This thesis proposes a test method for evaluating the perceived vibration which occurs at the driver's hand in automotive steering wheel interface. The objective of the research was to develop frequency weightings for quantifying the human perception of steering wheel hand-arm vibration. Family of frequency weightings were developed from equal sensation curves obtained from the psychophysical laboratory experimental tests. The previous literature suggests that the only internationally standardised frequency weighting Wh is not accurate to predict human perception of steering wheel hand-arm vibration (Amman et. al, 2005) because Wh was developed originally for health effects, not for the human perception. In addition, most of the data in hand-arm vibration are based upon responses from male subjects (Neely and Burström, 2006) and previous studies based only on sinusoidal stimuli. Further, it has been continuously suggested by researchers (Gnanasekarna et al., 2006; Morioka and Griffin, 2006; Ajovalasit and Giacomin, 2009) that only one weighting is not optimal to estimate the human perception at all vibrational magnitudes. In order to address these problems, the investigation of the effect of gender, body mass and the signal type on the equal sensation curves has been performed by means of psychophysical laboratory experimental tests. The test participants were seated on a steering wheel simulator which consists of a rigid frame, a rigid steering wheel, an automobile seat, an electrodynamic shaker unit, a power amplifier and a signal generator. The category-ratio Borg CR10 scale procedure was used to quantify the perceived vibration intensity. A same test protocol was used for each test and for each test subject. The first experiment was conducted to investigate the effect of gender using sinusoidal vibration with 40 test participants (20 males and 20 females). The results suggested that the male participants provided generally lower subjective ratings than the female participants. The second experiment was conducted using band-limited random vibration to investigate the effect of signal type between sinusoidal and band-limited random vibration with 30 test participants (15 males and 15 females). The results suggested that the equal sensation curves obtained using random vibration were generally steeper and deeper in the shape of the curves than those obtained using sinusoidal vibration. These differences may be due to the characteristics of random vibration which produce generally higher crest factors than sinusoidal vibration. The third experiment was conducted to investigate the effect of physical body mass with 40 test participants (20 light and 20 heavy participants) using sinusoidal vibration. The results suggested that the light participants produced generally higher subjective ratings than the heavy participants. From the results it can be suggested that the equal sensation curves for steering wheel rotational vibration differ mainly due to differences of body size rather than differences of gender. The final experiments was conducted using real road signals to quantify the human subjective response to representative driving condition and to use the results to define the selection method for choosing the adequate frequency weightings for the road signals by means of correlation analysis. The final experiment was performed with 40 test participants (20 light and 20 heavy participants) using 21 real road signals obtained from the road tests. From the results the hypothesis was established that different amplitude groups may require different frequency weightings. Three amplitude groups were defined and the frequency weightings were selected for each amplitude group. The following findings can be drawn from the research: • the equal sensation curves suggest a nonlinear dependency on both the frequency and the amplitude. • the subjective responses obtained from band-limited random stimuli were steeper and the deeper in the shape of the equal sensation curves than those obtained using sinusoidal vibration stimuli. • females provided higher perceived intensity values than the males for the same physical stimulus at most frequencies. • light test participants provided higher perceived intensity than the heavy test participants for the same physical stimulus at most frequencies. • the equal sensation curves for steering wheel rotational vibration differ mainly due to differences in body size, rather than differences of gender. • at least three frequency weightings may be necessary to estimate the subjective intensity for road surface stimuli.

Genom konstruktion och tillverkning av prototyper samt med hjälp av ljud- och flödesmätningar av dessa, tillsammans med standardmodellen, har vi lyckats förbättra flödet genom ventilen Al-db 450, producerad av Fresh AB i Gemla. För ljudmätningar har en testrigg konstruerats och tillverkats. / By design and manufacturing of prototypes, in conjunction with sound and flow measurements, we successfully increased air flow through the vent Al-db 450. The producer of this fresh air vent is Fresh AB in Gemla, Sweden. For sound testing a box was designed and manufactured.

<p>Genom konstruktion och tillverkning av prototyper samt med hjälp av ljud- och flödesmätningar av dessa, tillsammans med standardmodellen, har vi lyckats förbättra flödet genom ventilen Al-db 450, producerad av Fresh AB i Gemla. För ljudmätningar har en testrigg konstruerats och tillverkats.</p> / <p>By design and manufacturing of prototypes, in conjunction with sound and flow measurements, we successfully increased air flow through the vent Al-db 450. The producer of this fresh air vent is Fresh AB in Gemla, Sweden. For sound testing a box was designed and manufactured.</p>

Many people use the train both as a daily means of transport as well as a working place to carry out activities such as reading or writing. There are, however, several important factors in this environment that will hamper good performance of such activities. Some of the main sources of disturbance, apart form other train passengers, are noise and vibrations generated from the train itself. Although there are standards available for evaluation of ride comfort in vehicles none of them consider the effects that vibrations have on particular passengers' activities. To address these issues, three different studies were conducted to investigate how low frequency lateral vibrations influence the passengers' ability to read and write onboard trains. The first study was conducted on three types of Inter-Regional trains during normal service and included both a questionnaire survey and vibration measurements. Two proceeding laboratory studies were conducted in a train mock-up where the perceived difficulty of reading and writing was evaluated for different frequencies and amplitudes. To model and clarify how vibrations influence the processes of reading and writing the fundamentals of Human Activity Theory was used as a framework in this thesis. In the field study about 80% of the passengers were found to be reading at some point during the journey, 25% were writing by hand, and 14% worked with portable computers. The passengers applied a wide range of seated postures for their different activities. According to the standardised measurements, even the trains running on poor tracks showed acceptable levels of vibration. However, when the passengers performed a short written test, over 60 % reported to be disturbed or affected by vibrations and noise in the train. In the laboratory studies it was found that the difficulty in reading and writing is strongly influenced by both vibration frequency and acceleration amplitude. The vibration spectra of real trains were found to correspond well to the frequency characteristics of the rated difficulty. It was also observed that moderate levels of difficulty begin at fairly low vibration levels. Contextual parameters like sitting posture and type of activity also showed strong influence on how vibrations cause difficulty.

Effective management of the potential environmental impacts of naval sonar requires quantitative data on the behaviour and hearing physiology of cetaceans. Here, novel experimental and analytical methods were used to obtain such information and to test the effectiveness of an operational mitigation method for naval sonar. A Bayesian method was developed to estimate whale locations through time, integrating visual observations with measurements from on-animal inertial, acoustic, depth, and Fastloc-GPS sensors. The track reconstruction method was applied to 13 humpback whale (Megaptera novaeangliae) data sets collected during a multi-disciplinary behavioural response study in Norwegian waters. Thirty-one controlled exposure experiments with and without active transmissions of 1.3-2 kHz sounds were conducted using a moving vessel that towed a sonar source. Dose-response functions, representing the relationships between measured sonar dose and behavioural responses identified from the reconstructed tracks, predicted that 50% of the humpbacks would initiate avoidance at a relatively high received sound pressure level of 166 dB re 1 µPa. Very similar dose-response functions were obtained for cessation of feeding. In a laboratory study, behavioural reaction times of a harbour porpoise (Phocoena phocoena) to sonar-like sounds were measured using operant conditioning and a psychoacoustic method. Auditory weighting functions, which can be used to improve dose-response functions, were obtained for the porpoise based on the assumption that sounds of equal loudness elicit equal reaction time. Additional analyses of the humpback whale data set provided evidence that ramp-up of naval sonar mitigates harmful sound levels in responsive cetaceans located directly in the path of the source, and suggested that a subset of the humpback whale population, such as mother-calf pairs, and more responsive species would benefit from the use of sonar ramp-up. The findings in this thesis are intended to inform sound exposure criteria and mitigation guidelines for anthropogenic noise exposure to cetaceans.