Development of deep Vs profiles and site periods for the Canterbury region

Recent field investigations were carried out to define the shear wave velocity (VS) profile and site periods across the Canterbury region, supplementing earlier efforts in urban Christchurch. Active source surface wave testing, ambient wave field (passive) and H/V spectral ratio methods were used to characterise the soil profile in the region. H/V spectral ratio peaks indicate site periods in the range of 5-7 seconds across much of the Canterbury Plains, broadly consistent with those based on a 1D velocity model for the region. Site periods decrease rapidly in the vicinity of the Canterbury foothills and the Banks Peninsula outcrops. In Christchurch, the Riccarton Gravels result in a significant mode of vibration that has a much shorter period than the site period of the entire soil column down to basement rock

A History of Discrete Event Simulation Programming Languages

The history of simulation programming languages is organized as a progression in periods of similar developments. The five periods, spanning 1955-1986, are labeled: The Period of Search (1955-1960); The Advent (1961-1965); The Formative Period (1966-1970); The Expansional Period (1971-1978); and The Period of Consolidation and Regeneration (1979-1986). The focus is on recognizing the people and places that have made important contributions in addition to the nature of the contribution. A balance between comprehensive and in-depth treatment has been reached by providing more detailed description of those languages which have or have had major use. Over 30 languages are mentioned, and numerous variations are described in the major contributors. A concluding summary notes the concepts and techniques either originating with simulation programming languages or given significant visibility by them

Acoustic response variability in automotive vehicles

A statistical analysis of a series of measurements of the audio-frequency response of a large set of automotive vehicles is presented: a small hatchback model with both a three-door (411 vehicles) and five-door (403 vehicles) derivative and a mid-sized family five-door car (316 vehicles). The sets included vehicles of various specifications, engines, gearboxes, interior trim, wheels and tyres. The tests were performed in a hemianechoic chamber with the temperature and humidity recorded. Two tests were performed on each vehicle and the interior cabin noise measured. In the first, the excitation was acoustically induced by sets of external loudspeakers. In the second test, predominantly structure-borne noise was induced by running the vehicle at a steady speed on a rough roller.For both types of excitation, it is seen that the effects of temperature are small, indicating that manufacturing variability is larger than that due to temperature for the tests conducted. It is also observed that there are no significant outlying vehicles, i.e. there are at most only a few vehicles that consistently have the lowest or highest noise levels over the whole spectrum. For the acoustically excited tests, measured 1/3-octave noise reduction levels typically have a spread of 5 dB or so and the normalised standard deviation of the linear data is typically 0.1 or higher. Regarding the statistical distribution of the linear data, a lognormal distribution is a somewhat better fit than a Gaussian distribution for lower 1/3-octave bands, while the reverse is true at higher frequencies. For the distribution of the overall linear levels, a Gaussian distribution is generally the most representative. As a simple description of the response variability, it is sufficient for this series of measurements to assume that the acoustically induced airborne cabin noise is best described by a Gaussian distribution with a normalised standard deviation between 0.09 and 0.145.There is generally considerable variability in the roller-induced noise, with individual 1/3-octave levels varying by typically 15 dB or so and with the normalised standard deviation being in the range 0.2–0.35 or more. These levels are strongly affected by wheel rim and tyre constructions. For vehicles with nominally identical wheel rims and tyres, the normalised standard deviation for 1/3-octave levels in the frequency range 40–600 Hz is 0.2 or so. The distribution of the linear roller-induced noise level in each 1/3-octave frequency band is well described by a lognormal distribution as is the overall level. As a simple description of the response variability, it is sufficient for this series of measurements to assume that the roller-induced road noise is best described by a lognormal distribution with a normalised standard deviation of 0.2 or so, but that this can be significantly affected by the tyre and rim type, especially at lower frequencie

Variability of automotive interior noise from engine sources

A statistical analysis of a series of interior vehicle noise measurements on a set of 1106 automotive vehicles, both petrol and diesel versions, from one manufacturer is presented: a small hatchback model and a mid-sized family 5-door car. The engines were run at 50 rpm intervals over therange from 1000 rpm up to 4000 and 5950 rpm for the diesel and petrol variants respectively, with full load in second gear whilst the vehicle was on a dynamometer roller test rig, comprising a smooth rolling surface.The measured interior noise at four positions corresponding to passenger ear locations were subsequently analysed in third octave bands as well as the overall levels, with statistical tests being performed on the linear rms pressures. The normalised standard deviation of the linear data decreases with increasing frequency. It is typically less than 0.1 over the whole audio frequency range irrespective of vehicle type or engine. A lognormal distribution provides the best fit to the majority of the engine noise results and the overall engine noise could be described by a lognormal or gamma distribution. A lognormal distribution fit implies that the values in dB are normally distributed