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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>
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    <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>Methanol (M85) Port-Fuel-Injected Spark Ignition Motorcycle Engine
                    Development—Part 2: Dynamic Performance, Transient Emissions, and Catalytic
                    Converter Effectiveness</title>
      <link>https://trid.trb.org/View/2367107</link>
      <description><![CDATA[
                
                Methanol is emerging as an alternate internal combustion engine fuel. It is
                    getting attention in countries such as China and India as an emerging transport
                    fuel. Using methanol in spark ignition engines is easier and more economical
                    than in compression ignition engines via the blending approach. M85 (85% v/v
                    methanol and 15% v/v gasoline) is one of the preferred blends with the highest
                    methanol concentration. However, its physicochemical properties significantly
                    differ from gasoline, leading to challenges in operating existing vehicles. This
                    experimental study addresses the challenges such as cold-start operation and
                    poor throttle response of M85-fueled motorcycle using a port fuel injection
                    engine. In this study, M85-fueled motorcycle prototype is developed with
                    superior performance, similar/better drivability, and lower emissions than a
                    gasoline-fueled port-fuel-injected motorcycle. An open electronic control unit
                    was installed using suitable wiring harness/sensors and actuators to control the
                    engine. Then the motorcycle electronic control unit was calibrated for transient
                    operations on a chassis dynamometer. The motorcycle was tested under road load
                    simulation and wide-open throttle conditions on the chassis dynamometer to
                    compare its performance with a baseline gasoline-fueled motorcycle. Evaluation
                    parameters included power at wheels, maximum vehicle speed, and time-based and
                    speed-based acceleration characteristics. Transient emissions were evaluated
                    following the Indian driving cycle protocols. The effectiveness of the catalytic
                    converter for M85 fueling was assessed by comparing various emissions upstream
                    and downstream of the catalytic converter. M85-fueled motorcycle generated
                    higher power at wheels and similar maximum speeds as baseline gasoline-fueled
                    motorcycle. Fine-tuned M85-fueled motorcycle exhibited superior acceleration
                    characteristics over baseline gasoline-fueled motorcycle, indicating that an
                    appropriate tuning strategy could tackle the issue of “drivability.” M85-fueled
                    motorcycle emitted lower carbon monoxide and hydrocarbon during the warm-up
                    cycles in the Indian driving cycle protocol. The inherent fuel oxygen of M85
                    enhanced the carbon monoxide–carbon dioxide conversion, reducing carbon monoxide
                    emissions in the engine exhaust. The existing catalytic converter was also
                    suitable for M85 fueling since the hydrocarbon, nitric oxide, and carbon
                    monoxide emissions were effectively reduced downstream of the catalytic
                    converter in all test conditions.
            ]]></description>
      <pubDate>Tue, 16 Apr 2024 09:53:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/2367107</guid>
    </item>
    <item>
      <title>NVH Refinement of Small Commercial Vehicle</title>
      <link>https://trid.trb.org/View/2334867</link>
      <description><![CDATA[In today's volatile market environment, and with the change of user priorities, NVH refinement results in silent, vibration-free vehicle. The commercial vehicle industry is also starting to embrace this development in NVH vehicle refinement. There are health concerns associated with the discomfort experienced by occupants. This calls for cabins with no boom noise and less tactile vibrations. Noise within the vehicle is contributed by excitation from the Powertrain, Intake, Exhaust system, driveline, road excitations, suspension (structure borne noise) and its radiation into the air (air borne noise). This paper discusses the approach used to reduce “In-cab boom” noise in the operating speed sweep condition and seat track vibration during engine IDLE condition to improve driver comfort. In this paper NVH refinement was carried out on small commercial vehicles. Higher Seat track vibrations during IDLE and cabin boom noise during wide open throttle condition were observed during development of the product viz. small commercial vehicles. One of the rigid body power train modes was coupled with IDLE excitation firing frequency in the vehicle. The use of optimized PT mounts stiffness, resulted into separation of PT rigid body mode from IDLE frequency excitation and thus reducing the seat track vibrations to acceptable level. Another challenge was of In-cab noise with boom perception in speed sweep condition in customer driving pattern in another small commercial vehicle which was contributed by Exhaust and Intake noise. The exhaust engine firing orders were attributed to higher In-cab noise. Boom noise perception was reduced with silencer design optimization without affecting back pressure. The silencer design optimization was carried out through TL prediction. Intake noise is mostly attenuated by passive control techniques. One of the technique is Helmholtz resonator. Helmholtz resonator was designed and evaluated on vehicle to address resonance at Intake system for the vehicle. The journey involves various tasks including noise, vibration measurement and analysis, PT mounting stiffness tuning, virtual simulation and evaluation on the vehicle. It was observed that the engine mounts with correct stiffness’s, seat track vibrations decreased by more than 50% during IDLE, optimised design of exhaust silencer & with Helmholtz resonator at Intake system, the cabin boom noise was reduced by 6 to 8 dB(A) resulted into the targeted NVH performance.]]></description>
      <pubDate>Thu, 07 Mar 2024 16:47:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2334867</guid>
    </item>
    <item>
      <title>Effects of gravity of centrifugal pendulum vibration absorber on its damping performance</title>
      <link>https://trid.trb.org/View/1898174</link>
      <description><![CDATA[Considering the effect of gravity, the differential equation of motion of circular path centrifugal pendulum vibration absorber (CPVA) is derived. A simulation model is established to discuss the impact of CPVA's main design parameters on its damping performance. When the tuning order is equal to the harmonic order of the excitation torque, the vibration absorption capacity is the best. And the increase of pendulum length and pendulum mass is beneficial to improve the damping performance. Based on these laws, a set of ideal CPVA parameters are selected to establish complete vehicle powertrain system model. The CPVA is installed on the secondary flywheel of the dual-mass flywheel. The transient model of engine is built in GT-Power to provide power for the whole vehicle model. In idling, crawling and wide-open throttle acceleration conditions, considering and ignoring CPVA's gravity respectively, the rotating speed and rotating speed fluctuations of the secondary flywheel are studied.]]></description>
      <pubDate>Wed, 29 Dec 2021 10:52:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1898174</guid>
    </item>
    <item>
      <title>Investigations of Atkinson Cycle Converted from Conventional Otto Cycle Gasoline Engine</title>
      <link>https://trid.trb.org/View/1834462</link>
      <description><![CDATA[Hybrid electric vehicles (HEVs) are considered as the most commercial prospects new energy vehicles. Most HEVs have adopted Atkinson cycle engine as the main drive power. Atkinson cycle engine uses late intake valve closing (LIVC) to reduce pumping losses and compression work in part load operation. It can transform more heat energy to mechanical energy, improve engine thermal efficiency and decrease fuel consumption.         In this paper, the investigations of Atkinson cycle converted from conventional Otto cycle gasoline engine have been carried out. First of all, high geometry compression ratio (CR) has been optimized through piston redesign from 10.5 to 13 in order to overcome the intrinsic drawback of Atkinson cycle in that combustion performance deteriorates due to the decline in the effective CR. Then, both intake and exhaust cam profile have been redesigned to meet the requirements of Atkinson cycle engine. Furthermore, the 1-D engine performance simulation software GT-power has been used to simulate engine performance at wide open throttle (WOT) operation condition. At last, the development Atkinson engine universal characteristics experiments have been conducted. Some parameters such as air fuel ratio (AFR), valve timing and ignition timing have been calibrated. The experiment results showed that Atkinson cycle engine’s whole fuel consumptions are much lower than that of Otto cycle engine, and the minimum brake specific fuel consumption (BSFC) is decreased from 250 g/(kW.h) to 234.5 g/(kW.h). Furthermore, the low fuel consumption area of Atkinson cycle engine is much wider than that of Otto cycle engine and the minimum fuel consumption area has been moved to low speed and low load operation conditions. It is conducive to the matching between engine and vehicle, that could effectively reduce the vehicle fuel consumption.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:38:31 GMT</pubDate>
      <guid>https://trid.trb.org/View/1834462</guid>
    </item>
    <item>
      <title>A Lightweight Dash Insulator Development and Engineering Application for the Vehicle NVH Improvement</title>
      <link>https://trid.trb.org/View/1833009</link>
      <description><![CDATA[A lightweight design method of vehicle dash insulators is proposed and investigated in this paper. The lightweight dash insulator, which is composed of double layers of cotton felt with different density and a layer of polyethylene (PE) film and has 55% decrease in weight, is developed and applied in a passenger car, instead of the traditional “heavy layer-soft layer” dash insulator. To evaluate the NVH performance of the lightweight dash insulator, the noise reduction (NR) level index is calculated by using SEA simulation and the sound pressure level and sound qualities in the vehicle are tested under the driving conditions for wide open throttle acceleration in third gear and 60km/h cruising in fourth gear. The simulation and test results show that the vehicle with the lightweight dash insulator has better NVH performance. Compared with the traditional dash insulator, the lightweight dash insulator has higher NRs and is insensitive to the leakage effects due to the extra sound absorption of the high density soft layer, which can be enhanced by existence of the instrument panel (IP). What's more, the NVH test results of the vehicle with the lightweight dash insulator show that the interior sound quality performance is also improved obviously. The lightweight design method of vehicle dash insulators provides guidance for the sound package lightweight development and has potential applications in field of automotive industry.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:38:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1833009</guid>
    </item>
    <item>
      <title>Normally-Engaged Dual-Piston Clutch for Engine Stop-Start Application</title>
      <link>https://trid.trb.org/View/1832438</link>
      <description><![CDATA[For the conventional 6 speed automatic transmission with engine stop-start powertrain, an electrically-driven auxiliary pump is implemented to maintain the transmission line pressure as required to lock-up the CB1234 clutch during engine auto-stop conditions. Upon releasing the brake pedal, the transmission engages into first gear with the objective to accelerate the vehicle in a responsive manner. In this study, a novel normally-engaged dual-piston clutch concept is designed to keep the CB1234 clutch locked-up during engine auto-stop conditions with the intention to eliminate the auxiliary pump without compromising vehicle performance. This dual piston clutch concept requires a relatively low line pressure to release the normally-engaged clutch when needed, thus, minimizing the hydraulic pumping work. To explore the functionality of this concept under a wide-open-throttle (WOT) auto-start transition, modeling and simulation of the normally-engaged dual-piston clutch is completed. A component-level model of the dual-piston clutch and preloaded Belleville spring is developed in the AMESim environment. The model is refined and validated by comparing the simulated results with spin rig performance data. Important dynamic features, including the CB1234 clutch pressure and release pressure profiles are predicted and explained. The developed component model is integrated into a vehicle model and validated by comparing simulation and vehicle test data under auto-start conditions. Using the validated model, a parametric study is conducted to examine the effect of the hydraulic orifice size in the release piston fluid passage. The study identified the appropriate orifice size requirements, illustrating that the normally engaged dual-piston clutch has potential to lock-up the CB1234 clutch under wide-open-throttle auto-start condition.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:37:49 GMT</pubDate>
      <guid>https://trid.trb.org/View/1832438</guid>
    </item>
    <item>
      <title>Experimental Investigation of n-Butanol Diesel Fuel Blends on a Passenger Car</title>
      <link>https://trid.trb.org/View/1832295</link>
      <description><![CDATA[N-butanol is a promising alternative fuel which needs no engine modification when used as a blend with diesel. The miscibility of n-butanol with diesel is excellent in a wide range of blending ratios. N-butanol has high oxygen content and a comparable energy content, specific gravity and viscosity to that of diesel, which makes it attractive for diesel engines as an alternative fuel. An experimental investigation was conducted to assess the performance of a new generation passenger car with respect to power, fuel economy (FE) and mass emission using 5, 10 and 20 percent (by vol.) n-butanol blends with diesel (NB). Computer controlled DC motor driven chassis dynamometer, AVL AMA I60 mass emission measuring system and AVL FSN smoke meter were used for measuring wide open throttle (WOT) power, road load simulation (RLS) fuel economy, mass emissions and smoke in WOT and steady speed driving conditions.         The results indicated that the WOT power decreased with all blends of n-butanol in diesel. Vehicle specific fuel consumption (SFC) increased with increase of n-butanol fraction. The average steady speed fuel economy in the speed range of 40-80 kilometer per hour (kph) in RLS mode as well as driving cycle fuel economy has shown marginal reduction with all NB blends when compared with neat diesel. The New European Driving Cycle (NEDC) test results indicated that the carbon monoxide (CO), smoke and particulate matter (PM) decreased whereas hydrocarbon (HC) and nitrogen oxide (NOx) emission increased with all NB blends. Therefore, considering the properties and performance of n-butanol with diesel, it can be a promising second generation alternative biofuel for diesel fuel with respect to vehicle performance and emissions reduction.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:37:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/1832295</guid>
    </item>
    <item>
      <title>Improvement of the Specific Fuel Consumption at Partial Load in SI Engines by Design Strategies based on High Compression Ratio</title>
      <link>https://trid.trb.org/View/1831523</link>
      <description><![CDATA[In the last years, the engineering in the automotive industry is revolutionized by the continuous research of solutions for the reduction of consumptions and pollutant emissions. On this topic maximum attention is paid by both the legislative bodies and the costumers. The more and more severe limitations in pollutant and CO2 emissions imposed by international standards and the increasing price of the fuel force the automotive research to more efficient and ecological engines.         Commonly the standard approach for the definition of the engine parameters at the beginning of the design process is based on the wide-open throttle condition although, both in homologation cycles and in the daily usage of the scooters, the engines work mainly at partial load where the efficiency dramatically decreases.         This aspect has recently become strongly relevant also for two wheeled vehicles especially for urban purpose. Within this context the authors developed an integrated numerical model, in MatLab Simulink ambient, in order to couple the engine simulation, performed by means of a 1D computer-aided engineering code, with the dynamic behaviour of the whole vehicle. The model allows to estimate, along an imposed time-velocity profile, the operating conditions, the performance and the consumption of the engine simulating its real functioning in the vehicle. This approach was used by the authors for improving the efficiency of a scooter engine in its real functioning conditions. In detail, the effects of a high compression ratio were evaluated and a dedicated spark advance strategy was carried out in order to take under control the maximum in-cylinder pressure and as a consequence the occurrence of knocking phenomena.         The results, supported also by a dedicated experimental activity, show the benefits of this approach in the engine design.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:37:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/1831523</guid>
    </item>
    <item>
      <title>Experimental Studies on Butanol/Gasoline Fuel Blends in a Four Stroke Engine Powered Motorcycle</title>
      <link>https://trid.trb.org/View/1830511</link>
      <description><![CDATA[Butanol is one of the potential alternative fuels that can be used in IC engines in the same way as gasoline. This paper investigates the application of butanol as a blending component for gasoline fuel used in single cylinder four stroke motorcycle engine. Different blending ratio of 5, 10, 20 & 30% butanol-gasoline prepared were used for the study. The motorcycle engine tested on the chassis dynamometer had displacement of 100 cm3. The performance testing under steady state were simulated by running the vehicle on road load simulation and wide open throttle test modes at steady speeds of 40, 50, 60 and 70 km/h. The fuels were also examined using transient Indian Driving Cycle. The test results indicated that butanol-gasoline blended fuel can be a promising alternate for automotive application.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:37:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/1830511</guid>
    </item>
    <item>
      <title>Drive Cycle Analysis of Load Control Strategies for Methanol Fuelled ICE Vehicle</title>
      <link>https://trid.trb.org/View/1826600</link>
      <description><![CDATA[The use of methanol as spark-ignition engine fuel can help to increase energy security and offers the prospect of carbon neutral transport. Methanol's properties enable considerable improvements in engine performance, efficiency and CO2 emissions compared to gasoline operation. SAE paper 2012-01-1283 showed that both flex-fuel and dedicated methanol engines can benefit from an operating strategy employing exhaust gas recirculation (EGR) to control the load while leaving the throttle wide open (WOT). Compared to throttled stoichiometric operation, this reduces pumping work, cooling losses, dissociation and engine-out NOx.         The current paper presents follow-up work to determine to what extent these advantages still stand over an entire drive cycle. The average vehicle efficiency, overall CO2 and NOx emissions from a flexible fuel vehicle completing a drive cycle on gasoline and methanol were evaluated. Next, the throttled and WOT EGR strategy were compared in terms of drive cycle efficiency and emissions for both a flex-fuel and a dedicated methanol vehicle. The analysis was done using Lotus Vehicle Simulation and was based on steady state experimental results obtained from a single cylinder research engine and a turbocharged four cylinder diesel that was converted for SI operation on methanol.         Our results indicate that over an entire drive cycle using methanol in a flex-fuel vehicle enables a relative efficiency benefit compared to gasoline of more than 3.5%pt while reducing the CO2 emissions and engine-out NOx apprx. 20% and 90% respectively. The benefits of the WOT EGR strategy are most pronounced for the turbocharged four-cylinder engine, which thanks to its high compression ratio and elevated level of in-cylinder turbulence allows throttleless load control down to 3 bar BMEP. This results in drive cycle efficiencies and CO2 emissions comparable to the baseline diesel engine.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:34:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/1826600</guid>
    </item>
    <item>
      <title>Investigation on the Effect of 5% Biodiesel -Diesel Blend on Heavy Duty Buses: With Different Aspiration Technologies in Respect of Vehicle Performance</title>
      <link>https://trid.trb.org/View/1826113</link>
      <description><![CDATA[Biodiesel derived from non-edible vegetable oils/tree borne oils hold potential for meeting India's future energy needs by part substitution of Diesel Fuel. This paper investigates performance of 5% blend of commercially available biodiesel (B5) in diesel as fuel for heavy duty vehicles. The test fuel was evaluated on buses with different aspiration technologies viz. naturally aspirated and turbo charged, and the same was compared with neat commercial diesel under different operating conditions like driving cycle, road load simulation (RLS) and wide open throttle (WOT) on chassis dynamometer for power, fuel economy, smoke and soot particle number concentration. Fuel economy was observed to be comparable with B5 in naturally aspirated bus while better fuel economy was observed in case of Turbo charged bus with B5. However, there was a marginal drop in the WOT power (vehicle) with B5 fuel in naturally aspirated bus while the drop was higher with Turbo charged bus. In general the particle number concentration with naturally aspirated bus was higher than turbo charged bus.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:34:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/1826113</guid>
    </item>
    <item>
      <title>Numerical Improvement of ADVISOR for Evaluating Commercial Vehicles with Traditional Powertrain Systems</title>
      <link>https://trid.trb.org/View/1813888</link>
      <description><![CDATA[ADVISOR is a flexible drivetrain analysis tool, developed in MATLAB/Simulink® to compare fuel economy and emissions performance between different drivetrain configurations. This paper reports a couple of numerical issues with application of ADVISOR 2002 to commercial vehicles with traditional powertrain systems. One instance is when ADVISOR model is set up to simulate running a heavy-duty (HD) truck with an automated manual transmission (AMT) on a demanding pickup-delivery duty cycle. The other is highlighted during an analysis of a medium-duty (MD) truck with an automatic transmission (AT) where wide-open throttle, i.e., fast acceleration is requested. These two cases have shown different numerical difficulties by using ADVISOR 2002. Based on studying the details of the models, solutions to these numerical issues are developed. The simulation results will demonstrate the effectiveness of these solutions.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:33:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1813888</guid>
    </item>
    <item>
      <title>Development of High Fidelity Combustion-Driven Vehicle Models for Driveability Using Advanced Multi-Body Simulations</title>
      <link>https://trid.trb.org/View/1811179</link>
      <description><![CDATA[This paper demonstrates the development of a full multi-body vehicle model and its use in virtual design and troubleshooting of a vehicle response to throttle input. The multibody model is divided into three main subsystems: the chassis, the driveline and the powertrain subsystems. The chassis system includes a complete representation of both the front and the rear suspensions, both the front and rear subframes, and the vehicle body. The driveline system includes the output shafts from the transmission unit to the tires. The powertrain system includes complete representation of the cranktrain for a V6 combustion engine. Also included in the powertrain is a nonlinear representation of the gearbox where bearing clearances and gear lashes are considered. The cranktrain torque output is linked to the transmission using a torque converter model.         The vehicle components are virtually assembled together through different joint types, force elements, and kinematic constraints. Similar to the physical vehicle, the virtual model is driven using combustion pressure applied on the six pistons as the crankshaft rotates. The combustion pressure is obtained from measurements using pressure sensors. The model is then used to simulate different transient driveability events such as tip-in/tip- out and Wide Open Throttle (WOT) acceleration. In order to validate the virtual model, a set of measurements is acquired on the physical vehicle which includes crankshaft speed, engine block response, driveshaft torque, wheel/tire speed, and the vehicle body dynamic response. Also numerous signals and parameters of the ECU (Engine Control Unit) are collected to cross check the fidelity of the model. Once the model has reached an acceptable level of accuracy, it is exercised to shed light and give insights on the physical vehicle performance. This paper discusses different issues related to measurements, modeling and correlation in the development of a combustion-driven vehicle model and its usage to improve vehicle driveability.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:28:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/1811179</guid>
    </item>
    <item>
      <title>CAE Simulation and Experimental Testing of a CVT Vehicle Shuffle</title>
      <link>https://trid.trb.org/View/1807029</link>
      <description><![CDATA[A low-frequency vehicle shuffle can be excited when a reversal of torque occurs in a vehicle's drivetrain. It usually occurs during a throttle tip-in or tip-out event, or a static engagement shift event. This drivetrain shuffle vibration can introduce a vehicle fore-aft vibration that may affect the customer satisfaction of ride comfort and/or powertrain performance. Vehicle test data of the seat track acceleration from a 30 MPH wide-open-throttle tip-out event suggested a strong coupling between the CVT drivetrain shuffle and vehicle fore-aft vibration. An ADAMS based CVT model was developed and integrated into a full vehicle model for dynamic simulation of this vehicle shuffle issue. CAE DOE studies were performed to identify key vehicle and powertrain design parameters that could directly impact the vehicle shuffle vibration. Experimental tests were performed to verify the CAE design improvements of the CVT vehicle shuffle vibration. Primary benefits of this developed model are to provide upfront CAE and multi-attribute optimization to achieve better ride comfort, driveability, and shift quality in CVT vehicles.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:26:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1807029</guid>
    </item>
    <item>
      <title>Performance Evaluation of Biodiesel – Diesel Blends in Passenger Car</title>
      <link>https://trid.trb.org/View/1799326</link>
      <description><![CDATA[Biofuels derived from renewable plant sources (tree borne vegetable oil) hold immense potential for meeting India's future energy needs. The pure vegetable oils need chemical treatment to be ready as engine fuel. This chemically treated vegetable oil is called Biodiesel. This paper investigates vehicle performance of different blends of biodiesel as engine fuel. Biodiesel used for these studies was derived from Jatropha curcus. Blends of Biodiesel upto 15% did not affect the engine power while blends with higher proportion of Biodiesel showed tendency to decrease the engine power. Best fuel economy was observed with 10% biodiesel blended fuel. Oxides of Nitrogen (NOx) emissions, increased under different operating conditions while smoke was reduced at all speed ranges in Road Load Simulation and Wide Open Throttle test modes. Other test data generated revealed that engine oil temperature tend to be less with biodiesel operation and exhaust gas contains more O2 which is beneficial for the vehicles equipped with diesel oxidation catalyst.]]></description>
      <pubDate>Thu, 09 Dec 2021 10:24:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1799326</guid>
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