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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>
    <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 Pre-Chamber Geometry on Methanol Cold-Start Combustion in an SI Engine</title>
      <link>https://trid.trb.org/View/2701251</link>
      <description><![CDATA[Vehicle pollutant emissions are a major challenge in the development of internal combustion engines. To meet increasingly strict regulations, the automotive sector is exploring alternative fuels and lean-burn strategies. Methanol is gaining importance as a carbon-neutral fuel due to advances in green production technologies. Methanol, despite its potential for renewable production, faces severe limitations due to its inherent poor cold-start performance with conventional ignition systems. In this context, the present study aims to investigate the influence of pre-chamber ignition on cold-start combustion by using high-speed optical diagnostics to visualize flame propagation while simultaneously measuring in-cylinder pressure and engine performance. A major result concerns the significant cyclic variability of conventional spark ignition (SI) under cold-start conditions, which exhibits significant cyclic variability. Instead, passive pre-chamber ignition significantly enhances cold-start combustion stability, lowering CoV IMEP to below 3% at λ = 1.0 and sustaining stability under 5% even in ultra-lean conditions (λ = 1.6), where conventional SI operation fails. Flame visualization quantitatively confirms that this stability stems from distributed, multi-point ignition, which accelerates initial flame propagation by 3-4x compared to SI. These findings demonstrate that pre-chamber ignition can effectively overcome the traditional "cold-start" problem for methanol, enabling stable combustion from the first cycles. This provides an invaluable dataset for CFD model validation, as it captures a highly stable combustion process largely independent of the adverse thermal boundary conditions typical of cold start, thereby simplifying the modeling challenge.]]></description>
      <pubDate>Tue, 12 May 2026 09:23:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701251</guid>
    </item>
    <item>
      <title>Real-Time Observations of the Effect of Fuel Dilution in an Engine Transient Friction Rig. Along with Real-Time Observations of Fuel Entering and Leaving Internal Combustion Engine Oil, over Both Standard Engine, ICE and Plug-In Hybrid, PHEV Dynamic Drive Cycles</title>
      <link>https://trid.trb.org/View/2692230</link>
      <description><![CDATA[Hybrid electric vehicles (HEVs) with an increasing level of electrification, are becoming a major part of the global energy transition. To achieve lower engine tailpipe exhaust emissions and improve total fuel consumption, typically the HEV control system expertly and frequently switches between the internal combustion engine and electric motor drive, with multiple stops and restarts of the internal combustion engine (ICE). As a consequential result of this switching, are typically slower or even incomplete engine warm-up times, depending on the engine speed, load pattern and run time of the vehicle drive cycle. Along with the speed and load transient control, the engine stop and start processes are also challenging to control, with respect to cold start fuel and combustion by-products entering the oil. Consequently, contamination enters the engine oil but may not completely leave. These effects are highly transient over the drive cycle. Contaminants and in particular, fuel dilution, will affect the engine oil viscosity.To demonstrate this whilst yielding insights, a precisely controlled engine test cell, running the cold start Worldwide Harmonized Light Duty Transient Cycle (WLTC) for both, a non-hybridized ICE only vehicle and a HEV in charge sustaining mode operation is described. This also has on-line viscosity sensing and oil sampling. Typical data is shared along with engine oil comparisons.For complimentary insights, the impact of the fuel dilution on engine friction was investigated using a novel, precise, fully transient engine friction test rig, which measures gasoline direct injection high pressure fuel-pump friction and engine oil viscosity accurately. The cycle is based on measured data from vehicles tested on a chassis dynamometer. On-line friction data, with oil comparisons is used to show real-time data of the effect of fuel dilution on the frictional energy required, thus CO2 over the full WLTC.]]></description>
      <pubDate>Tue, 14 Apr 2026 15:11:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692230</guid>
    </item>
    <item>
      <title>A parametric analysis of cold start emissions reduction with secondary air injection based post-oxidation actuation in exhaust manifold of a turbocharged GDI engine</title>
      <link>https://trid.trb.org/View/2647123</link>
      <description><![CDATA[In this research, an experimental investigation of secondary air injection-based post-oxidation phenomena and its influence on emissions, particularly during cold start operations, was conducted. The main purpose of this research is to reduce the conversion load to save the light-off time of the catalyst with the help of post-oxidation actuation. A suitable chiller and secondary air injection (SAI) setup were integrated with a commercial 4-cylinder 1.6 L gasoline direct injection (GDI) engine which has a compression ratio of 10.5, to achieve the research objectives. The engine was coupled with a low inertial dynamometer to facilitate the experiments. The SAI was delivered at the exhaust port. The emissions were measured upstream (TC up) and downstream (TC down) of the turbocharger and downstream of the three-way catalyst (TWC down). It was observed that with early spark timing (SA) and a lower percentage of SAI, effective post-oxidation could not be triggered, preventing an increase in exhaust temperature. The SAI implementation led to a reduction in both in-cylinder and exhaust port temperature while also increasing emissions of carbon monoxide (CO) and total hydrocarbon (THC) emissions due to a shift in the in-cylinder combustion toward a rich mode. However, it was also noted that with a further retardation of SA (−15 deg. bTDCf), and increment in SAI, the post-oxidation possibility can be increased and hence can reduce the THC, CO, and hydrogen (H₂) emissions along with minimizing the catalyst light-off timing. It was noted that despite these benefits, further retarding SA causes to loss of brake power, and hence thermal efficiency decreased which needs to be optimized. With retarded SA, the H₂ concentration which is the key factor of post-oxidation actuation was also measured at TC down and TWC down and found lower than TC up. This was attributed due to H₂ consumed in the post-oxidation as adequate exhaust temperature attained in the exhaust manifold when SA retarded. The H₂ concentration was also increased at TC up and TC down as SAI was introduced due to in-cylinder combustion shifting to the rich mode. Moreover, the THC oxidation rate was determined to be higher in the cold state, as higher THC emission was emitted and favorable conditions such as sufficient temperature and oxygen (O₂) availability were achieved for the oxidation process. Due to the higher THC in a cold state, the time characteristic for the THC oxidation was noted higher compared to a warm state. However, characteristic time in chemical reaction decreased due to the post-oxidation improvement when spark timing was further retarded.]]></description>
      <pubDate>Mon, 30 Mar 2026 08:56:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647123</guid>
    </item>
    <item>
      <title>Control Strategy and Dynamic Characteristics of a Hydrogen
          Opposed-Cylinder Free-Piston Engine Generator</title>
      <link>https://trid.trb.org/View/2675955</link>
      <description><![CDATA[Free-piston engine generator (FPEG), as a novel energy conversion device, has the                     advantages of good fuel adaptability and high energy utilization. Combustion                     variation between cycles poses a significant challenge to the running control of                     an FPEG. A hierarchical control strategy, including motion, combustion, and                     generation power controllers, is designed in this paper to achieve the stable                     and efficient running of a hydrogen-fueled opposed-cylinder FPEG prototype.                     Piston motion is controlled by adjusting the generation current, which is                     adjusted through iterative learning using piston displacement feedback and                     adaptive control using piston velocity feedback. Generating power is regulated                     by controlling the throttle opening angle, which is adjusted through iterative                     learning. A multidisciplinary joint mathematical model is developed to simulate                     the dynamic characteristics and verify the control strategy. The simulation                     results reveals that the dead center position accuracy can be maintained within                     ±0.3 mm when accounting for 25% combustion variation between cycles and                     misfires. The power generation can be adjusted between 20 kW and 30 kW, with the                     adjustment error maintained within ±0.3 kW. The prototype achieved an indicated                     power of 30.5 kW and an indicated thermal efficiency of 43.4% during the                     standard cycle. Hardware-in-the-loop testing was conducted for cold start,                     stable operation, and misfire conditions, confirming that the electronic                     controller meets the control requirements of the FPEG system.]]></description>
      <pubDate>Mon, 02 Mar 2026 15:16:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2675955</guid>
    </item>
    <item>
      <title>Optimizing Catalyst Substrate Technology for Gasoline Vehicles in Indian Market</title>
      <link>https://trid.trb.org/View/2663551</link>
      <description><![CDATA[Emission norms are getting stringent day by day, posing new challenges such as stricter emission limits and compliance to Real Driving Emissions (RDE). Consequently, there is a pressing need to minimize emissions during cold start, transient phases, and high exhaust flow regions. Achieving this objective requires enhancing the efficiency of after-treatment system and optimization of engine calibration.This paper discusses the approach to improve the efficiency of after-treatment system by enhancing the substrate design features such as cell density, wall thickness, and cell shape etc. The assessment was conducted to determine the emission performance advantages of substrates with higher cell densities of up to 900 cells per square inch (cpsi) and thinner web thicknesses down to 2.5 mil. This evaluation included both square and hexagonal cell shapes, comparing them to traditional substrates featuring 600 cpsi and 4.3 mil thickness. The evaluation has also included an assessment of potential risk factors, such as the durability of substrate walls resulting from reduced web thickness, and the clogging of cells due to high cell density over time as the vehicle accumulates mileage in the market. Thermal durability was also checked by running the extensive durability cycle on engine bench.This paper outlines the approach for optimizing the substrate design and discusses the significant findings from the evaluation results to determine the appropriate configuration for a given powertrain.]]></description>
      <pubDate>Fri, 20 Feb 2026 15:28:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663551</guid>
    </item>
    <item>
      <title>Alternate Catalyst for DOC in a Catalytic Converter</title>
      <link>https://trid.trb.org/View/2669768</link>
      <description><![CDATA[Emission norms have become much more stringent to reduce emissions from vehicles. Diesel engines in particular are the predominant contributors to higher emissions. Diesel Oxidation Catalyst (DOC) in diesel engine catalytic converter systems is the crucial component in reducing harmful emissions such as Carbon Monoxide (CO) and unburnt Hydrocarbons (HC). DOCs often rely on expensive noble metals like platinum, palladium, and rhodium as catalyst materials. This significantly raises the cost of emission control units. The proposed idea is to explore MnO2-CeO₂ (Manganese Oxide, Cerium Oxide) as an alternative catalyst to traditional DOC materials. The goal is to deliver effective oxidation performance while reducing overall system cost. MnO2-CeO₂ catalysts are promising because of their good low-temperature activity, oxygen storage capacity, and redox behavior. These features are helpful for diesel engines that operate under various conditions. They improve the oxidation of CO and HC, even during cold starts or at lower exhaust temperatures. The catalyst was successfully synthesized and applied to a honeycomb substrate, resulting in a fabricated catalytic converter prototype. Quantitatively, the fabricated MnO₂–CeO₂ coated prototype demonstrated a 43% reduction in CO, 47% reduction in HC, 27% reduction in NOx, and 41% reduction in PM during low-temperature exhaust testing (150 – 400 °C) during testing on a 1.5 L diesel engine. The results were based on repeated experimental runs using an uncoated substrate as baseline. The work also focuses on material accessibility and environmental sustainability by using non-noble, widely available metal oxides. The hypothesis of this study is that a MnO₂–CeO₂ catalyst synthesized via co-precipitation can deliver meaningful low-temperature oxidation performance at significantly lower cost compared to PGM-based DOCs. Thus, the project contributes a significant step toward developing more accessible and sustainable emission control technologies for the automotive industry.]]></description>
      <pubDate>Tue, 17 Feb 2026 10:28:09 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669768</guid>
    </item>
    <item>
      <title>PN Emission from Heavy Duty Vehicles Complying with Cold Start Emissions Regulation</title>
      <link>https://trid.trb.org/View/2630477</link>
      <description><![CDATA[SPN23, SPN10 and regulated gas emissions have been evaluated from heavy duty vehicles complying with the Japanese regulation in 2016 that include emission measurement with a cold start mode. Several vehicles were tested on the chassis dynamometer with World Harmonized Vehicle Cycle (WHVC). Vehicles with higher gross vehicle weight have emitted higher NOₓ emissions in the cold start mode where Selective Catalytic Reduction (SCR) system was not activated, however emission level was almost similar where SCR system was activated. As for solid particle number (SPN), two different emission increases were observed. One is due to soot appeared in warming up process, another is increase of particle relatively lower diameter appeared in higher speed operations which may be coursed by passive regeneration.]]></description>
      <pubDate>Wed, 11 Feb 2026 09:19:50 GMT</pubDate>
      <guid>https://trid.trb.org/View/2630477</guid>
    </item>
    <item>
      <title>Study of HC trap system to reduce HC emissions during engine cold-start</title>
      <link>https://trid.trb.org/View/2630453</link>
      <description><![CDATA[A new Hydrocarbon (HC) trap system was developed to reduce exhaust emissions during cold engine start, which is difficult to purify using three-way-catalyst (TWC). The first objective was to trap more variety of HCs, and the second was to suppress the desorption of trapped HCs and retain them until the start of the purification with TWC. To solve these challenges, two types of zeolite materials, Ag-CHA and Cu-FAU, were developed to have pore sizes close to the size of HC molecules and enhance stability of ion-exchange species that promote chemical adsorption. The properties of these materials and their effective arrangement in a three-bed system reduced HC emissions during engine cold start by more than 50% compared to TWC systems．]]></description>
      <pubDate>Mon, 09 Feb 2026 08:43:03 GMT</pubDate>
      <guid>https://trid.trb.org/View/2630453</guid>
    </item>
    <item>
      <title>Introducing a New Catalyst Family in Gasoline Aftertreatment</title>
      <link>https://trid.trb.org/View/2663554</link>
      <description><![CDATA[This paper is to introduce a new catalyst family in gasoline aftertreatment. The very well-known three-way catalysts effectively reduce the main emission components resulting from the combustion process in the engine, namely THC, CO, and NOx. The reduction of these harmful emissions is the main goal of emission legislation such as Bharat VI to increase air quality significantly, especially in urban areas.Indeed, it has been shown that under certain operating conditions, three-way catalysts may produce toxic NH3 and the greenhouse gas N2O, which are both very unwanted emissions. In a self-committed approach, OEMs could want to minimize these noxious pollutants, especially if this can be done with no architecture change, namely without additional underfloor catalyst.In most Bharat VI gasoline aftertreatment system architectures, significant amounts of NH3 occur in two phases of vehicle driving: situations with the catalyst temperature below light-off, which appear after cold start or at low-speed urban driving and hot, high mass flow phases.In this paper, we will compare several approaches to reduce NH3 starting with an existing gasoline technology, diesel technologies modified to gasoline conditions and the especially developed novel gasoline Secondary Emission Treatment (SET) catalyst, providing both ammonia abatement and underfloor three-way functionality. SET is the combination addressing both the cold start phase and hot driving conditions. In addition, it fulfills the role of an underfloor three-way catalyst, responsible for CO and NOx hot phase treatment.]]></description>
      <pubDate>Mon, 02 Feb 2026 16:36:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663554</guid>
    </item>
    <item>
      <title>Risk ratio assessment of key parameters affecting main engine starting system failures on container ships</title>
      <link>https://trid.trb.org/View/2654137</link>
      <description><![CDATA[This paper analyzes failures associated with the main engine starting system, a component critical for ensuring operational continuity in maritime transport. The initial start-up process of the main engine plays a crucial role in both port maneuvers and navigational safety, and malfunctions during this process directly affect the safety and efficiency of ship operations.In this study, a Taguchi-based approach was applied to identify the factors affecting the occurrence of main engine starting system failures in container ships and to examine the effects of these factors on the frequency of failures. This approach allows for the statistically significant evaluation of interactions by optimizing the number of observations in multivariate systems. The results showed that the most important factor affecting the frequency of main engine starting system failures was the age of the ship (43.9 %), followed by the failure type of main engine starting system (21.0 %) and the ship's carrying capacity (2.4 %), respectively. The findings indicate that mechanical wear and system fatigue increase with the age of the ship; therefore, maintenance planning should be optimized according to the age factor.]]></description>
      <pubDate>Mon, 02 Feb 2026 09:31:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2654137</guid>
    </item>
    <item>
      <title>A Novel Restart Strategy for Sensorless Rail Traction PMSM Drive With Continuous Short-Circuit Current</title>
      <link>https://trid.trb.org/View/2604056</link>
      <description><![CDATA[In rail traction, rotating restart is a common operational condition. For permanent magnet synchronous motors (PMSMs), obtaining accurate speed and rotor position prior to restart is crucial. In sensorless control system, the short-circuit current method is the most commonly used approach to obtain the initial position and speed. However, due to strict limitations on short-circuit time and interval time, this method is limited to a narrower speed range. This article proposes a novel restart strategy based on continuous short-circuit current for a wide speed range. In particular, it can handle the case that the amplitude of back electromotive force (EMF) exceeds the direct current (dc) bus voltage. Taking stator resistance into account, a mathematical derivation of the short-circuit current is performed. Using the continuous short-circuit current and a phase-locked loop (PLL), the initial motor speed and position are estimated. Furthermore, by applying the test zero-voltage pulses (ZVPs), the initial speed range is determined. The effectiveness of the proposed method is verified by simulation and experimental results.]]></description>
      <pubDate>Thu, 18 Dec 2025 10:56:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2604056</guid>
    </item>
    <item>
      <title>Restart Strategy for Sensorless Control of Permanent Magnet Synchronous Motor in Flux-Weakening Region</title>
      <link>https://trid.trb.org/View/2604032</link>
      <description><![CDATA[In railway transportation applications, especially during the transition through neutral sections, it is necessary for the motors to restart at specific speeds. For permanent magnet synchronous motors (PMSMs) operating in the flux-weakening region, this presents a significant challenge with sensorless control strategies due to back electromotive force (BEMF) and the lack of position and speed information. This article proposes a sensorless restart strategy that combines a single zero-voltage vector with a cascade extended state observer (CESO). During motor restart in the flux-weakening region, this method regulates the opening and closing of the contactor to mitigate the effects of uncontrolled rectification. The initial position and speed of the rotor are calculated using the current generated by a single zero-voltage vector, and fast convergence is achieved using a CESO to ensure the success of the restart process. The effectiveness of this method has been experimentally verified, demonstrating its potential to improve the reliability and efficiency of PMSMs in railway applications.]]></description>
      <pubDate>Mon, 15 Dec 2025 10:34:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2604032</guid>
    </item>
    <item>
      <title>Development of an Accelerated Stress Test for Fuel Cell Freeze Start Durability Validation Using Real-World Driving Data of Light-Duty FCEVs</title>
      <link>https://trid.trb.org/View/2639329</link>
      <description><![CDATA[The reliability and durability of vehicles are crucial for the acceptance of new technologies by customers. Realistic test methods are necessary to validate or ensure the lifespan of vehicles and their components, particularly regarding specific conditions such as freeze start. This article provides an overview of the current state of research on the effects of freeze starts on the degradation of fuel cells. With this knowledge, relevant operating and boundary conditions for potential damage of the fuel cell are identified (e.g. start temperature, duration in subzero operation, dehydration). The field data from the BMW demonstrator fleet of iX5 Hydrogen Next were analyzed to gain insights into realistic freeze start related stress to the fuel cells. The dynamics of heating rates and the influence of the operating strategy are best represented on a Fuel Cell System (FCS). An experimental setup for a stack centered test on a FCS was developed including a climatic chamber and a subzero coolant supply in this study. The identified automotive conditions could be implemented similarly and reproducibly for the stack. In total of 140 freeze starts with the start stack temperatures between - 7 °C and - 18 °C were performed. These test results and the vehicle data were compared, and the limitations of this accelerated stress test are stated. The advantage of this method is the feasibility to validate the lifetime regarding freeze starts within a period of 1-2 month in 24/7 operation. The occurred problems during test development and their solutions are also described, and suggestions for improvement for less damaging freeze starts process are given.]]></description>
      <pubDate>Wed, 10 Dec 2025 16:10:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2639329</guid>
    </item>
    <item>
      <title>Research on flexible and controllable starting strategy for commercial vehicle diesel range extender</title>
      <link>https://trid.trb.org/View/2511221</link>
      <description><![CDATA[For range extender, engine starting conditions and boosting methods lead to varying oil film formation and pressure establishment durations, resulting in differences in optimal starting durations. This paper primarily addresses the control issue of range extender starting duration. Initially, it establishes and validates the dynamic model of the target range extender system, consisting of a four-cylinder diesel engine and a flywheel integrated starter generator (FISG). Subsequently, designing an adjustable and controllable target speed curve by polynomial splicing, and calibrates curve parameters by optimising vibration performance indicators. Based on the target speed curve, the motor torque is designed, with the torque corresponding to the speed primarily constructing the feedforward torque, supplemented by the feedback torque. Finally, the proposed starting control strategy is validated on the test bench, compared with the original strategy, and the impact of different control parameters on the starting control effect is analysed, confirming the effectiveness of the proposed strategy in achieving flexible and controllable starting times.]]></description>
      <pubDate>Tue, 25 Nov 2025 08:55:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/2511221</guid>
    </item>
    <item>
      <title>Multi-parameter degradation of PEMFCs in freeze/thaw cycles: Impacts of assembly force and initial membrane water content on cold start durability for transportation applications</title>
      <link>https://trid.trb.org/View/2618074</link>
      <description><![CDATA[The adaptability of fuel cell vehicles in extreme low-temperature environments remains a critical challenge urgently requiring breakthroughs in the transportation sector. As a core factor influencing low-temperature operational reliability, freeze/thaw cycles directly impact the performance stability and service life of fuel cells, and hold decisive significance for advancing the popularization and application of fuel cell vehicles in cold regions. This study investigates the degradation mechanisms of fuel cells subjected to freeze/thaw cycles under varying initial membrane dissolved water content and assembly force conditions. Building on three preliminary experiments-initial water content calibration, freezing time retardation analysis, and initial microstructure characterization of the catalytic layer and gas diffusion layer-a 100-h freeze/thaw test was conducted. Electrochemical impedance spectroscopy, cyclic voltammetry, and other characterization techniques were employed to assess the fuel cell degradation process. The degradation rate during freeze/thaw cycles was quantified using the distribution of relaxation times method and electrochemical active surface area. High-magnification optical microscopy and scanning electron microscopy were utilized to examine the microstructure of disassembled gas diffusion layers post-freeze/thaw cycles, offering insights into structural damage to both the catalytic layer and gas diffusion layer. Results reveal that higher assembly forces exacerbate gas diffusion layer degradation, leading to slower mass transport and increased mass transport resistance-with the distribution of relaxation times low-frequency peak rising by 202 % under a 13 N m assembly force after 5 cycles. Additionally, higher initial membrane dissolved water content slightly accelerates GDL degradation and significantly contributes to catalytic layer degradation, as evidenced by a 29 % reduction in electrochemical active surface area for 100 % initial water content after 5 cycles. The degradation mechanisms of fuel cells under freeze-thaw cycles revealed in this study provide crucial support for improving the low-temperature reliability of fuel cell vehicles in the transportation sector and promoting their commercialization and application in cold regions.]]></description>
      <pubDate>Fri, 21 Nov 2025 08:44:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/2618074</guid>
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