Vibration simulator studies for the development of passenger ride comfort criteria

A test program to determine the total discomfort associated with vehicle vibration is described. The program utilizes a three-degree-of-freedom vibration simulator to determine the effects of multifrequency and multiaxis vibration inputs. The approach to multifrequency vibration includes a separate consideration of the discomfort associated with each frequency component or band of the total spectrum and a subsequent empirical weighting of the discomfort components of these frequency bands when in various random combinations. The results are in the form of equal discomfort curves that specify the discomfort associated with discrete frequencies between 1 and 30 Hz and different acceleration levels. These results provide detailed information of the human discomfort response to increases in acceleration level for each frequency investigated. More importantly, the results provide a method for adding the discomfort associated with separate frequencies to give a total typification of the discomfort of a random spectrum of vibration

Experimental studies for determining human discomfort response to vertical sinusoidal vibration

A study was conducted to investigate several problems related to methodology and design of experiments to obtain human comfort response to vertical sinusoidal vibration. Specifically, the studies were directed to the determination of (1) the adequacy of frequency averaging of vibration data to obtain discomfort predictors, (2) the effect of practice on subject ratings, (3) the effect of the demographic factors of age, sex, and weight, and (4) the relative importance of seat and floor vibrations in the determination of measurement and criteria specification location. Results indicate that accurate prediction of discomfort requires knowledge of both the acceleration level and frequency content of the vibration stimuli. More importantly, the prediction of discomfort was shown to be equally good based upon either floor accelerations or seat accelerations. Furthermore, it was demonstrated that the discomfort levels in different seats resulting from similar vibratory imputs were equal. Therefore, it was recommended that criteria specifications and acceleration measurements be made at the floor location. The results also indicated that practice did not systematically influence discomfort responses nor did the demographic factors of age, weight, and sex contribute to the discomfort response variation

An investigation of ride quality rating scales

An experimental investigation was conducted for the combined purposes of determining the relative merits of various category scales for the prediction of human discomfort response to vibration and for determining the mathematical relationships whereby subjective data are transformed from one scale to other scales. There were 16 category scales analyzed representing various parametric combinations of polarity, that is, unipolar and bipolar, scale type, and number of scalar points. Results indicated that unipolar continuous-type scales containing either seven or nine scalar points provide the greatest reliability and discriminability. Transformations of subjective data between category scales were found to be feasible with unipolar scales of a larger number of scalar points providing the greatest accuracy of transformation. The results contain coefficients for transformation of subjective data between the category scales investigated. A result of particular interest was that the comfort half of a bipolar scale was seldom used by subjects to describe their subjective reaction to vibration

Ride quality meter

A ride quality meter is disclosed that automatically transforms vibration and noise measurements into a single number index of passenger discomfort. The noise measurements are converted into a noise discomfort value. The vibrations are converted into single axis discomfort values which are then converted into a combined axis discomfort value. The combined axis discomfort value is corrected for time duration and then summed with the noise discomfort value to obtain a total discomfort value

Model of aircraft noise adaptation

Development of an aircraft noise adaptation model, which would account for much of the variability in the responses of subjects participating in human response to noise experiments, was studied. A description of the model development is presented. The principal concept of the model, was the determination of an aircraft adaptation level which represents an annoyance calibration for each individual. Results showed a direct correlation between noise level of the stimuli and annoyance reactions. Attitude-personality variables were found to account for varying annoyance judgements

Discomfort criteria for single-axis vibrations

Experimental investigations were conducted to determine the fundamental relationships governing human subjective discomfort response to single-axis vibrations. The axes investigated were vertical, lateral, longitudinal, roll, and pitch, and the vibrations used were both sinusoidal and random in nature. Results of these investigations provided the basis for: (1) development of a scale of passenger discomfort that is common to all axes of vibration; and (2) generation of discomfort criteria for each axis of each axis and for both types of vibration. Furthermore, empirical equations describing discomfort responses within each axis of vibration are included

A study of possible sea state information in the sample and hold gate statistics for the GEOS-3 satellite altimeter

The statistical variations in the sample gate outputs of the GEOS-3 satellite altimeter were studied for possible sea state information. After examination of a large number of statistical characteristics of the altimeter waveforms, it was found that the best sea predictor for H-1/3 in the range of 0 to 3 meters was the 75th percentile of sample and hold gate number 11

Effect of vibration in combined axes on subjective evaluation of ride quality

The effects of simultaneous sinusoidal vibration in the vertical and lateral axes on ratings of discomfort were investigated. The first experiment concentrated on the effects of variation of frequency in the two axes, and the second study concentrated on the effects of amplitude variation in the two axes

Metabolism of Nonessential N15-Labeled Amino Acids and the Measurement of Human Whole-Body Protein Synthesis Rates

Eight N-15 labeled nonessential amino acids plus (15)NH4Cl were administered over a 10 h period to four healthy adult males using a primed-constant dosage regimen. The amount of N-15 excreted in the urine and the urinary ammonia, hippuric acid, and plasma alanine N-15 enrichments were measured. There was a high degree of consistency across subjects in the ordering of the nine compounds based on the fraction of N-15 excreted (Kendall coefficient of concordance W = 0.83, P is less than 0.01). Protein synthesis rates were calculated from the urinary ammonia plateau enrichment and the cumulative excretion of N-15. Glycine was one of the few amino acids that gave similar values by both methods

Residents' annoyance responses to aircraft noise events

In a study conducted in the vicinity of Salt Lake City International Airport, community residents reported their annoyance with individual aircraft flyovers during rating sessions conducted in their homes. Annoyance ratings were obtained at different times of the day. Aircraft noise levels were measured, and other characteristics of the aircraft were noted by trained observers. Metrics commonly used for assessing aircraft noise were compared, but none performed significantly better than A-weighted sound pressure level. A significant difference was found between the ratings of commercial jet aircraft and general aviation propeller aircraft, with the latter being judged less annoying. After the effects of noise level were accounted for, no significant differences were found between the ratings of landings and takeoffs. Aircraft noise annoyance reactions are stronger in lowered ambient noise conditions. This is consistent with the theory that reduced nighttime and evening ambient levels could create different reactions at different times of day. After controlling for ambient noise in a multiple regression analysis, no significant differences were found between the ratings of single events obtained during the three time periods: morning, afternoon, and evenings