• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.17 no.5 s.122
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• pp.398-404
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• 2007

In this study, the sensitivity of annoyance was investigated by the subjective jury test for the variations of the frequency components along with various sound pressure levels of sixteen environmental noise sources. Annoyance was, also, evaluated for the road traffic noises. Sound pressure levels were $54{\sim}84\;dB$ which individually divided frequency components with eight bands of equally three bark bands. The results show that vehicle traffic noise is recognized as the most serious environment noise source. The sensitivity of human perception of annoyance in frequency bands is quite different from A-weighting curve. The annoyance found out to be more sensitive in high frequency region and reached its maximum in 3.4 kHz.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2007.05a
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• pp.1080-1084
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• 2007

Many different methods for sound source localization have been developed. Most of them mainly depend on time delay of arrival (TDOA) or on empirical or analytic head related transfer functions (HRTFs). In real implementation, since the direct path between a source and a sensor is interrupted by obstacles as like a head or body of robot, it has to be considered the number of sensors as well as their positions. Therefore, in this paper, we present the methods, which are included sensor position problem, to localize the sound source with 4 microphones to cover the 3D space. Those are modified two-step TDOA methods. Our conclusion is that the different method has to be applied in case to be different microphone position on real robot platform.

• Proceedings of the KIEE Conference
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• 2006.10c
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• pp.437-439
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• 2006

Actually, The present traffic accident detection system is subsisting limitation of accurate distinction under the crowded condition at intersection because the system defend upon mainly the image information at intersection and digital image processing techniques nearly all. To complement this insufficiency, this article aims to estimate the level of present technology and a realistic possibility by analyzing the acoustic characteristic of crash sound that we have to investigate for improvement of traffic accident detection rate at intersection. The skid sound of traffic accident is showed the special pattern at 1[kHz])${\sim}$3[kHz] bandwidth when vehicles are almost never operated in and around intersection. Also, the frequency bandwidth of vehicle crash sound is showed sound pressure difference oyer 30[dB] higher than when there is no occurrence of traffic accident below 500[Hz].

• Proceedings of the Acoustical Society of Korea Conference
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• spring
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• pp.149-152
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• 1999

This paper addresses major issues in localising sound sources in space using the experimental data set of head-related responses in the time or frequency domain. They come from the technical realisation steps for implementing the convolution of HRIR's with sound sources, the cross-talk cancellation for transaural filtering, the matched time delay compensation, etc. in real, those technical matters seem to be minor because they can be realised in off-line signal processing schemes. This paper puts much emphasis on what we misunderstood about the sets of HRTF's or HRIR's, More specifcaily, the sets of HRTF's or HRIR's of course supply relevant information to sound localisation but include much useless 'rubbish' that have made for us to fail to put spatial image into real souno signals such as voices and music's. This paper proposes possible reasons for such failure and, furthermore, introduces detained subjects that should be challenged so as to resolve them.

• The Journal of the Acoustical Society of Korea
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• v.13 no.5
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• pp.40-50
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• 1994

In this paper, the sensitivity compensation method for three-dimensional acoustic intensity probe in the higher frequency range has been studied. The measurement error in the higher frequency range is generated from the phase mismatch between microphone's signals of the probe. If the wavelength of sound signal measured is less than those of the distance between microphones of the probe, that is, the higher frequency of the sound signal, the bigger measurement error is generated. In this study, we proposed the compensation methods for one-dimensional acoustic intensity probe with two-microphones, and the efficiency of those methods were investigated by numerical calculation of computer. It was most effective method to compensate the phase mismatch between microphone for the acoustic intensity probe was investigated for the sound estimated. and the efficiency of this method in a three-dimensional probe was investigated for the sound wave travelling in the arbitrary direction by numerical calculation of computer. In this result, the efficiency was proved that, for the measurement error of 1dB or less with the three-dimensional probe of 60mm space, the frequency should be less than 1.2kHz without the error compensation method, but the frequency increased up to 2.8kHz with the error compensation method.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.16 no.11 s.116
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• pp.1124-1131
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• 2006

This paper presents a novel method to determine sound power level(PWL) emitted by a travelling vehicle for road traffic noise simulation. The PWL is evaluated by the equivalent sound pressure level (SPL) measured by close proximity method and the sound power correction factor derived from the maximum SPL measured by pass-by method and the propagation attenuation of vehicle noise during the pass-by measurement. Using the method, we derive the empirical formula for PWL estimation in 1/1-octave and overall frequency bands for 8 vehicles (automobile, SUV, small truck, large bus, trailer, 3 dump trucks) tested at two road surfaces (dense graded asphalt, 30mm transverse tinning concrete) of Korean highway test road. The suggested approach, if securing sufficient data to represent the acoustic characteristics of all vehicle types, has il strong merit to be able to evaluate sound power levels for any combination of vehicle categories and traffic volumes.

• Journal of the Korean Society for Precision Engineering
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• v.28 no.4
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• pp.427-435
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• 2011

This paper deals with the measurement and analysis of the squeal noise according to the curvature of rail. The squeal noise is generated by the friction between the railway with curve and the wheel. The squeal noise is a big problem in Busan Metro Line 3. If the developing panel type ANC(Active Noise Control) system which is attached to the floor can reduce 5 dB in below 500 Hz, the sound pressure level of the whole band pass can be reduced about 4-4.8 dB in squeal noise above the curvature of R400. Curve squeal noise is the intense high frequency tonal that can occur when a railway vehicle transverses a curve. The frequency range is from around 500 to almost 20,000 Hz, with noise levels up to about 15 dB in curve.

• Journal of Korean Society of Forest Science
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• v.84 no.4
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• pp.409-414
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• 1995

This study was carried out for the analysis and comparison about the noise diminution effects by the height, width and density of Euonymus japonica wall, the distance of sound source, the distance of sound receiver, the height of sound source, and the height of sound receiver. The results obtained were summarized as follows; 1. After the establishment of tree wall, the volume of noise diminution measured 6.8dB and the effects of noise diminution measured heigher than before by 10.6% and t-value was significant at the 1% level 2. In simple correlation between the effects of noise diminution and variables, the density of tree wall was found as the most significant factor, and the last were found in the order of the distance of sound receiver, the width of tree wall, and the distance of sound source. 3. In partial correlation coefficients the effects of noise diminution and variables, the density of tree wall (r=-0.959) was found as the most significant factor, and the last were found in order of the distance of sound receiver (r=-0.906) and the width of tree wall (r=-0.753). 4. The estimated equation to measure the effects of noise diminution according to variables (the height of tree wall, the width of tree wall, the density of tree wall, the distance of sound source, the distance of sound receiver, the height of sound source, and the height of sound receiver) was $Y=69.520-1.672X_1-1.656X_2-0.066X_3-0.248X_4-3.134X_5-0.222X_6-0.343X_7$, and the coefficient of determination of this estimated equation was highly found as 0.950. 5. In semi-partial correlation coefficient the effects of noise diminution were found in the order of the density of tree wall, the distance of sound receiver, the width of tree wall, and the height of tree wall from the highest to the lowest. Therefore, it was considered that the density of tree wall, the distance of sound receiver, the width of tree wall and the distance of sound source should be controlled effectively to increase the effects of noise diminution by Euonymus japonica wall.

• Journal of Korean Society of Occupational and Environmental Hygiene
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• v.5 no.2
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• pp.128-136
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• 1995

The purpose of this study is to evaluate the difference of noise level according to noise measuring methods in the noisy working environments. Sound pressure level(SPL), equivalence sound level(Leq) and personal noise exposure dose(Dose) in the fifty-nine unit workplaces of the twenty-eight industries were measured and relating factors which were affected noise level were investigated. The results were as follows ; 1. The noise levels were $88.70{\pm}5.68dB(A)$ by SPL, $89.07{\pm}5.41dB(A)$ by Leq and $89.07{\pm}5.69$ by Dose. The differences of noise levels by three measuring methods were statistically significant(P<0.001) by repeated measure ANOV A. 2. Comparing with noise levels by general classes of noise exposure, noise levels of continuous noise were $89.14{\pm}5.19dB(A)$ by SPL, $89.45{\pm}4.65dB(A)$ by Leq and $90.04{\pm}5.09$ by Dose. Noise levels of intermittent noise were $87.90{\pm}6.52dB(A)$ by SPL, $88.40{\pm}6.63dB(A)$ by Leq and $90.10{\pm}6.80$ by Dose. The differences noise level of noise measuring methods by general classese of noise exposure were statistically not significant by repeated measure ANOV A. 3. Interaction between general classese of noise exposure and noise measuring methods for noise level was not statistically significant by repeated measure ANOVA. And the noise level by noise measuring methods were statistically significant by repeated measure ANOV A(P<.001) 4. Comparing with noise levels by unit workplace size, noise levels of large unit workplace were $90.73{\pm}5.87dB(A)$ by SPL, $91.32{\pm}5.50dB(A)$ by Leq and $91.82{\pm}6.06$ by Dose and noise levels of middle unit workplace were $88.31{\pm}5.26dB(A)$ by SPL, $88.41{\pm}4.83dB(A)$ by Leq and $89.69{\pm}5.05$ by Dose. And noise levels of small unit workplace were $94.89{\pm}4.10dB(A)$ by SPL, $85.35{\pm}4.11dB(A)$ by Leq and $86.87{\pm}4.98$ by Dose. The noise level differences of noise measuring methods by unit workplace size were statistically significant by repeated measure ANOV A(P<.05). 5. The noise level by noise measuring methods were statistically significant by repeated measure ANOV A(P<.001). But Interaction between workplace size and noise level measuring methods for noise level was not statistically significant by repeated measure ANOVA. According to the above results, there was a difference of the noise level among the three measuring methods. Therefore we must use the personal noise exposure dose using by noise dose meter, possible, to prvent occupational hearing loss in noisy working environment.

• The Journal of the Acoustical Society of Korea
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• v.21 no.3E
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• pp.112-118
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• 2002

An unconstrained tuning fork with a 3-D model has been numerically analyzed by Finite Element Method (FEM) and Boundary Element Method (BEM). The first three natural frequencies were calculated by the FEM modal analysis. Then the trend of the change of the modal frequencies was examined with the variation of the tuning fork length and width. An formula for the natural frequencies-tuning fork length relationship were derived from the numerical analysis results. Finally the BEM was used for the sound pressure field calculation from the structural displacement data.