Identification of Aircraft Noise During Acoustic Monitoring by Using 3D Sound Probes

Kłaczyński, Maciej

doi:10.12693/aphyspola.125.a-144

Cited by 4 publications

(5 citation statements)

References 2 publications

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“…Engineers have also adopted sophisticated acoustic sensor arrays and processing algorithms to solve problems related to the detection and identi-¯cation of objects in the sky. Applications range from separating aircraft sound from ambient noise (Klaczynski, 2014), tracking light-weight aircraft via propeller noise (Tong et al, 2013), detecting and identifying low-°ying planes (Sutin et al, 2013), detecting illegal drones (Sedunov et al, 2019), to gathering intelligence on long-distance battle¯eld equipment (Stubbs et al, 2005).…”

Section: Introductionmentioning

confidence: 99%

Multi-Band Acoustic Monitoring of Aerial Signatures

Mead¹,

Little²,

Sail³

et al. 2023

J. Astron. Instrum.

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The acoustic monitoring, omni-directional system (AMOS) in the Galileo Project is a passive, multi-band, field microphone suite designed to aid in the detection and characterization of aerial phenomena. Acoustic monitoring augments the Project’s electromagnetic sensors suite by providing a relatively independent physical signal modality with which to validate the identification of known phenomena and to more fully characterize detected objects. The AMOS system spans infrasonic frequencies down to 0.05[Formula: see text]Hz, all of audible, and ultrasonic frequencies up to 190[Formula: see text]kHz. It uses three distinct systems with overlapping bandwidths: infrasonic (0.05[Formula: see text]Hz – 20[Formula: see text]Hz), audible (10[Formula: see text]Hz – 20[Formula: see text]kHz), and ultrasonic (16[Formula: see text]kHz – 190[Formula: see text]kHz). The sensors and their capture devices allow AMOS to monitor and characterize the tremendous range of sounds produced by natural and human-made aerial phenomena, and to encompass possible acoustic characteristics of novel sources. Sound signals from aerial objects can be captured and classified with a single microphone under the following conditions: the sound reaches the sensor; the sound level is above ambient noise; and the signal has not been excessively distorted by the transmission path. A preliminary examination of the signal and noise environment required for the detection and characterization of aerial objects, based on theoretical and empirical equations for sound attenuation in air, finds that moderately loud audible sources (100[Formula: see text]dB) at 1[Formula: see text]km are detectable, especially for frequencies below 1[Formula: see text]kHz and in quiet, rural environments. Infrasonic sources are detectable at much longer distances and ultrasonic at much shorter distances. Preliminary aircraft recordings collected using the single, omni-directional audible microphone are presented, along with basic spectral analysis. Such data will be used in conjunction with flight transponder data to develop algorithms and corresponding software for quickly identifying known aircraft and characterizing the sound transmission path. Future work will include multi-sensor audible and infrasonic arrays for sound localization; analysis of larger and more diverse data sets; and exploration of machine learning and artificial intelligence integration for the detection and identification of many more types of known phenomena in all three frequency bands.

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Section: Introductionmentioning

confidence: 99%

Multi-Band Acoustic Monitoring of Aerial Signatures

Mead¹,

Little²,

Sail³

et al. 2023

J. Astron. Instrum.

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“…The novel application of acoustics methods e.g., for aircraft noise during acoustic monitoring [9,10] or diagnosis of selected laryngeal diseases [11] were studied. The literature on railway noise are mostly focused on the environmental and human impact, especially for cargo trains and high speed (TGV).…”

Section: Introductionmentioning

confidence: 99%

Railway Line Occupancy Control Based on Distance Determination Sound Method

Burdzik

Celiński

Kłaczyński

2022

Sensors

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The purpose of this research paper is to present the application of the developed sound method as a supporting tool to deal with railway traffic flow control. It is found that controlling railway line occupancy is the main issue associated with railway traffic flow. For this purpose, the line occupancy control based on a sound method has been developed. The concept of using sound waves as a source of information about approaching people, animals, vehicles, etc., has been known for centuries, and is due to the natural properties of the sense of hearing. There are many engineering attempts on the use of this phenomenon, which are mostly based on applications of distributed fiber-optic sensing technology. This paper presents the results of the sound pressure measurement in the immediate proximity of the rail to analyze and evaluate the use of the acoustic wave as an information carrier on approaching rail vehicles. The purpose of this research is to discuss the sound method introduced here, and apply it in different circumstances.

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“…This paper is a continuation of the research conducted by the authors [10] and related to the use of p-u 3D sound intensity probes to identification (identifying which element is emitting the unwanted sound in car interior) and localisation (through the vector property of sound intensity or its component, the acoustic particle velocity). The technique of using vector sound transducers, not only sound intensity probes but also ambisonic microphones was of interest to the authors in the context of sound source identification in continuous environmental noise monitoring [4]. In noise, vibration, and harshness (NVH) tests inside cars, the typical ½' measurement microphones are often using [3,6,11,12,15].…”

Section: Introductionmentioning

confidence: 99%

“…However, in a car, there are many sound sources with an interpenetrating timefrequency structure, and information from microphones recording sound pressure as a scalar quantity alone is difficult to interpret and identify the source. So, to obtain information about the significance and direction, measurements based on vector values such as sound intensity or acoustic particle velocity should be used [1,2,4,5,8,10,13,15,17,18].…”

Section: Introductionmentioning

confidence: 99%

Measurements of acoustic response of car interion for structural excitations

Paluch¹,

Kłaczyński²

2022

Diagnostyka

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The transition from internal combustion to electric propulsion in cars presents component designers with new challenges in terms of noise reduction. Until now, components such as the suspension, its knocks were masked by the combustion engine or exhaust system. The absence of such significant sources, means that hitherto inaudible components are starting to become a nuisance. In order to reduce their noise, a number of optimisation solutions, both active and passive, are used. In order to do so, relevant measurements and data analysis must be carried out. This paper aims to present the acoustic characteristics of the interiors of two cars excited structurally in the vicinity of the front shock absorber mounting and by the operation of another component, the windscreen wipers on dry and wet windscreens. Measurements were made using 3D intensity probes based on acoustic particle velocity sensors. The results, in the form of both acoustic particle velocity and sound pressure characteristics and spectrograms, are presented comparatively for two types of car.

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Identification of Aircraft Noise During Acoustic Monitoring by Using 3D Sound Probes

Cited by 4 publications

References 2 publications

Multi-Band Acoustic Monitoring of Aerial Signatures

Multi-Band Acoustic Monitoring of Aerial Signatures

Railway Line Occupancy Control Based on Distance Determination Sound Method

Measurements of acoustic response of car interion for structural excitations

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