基于能量强度测量的多声源目标位置线性估计方法

基于能量强度的多声源定位模型,本文提出了一种声源发射能量强度未知下的多声源目标位置线性估计方法。将多声源定位模型转化为线性最小二乘估计问题,估计方法以代数解形式表示多声源目标位置初始值。对初始估计值进一步优化,得到了精确的多声源目标位置估计值。该定位计算方法将定位结果以代数解形式表示,避免了数值计算过程中因初始解选择不当而导致的局部最优问题。仿真测试了所设计算法的定位精度,并由此分析了噪声及声音能量强度增益对定位误差的影响。结果表明优化后的计算结果较初始估计值有较大改进,在一定噪声范围内其定位精度可以接近于克拉美罗（CRLB）下界值。     

基于物理原理的声源定位实验设计

本文使用信号发生器、直流稳压电源、数字示波器、直流电机、四元麦克风线阵、数显角度尺、扬声器等常规物理实验仪器和部分自制装置搭建了一个室内声源定位系统,利用直流电机带动四元麦克风线阵和数显角度尺同轴旋转,将四元麦克风线阵接收到的声波信号经放大和滤波处理后输入示波器,根据示波器上利萨如图形的形态判断声源方位,由数显角度尺测量线阵的转动角,再利用三角函数计算出声源的位置坐标.实验结果表明,此方法进行声源定位精度高,误差小,成本低.     

风场环境中声速修正的分布式声源定位算法

为减小声速误差对定位精度的影响,提出了一种基于声速修正的分布式声源定位方法。首先,将声速表示为未知声源位置的函数,逼近风场中的声速场分布,然后将其代入TDOA (Time Differences of Arrival)算法中,构建非线性超定方程组,最后采用粒子群优化算法求解声源位置。对不同风速、不同声源位置及不同测试区域进行仿真,结果表明:修正后的定位精度比修正前有明显提高,尤其对于大范围并且声源靠近测试区域边缘位置的定位系统,改善更加明显;4个节点的定位系统实验结果表明,修正后的定位误差可降至修正前的4l%,该方法能更好的应用于风场中的定位系统。      

匹配场处理舰船辐射噪声级估计方法

针对水声信道对舰船辐射噪声声传播的影响,进而导致声源级测量结果不准确的问题,提出了基于匹配场处理的舰船辐射噪声级估计方法。在海洋环境噪声为空间均匀高斯白噪声的假设下,当海洋环境参数已知、信噪比满足一定要求时,匹配场处理能有效地给出被测噪声源的位置信息及该位置处的能量响应。从能量估计角度出发,推导了声源位置处匹配场输出响应的能量修正因子计算公式,从理论上证明了匹配场处理在被测声源位置处输出响应与能量修正因子的乘积为真实声源级的最小方差无偏(MVU)估计。该方法首先选择合适的声场计算模型计算拷贝场向量,对接收到的辐射噪声信号进行匹配场处理,得出接收信号级和被测声源位置;其次利用该位置所对应的拷贝场向量替换能量修正因子公式中的真实信道传输函数以计算能量修正因子的估计值;最后由接收信号级与能量修正因子估计值相乘得出舰船辐射噪声声源级的MVU估计。针对典型的浅海水声信道,进行了计算机仿真试验,结果表明:该方法能有效地进行舰船辐射噪声测量,当信噪比满足一定要求时,测量得到的声源级与实际声源级相比,误差小于1 dB。      

单全息面的直接声场分离方法

为了简化分离全息面两侧相干声源的过程,提出仅依据单全息面上的数据直接进行声场分离的方法。该方法通过将等效源配置在球面上,并根据等效源法近场声全息的重构原理,建立全息面上有误差的测量值和计算值之间的数据关系,理论推导出单面声场分离方法。仿真分析干扰声源为脉动球源和受迫振动的简支薄钢板的分离结果,并对双扬声器的声场分离进行了实验验证。结果表明:该方法对两种干扰源都具有较好的分离精度,且有较高的可容忍误差。      

旋转运动声源的频率波动修正波束形成方法

针对前飞状态的旋翼气动噪声信号频率存在周期性波动,且频域波束形成方法只能应用于稳态声源的问题,提出一种频率波动声源的波束形成方法。该方法利用已知的声源频率变化规律进行频率修正,在时域将频率波动信号等效为单频信号,基于该单频信号进行波束形成声源定位,实现了旋转运动的频率波动声源准确定位。数值仿真结果表明,提出的方法能够在频率波动幅值为127 Hz的情况下准确呈现出声源分布情况。在旋翼模型的风洞试验中,利用提出的频域波束形成方法其声成像结果中声源最大能量位置均在旋转轨迹上,而未进行频率修正的波束形成方法结果无法准确呈现出声源的位置。该方法扩展了频域波束形成方法中的单频声源假设,实现了旋转运动声源在频率波动状态下的波束形成,适用于前飞状态下旋翼气动噪声源的声源定位。      

“中粒度噪声地图”概念及其构建思路

根据我国国情,提出用较少的优化监测点位形成中粒度噪声地图的构建方法.中粒度噪声地图的形成分为2个环节.一是噪声地图构建系统(平台)的形成,通过离线过程实现;二是噪声地图在线生成,包括贝济埃定义点z值测量、贝济埃曲面(线)调出、地面等效声源反演计算、等效声源的空间声场叠加.     

应用随机模型方法预测汽车风噪声

采用随机模型方法,对简化汽车头部外形进行风噪声数值模拟.将计算区域分为声源区域和传播区域,在声源区域采用随机模型构造湍流脉动速度场,传播区域通过求解带源项的线化欧拉方程实现声波向外传播得到声场解.同直接模拟方法相比,该方法具有计算量小、计算所需内存少等优点.数值模拟结果与实验数据吻合较好,验证了该方法预测汽车风噪声的可行性,为研究实际汽车外形的风噪声问题打下基础.     

声源定位方法与装置的设计和研究

综合考虑声音信号的时延和多普勒效应,设计出一种七元非对称麦克风阵列声源定位装置。将该装置应用于对静止声源、不同运动状态的声源的定位,探究了装置对不同声频、三维空间不同位置以及不同运动状态的声源的定位效果。对于静止声源,装置的定位精度约为±2cm,定位范围约为0～70cm。对于运动声源,装置可以得到不同时刻声源的位置和速度,进行拟合后得到的运动参数误差约为3%。以声源定位测量重力加速度为例讨论了声源定位在实验上的扩展。本工作有助于帮助学生理解声学的相关知识,具有很大的实际应用与实验教学价值。     

尾缘结构变化对空调外机轴流风叶声场的影响*

为探索空调外机轴流风叶尾缘结构变化引起的气动声学变化,参照国标噪声测量方法,搭建传声器阵列,测量不同尾缘结构风叶在不同转速下的声压级信息;采用波束形成技术,探究不同尾缘结构风叶在不同转速下的声源位置分布规律。结果表明：与原风叶对比,尾缘凹陷结构风叶、尾缘微孔结构风叶、尾缘锯齿结构风叶均能有效降低气动噪声,其中尾缘凹陷结构风叶可降低噪声1.93 dB-2.78 dB;原风叶、尾缘微孔结构风叶、尾缘锯齿结构风叶声源位置随频段的增加逐渐远离旋转中心,其中在频段Ⅰ四种风叶声源位置都位于轮毂和叶根附近,在频段Ⅱ、Ⅲ、Ⅳ尾缘凹陷结构风叶声源位置分布在尾缘凹陷结构区域附近。为优化风叶气动声学性能提供试验参考。     

Optimum attenuation of low frequency noise by proper tuning of a prismatic array of waveguides

An open, prism-shaped network of rigid strips can constitute an effective sound barrier for long wavelength sounds [1]. Its physical parameters may be chosen so that the delaying strip medium is perfectly matched to the particular frequency of the noisiest component of the incident sound. The phase lag introduced by the delay medium over free space propagation may then, with a few strips, reach a 180° value creating dipole line-sources below the prism vertex line-source, which cancel the low-frequency diffraction above the obstacle, thus protecting areas behing this barrier. This study deals with the evaluation of three theories which are likely to predict, for various $\text{1}\text{10}$ scale models the first stopband frequency where 180° phase lag is most easily obtained.     

Inertial focusing and rotating characteristics of elliptical and rectangular particle pairs in channel flow

The lattice Boltzmann method is used to study the inertial focusing and rotating characteristics of two-dimensional elliptical particles and rectangular particles in channel flow. The results show that both elliptical particles and rectangular particles initially located on one side and two sides of channel centerline migrate first towards the equilibrium position. Then, the single-line particle train with an increasing spacing and the staggered particle train with stable spacing are formed. The axial spacing of the staggered particle pair increases with aspect ratio and Reynolds number increasing. The staggered elliptical or rectangular particle pairs form perpendicular orientation angles, which will be more obvious at larger aspect ratio and lower Reynolds number. The single-line particle trains with different shapes seldom form the perpendicular orientation angle.     

A road traffic noise pattern simulation model that includes distributions of vehicle sound power levels

Annoyance, sleep disturbance and other health effects of road traffic noise exposure may be related to both level and number of noise events caused by traffic, not just to energy equivalent measures of exposure. Dynamic traffic noise prediction models that include instantaneous vehicle noise emissions can be used to estimate either of these measures. However, current state-of-the-art vehicle noise emission models typically consider a single emission law for each vehicle category, whereas measurements show that the variation in noise emission between vehicles within the same category can be considerable. It is essential that the influence of vehicles that are producing significantly more (or less) noise than the average vehicle are taken into account in modeling in order to correctly predict the levels and frequency of occurrence of road traffic noise events, and in particular to calculate indicators that characterize these noise events. Here, an approach for predicting instantaneous sound levels caused by road traffic is presented, which takes into account measured distributions of sound power levels produced by individual vehicles. For the setting of a receiver adjacent to a dual-lane road carrying free flow traffic, the effect of this approach on estimated percentile levels and sound event indicators is investigated.     

A method of developing regional road traffic noise management strategies

Road traffic noise management strategies or noise action plans are a necessary tool for pro-active road traffic noise management. A method is proposed for regional scale noise action plans, in part using noise mapping, which is flexible towards various data qualities. A six step method is proposed which links GIS data to road traffic noise calculation methods with the final strategies being presented in GIS format. A ‘Parcel Priority Index’ and a ‘Link Priority Index’ are presented as key variables in the production of regional strategies and planning visions on a road link basis. The noise management strategy method presented is used on a large regional area in South East Queensland, Australia which covers seven local government areas. The results presented indicate the method is successful in prioritising road links equitably for detailed road traffic noise management actions.     

水平变化波导中两种耦合简正波方法的比较与分析

分析比较了处理水平变化波导中声传播问题的两种耦合简正波方法:DGMCM(Direct-Global-Matrix Coupled-Mode Method)和CCMM(Consistent Coupled-Mode Method)。首先,两种方法都提供声场的双向解,具有很高的计算精度。其次,DGMCM和CCMM中本地垂直模式序列均具有较快的收敛速度,但DGMCM比CCMM需要较少的水平分段数。再次,两种方法通过求解不同的耦合简正波系统得到声场解,但求解过程中所需参数的计算量基本相同。另外,DGMCM能够处理某些CCMM不容易解决的问题,如海底形状不平滑,线源在斜坡海底上方,以及多声源问题。在DGMCM方法中给出了双层波导问题的耦合矩阵解析表达式,还推导更新了CCMM模型,使其能够处理二维线源问题。      

Road traffic noise prediction based on speed-flow diagram

The method enables calculation of the annual average sound level of the road traffic noise, when the characteristics of the speed-flow diagram are available: the average speed of freely cruising vehicles, capacity of the traffic flow, traffic speed at the traffic flow capacity, and the slope of the decreasing traffic speed versus traffic flow. Under any conditions, traffic congestion reduces the annual average sound level. The final conclusion is that strong traffic congestion cannot be ignored in noise prediction.     

Investigation of the dose-response relationship for road traffic noise in Assiut, Egypt

A field study has been carried out in urban Assiut city, Egypt. The goals of this study are: (1) to carry out measurements to evaluate road traffic noise levels, (2) to determine if these levels exceeds permissible levels, (3) to examine people’s attitudes towards road traffic noise, (4) to ascertain the relationship between road traffic noise levels and degree of annoyance. The measurements indicate that traffic noise noise levels are higher than those set by Egyptian noise standards and policy to protect public health and welfare in residential areas: equivalent continuous A - weighted sound pressure levels (L_A eq) = 80 dB and higher were recorded, while maximum permissible level is 65 dB. There is a strong relationship between road traffic noise levels and percentage of highly annoyed respondents. Higher road traffic noise levels mean that the percentage of respondents who feel highly annoyed is also increased.     

The impact of urban noise on primary schools. Perceptive evaluation and objective assessment

This paper aims to assess the impact of environmental noise in the vicinity of primary schools and to analyze its influence in the workplace and in student performance through perceptions and objective evaluation. The subjective evaluation consisted of the application of questionnaires to students and teachers, and the objective assessment consisted of measuring in situ noise levels. The survey covered nine classes located in three primary schools. Statistical Package for Social Sciences was used for data processing and to draw conclusions. Additionally, the relationship of the difference between environmental and background noise levels of each classroom and students with difficulties in hearing the teacher’s voice was examined. Noise levels in front of the school, the schoolyard, and the most noise-exposed classrooms (occupied and unoccupied) were measured. Indoor noise levels were much higher than World Health Organization (WHO) recommended values: L_Aeq,30min averaged 70.5 dB(A) in occupied classrooms, and 38.6 dB(A) in unoccupied ones. Measurements of indoor and outdoor noise suggest that noise from the outside (road, schoolyard) affects the background noise level in classrooms but in varying degrees. It was concluded that the façades most exposed to road traffic noise are subjected to values higher than 55.0 dB(A), and noise levels inside the classrooms are mainly due to the schoolyard, students, and the road traffic. The difference between background (L_A95,30min) and the equivalent noise levels (L_Aeq,30min) in occupied classrooms was 19.2 dB(A), which shows that students’ activities are a significant source of classroom noise.     

基于高斯原理的Cosserat弹性杆动力学模型

在动力学普遍原理中, 高斯最小拘束原理的特点是可通过寻求函数极值的变分方法直接得出运动规律, 而无须建立动力学微分方程. Kirchhoff动力学比拟方法以刚性截面的姿态表述弹性细杆的几何形态, 并发展为以弧坐标s和时间t为自变量的弹性杆分析力学. 由于截面姿态的局部微小改变沿弧坐标的积累不受限制, Kirchhoff模型适合描述弹性杆的超大变形. Cosserat弹性杆模型考虑了Kirchhoff模型忽略的截面剪切变形、中心线伸缩变形和分布力等因素, 是更符合实际弹性杆的动力学模型. 建立了基于高斯原理的Cosserat弹性杆的分析力学模型, 导出拘束函数的普遍形式, 以平面运动为例进行讨论. 关于弹性杆空间不可自相侵占的特殊问题, 给出相应的约束条件对可能运动施加限制, 以避免自相侵占情况发生.     

宏观交通流模型的能耗研究

本文在几种典型的宏观交通流模型的基础上,导出能量耗散的计算公式,宏观交通流模型能耗不同于元胞自动机交通模型,其能耗不仅考虑车流速度减少,而且还要计及通过路段的车流通量引起的能耗.通过对满足黎曼初始条件的道路能耗和道路交通瓶颈处能耗的计算和理论分析,表明交通拥堵处,能量耗散比较高,而且能量耗散的变化也能反映交通拥堵产生及消散的情况.