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An interactive bi-objective optimisation process to guide the design of electric vehicle warning sounds

Published online by Cambridge University Press:  10 October 2022

Tom Souaille*
Affiliation:
Nantes Université, École Centrale Nantes, CNRS, LS2N, UMR 6004, F-44000 Nantes, France STMS Ircam–CNRS–SU, Paris, France
Jean-François Petiot
Affiliation:
Nantes Université, École Centrale Nantes, CNRS, LS2N, UMR 6004, F-44000 Nantes, France
Nicolas Misdariis
Affiliation:
STMS Ircam–CNRS–SU, Paris, France
Mathieu Lagrange
Affiliation:
Nantes Université, École Centrale Nantes, CNRS, LS2N, UMR 6004, F-44000 Nantes, France
*
Corresponding author T. Souaille tom.souaille@ls2n.fr
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Abstract

Electric vehicles (EVs) are very quiet at low speed, which can be hazardous for pedestrians, especially visually impaired people. It is now mandatory (since mid-2019 in Europe) to add external warning sounds, but poor sound design can lead to noise pollution, and consequently annoyance. Moreover, it is possible that EVs are not sufficiently detectable in urban areas because of the masking effect from the background noise. In this paper, we propose a method for the design of warning sounds that takes into account both detectability and unpleasantness. The method implements a multiobjective interactive genetic algorithm (IGA) for the optimisation of the characteristics of synthesised sounds. An experiment is proposed to a first panel of participants in order to define a set of Pareto efficient sounds. At the individual level, sounds obtained with the IGA are compared to different sound design proposals. Results show that the quality of the sounds designed by the IGA method is comparable to those provided by a sound designer. From the sounds of the Pareto set, a design recommendation method based on the probability distributions of the sounds’ characteristics is proposed. An external validation with a second panel of participants shows that these recommended sounds constitute relevant trade-offs when compared to other design proposals.

Information

Type
Research Article
Creative Commons
Creative Common License - CCCreative Common License - BY
This is an Open Access article, distributed under the terms of the Creative Commons Attribution licence (http://creativecommons.org/licenses/by/4.0), which permits unrestricted re-use, distribution and reproduction, provided the original article is properly cited.
Copyright
© The Author(s), 2022. Published by Cambridge University Press
Figure 0

Figure 1. Example of Pareto domination for a bi-objective problem where both objectives have to be minimised. In (a), the black square Pareto dominates the white squares. In (b), the nondomination ranks are shown.

Figure 1

Figure 2. Spectrograms of the four synthesiser components, without amplitude modulation. Top-left: $ {C}_1 $ motor sound, with $ {f}_1=200 $ Hz. Top-right: $ {C}_2 $ chord sound, with $ {f}_2=300 $ Hz. Bottom-left: $ {C}_3 $ first noise, with $ {f}_3=200 $ Hz. Bottom-right: $ {C}_4 $ second noise, with $ {f}_4=600 $ Hz. The brighter the colour, the more power there is in the corresponding time–frequency bin.

Figure 2

Table 1. Description of the design factors manipulated by the IGA. The values correspond to a speed vehicle of 20 km/hour.

Figure 3

Figure 3. Spectrogram of the complete sounds synthesised with parameters (A3, B4, C3, D4, E2, F4) (left) and (A2, B3, C4, D2, E3, F3) (right) with a constant speed vehicle (addition of the four synthesised components, with amplitude modulation).

Figure 4

Figure 4. Passing-by scenario for the listening test: pedestrian located on the sidewalk of a street.

Figure 5

Figure 5. Timeline of the mix of the background and the quiet vehicle (QV) sound, with their respective amplitude-level evolution (the x-axis represents indifferently the time or the distance of the QV, given that the speed of the vehicle is constant). Note the asymmetry of the amplitude relatively to the listening point.

Figure 6

Figure 6. Spectrogram of an example of a quiet vehicle sound, spatialised and mixed with the background. Time $ {t}_1 $ is the time at which the vehicle warning sound starts, and time $ {t}_3 $ is the moment the vehicle passes in front of the listener. The horizontal stripes correspond to the harmonic content of the warning sound, progressively emerging from the background.

Figure 7

Figure 7. Interface for the assessment of the detectability and the unpleasantness of a quiet vehicle sound (structured rating scale).

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Table 2. Average participants performance rates and number of participants $ n $ not meeting the control limits, for the three experiments. Standard deviations (SD) of the rates are indicated between brackets.

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Figure 8. Average value of the sum of the two objectives versus generations, with the standard error. The value of the detection time has been scaled so that its range matches the one of the unpleasantness.

Figure 10

Table 3. Coefficients, p-value of the significance Fisher test and importance of the factor for the two linear models (unpleasantness and detectability)

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Figure 9. Graph of the coefficients of the linear mixed models of unpleasantness and detectability for the six factors A, B, C, D, E and F.

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Table 4. Occurrences of the levels of each factor in $ Optimalset $

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Figure 10. Graph of the dependency between the factors.

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Table 5. Pairwise comparison matrix of the chi-square test of independence (p-value)

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Table 6. Definition of the eight recommended designs (design variables’ levels). The dashed line highlights the independence between $ \left\{A,B,C,D\right\} $ and $ \left\{E,F\right\} $.

Figure 16

Figure 11. Experiment 2: average unpleasantness and results of the post hoc analysis for the different quiet vehicle sounds. The black horizontal lines show groups means that are not significantly different (Tukey’s HSD test [$ p>0.05 $]).

Figure 17

Figure 12. Experiment 2: average detection time and results of the post hoc analysis for the different quiet vehicle sounds. The black horizontal lines show groups means that are not significantly different (Tukey’s HSD test [$ p>0.05 $]).

Figure 18

Figure 13. Experiment 2: scatterplot of the average performances of the different quiet vehicle sound categories (IGA, Designed, Random) according to the two objectives: unpleasantness and detection time. The dashed line indicates the Pareto front.

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Figure 14. Experiment 3: bar graph of the average value of the unpleasantness for the different quiet vehicle sounds. Nonsignificant differences between pairs of sounds ($ p>0.05 $) are linked with a horizontal line (Tukey’s HSD multiple comparisons test).

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Figure 15. Experiment 3: bar graph of the average value of the detection time for the different quiet vehicle sounds. Nonsignificant differences between pairs of sounds ($ p>0.05 $) are linked with a horizontal line (Tukey’s HSD multiple comparisons test).

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Figure 16. Experiment 3: scatterplot of the average performances of the different quiet vehicle sounds from each category (Recommended, Designed, Random) according to the two objectives, and visualisation of the Pareto front.

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Figure 17. Experiment 3: scatterplot of the average performances of the different quiet vehicle sound categories (Recommended, Designed, Random) according to the two objectives.

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Figure 18. Overview of the flowchart for the analysis of Experiments 1–3.

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Figure 19. Overview of the results of Experiments 1–3.

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Table 7. Pearson’s correlation coefficients between $ {L}_{Aeq} $ and the two objectives, computed from all subjects’ evaluations, without any pre-processing. All coefficients are statistically significant ($ p<0.001 $).