Development of noise and vibration ride comfort criteria.

A laboratory investigation was directed at the development of criteria for the prediction of ride quality in a noise-vibration environment. The stimuli for the study consisted of octave bands of noise centered at 500 and 2000 Hz and vertical floor vibrations composed of either 5 Hz sinusoidal vibration, or random vibrations centered at 5 Hz and with a 5 Hz bandwidth. The noise stimuli were presented at A-weighted sound pressure levels ranging from ambient to 95 dB and the vibration and acceleration levels ranging from 0.02--0.13 grms. Results indicated that the total subjective discomfort response could be divided into two subjective components. One component consisted of subjective discomfort to vibration and was found to be a linear function of vibration acceleration level. The other component consisted of discomfort due to noise which varied logarithmically with noise level (power relationship). However, the magnitude of the noise discomfort component was dependent upon the level of vibration present in the combined environment. Based on the experimental results, a model of subjective discomfort that accounted for the interdependence of noise and vibration was developed. The model was then used to develop a set of criteria (constant discomfort) curves that illustrate the basic design tradeoffs available between noise and vibration.     

A study of the subjective equivalence of noise and whole-body vibration

An experiment has been conducted to determine the subjective equivalence of 1000 Hz pure tone noise and 10 Hz sinusoidal whole-body vertical vibration. Each of 20 male subjects was exposed to all 64 possible combinations of 8 levels of noise (65 dB to 100 dB SPL) and 8 levels of vibration (0·20 m/s² r.m.s. to 1·2 m/s² r.m.s.). The noise was presented via circumaural headphones and the vibration exposure was by means of a flat hard seat. The method of constant stimuli was used. Both stimuli were presented simultaneously for a period of ten seconds and subjects were asked to indicate whether, if they were to be presented with the combination again, they would prefer that the noise or the vibration should be reduced.It was concluded that the subjects were relatively self-consistent and that the major source of variability was due to intersubject differences. The conditions for equivalence for 50% of the subjects ranged from about 0·2 m/s² r.m.s. at 69 dB to 1·2 m/s² r.m.s. at 94 dB. The results are presented in a form that enables an estimate to be made of the percentage of subjects who prefer reduced noise or vibration at any of the given combinations of the two stimuli. Further studies to extend the range and establish the general applicability of these results are suggested. It is considered that such results could be employed as a guide to reducing either the noise or the vibration in some environments.     

THz干涉测量用于障碍物后振动传感的研究

为探索THz干涉技术用于障碍物后振动传感的可行性,采用工作波长214.58 μm （对应频率约1.4 THz）的CO2激光器泵浦气体太赫兹源搭建了一套基于迈克尔逊干涉仪结构的THz干涉测量装置,实验研究了薄纸板遮挡后敲击目标镜产生的微小振动,利用相位分析法和频谱分析法对振动干涉信号进行处理,得到了振动位移随时间的变化以及不同时段振动频率的分布情况,测得的峰峰值振幅最小为7.98 μm,最大为17.54 μm,振动峰值速度为2.7 mm/s,振动频率最小21 Hz,最大58 Hz.研究结果表明THz干涉测量技术能有效克服传统振动传感技术无法穿透障碍物的缺点,是一种简便有效的障碍物后振动传感的新型手段,预示了THz技术在振动检测相关领域的广阔应用前景.     

Some effects of a combined noise and vibration environment on a mental arithmetic task

Three experiments were conducted, with broad band noise and whole-body vibration used as stressors both separately and in combination. The three experiments related to three levels of vibration (0·6, 0·8 and 1·2 m/s² r.m.s.). In each experiment the intensity of vibration was set at the specified value and the noise intensity for each subject was set at a value subjectively judged to be of equal intensity to the vibration offered. Subjects in each experiment performed an arithmetic task that was designed to minimize any direct mechanical interference from the stressors. The results are unusual in that significant reductions in performance were observed at quite low intensities of both noise and vibration. For the single stressor situations performance was reduced significantly compared with the control condition at the highest stressor level. At lower stressor levels, the effects were more varied and included some improvements in performance. However, there was a constancy in performance in the combined-stressor conditions such that performance did not vary significantly from that found in the control conditions.     

Duration of whole-body vibration exposure its effect on comfort

Most human response to vibration standards imply that low vibration levels are acceptable for longer periods than higher levels. In such standards it is usually assumed that the relationship between exposure duration and vibration level is of a similar form for a wide range of different types of motion. The experiment described in this paper was conducted to determine whether the relative discomfort produced by 4 Hz and 16 Hz sinusoidal whole-body vertical (a_z) vibration was dependent on the duration of the vibration exposure.Each of eight seated subjects was exposed to two 36-minute vibration sessions. Both sessions consisted of ten-second periods of 4 Hz and 16 Hz vibration alternating continuously. In one session the 4 Hz motion was set at the “standard” level of 0·75 m/s² r.m.s. while the level of the 46 Hz “test” motion could be adjusted by the subjects. In the other session the 16 Hz motion was the standard at 0·75 m/sl r.m.s. and the level of the 4 Hz motion could be adjusted. The subjects were required to control the intensity of the test motion to compensate for periodic changes in its intensity made by the experimenter and so to maintain it at a level which produced similar discomfort to that caused by the standard motion.It was found that the relationship between the average levels of the two motions when adjusted to produce similar discomfort was independent of the vibration duration. The findings are discussed in relation to other laboratory research and the need for a better understanding of the effects of the duration of a vibration on its acceptability.     

Bound formula for determining the fundamental frequency

The extent of interference with various activities was studied among populations in areas exposed to noise from aircraft, road traffic, trains and tramways. When areas with differences in the extent of general annoyance were compared, similar differences in the extent of the various activity interferences were found, except for those due to vibrations. As an example of the differences in the activity interference pattern, it was found that road traffic noise interfered significantly less with speech than train noise, whereas both noise types caused roughly the same interference with rest/sleep. The results suggest that uniform weighted annoyance scores incorporating various kinds of activity interference are not valid for all types of environmental noises. Interference due to vibrations probably has to be treated separately from that due to noise.     

低频随机振动和正弦振动对汉语清晰度的影响

目的：探索随机振动和正弦振动因素下生成语音在听觉效果上的变化规律。方法：随机振动采用频率范围2-20Hz,加速度为0.3G、0.5G、0.7G(有效值,下同）,正弦振动采用频率4、6、8、10、12Hz,加速度为0.3G、0.5G;在安静及信噪比分别为0dB和-6dB三种状态下对随机振动组、正弦振组及对照组3个组的语音材料进行清晰度测试。结果：和对照组相比,随机振动组,清晰度几科没有变化,正弦振动组,0.3G时4Hz、0.5G时6Hz和8Hz作用下语音清晰度有明显降低,检验结果非常显著。研究还发现,清晰度的降低随听音环境的信噪比的降低而变得严重;结论：正弦振动对发音人发音的影响,会使通话效果变差,并且在听音环境恶劣时尤为突出。     

Motion of a drop driven by substrate vibrations

We report an experimental study of liquid drops moving against gravity, when placed on a vertically vibrating inclined plate, which is partially wet by the drop. Frequency of vibrations ranges from 30 to 200 Hz, and above a threshold in vibration acceleration, drops experience an upward motion. We attribute this surprising motion to the deformations of the drop, as a consequence of an up/down symmetry-breaking induced by the presence of the substrate. We relate the direction of motion to contact angle measurements.     

SOME ASPECTS OF THE INVESTIGATION OF RANDOM VIBRATION INFLUENCE ON RIDE COMFORT

Contemporary vehicles must satisfy high ride comfort criteria. This paper attempts to develop criteria for ride comfort improvement. The highest loading levels have been found to be in the vertical direction and the lowest in lateral direction in passenger cars and trucks. These results have formed the basis for further laboratory and field investigations. An investigation of the human body behaviour under random vibrations is reported in this paper. The research included two phases; biodynamic research and ride comfort investigation. A group of 30 subjects was tested. The influence of broadband random vibrations on the human body was examined through the seat-to-head transmissibility function (STHT). Initially, vertical and fore and aft vibrations were considered. Multi-directional vibration was also investigated. In the biodynamic research, subjects were exposed to 0·55, 1·75 and 2·25 m/s² r.m.s. vibration levels in the 0·5- 40 Hz frequency domain. The influence of sitting position on human body behaviour under two axial vibrations was also examined. Data analysis showed that the human body behaviour under two-directional random vibrations could not be approximated by superposition of one-directional random vibrations. Non-linearity of the seated human body in the vertical and fore and aft directions was observed. Seat-backrest angle also influenced STHT. In the second phase of experimental research, a new method for the assessment of the influence of narrowband random vibration on the human body was formulated and tested. It included determination of equivalent comfort curves in the vertical and fore and aft directions under one- and two-directional narrowband random vibrations. Equivalent comfort curves for durations of 2·5, 4 and 8 h were determined.     

Prediction of vibrations induced by underground railway traffic in Beijing

This paper examines the problem of subway induced vibrations on line 4 of Beijing metro, which is currently under construction and is planned to pass in close proximity of the Physics Laboratory of Beijing University. The laboratory has a lot of equipment that is very sensitive to traffic induced vibrations and future operation of metro line 4 is a matter of concern. Hence, it is important to study the influence of subway induced vibrations inside the laboratory and to propose a viable solution to mitigate the vibrations. In this paper, the tunnel north of Chengfulu station is modelled using a coupled periodic FE-BE model and the free-field response due to moving trains is predicted. In addition, vibration measurements have been performed on the site of the Physics Laboratory to estimate the existing vibration levels due to road traffic. The predicted and measured vibrations are superimposed to assess the vibrations due to the combined effect of road and railway traffic in the vicinity of the Physics Laboratory. Apart from the numerical investigations, vibration measurements have also been performed on a similar site at line 1 of Beijing metro to substantiate the estimated results on metro line 4. Finally, it is studied how the vibrations can be controlled using a floating slab track, which is widely used as an effective measure of vibration isolation in tunnels. The efficiency of a 7.9 Hz floating slab track as a vibration countermeasure is assessed in this paper. This study demonstrates the applicability of the numerical model for the relevant assessment of subway induced vibrations and its use to study the performance of different track structures in the tunnel.     

Experimental investigation on self-excited resonances of a cylindrical tube in cross-flow

This paper is devoted to the study of acoustic vibrations induced by a flow upon an air-filled cylindrical tube vertically placed in water. A water pump with adapted piping generates a turbulent flow horizontally canalized in a large laboratory tank (6 m × 4 m × 3 m). The tube is located across this flow and an accelerometer measures vibrations. The signal processing performed on the recorded signals brings out resonance modes of the tube excited by the flow. A theoretical study (tube in air) and complementary experiments (tube in air and in water) are conducted to identify these modes.     

EFFECT OF MUSCLE TENSION ON NON-LINEARITIES IN THE APPARENT MASSES OF SEATED SUBJECTS EXPOSED TO VERTICAL WHOLE-BODY VIBRATION

In subjects exposed to whole-body vibration, the cause of non-linear dynamic characteristics with changes in vibration magnitude is not understood. The effect of muscle tension on the non-linearity in apparent mass has been investigated in this study. Eight seated male subjects were exposed to random and sinusoidal vertical vibration at five magnitudes (0·35-1·4 m/s² r.m.s.). The random vibration was presented for 60 s over the frequency range 2·0-20 Hz; the sinusoidal vibration was presented for 10 s at five frequencies (3·15, 4·0, 5·0, 6·3 and 8·0 Hz). Three sitting conditions were adopted such that, in two conditions, muscle tension in the buttocks and the abdomen was controlled. It was assumed that, in these two conditions, involuntary changes in muscle tension would be minimized. The force and acceleration at the seat surface were used to obtain apparent masses of subjects. With both sinusoidal and random vibration, there was statistical support for the hypothesis that non-linear characteristics were less clear when muscle tension in the buttocks and the abdomen was controlled. With increases in the magnitude of random vibration from 0·35 to 1·4 m/s² r.m.s., the apparent mass resonance frequency decreased from 5·25 to 4·25 Hz with normal muscle tension, from 5·0 to 4·38 Hz with the buttocks muscles tensed, and from 5·13 to 4·5 Hz with the abdominal muscles tensed. Involuntary changes in muscle tension during whole-body vibration may be partly responsible for non-linear biodynamic responses.     

Effects of different noise combinations on sleep, as assessed by a general questionnaire

In the present study, the effects of different noise combinations on sleep were assessed in two contexts, with a single noise source and with combined noise sources. Road traffic noise, and construction or movie noise combined with road traffic noise were used as the single noise source and the combined noise sources, respectively. When the sound pressure level of road traffic noise was kept constant, levels of the construction and movie noise were changed. Twenty participants were followed for approximately 2 weeks, during which their sleep was evaluated using a questionnaire, including questions on sleeping behavior, premature awakening, and subjective responses. The results showed that the combined noise sources including construction noise decreased the number of participants who fell asleep within an hour and increased the number that were awakened prematurely compared to the effects of road traffic noise combined with movie noise. However, similar tendencies were observed while evaluating sleep quality, sleep disturbance, and annoyance.     

EFFECT OF PHASE ON HUMAN RESPONSES TO VERTICAL WHOLE-BODY VIBRATION AND SHOCK—ANALYTICAL INVESTIGATION

The effect of the “phase” on human responses to vertical whole-body vibration and shock has been investigated analytically using alternative methods of predicting subjective responses (using r.m.s., VDV and various frequency weightings). Two types of phase have been investigated: the effect of the relative phase between two frequency components in the input stimulus, and the phase response of the human body. Continuous vibrations and shocks, based on half-sine and one-and-a-half-sine accelerations, each of which had two frequency components, were used as input stimuli. For the continuous vibrations, an effect of relative phase was found for the vibration dose value (VDV) when the ratio between two frequency components was three: about 12% variation in the VDV of the unweighted acceleration was possible by changing the relative phase. The effect of the phase response of the body represented by frequency weightings was most significant when the frequencies of two sinusoidal components were about 3 and 9 Hz. With shocks, the effect of relative phase was observed for all stimuli used. The variation in the r.m.s. acceleration and in the VDV caused by variations in the relative phase varied between 3 and 100%, depending on the nature of stimulus and the frequency weighting. The phase of the frequency weightings had a different effect on the r.m.s. and the VDV.     

Practical guidance for risk assessment of traffic noise effects on sleep

Environmental noise disturbs sleep and may impair well-being, performance and health. The European Union Directive 2002/49/EC (END) requires member states to generate noise maps and action plans to mitigate traffic noise effects on the population. However, practical guidance for the generation of action plans, i.e. for assessing the effects of traffic noise on sleep, is missing. Based on the current literature, we provide guidance on hazard identification, exposure assessment, exposure-response relationships and risk estimation: there is currently no consensus on both exposure and outcome variables that describe traffic noise effects on sleep most adequately. END suggests the equivalent noise level L_night as the primary exposure variable, and our own simulations of single nights with up to 200 noise events based on a field study on the effects of aircraft noise on sleep support using expert consensus L_night ranges (<30, 30-40, 40-55, >55 dB) for risk assessment. However, the precision of risk assessment may be considerably improved by adding information on the number of noise events contributing to L_night. The calculation of L_night should be extended to the shoulder hours of the day if traffic is busy during these periods. More data are needed on the combined effects of different traffic modes.     

A field study of effects of road traffic and railway noise on polysomnographic sleep parameters

The aim of this study was to explore and compare the effect of noise from railway and road traffic on sleep in subjects habitually exposed to nocturnal noise. Forty young and middle aged healthy subjects were studied with polysomnography (PSG) during two consecutive nights in their own bedroom. Noise measurements and recordings were conducted concurrently outside of the bedroom fac?ade as well as inside the bedroom of each participant. Different noise exposure parameters were calculated (L(p,A,eq,night), L(p,A,Fmax,night), and L(AF5,night)) and analyzed in relation to whole-night sleep parameters. The group exposed to railway noise had significantly less Rapid eye movement, (REM) sleep than the group exposed to road traffic noise. A significant association was found between the maximum level (L(p,A,Fmax,night)) of railway noise and time spent in REM sleep. REM sleep was significantly shorter in the group exposed to at least a single railway noise event above 50 dB inside the bedroom. These results, obtained in an ecological valid setting, support previous laboratory findings that railway noise has a stronger impact than road traffic noise on physiological parameters during sleep, and that the maximum noise level is an important predictor of noise effects on sleep assessed by PSG, at least for railway noise.     

Sleep disturbance effects of traffic noise—A laboratory study on after effects

Body movements during sleep and subjective sleep quality, as well as mood and performance were investigated after exposure to intermittent and continuous traffic noise during the night. In a first experiment, six young subjects slept in the laboratory for five nights; in a second experiment 12 subjects slept six consecutive nights in the laboratory. A good dose-response relationship was obtained between intermittent noise and subjective sleep quality: i.e., the higher the noise level, the poorer the sleep quality. A similar dose-response relationship was found for body movements immediately following noise peaks during nights with intermittent noise. Performance and mood tended to be worse after intermittent noise. However, these effects did not increase with an increase in noise levels. Compared with intermittent noise, continuous noise had a significantly smaller effect on sleep quality. Mood and performance were not worse after continuous noise. The results suggest that increased attention should be paid to peak noise levels when standards for nocturnal noise are set.     

Effect of traffic noise on the cyclical nature of sleep

Sleep changes from shallow to deep and back again in a cyclical manner with a period of around 90 min. The sleep of 12 subjects, each sleeping for 24 nights, was monitored by EEG. The results indicate that the cyclical nature may be somewhat disturbed by continuous free-flowing traffic noise, at a level of 60 dB, if, for instance, waking is always considered as the end of one cycle. However, if a cycle is judged from a bird's-eye view of the sleep record, then it appears that the average subject persists in his normal cycle and the effect of noise is negligible. But individual differences are great and may even be in opposite directions [G. J. Thiessen and A.C. Lapointe, J. Acoust. Soc. Am. 64, 1078-1080 (1978)], which may result in obscuring real effects when data are averaged over a number of individuals. Defining a "sleep cycle" is of importance in view of reports [M. Herbert and R.T. Wilkinson, Proc. of Congress on Biological Effects on Noise, Dubrovnik, Yugoslavia (1973)] that the disturbance of the sleep rhythm has an effect on performance during the following day.     

公路交通噪声频率特征及等效频率研究

为了确定不同车型在不同行车速度下的噪声频率分布特性及等效频率值,更加准确的对交通噪声的影响进行评估,本文对单车稳态辐射噪声的频率特性进行了现场测定,并对不同类型车辆的频率特性数据进行了分析。结果表明,不同类型车辆车速与频带声压级之间的相关性随频带中心频率的变化而变化。FHWA模型对公路交通噪声中介于500 Hz～2000 Hz频段的噪声有较好的预测效果,而对低于500 Hz和高于2000 Hz的交通噪声的预测精度较差。车辆类型不同,车辆产生噪声的中心频率、声能量集中分布的频率范围以及等效频率均不相同。     

电力变压器绕组振动声纹特性分析*

为更加准确分析变压器绕组的状态特征,本文提出一种基于多物理场耦合仿真的变压器绕组振动声纹特性分析方法。根据实验条件,建立变压器绕组振动噪声模型,考虑变压器绝缘油在噪声传播过程中的作用,对S13-M-200/10型号的油浸式变压器进行短路实验,测量油箱表面的振动加速度以及周围空间的声音信号。仿真结果与实测数据对比分析,油箱表面的振动加速度集中频率为100Hz,空间声音信号集中频率为100Hz和200Hz,验证仿真模型的有效性。最后,建立变压器机械故障的仿真模型,分析得到变压器发生机械故障时,声音信号中100Hz频率分量减少,200Hz频率分量增加,为变压器绕组故障诊断提供依据。