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Research Papers

Research on the Interior Noise Reduction of an Elastic Cavity by the Multipoint Panel Acoustic Contribution Method Based on Moore–Glasberg Loudness Model

[+] Author and Article Information
Rongping Fan, Zhongqing Su

Department of Mechanical Engineering,
The Hong Kong Polytechnic University,
Hung Hom, Kowloon 999077, Hong Kong

Guang Meng

State Key Laboratory of Mechanical
System and Vibration,
Shanghai Jiao Tong University,
Shanghai 200240, China
e-mail: GMeng@sjtu.edu.cn

1Corresponding author.

Contributed by the Noise Control and Acoustics Division of ASME for publication in the JOURNAL OF VIBRATION AND ACOUSTICS. Manuscript received August 26, 2013; final manuscript received July 12, 2014; published online September 1, 2014. Assoc. Editor: Sheryl M. Grace.

J. Vib. Acoust 136(6), 061004 (Sep 01, 2014) (12 pages) Paper No: VIB-13-1296; doi: 10.1115/1.4028227 History: Received August 26, 2013; Revised July 12, 2014

More and more attention has been paid to reduce the low frequency interior noise of the elastic cavity, such as automobiles, ships, airplanes, and railway vehicles, to provide the more comfortable riding environment for passengers. Identification of the interior acoustical sources in the low frequency range is vitally important for the sound quality design inside the elastic cavity. By transformation of the sound pressure level into the specific loudness, a multipoint panel acoustic contribution method based on Moore–Glasberg loudness model is proposed to identify the acoustic contribution of local structural panels of an elastic cavity. The finite element (FE) equation of vibro-acoustic coupling structure with the visco-elastic damping is formulated to evaluate the acoustic panel contribution. Two parameters of acoustic contribution sum and total sound field contribution are derived to measure the acoustic contribution of each panel at the important peak frequencies for the multiple evaluation points. A carriage of high-speed train is modeled as the elastic cavity to demonstrate the application of the developed algorithm. The bottom panel of the carriage is identified to make the most significant contribution to the loudness of evaluation points. The reduction effect of the various design parameters of visco-elastic damping layer on the bottom panel is investigated. The proposed method can efficiently arrange the visco-elastic damping layer on the bottom panel to reduce the interior loudness.

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Figures

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Fig. 1

A schematic for the Moore–Glasberg loudness model: (a) the assumed middle-ear transfer function. The function is expressed relative to the value at 1 kHz, which was set to 0 dB and (b) the function relating the internal excitation level at threshold to frequency, for normal hearing.

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Fig. 6

Specific loudness at different locations: (a) points of B and E in the middle and (b) three points of A, B, and C in the same horizontal line

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Fig. 3

Schematic diagram of carriage: (a) the simplified model of the carriage; (b) frame beams of carriage car body: the frame is the angle steel with thickness of 3 mm and length of 9 mm; and (c) the bottom panel with the square steel stiffener and the locations for loading forces of the unit white noise in the direction normal to the bottom panel

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Fig. 4

Six evaluation points in the FEM of the small scale carriage

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Fig. 5

Linear sound pressure levels at different locations: (a) points B and E at different heights and (b) three points A, B, and C at the same heights

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Fig. 2

Flow chart of interior sound reduction by the proposed multifield-point panel noise contribution based on loudness evaluation

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Fig. 8

(a) Elastic storage modulus and (b) loss factor

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Fig. 9

The effect of the variation in visco-elastic damping layer thickness: (a) RMS acceleration at the middle of bottom panel; (b) linear sound pressure levels at location B; and (c) loudness at location B

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Fig. 7

Mode shapes of structural–acoustic coupling system at the four peak frequencies: (a) 46.7 Hz, (b) 71.6 Hz, (c) 119.8 Hz, and (d) 226.8 Hz

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Fig. 10

Schematic diagram of finer division of the bottom panel

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Fig. 11

Two types of arrangements for visco-elastic damping layers in the shadow areas: (a) the case 1 and (b) the case 2

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Fig. 12

Bottom vibration and interior sound pressure for boxes with whole visco-elastic panel and two kinds of visco-elastic material arrangement: (a) RMS acceleration at the middle of bottom panel; (b) linear sound pressure level at location B; and (c) loudness at location B

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