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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>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>Multiple evaluation on activation-fusion and mechanical performance of rejuvenated asphalt mixture enhanced by pre-heating temperature and steel slag</title>
      <link>https://trid.trb.org/View/2672285</link>
      <description><![CDATA[Reclaimed asphalt pavement (RAP) has been used to prepare hot rejuvenated asphalt mixture (HRAM) for eco-environment and low cost. However, how pre-heating temperature and steel slag affect the activation-fusion behavior as well as performance of HRAM was not reported in detail. This study introduced evaluation methods based on MATLAB image processing, Fourier transform infrared spectroscopy (FTIR) and Dynamic Shear Rheometer (DSR). Black pixel ratio, carbonyl index, sulfoxide index, complex shear modulus, phase angle, flow activation energy and stripping resistance of virgin asphalt on RAP were respectively in assessing RAP asphalt's activation and fusion degree. Mechanical performance of corresponding HRAM was then characterized. Results illustrated that MATLAB image processing was able to semi-quantitatively assess the activation degree of RAP asphalt by analyzing black pixel ratios, which increased with pre-heating temperature and decreased with RAP particle size. FTIR characterization and stripping resistance tests showed that pre-heating temperature positively affected the fusion degree of RAP and virgin asphalt, although excessive pre-heating temperature can lead to significant secondary aging. Cooling rate of asphalt mixture was lowered by steel slag, which also accelerated the activation and fusion of RAP asphalt through reduced corresponding complex modulus. Void volume of the HRAM increased with steel slag addition but decreased with pre-heating temperature. Dynamic stability was positively determined by steel slag content and pre-heating temperature. Fracture energy at low temperatures first increased and then decreased with pre-heating temperature. Moisture resistance could also be improved at appropriate pre-heating temperature. Overall, partial steel slag replacement was beneficial for moisture and freezing-thaw resistance. This study provided a scientific foundation for activation-fusion behavior of RAP, so that mechanical performance of HRAM can be enhanced.]]></description>
      <pubDate>Thu, 14 May 2026 14:00:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672285</guid>
    </item>
    <item>
      <title>Heating–Charging Synergistic Control Method for Low-Temperature Lithium-Ion Batteries Based on Deep Reinforcement Learning</title>
      <link>https://trid.trb.org/View/2603980</link>
      <description><![CDATA[Lithium-ion batteries (LIBs) are subject to very slow charging speed and capacity degradation in low-temperature environments and are prone to lithium precipitation. Herein, a heating–charging synergistic control (HCSC) method for low-temperature LIBs based on deep reinforcement learning (DRL) is proposed, which can achieve constant temperature heating of LIBs in low-temperature environments as well as safe and fast charging without lithium precipitation. This method uses a deep deterministic policy gradient (DDPG) algorithm and combines with the electrical–thermal coupled model of LIBs to optimize alternating current (ac) for heating and direct current (dc) for charging, according to the real-time state of batteries and environmental conditions using the lithium precipitation boundary and the cutoff voltage of the batteries as constraints to obtain the optimal current superposition sequence. The proposed HCSC method is used after the battery is preheated; heating and charging processes are carried out simultaneously and mutually promoted. The experimental results show that compared with the traditional constant-current and constant-voltage (CC-CV) charging method after preheating, the proposed HCSC method not only maintains the battery temperature at a constant level but also increases the charging speed by 79.2% and the charging capacity by 16%, which greatly improves the charging performance of the battery in a low-temperature environment.]]></description>
      <pubDate>Tue, 02 Dec 2025 16:09:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2603980</guid>
    </item>
    <item>
      <title>A multiphysics CFD simulation framework for advanced automotive after-treatment systems: Assessment of different catalyst pre-heating devices</title>
      <link>https://trid.trb.org/View/2601719</link>
      <description><![CDATA[In recent years several efforts have been dedicated to cope with the new emission standards severe conditions and to improve the thermal management of the catalyst. Electrically heated catalysts and external burner-like systems are among the different solutions that have been investigated in the literature. The present research work provides an accurate description of a simulation framework developed to thoroughly investigate such applications. Modeling efforts have been dedicated to deeply characterize the multi-physics phenomena that affect a typical after-treatment system: some details are provided about how the characterization of the catalyst microstructure is achieved, how the transient storage phenomena of different chemical species can be taken into account, as well as how the radiative heat transfer, extremely significant for the electrically heated catalyst application, is evaluated. The numerical methodology is applied to a simplified exhaust line in combination with engine-out data from Real Driving Emission (RDE) test conditions for a three-cylinder turbocharged gasoline engine. The study simulates a burner-like system and an electrically heated catalyst, monitoring a conventional three-way catalyst. The advanced modeling framework allows to investigate the effects of the peculiar features of each specific catalyst heat-up technology. Both the heating devices are effective in inducing an early catalyst light-off, resulting in improved abatement efficiencies. However, they differ in their impact on flow and temperature distribution at the catalyst entrance, with electrical heating offering advantages due to its more uniform temperature across the section, particularly near the canning, leading to improved conversion efficiency.]]></description>
      <pubDate>Tue, 25 Nov 2025 09:18:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2601719</guid>
    </item>
    <item>
      <title>Enabling Fast Internal Heating of Lithium-Ion Cells for Electric Vehicles Using Innovative Anode Electrodes With Integrated Resistance Wires</title>
      <link>https://trid.trb.org/View/2603957</link>
      <description><![CDATA[Lithium-ion batteries (LiBs) are widely used for a variety of applications, including electric vehicles (EVs), but despite their high energy and power at normal operating conditions, their performance is affected by low temperatures (LTs). EV manufacturers use various methods, such as air heating and liquid heating, in order to maintain the batteries at operational temperatures. However, these methods require extended heating durations and high energy consumption, presenting a low uniformity in temperature across the cells in a battery pack. Herein, we propose a novel method, which is based on cell internal heating, and perform proof-of-concept heating and cycling tests. Heating tests performed on pouch cells showed that the external cell temperature can be increased from 0 °C to 15 °C in only 1.3 min, and from −20 °C to 10 °C in only 3.5 min, while heating from extremely low ambient temperatures of −40 °C up to 0 °C requires less than 7 min. Moreover, when cycled under C/2 and C/3 rates at 0 °C, the heated pouch cells were able to retain more than 90% of their nominal capacity after ~100 cycles, in the contrary to standard cells, which suffered a 30% capacity loss after only 20 cycles.]]></description>
      <pubDate>Mon, 24 Nov 2025 10:24:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/2603957</guid>
    </item>
    <item>
      <title>Synergistic optimization of preheating temperature and utilization of RAP coarse aggregates through hot-mix recycled asphalt mixtures performance</title>
      <link>https://trid.trb.org/View/2590972</link>
      <description><![CDATA[Refined separation technology has emerged as a critical method for reducing variability in RAP materials. However, challenges persist in the efficient utilization of fractionated RAP components. This study investigated the synergistic effects of both preheating temperature and the content of finely separated RAP coarse aggregates (RAPc) on the performance of recycled asphalt mixtures. Analytical characterization through FTIR, digital image processing, and BBR test were conducted to reveal the secondary aging characteristics and reactivation behavior of aged asphalt in RAPc. The findings suggested an optimal preheating temperature range of 130℃-150°C. The performance of the asphalt mixture was further analyzed by rutting tests, low-temperature bending beam tests, and Marshall immersion tests. The results demonstrated that increasing RAPc content significantly enhanced high-temperature stability, whereas the low-temperature performance and moisture susceptibility deteriorated at higher RAPc contents. Increasing the preheating temperature to 140°C effectively activated the aged asphalt. However, exceeding this threshold caused secondary aging of the binder, impairing both low-temperature cracking resistance and moisture stability. According to the overall results, it was recommended to maintain RAPc preheating temperatures at the range of 130℃-140°C for mixtures with the RAPc content less than 80 %. For 100 % RAPc mixtures, a lower temperature (130°C) combined with strict mixing control was essential to achieve an optimal performance. These findings provided practical guidance for high-RAPc recycled mixtures to achieve the goal of sustainable pavement construction by increasing reclaimed material utilization.]]></description>
      <pubDate>Thu, 16 Oct 2025 17:02:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2590972</guid>
    </item>
    <item>
      <title>Effects of Piston Pre-Heating and Friction Reduction on Cold-Start Charge Preparation for DI Methanol Engine: An In-Cylinder CFD Study</title>
      <link>https://trid.trb.org/View/2600385</link>
      <description><![CDATA[Methanol is gaining interest as a renewable fuel for Internal Combustion Engine (ICE) applications. A key challenge for this fuel is its low evaporation rate at low temperatures, which makes cold-starts problematic, particularly in cold climate conditions. The first combustion cycles are characterized by a low combustion chamber temperature and high engine friction. In previous work by the authors, a practical approach was presented to pre-heat the pistons and pre-condition the bearings, thereby reducing friction. In this article, in-cylinder Computational Fluid Dynamics (CFD) modeling is used to study the charge preparation of a DI-SI methanol ICE up to the end of compression. The model is calibrated in-house using measurements from a warm methanol engine. The piston temperature is varied within the range expected from the pre-heating and pre-lubricating device. Friction reduction is translated into the reduced amount of fuel needed to generate the IMEP required to idle the engine. Engine starting conditions at -20°C, 0°C, and +20°C are simulated. For these global conditions, different combinations of piston pre-heating and friction reduction are investigated. Warm engine conditions (90°C) are also modeled for comparison. The results show that the piston is a primary target for fuel spray. As expected, for a warm engine, the injected fuel is completely evaporated. For an ordinary cold-start at 20°C, the fuel distribution at the end of compression is 81% evaporated, 15% remains as film, and the rest as suspended droplets. In the cold-start at -20°C, only 23% of the fuel is evaporated at the end of compression, while the majority is deposited as a fuel film. By pre-heating the piston alone, the evaporated fuel increases to 37%. Alternatively, reducing the friction load to match warm engine conditions, drastically reduces the total fuel injected, resulting in 59% evaporated fuel. This demonstrates the potential of the proposed technology to improve methanol cold-start emissions.]]></description>
      <pubDate>Thu, 09 Oct 2025 11:36:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2600385</guid>
    </item>
    <item>
      <title>Fast and Energy-Efficient Compound Self-Heating of Automotive Batteries Based on Electrochemical-Thermal-Stress Aging Model</title>
      <link>https://trid.trb.org/View/2511327</link>
      <description><![CDATA[To alleviate severe power and energy degradation of lithium-ion batteries (LIBs) in cold climates, compound heating has gained widespread attention due to its remarkable heating rate and simple structure. Heating speed and battery health are two critical performance indices to evaluate a heating strategy, while they are usually contrary. To balance heating speed and capacity degradation, the authors develop an electrochemical-thermal-stress coupled aging model, which can accurately predict voltage, temperature, and capacity evolution during self-heating. Based on the coupled model, the optimal discharge heating curve is determined by the model predictive control (MPC) method for the first time. Moreover, an integrated compound battery self-heater (ICBSH) based on the reconfiguration of traction motor drives is proposed to achieve dynamic current regulation and eliminate additional on-board costs. Downscaled experiments demonstrate that the MPC optimization heating method can effectively preheat LIBs from -20 °C to 0 °C within 95.6 s, with a capacity loss of only 3.2% after 280 heating times. In comparison with the constant current discharging method, the MPC optimization heating method reduces heating time by 27% and energy consumption by 8%, without accelerating capacity degradation.]]></description>
      <pubDate>Tue, 25 Mar 2025 16:57:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2511327</guid>
    </item>
    <item>
      <title>Modeling of Thermal Preparation of Shock Absorbers of Trucks</title>
      <link>https://trid.trb.org/View/2475727</link>
      <description><![CDATA[The use of modern materials and technical fluids allows cars to operate at negative temperatures, but in some regions of the world (for example, in Siberia), the ambient air temperature can fall below 243 K for several weeks or even months. The operation of trucks at such a temperature refers to extreme conditions that force the special preparation of equipment. This preparation consists not only of special maintenance, but also of carrying out some activities that are carried out immediately before starting the engine and driving. The essence of these measures is, among other things, the thermal preparation of the components and assemblies of the vehicle before departure. This work is devoted to the thermal preparation of truck shock absorbers. It is revealed that the use of oils, the kinematic viscosity of which significantly depends on the ambient temperature, is a limiting factor in the winter operation of shock absorbers. The simulation of the operation of electric flexible heaters for shock absorbers in the SolidWorks Flow Simulation environment was carried out and the preheating efficiency was evaluated. It is established that the temperature distribution of the shock absorber fluid during heating of two-pipe shock absorbers occurs unevenly, but despite this, preheating significantly improves the characteristics of shock absorbers and contributes to the safe and long-lasting operation of trucks.]]></description>
      <pubDate>Tue, 28 Jan 2025 09:18:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2475727</guid>
    </item>
    <item>
      <title>Investigations of thermal behaviours of asphalt pavement under short-term preheating technique for pavement overlay construction</title>
      <link>https://trid.trb.org/View/2487579</link>
      <description><![CDATA[Asphalt concrete overlay is typically designed to be thin to minimise maintenance and rehabilitation costs, which makes it challenging to be compacted and may affect its bonding conditions with the existing pavement. The short-term preheating involves swiftly heating the pavement surface before overlay paving commences, aiming to enhance the bonding conditions between the overlay and the existing pavement. Implementing the preheating approach requires a comprehensive understanding of thermal behaviours exhibited by existing pavement under short-term preheating and the factors affecting it. In this research, the feasibility of using electric heating tubes as short-term preheating heat source was analysed, and a finite element (FE) model for analysing the thermal behaviour of asphalt pavements under rapid preheating was developed. The key control parameter between the heat source and the pavement were determined and calibrated by field tests. Further sensitivity analyses of the effects of multiple factors on the thermal response of the pavement during rapid preheating were conducted, and a prediction model of the maximum pavement temperature achievable through preheating was developed. The established prediction model is expected to provide references for implementing short-term preheating in pavement overlay construction.]]></description>
      <pubDate>Mon, 27 Jan 2025 15:11:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2487579</guid>
    </item>
    <item>
      <title>AC-Heating and Fast-Charging Power Requirements of EV Battery Packs in Subzero Temperature</title>
      <link>https://trid.trb.org/View/2403886</link>
      <description><![CDATA[An emerging problem in power engineering pertains to ascertaining the impacts of fast-charging processes of all-electric vehicles (EVs) on electric grids. This problem exacerbates in subzero climates because it is necessary to preheat battery cells within EVs before fast charging to mitigate lithium plating. To study such processes, the authors set forth detailed and reduced-order simulation models as to determine grid power requirements for ac heating and fast-charging of EVs. The detailed representation considers ac and dc control loops, a four-quadrant power converter, and an estimator of the state of charge (SoC) of the EV battery pack. The reduced-order model has close agreement with detailed real-time (RT) simulation and laboratory experimentation.]]></description>
      <pubDate>Thu, 19 Sep 2024 17:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2403886</guid>
    </item>
    <item>
      <title>Heating Aircraft Reciprocating Engines</title>
      <link>https://trid.trb.org/View/1784013</link>
      <description><![CDATA[Aircraft engines need preheating to be able to start without damage in cold weather. It is possible to do this efficiently by placing a small amount of heat in the proper places. An installed electric system is very convenient and easy to use. A good design will be light weight and energy efficient. Corrosion in engines that operate in cold weather can be reduced or eliminated by the right preheater design and the proper operation of the engine. Some designs of preheater systems aggravate other problems. A certain amount of caution is needed in selecting the system. The unit should be specifically matched to the aircraft and engine.]]></description>
      <pubDate>Thu, 29 Aug 2024 15:03:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/1784013</guid>
    </item>
    <item>
      <title>Energy Management in Plug-In Hybrid Electric Vehicles: Preheating the Battery Packs in Low-Temperature Driving Scenarios</title>
      <link>https://trid.trb.org/View/2337212</link>
      <description><![CDATA[Plug-in hybrid electric vehicles (PHEVs) with large battery packs have significant advantages in improving fuel efficiency and lowering harmful emissions. However, battery charging and discharging performance degrades dramatically at low temperatures, resulting in increasing vehicle operating expenses, which hinders the deployment of PHEVs in severe cold regions. To address this challenge, this paper proposes an energy management strategy (EMS) that combines a battery preheating strategy to preheat the battery to a battery-friendly temperature before vehicle operation. This study provides three specific contributions. First, a high-precision electro-thermal-aging coupled model for a wide temperature range is developed, considering the effect of temperature on the battery’s available capacity. Second, the grid- and battery-powered preheating strategies are established using a flexible polyimide heating film to preheat the batteries. Finally, the particle swarm optimization (PSO) algorithm is utilized to determine the preheating time, while Pontryagin’s minimum principle (PMP) is employed to solve the multi-objective energy management problem. The efficacy of the proposed method in low-temperature driving scenarios is validated, and the link between preheating needs, cost savings, driving mileage, and changes in the price of energy carriers is also explored. Simulation results indicate that at a -20 °C ambient temperature, grid- and battery-powered preheating solutions could cut energy usage by 48.30% and 44.89%, respectively, compared to the non-preheating option.]]></description>
      <pubDate>Wed, 03 Jul 2024 09:04:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/2337212</guid>
    </item>
    <item>
      <title>Waste heat recovery assessment of triple heat-exchanger usage for ship main engine pre-heating and fresh water generation systems</title>
      <link>https://trid.trb.org/View/2325637</link>
      <description><![CDATA[In this study, the applicability, fuel saving and CO₂ emission reducing potential of the triple heat-exchanger fed by the diesel generator exhaust gas with and without water steam have been studied for ship’s one and two main engines pre-heating and freshwater generation (FWG) cycles under port conditions with conducting energy and exergy analysis. The performance criteria (PC) and exergy efficiency (ε) values of the main engine pre-heating and freshwater generator systems of the Ro-Ro ship selected for the case study were determined by written Matlab 2021a codes merging CoolProp 6.4.2 database with Python. It was determined that even at the lowest operating load of the diesel generator (25%), the exhaust heat energy would be sufficient to preheat the main engine and generating fresh water with also saving fuel consumption. As a result, during the 12-h port period, each 1 kW heat energy reduction on steam will provide 0.0853 kg/h fuel saving in the boiler. Thus, 273 kg CO₂ emission will be reduced for each kW of heat energy to be obtained. Considering the comparatively increased PC and ε values of whole system cycle containing common triple heat-exchanger for two main engines, it can be used conveniently and reliably on ships.]]></description>
      <pubDate>Mon, 11 Mar 2024 09:10:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/2325637</guid>
    </item>
    <item>
      <title>Effect of RAP's preheating temperature on the secondary aging and performance of recycled asphalt mixtures containing high RAP content</title>
      <link>https://trid.trb.org/View/2317788</link>
      <description><![CDATA[Plant-mixed hot recycling technology is widely used. Due to concerns about the road performance of recycled asphalt mixtures with high RAP content, the content of RAP is strictly limited, which has negative impact on ecological and economic benefits. Low preheating temperature of RAP material is an important reason for reduced performance of recycled asphalt mixtures containing high RAP content. At the same time, excessive preheating temperature of RAP materials can cause secondary aging of asphalt in RAP. This study regarded the preheating temperature as a variable. Rheological and spectroscopic tests such as DSR and BBR, and FTIR tests were conducted to investigate the effect of RAP preheating temperature on the secondary aging of RAP. Afterwards, the influence of raising preheating temperature of RAP on the performance of recycled asphalt mixtures was explored synthetically. When the preheating temperature is below 160 ºC, there is no significant secondary aging of aged asphalt in RAP. However, when the preheating temperature increases to 180 ºC, the rheological properties of aged asphalt undergo certain changes. Increasing the preheating temperature of RAP can significantly improve the low-temperature crack resistance and fatigue performance of recycled asphalt mixtures by reason of maximally activating the aged asphalt. Increasing the preheating temperature of RAP does not weaken the high-temperature anti-rutting performance of recycled asphalt mixture. It is recommended to control the preheating temperature of RAP at 160 ºC in the design and production process of hot recycled asphalt mixtures.]]></description>
      <pubDate>Wed, 14 Feb 2024 14:33:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2317788</guid>
    </item>
    <item>
      <title>Internal Heating Techniques for Lithium-Ion Batteries at Cold Climates: An Overview for Automotive Applications</title>
      <link>https://trid.trb.org/View/2315252</link>
      <description><![CDATA[Lithium-ion (Li-ion) batteries suffer from substantial capacity and power degradation at low temperatures, severely deteriorating the performance of battery-based transportation electrification. To overcome this issue, different preheating techniques have been proposed to recover the performance of Li-ion batteries in cold climates. Among these, internal heating schemes are more promising than traditional conductive and convective approaches owing to their superiorities in terms of high efficiency, rapid speed, and uniform temperature distribution. This article reviews various internal heating methodologies developed in recent years for Li-ion batteries, including mutual pulse current heating, alternating current (ac) heating, compound heating, and all-climate-battery (ACB)-based heating. Specifically, the effects of low temperatures on Li-ion batteries are first outlined in terms of cell performance and electrochemical characteristics. Then, the heat generation mechanism during internal heating is briefly described, based on which the internal temperature monitoring methods are also investigated considering the temperature gradient. Next, a comprehensive literature survey on different internal heating schemes with their basic principles, benefits, and drawbacks is presented. Finally, future trends of internal heating methods to benefit automotive battery performance are discussed in terms of key technologies, promising opportunities, and challenges.]]></description>
      <pubDate>Wed, 24 Jan 2024 16:55:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2315252</guid>
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