关于火车铁路铁轨高铁噪音旅客旅行舒服度有关的外文文献翻译成品：高速列车上的乘客舒适度：隧道噪声对压力变化主观评估的影响（中英文双语对照）

1、此文档是毕业设计外文翻译成品（ 含英文原文+中文翻译），无需调整复杂的格式！下载之后直接可用，方便快捷！本文价格不贵,也就几十块钱！一辈子也就一次的事！文 献 出 处 :Sandra Sanok, Franco Mendolia, Martin Wittkowski, DanielRooney, Matthias Putzke & Daniel Aeschbach Ergonomics, 2019,Vol. 58, No. 6, 10221031, (如觉得年份太老，可改为近 2 年，毕竟很多毕业生都这样做)英文 4985 单词，31471 字符(字符就是印刷符)，中文 7696 汉字。（如果

2、字数多了，可自行删减，大多数学校都是要求选取外文的一部分内容进行翻译的。）Passenger comfort on high-speed trains: effect of tunnel noise on the subjective assessment of pressure variationsWhen passing through a tunnel, aerodynamic effects on high-speed trains may impair passenger comfort. These variations in atmospheric pressure are ac

3、companied by transient increases in sound pressure level. To date, it is unclear whether the latter influences the perceived discomfort associated with the variations in atmospheric pressure. In a pressure chamber of the DLR-Institute of Aerospace Medicine, 71 participants (M 28.3 years 8.1 SD) rate

4、d randomised pressure changes during two conditions according to a crossover design. The pressure changes were presented together with tunnel noise such that the sound pressure level was transiently elevated by either 6 dB (low noise condition) or 12 dB (high noise condition) above background noise

5、level (65 dB(A). Data were combined with those of a recent study, in which identical pressure changes were presented without tunnel noise (Schwanitz et al., 2013, Pressure Variations on a Train Where is the Threshold to Railway Passenger Discomfort? Applied Ergonomics 44 (2): 200-209). Exposure-resp

6、onse relationships for the combined data set comprising all three noise conditions show that pressure discomfort increases with the magnitude and speed of the pressure changes but decreases with increasing tunnel noise.Practitioner Summary: In a pressure chamber, we systematically examined how press

7、ure discomfort, as it may be experienced by railway passengers, is affected by the presence of tunnel noise during pressure changes. It is shown that across three conditions (no noise, low noise ( 6 dB), high noise ( 12 dB) pressure discomfort decreases with increasing tunnel noise.Keywords: passeng

8、er comfort; high-speed train; tunnel; pressure variations; sound pressure level1.IntroductionNowadays, beside the desire to travel safe and fast, passengers expect from a journey to be comfortable (Oborne and Clarke 1973; Suzuki 1998). Whereas some authors regard comfort and discomfort as two ends o

9、f a continuum (Jacobson and Richards 1976; Richards 1980; Richards, Jacobson, and Kuhlthau 1978; Shackel, Chidsey, and Shipley 1969), others state that these concepts are rather discontinuous (Helander and Zhang 1997; Zhang, Helander, and Drury 1996). According to Vink and Hallbeck (2012), comfort i

10、s a relaxed feeling of a human being due to the environment, whereas discomfort means an unpleasant state of the human body as a reaction to the physical surroundings. This last-mentioned definition of discomfort serves as the working definition hereinafter.Notwithstanding this lack of a common defi

11、nition, the striving of ergonomists is to meet the desires of the passenger to avoid discomfort, stress or pain. On a high-speed train, passengers may feel discomfort due to pressure variations, especially while passing through tunnels (McClelland and Gawthorpe 1986). Unlike aboard airplanes, where

12、pressure changes occur gradually, pressure changes on a train take place more rapidly. Particularly on railway lines with high tunnel frequencies, rapid pressure changes may lead to difficulties in pressure equalisation for passengers. These aerodynamic effects are more severe for poorly sealed trai

13、ns, high speeds, large differences in ground-level heights and small tunnel cross sections (Gawthorpe 2000). New guidelines of the Federal Railway Authority (Eisenbahnbundesamt 2008) regarding tunnel construction in Germany will lead to smaller cross sections and therefore to a higher extent of pres

14、sure variations. Thus, an examination of the impactof pressure variations on railway passenger discomfort seemed to be a relevant issue.Hence, the impact of pressure change parameters on the level of discomfort was examined by Schwanitz et al. (2013) whose major findings are briefly reviewed within

15、the last paragraph of the introduction.Likewise, passing through a tunnel is always accompanied by changes in the acoustical surroundings. The sound pressure level increases as sound waves are reflected from the walls. Acoustical measurements inside the Korea Train Express, for instance, revealed a

16、difference of about 57 dB between open field and the inside of a tunnel (Choi et al. 2004). The increase in sound pressure levels inside tunnels is due to poor sound insulation higher for older rolling stock than for newer trains. High- speed trains like the German Intercity Express (ICE), however,

17、are equipped with good insulation of walls, windows and ceilings. The difference in sound pressure level between the inside of tunnels and the open field could therefore be reduced to approximately 4 dB even for speeds beyond 200 km/h (Wettschureck 2005). Obviously, efforts exist to reduce the diffe

18、rences in sound pressure levels of tunnel passages and the open field. According to Khan (2002), the railway industry achieved a reduction of sound pressure level in general to 5560 dB(A) inside the railway compartment. The drawback of a low background noise level is reduced masking of other noise s

19、ources, e.g. passengers or parts of the train that squeak or rattle. The author investigated the acoustical comfort aboard Swedish passenger trains and showed that enhancing the background level on a train to 65 dB(A) was able to mask annoying noise sources (mobile phones, crying children, rattling,

20、 etc.) and to increase the acoustical comfort. The conclusion was that constant noise throughout the journey is most comfortable for passengers. In a follow-up study, Khan (2003) showed that masking sounds were able to positively affect both acoustical comfort and various activities aboard a train (

21、e.g. reading, writing, falling asleep) even though those masking sounds had an increased sound pressure level.It is quite evident that existing studies took only one of the two aspects either changes in atmospheric pressure or sound pressure level into account when predicting passenger comfort. To d

22、ate, insights regarding the possible effect of an increasing sound pressure level on the perception of atmospheric pressure variations by passengers when passing through a tunnel are still missing. Bopp and Hagenah (2009) pointed out that it is not sufficient to meet pressure comfort criteria to ach

23、ieve passenger comfort without including noise as well. Parsons (2000) emphasised, moregenerally spoken, the importance to account for the entire environmental context when investigating human comfort. Pellerin and Candas (2003) stressed that it is too short-sighted to perform only single-parameter

24、studies. They recommended taking more than just one comfort parameter into account to predict how humans assess a usually complex environment.Each study group was exposed to one of six pressure change profiles. Each pressure change profile consisted of the same 60 pressure changes but in random orde

25、r. The pressure changes (decreases as well as increases in pressure) had amplitudes between 1 and 100 mbar and durations between 1 and 100 seconds. Thus, the medical limit of 100 mbar pressure amplitude was included but not exceeded (UIC Leaflet 779-11 2005). Inside the pressure chamber, background

26、noise was kept constant at 65 dB(A) throughout the experiment. The background noise was used to simulate the acoustical surroundings on a train in order to provide a more realistic environment.For the data of study 1, a random effects logistic regression model was built to determine the parameters t

27、hat influence the assessment of pressure changes. Significant pressure change parameters were pressure amplitude (in mbar), duration of pressure change (in seconds), rate of pressure change (in mbar per second) and sign of pressure change (increase vs. decrease in pressure). The higher the pressure

28、amplitude (in mbar) and the rate of pressure change (in mbar per second), the higher was the level of perceived discomfort. More rapid pressure changes (short duration times of changes in pressure) led to higher discomfort compared to more gradual ones. Furthermore, there was a significant interacti

29、on between the direction of a pressure change and the pressure amplitude. More precisely, the effect of pressure amplitude is even higher for a pressure increase than for a pressure decrease. In addition, the assessment of the prior pressure change had a significant effect on discomfort assessments.

30、 The more uncomfortable the previous pressure change was perceived, the higher was the discomfort assessment of the current pressure change. In study 1, discomfort thresholds were derived for different pressure change combinations.2.Material and methods2.1. ParticipantsA simulation-based power analy

31、sis using the results of study 1 suggested that asample size of 70 participants was necessary in order to achieve 80% power to detect roughly a 5% difference in the discomfort probability between the two tunnel noise conditions at the 5% significance level. Individuals reporting problems with their

32、ears (i.e. problems with pressure equalisation, hearing disabilities), impairment concerning the cardiopulmonary system or claustrophobia were excluded from participation. In addition, we conducted audiometric and tympanometric screenings of the participants prior and subsequent to their stay in the

33、 pressure chamber. None of the subjects had to be excluded based on the results of these medical screenings. Participants gave written informed consent according to the Declaration of Helsinki. The study was approved by the Ethics Committee of the North Rhine Medical Board.2.2. Stimulus material2.2.

34、1. Pressure change profilesTable 1 displays the pressure change combinations (pressure amplitudes in mbar and durations of a pressure change in seconds) that were chosen for the laboratory study. Each of these 30 combinations was presented once as a pressure increase and once as a pressure decrease.

35、 Thus, a pressure change profile consisted of 30 2 60 pressure changes each in random order. In total, six differently randomised pressure change profiles were built (for details regarding the selection and randomisation of pressure change combinations, the reader is referred to Schwanitz et al. (20

36、13).2.2.2. Noise recordingsThe sound file of the constant background noise that was used as part of the experiment was recorded with a Zoom H2 portable audio recorder inside an ICE-3 carriage. Sound pressure level and sound spectrum were recorded simultaneously with a class 1 sound analyser (Norsoni

37、c Nor140). The recordings took place while the ICE- 3 drove on open field on the railway track Cologne-Rhine/Main with a velocity of 300 km/h. A mostly constant and homogenous part of this recording was selected and manually modified to remove nuisance (e.g. conversations, door rattling). In a next

38、step, the sequence was analysed via a fast Fourier transformation and the frequency spectrum was applied to white noise. By this combination of filtering and signal synthesis a realistic, constant train noise was created while keeping the original frequency spectrum of the recording. During the expe

39、riment, this sequence was played back in a loop. The tunnel noise that was played back during pressure changes was recorded in the same ICE-3 carriage while the train was passing through theSchulwaldtunnel near Wiesbaden, Germany, at 300 km/h. This sound file was processed as described above and was

40、 mixed to the constant background noise. In combination with a smooth fade-in and fade-out of 0.5 seconds, a realistic impression of a tunnel passage was created.2.3. Experimental design and procedureThe laboratory experiment took place in the pressure chamber of the DLR-Institute of Aerospace Medic

41、ine. The pressure chamber allows the reproduction of pressure changes with high speed and accuracy (a detailed description of the pressure chamber can be found in Schwanitz et al. (2013). Acoustics were played back using a loudspeaker system installed inside the chamber. There is space for a maximum

42、 of six participants and an experimenter. Thus, participants were divided into 12 subgroups of six participants each (one group of five participants) that were examined together. For each study group, we used one of six differently randomised pressure change profiles such that each study group was e

43、xposed to each pressure change combination, just in different order. A crossover design entailing two tunnel noise conditions was used to examine the effect of different sound pressure levels (low noise, high noise; see below). Each study group was exposed to the same pressure change profile twice,

44、once during each of the two noise conditions. Each group completed the study on one day that included a morning and an afternoon session. The order of the conditions was balanced across study groups.Throughout both experimental sessions, each study group was exposed to a constant background noise le

45、vel of 65 dB (A) to simulate the acoustical surroundings on a train and to mask operating noise of the pressure chamber. During each change in pressure, tunnel noise was presented. In the first condition, the sound pressure level was increased by 6 dB to yield a noise level of 71 dB(A), whereas for

46、the second condition, the increase was 12 dB yielding an overall noise level of 77 dB (A). The tunnel noise started 2 seconds before the beginning of a pressure change, and ended 2 seconds after its end, thereby simulating a tunnel passage. After each single pressure changethe participants were give

47、n a 30-second break interval of constant pressure (additional 30 seconds after every 10th) to allow for equalising the pressure difference in the ears and for rating discomfort on a questionnaire (Section 2.4). In Figure 1, the experimental procedure is displayed exemplarily for one study group.2.5.

48、 Statistical analysisThe goal of this study was to make inference about the exposure-response relationship regarding the effect of pressure changes under different tunnel noise conditions on the probability of perceiving pressure discomfort. An analysis in terms of the discomfort probability was cho

49、sen over an analysis on the original linear scale to provide a more application-oriented outcome. Similar approaches have been used in the analysis of annoyance ratings such as noise-induced annoyance (e.g. Miedema and Oudshoorn 2001; Miedema and Vos 1998; Schultz 1978).Therefore, the seven-point ra

50、ting scale was transformed into a binary variable indicating whether the subjects perceived the pressure change as comfortable or uncomfortable. Due to the repeated measurements within the same subject, random effects logistic regression was used to analyse the data (Diggle et al. 2002). First, the

51、data from the present study were analysed separately. As discussed in the Introduction, except for the presence of tunnel noise, the study design of the present study was identical to the one used in study 1. Therefore, the regression model found in study 1 served as the initial model for the model

52、selection procedure. In addition, a variable indicating the two different tunnel noise conditions was included, and meaningful interactions of that variable with the pressure change parameters were considered as part of the model selection process. Further covariates that were taken into account wer

53、e age and gender, as well as the attitude towards going by train (Item I like going by train very much with answering possibilities from 0 I dont agree to 4 I totally agree). The final model was chosen based on the Akaike Information Criterion, which is a measure for comparing the fit of regression

54、models (Stroup 2012).Figure 1. Example of the experimental procedure for one study group. The black line represents the randomised pressure change profile. The plateaus between each pressure change are the break intervals of constant pressure with background noise only. The grey-shaded areas illustr

55、ate tunnel passages where pressure changes were accompanied by tunnel noise.In a second step, the data from study 1 and the present study were combined into one data set to further investigate the effect of the presence/absence of tunnel noise. To accomplish this, the variable indicating the tunnel

56、noise condition was extended to a third level and thus consisted of the categories no tunnel noise, 6 dB tunnel noise and 12 dB tunnel noise. Similarly, the best model for the combined data set was chosen as described above. All analyses were performed using the R package lme4 (Bates et al. 2014; R

57、Core Team 2014).3.Results3.1. Descriptive resultsFigure 2 displays the relative frequencies of the different discomfort levels separated by experimental conditions for the combined data set. The width of each column corresponds to the number of data points for each noise condition (31 participants 6

58、0 pressure change assessments for the condition no tunnel noise, 71 participants 60 pressure change assessments each for the conditions 6 dB tunnel noise and 12 dB tunnel noise). Within each condition, the height of a rectangle corresponds to the relative frequency of how often a certain level of discomfort was perceived by thesubjects as indicated on the questionnaire after each pressure change. Within each column, low levels of discomfort are represented more often than high levels of discomfort. Furthermore, the frequency of no or low discomfort ratings is highest in the 12 dB tunnel