaction characteristics of the asphalt mixture, the relation between contact slip behaviour and compaction characteristic was analyzed. The specimen was molded by Superpave Gyratory Compactor, and the densification curve average slopes and densification energy index were adopted to evaluate the compaction characteristics of asphalt mixture. Based on the self-developed mineral contact tester and interface contact slip tester, the maximum slip force and the maximum slip shear stress were proposed to respectively evaluate the contact slip behaviours of the loose asphalt mixture and the formed asphalt mixture. The results show that the contact slip behaviour is well correlated with compaction characteristics. The maximum slip force of loose asphalt and the maximum slip shear stress can effectively evaluate the compaction characteristics of different compaction stages. The more the coarse aggregates, the stronger the contact effect among the particles, and the more difficult the asphalt mixture is to be compacted. AC-13 asphalt mixture has better workability than SMA-13 asphalt mixture and OGFC-13 asphalt mixture. The larger the nominal maximum aggregate size, the more energy the asphalt mixture needs to attach the target degree of compaction, and the better the anti-slipping deformation ability.]]></description>
      <pubDate>Mon, 28 Mar 2022 18:19:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1927323</guid>
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