基于时频感知加权的车辆路面冲击声品质评价

朱洪林; 宋帅; 吴昱东; 杨明亮; 税永波; 丁渭平

doi:10.3969/j.issn.0258-2724.20211060

基于时频感知加权的车辆路面冲击声品质评价

doi: 10.3969/j.issn.0258-2724.20211060

1.
西南交通大学机械工程学院，四川成都 610031
2.
重庆工商职业学院智能制造与汽车学院，重庆 401520

基金项目: 重庆市自然科学基金（cstc2021jcyj-msxmX1020) ；四川省科技计划项目2020YFG0130

详细信息

作者简介:
朱洪林（1989—），男，博士研究生，研究方向为车辆声振舒适性、车辆智能化理论与技术，E-mail：zhlswjtu@foxmail.com

通讯作者:
丁渭平（1968—），男，教授，研究方向为车辆声振舒适性、车辆智能化理论与技术，E-mail：dwp@swjtu.edu.cn

中图分类号: U467.11
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- 文章访问数: 398
- HTML全文浏览量: 166
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- 被引次数: 0
出版历程
- 收稿日期: 2021-12-24
- 修回日期: 2022-04-06
- 网络出版日期: 2023-01-03
- 刊出日期: 2022-04-11

Evaluation of Vehicle Road Impact Sound Quality Based on Time-Frequency Perception Weighting

1.
School of Mechanical Engineering , Southwest Jiaotong University, Chengdu 610031, China
2.
School of Intelligent Manufacturing and Automotive , Chongqing Technology & Business Institute, Chongqing 401520, China

摘要

摘要:
为表征与量化人对路面冲击声的主观感受，首先，对减速带工况冲击非平稳噪声信号进行声时感知时长定义，同时根据人耳听声可辨性将声时历程分为冲击段、峰值段及衰减段；进而，以小波变换提取冲击噪声中的主冲击与多重微冲击特征信息，组成冲击声品质评价的基础特征阵；然后，类比峰值因子法定义频域滤波因子，并基于序关系分析法确定时变感知加权系数，组建时频滤波网络对基础特征阵加权且建立冲击声品质时频感知评价指标；最后，基于实车过减速带冲击噪声测试数据计算声品质指标，并进行对比验证. 研究结果表明：所提时频感知加权评价指标与主观评价的相关系数在车速20 km/h时为0.927，在车速30 km/h时为0.922；在考虑路面冲击声声时历程全程评价时，经典的声品质评价指标（特征频带时变响度）与主观评价的相关系数在车速20 km/h时为0.933，在车速30 km/h时为0.649；所提时频感知加权评价方法对于车速为20 km/h与30 km/h的情况具有较好的适用性.
- 路面冲击 /
- 声品质 /
- 声时感知时长 /
- 小波变换 /
- 时频感知加权
Abstract:
In order to characterize and quantify a person’s subjective perception of road impact sound, firstly, the acoustic time perception duration of the impact non-stationary noise signal of the speed bump condition was defined, and the acoustic time history was divided into the impact section, the peak section and the attenuation section according to the discernibility of the human ear. The main impact and multiple micro-impact feature information of the impact noise were extracted by the wavelet transforms, and the feature information was used to form the basic feature matrix for impact sound quality evaluation. Then, the frequency domain filter factor was defined by referring to the crest factor method, and the time-varying perceptual weighting coefficient was determined based on the sequence relation analysis method, and the time-frequency filter network was established to weight the basic feature matrix and establish the impact sound quality evaluation index. Finally, based on the test data of the impact noise of the actual vehicle driving through the speed bump, the sound quality index was calculated, and comparative verification was carried out. The results show that the correlation coefficient between the proposed time-frequency perception weighted evaluation index and subjective evaluation is 0.927 at 20 km/h and 0.922 at 30 km/h. When considering the road impact acoustic time history evaluation, the correlation coefficient between the classic sound quality evaluation index(characteristic frequency band time-varying loudness) and subjective evaluation is 0.933 at 20 km/h and 0.649 at 30 km/h. The proposed time-frequency perception weighted evaluation method has good applicability for the conditions of 20 km/h and 30 km/h.
- road impact /
- quality control /
- perception time during sound /
- wavelet transforms /
- time-frequency perception weighting

HTML全文

图 1 路面冲击声品质评价指标提取流程

Figure 1. Process of road impact sound quality evaluation method

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图 2 减速带与声压测点

Figure 2. Speed bump and sound pressure measuring location

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图 3 减振器阻尼因素水平示例

Figure 3. Example of damping factor levels

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图 4 S_TF相关性分析

Figure 4. Correlation analysis of S_TF

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图 5 路面冲击感知时长界定与数据对比

Figure 5. Definition of road impact perception time and data comparison

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图 6 S_TF特征阵分布对比

Figure 6. Characteristic matrix distribution of S_TF

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图 7 时变响度模型相关性分析

Figure 7. Correlation analysis of time-varying loudness method

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表 1 路面冲击声品质主观评价等级评分定义

Table 1. Definition of subjective evaluation grade of road impact sound quality

评价等级	没有不舒适	略微不舒适	不舒适	明显不舒适	极不舒适
评分	1～2	3～4	5	6～8	9～10

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表 2 路面冲击声品质指标

Table 2. Road impact sound quality indicators

试验编号	车速/ （km·h⁻¹）	T_V/ms	T_S/ms	T_M/ms	T_D/ms	S_TF/	主观评分
T_est1	20	500	100	160	240	6.81	3.87
T_est2	20	500	100	160	240	4.66	3.62
T_est3	20	500	100	160	240	6.75	4.37
T_est4	20	500	100	160	240	24.17	5.50
T_est5	20	500	100	160	240	39.19	5.62
T_est6	20	500	100	160	240	18.61	5.37
$ \vdots $	$\vdots $	$\vdots $	$\vdots $	$\vdots $	$\vdots $	$\vdots $	$\vdots $
T_est27	30	340	80	100	160	45.54	5.75
T_est28	30	340	80	100	160	42.31	5.75
T_est29	30	340	80	100	160	41.46	5.62
T_est30	30	340	80	100	160	39.41	5.37

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表 3 S_TF相关分析统计

Table 3. The correlation analysis statistics of S_TF

指标	编号	车速/（km·h⁻¹）	相关系数	置信水平
S_TF	5	20	0.927	0.99
S_TF	5	30	0.922	0.99

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表 4 时变响度模型主要区别

Table 4. Main difference of the time-varying loudness model

类别	尺度/级数	传递特性	频域掩蔽	时域掩蔽
Zwicker 时变响度	Bark [0～24]	外耳与中耳综合考虑	图表法	单一时间常量
Moore 时变响度	ERB [1.8～38.9]	外耳与中耳独立考虑	机理数学模型	多时间常量

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表 5 时变响度模型相关分析统计

Table 5. Correlation analysis statistics of time-varying loudness method

指标	编号	车速/（km·h⁻¹）	相关系数	置信水平
N_maxZwicker	1	20	0.732	0.99
N_maxZwicker	1	30	0.587	0.95
N_Zwicker	2	20	0.933	0.99
N_Zwicker	2	30	0.583	0.95
N_maxMoore	3	20	0.866	0.99
N_maxMoore	3	30	0.649	0.95
N_Moore	4	20	0.926	0.99
N_Moore	4	30	0.168

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