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Article(id=1225751357999722945, tenantId=1146029695717560320, journalId=1225147924628267009, issueId=1225751351125263080, articleNumber=null, orderNo=null, doi=10.16385/j.cnki.issn.1004-4523.202312028, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1702310400000, receivedDateStr=2023-12-12, revisedDate=1710086400000, revisedDateStr=2024-03-11, acceptedDate=null, acceptedDateStr=null, onlineDate=1770171497105, onlineDateStr=2026-02-04, pubDate=null, pubDateStr=null, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1770171497105, onlineIssueDateStr=2026-02-04, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1770171497105, creator=13701087609, updateTime=1770171497105, updator=13701087609, issue=Issue{id=1225751351125263080, tenantId=1146029695717560320, journalId=1225147924628267009, year='2025', volume='38', issue='10', pageStart='2205', pageEnd='2462', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=1, specialIssue=null, createTime=1770171495466, creator=13701087609, updateTime=1774228911890, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1242769389133611807, tenantId=1146029695717560320, journalId=1225147924628267009, issueId=1225751351125263080, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1242769389133611808, tenantId=1146029695717560320, journalId=1225147924628267009, issueId=1225751351125263080, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=2270, endPage=2275, ext={EN=ArticleExt(id=1225751358289129935, articleId=1225751357999722945, tenantId=1146029695717560320, journalId=1225147924628267009, language=EN, title=Ride comfort evaluation of Chinese high‑speed trains based on EN 12299：2009, columnId=null, journalTitle=Journal of Vibration Engineering, columnName=null, runingTitle=null, highlight=null, articleAbstract=

Ride comfort evaluation of high‑speed trains has vital importance for continuously improving the structural design and passengers’ ride satisfaction. This paper tries to evaluate the long‑term and momentary ride comfort of high‑speed trains in China in the light of the European standard EN 12299：2009, and discuss the applicability of the standard. Objective vibration test and subjective comfort evaluation were carried out in a comprehensive inspection train. Average comfort index and discrete events comfort index recommended by the EN 12299：2009 standard were briefly introduced, and the two indexes were selected for long‑term comfort evaluation and momentary comfort evaluation respectively. For the three kinds of track sections with different subjective feelings, based on the measured vibration acceleration data, the long‑time and momentary comfort evaluation indexes were calculated respectively, the comfort of high‑speed train and track quality were analyzed. Combined with the subjective evaluation results, the applicability of the corresponding indexes was analyzed, and attempts were made to put forward suggestions for improvement. according to which the comfort of high‑speed rail ride and the quality of the track into the standard is analyzed. The applicability of these indices was analyzed by referring to the subjective evaluation, and certain suggestion was proposed to modify the indexes.

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高速列车的舒适性评价对于改进高铁结构设计、提高乘客乘坐满意度具有重要意义。本文尝试应用欧洲标准EN 12299：2009对中国高铁的长时和瞬态乘坐舒适性进行评价，并探讨该标准的适用性。基于一款高速综合检测列车，开展了振动舒适性的客观测试与主观评价。简要介绍了EN 12299：2009标准推荐的平均舒适性评价指标和离散事件舒适性评价指标，并将二者分别用于高铁长时和瞬态舒适性评价。针对主观感受不同的三种路段，基于实测振动加速度数据，分别计算了长时和瞬态舒适性评价指标，据此对高铁乘坐舒适性与轨道质量进行分析。结合主观评价结果，对对应指标的适用性进行分析，并提出改进建议。

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侯之超（1966―），男，博士，教授。E‑mail：
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马辉（1994―），男，博士研究生。E‑mail：

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马辉（1994―），男，博士研究生。E‑mail：

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马辉（1994―），男，博士研究生。E‑mail：

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Journal of Sound and Vibration，2023,558: 117769., articleTitle=Momentary ride comfort evaluation of high‑speed trains based on feature selection and gated recurrent unit network, refAbstract=null)], funds=[Fund(id=1225751371949977755, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, awardId=2021JJXM08, language=CN, fundingSource=中国铁道科学研究院集团公司重点计划项目(2021JJXM08), fundOrder=null, country=null)], companyList=[AuthorCompany(id=1225751362693149328, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, xref=1., ext=[AuthorCompanyExt(id=1225751362701537937, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, companyId=1225751362693149328, language=EN, country=null, province=null, city=null, postcode=null, companyName=null, departmentName=null, remark=1.School of Vehicle and Mobility, Tsinghua University, Beijing 100084, China), AuthorCompanyExt(id=1225751362709926546, 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figureFileSmall=mYUn2JNbQ8/N4BAdnbyKcQ==, figureFileBig=kArmcOHtOUDqhM3n+sQJvA==, tableContent=null), ArticleFig(id=1225751369244651588, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, language=EN, label=Tab. 1, caption=

Acceleration transducers positions and channel setting

, figureFileSmall=null, figureFileBig=null, tableContent=
传感器序号安装位置备注
1假人头部
2假人胸部
3假人臀部
411A 地板
511A 车窗
611A 车顶
711F 地板
811F 车窗
911F 车顶
1011B 坐垫假人位置
1111B 靠背假人位置
1211D 坐垫图中未示出
1311D 靠背图中未示出
1411C 地板
), ArticleFig(id=1225751369378869325, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, language=CN, label=表1, caption=

加速度传感器安装位置与通道设定

, figureFileSmall=null, figureFileBig=null, tableContent=
传感器序号安装位置备注
1假人头部
2假人胸部
3假人臀部
411A 地板
511A 车窗
611A 车顶
711F 地板
811F 车窗
911F 车顶
1011B 坐垫假人位置
1111B 靠背假人位置
1211D 坐垫图中未示出
1311D 靠背图中未示出
1411C 地板
), ArticleFig(id=1225751369550835799, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, language=EN, label=Tab. 2, caption=

Values of NMV and corresponding human subjective feeling

, figureFileSmall=null, figureFileBig=null, tableContent=
NMV/(m∙s-2)人体主观感觉
<1.5非常舒适
1.5~2.5舒适
2.5~3.5中等
3.5~4.5不舒适
>4.5非常不舒适
), ArticleFig(id=1225751369685053534, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, language=CN, label=表2, caption=

NMV值与人体主观感觉的对应关系

, figureFileSmall=null, figureFileBig=null, tableContent=
NMV/(m∙s-2)人体主观感觉
<1.5非常舒适
1.5~2.5舒适
2.5~3.5中等
3.5~4.5不舒适
>4.5非常不舒适
), ArticleFig(id=1225751369836048485, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, language=EN, label=Tab. 3, caption=

Constants for comfort index PDE

, figureFileSmall=null, figureFileBig=null, tableContent=
参数取值
k1/(s2∙m-1)0.0846
k2/(s2∙m-1)0.1305
k30.217
), ArticleFig(id=1225751369945100397, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, language=CN, label=表3, caption=

PDE评价指标中的常数

, figureFileSmall=null, figureFileBig=null, tableContent=
参数取值
k1/(s2∙m-1)0.0846
k2/(s2∙m-1)0.1305
k30.217
), ArticleFig(id=1225751371362775154, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, language=EN, label=Tab. 4, caption=

Track grading based on subjective scores

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平均打分轨段等级
<40舒适
40~60中等
>60较差
), ArticleFig(id=1225751371501187196, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, language=CN, label=表4, caption=

依据主观分数的轨段分级

, figureFileSmall=null, figureFileBig=null, tableContent=
平均打分轨段等级
<40舒适
40~60中等
>60较差
), ArticleFig(id=1225751371622822018, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, language=EN, label=Tab. 5, caption=

NMV values of three track levels

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轨段等级第一个五分钟第二个五分钟
座椅车窗座椅车窗
舒适1.3130.5051.3230.573
中等1.745↑（24.76%）0.979↑（48.42%）1.829↑（27.66%）1.015↑（43.55%）
较差2.269↑（23.09%）1.282↑（23.63%）2.347↑（23.05%）1.248↑（18.66%）
), ArticleFig(id=1225751371778011280, tenantId=1146029695717560320, journalId=1225147924628267009, articleId=1225751357999722945, language=CN, label=表5, caption=

三种轨段等级对应的NMV值

, figureFileSmall=null, figureFileBig=null, tableContent=
轨段等级第一个五分钟第二个五分钟
座椅车窗座椅车窗
舒适1.3130.5051.3230.573
中等1.745↑（24.76%）0.979↑（48.42%）1.829↑（27.66%）1.015↑（43.55%）
较差2.269↑（23.09%）1.282↑（23.63%）2.347↑（23.05%）1.248↑（18.66%）
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基于EN 12299：2009的中国高铁乘坐舒适性评价研究
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马辉 1 , 牛留斌 2 , 俞志豪 1 , 侯之超 1
振动工程学报 | 2025,38(10): 2270-2275
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振动工程学报 | 2025, 38(10): 2270-2275
基于EN 12299：2009的中国高铁乘坐舒适性评价研究
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马辉1 , 牛留斌2, 俞志豪1, 侯之超1
作者信息
  • 1.清华大学车辆与运载学院，北京　100084；
  • 2.中国铁道科学研究院集团有限公司基础设施检测研究所，北京　100081

    • 马辉（1994―），男，博士研究生。E‑mail：

通讯作者:

侯之超（1966―），男，博士，教授。E‑mail：
Ride comfort evaluation of Chinese high‑speed trains based on EN 12299：2009
Hui MA1 , Liubin NIU2, Zhihao YU1, Zhichao HOU1
Affiliations
  • 1.School of Vehicle and Mobility, Tsinghua University, Beijing 100084, China
  • 2.Infrastructure Inspection Research Institute, China Academy of Railway Sciences Co., Ltd., Beijing 100081, China
doi: 10.16385/j.cnki.issn.1004-4523.202312028
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摘要
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高速列车的舒适性评价对于改进高铁结构设计、提高乘客乘坐满意度具有重要意义。本文尝试应用欧洲标准EN 12299：2009对中国高铁的长时和瞬态乘坐舒适性进行评价，并探讨该标准的适用性。基于一款高速综合检测列车，开展了振动舒适性的客观测试与主观评价。简要介绍了EN 12299：2009标准推荐的平均舒适性评价指标和离散事件舒适性评价指标，并将二者分别用于高铁长时和瞬态舒适性评价。针对主观感受不同的三种路段，基于实测振动加速度数据，分别计算了长时和瞬态舒适性评价指标，据此对高铁乘坐舒适性与轨道质量进行分析。结合主观评价结果，对对应指标的适用性进行分析，并提出改进建议。

长时舒适性  /  瞬态舒适性  /  高速列车  /  EN 12299：2009  /  中国高铁

Ride comfort evaluation of high‑speed trains has vital importance for continuously improving the structural design and passengers’ ride satisfaction. This paper tries to evaluate the long‑term and momentary ride comfort of high‑speed trains in China in the light of the European standard EN 12299：2009, and discuss the applicability of the standard. Objective vibration test and subjective comfort evaluation were carried out in a comprehensive inspection train. Average comfort index and discrete events comfort index recommended by the EN 12299：2009 standard were briefly introduced, and the two indexes were selected for long‑term comfort evaluation and momentary comfort evaluation respectively. For the three kinds of track sections with different subjective feelings, based on the measured vibration acceleration data, the long‑time and momentary comfort evaluation indexes were calculated respectively, the comfort of high‑speed train and track quality were analyzed. Combined with the subjective evaluation results, the applicability of the corresponding indexes was analyzed, and attempts were made to put forward suggestions for improvement. according to which the comfort of high‑speed rail ride and the quality of the track into the standard is analyzed. The applicability of these indices was analyzed by referring to the subjective evaluation, and certain suggestion was proposed to modify the indexes.

long‑term ride comfort  /  momentary ride comfort  /  high‑speed train  /  EN 12299：2009  /  China high‑speed railway
马辉, 牛留斌, 俞志豪, 侯之超. 基于EN 12299：2009的中国高铁乘坐舒适性评价研究. 振动工程学报, 2025 , 38 (10) : 2270 -2275 . DOI: 10.16385/j.cnki.issn.1004-4523.202312028
Hui MA, Liubin NIU, Zhihao YU, Zhichao HOU. Ride comfort evaluation of Chinese high‑speed trains based on EN 12299：2009[J]. Journal of Vibration Engineering, 2025 , 38 (10) : 2270 -2275 . DOI: 10.16385/j.cnki.issn.1004-4523.202312028
正文
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高速列车的舒适性评价对于改善乘坐舒适性、提高乘客乘车满意度具有重要意义。迄今尚无针对高铁舒适性的评价标准，而是参照已有的列车标准或其他相关标准进行评价[1‑4]。其中，欧洲标准EN 12299：2009由于颁布年代较近，且其采用的统计方法消除了人为因素的影响，评价结果被认为相较于ISO 2631‑1： 1997等标准更加精确，已被多数国家采用[5‑6]。
EN 12299：2009推荐的舒适性评价指标可分为两类，分别为关注对较长线路或较长时间内列车振动累计效应的长时舒适性评价，和关注外界突发激励引起的短时列车振动的瞬态舒适性评价。MUNAWIR等[5]和NOVILLO等[7]分别采集了西班牙昆卡市和马来西亚吉隆坡市有轨列车运行过程中的加速度数据，使用EN 12299：2009和Sperling方法分析了列车的长时乘坐舒适性。研究表明，两种方法在评价结果上彼此接近，可用于评价列车的舒适性；并指出应综合应用不同的评价标准评判列车舒适性。DIŽO等[8]基于动力学仿真，采用EN 12299：2009推荐的长时舒适性评价指标，分析了悬架参数变化对非高速列车乘坐舒适性的影响。结果表明，列车的乘坐舒适性取决于悬架参数和列车的运行速度；列车运行速度越快，乘坐舒适性越差。列车运行速度也同样影响车辆悬架等部件的工作特性和振动传递特性[9‑11]。LIU等[12‑13]参照EN 12299：2009推荐的离散舒适性指标，提出了瞬时不适感评价指标，并基于仿真分析研究了风速变化率、峰值风速持续时间和风速变化幅度对高速列车瞬态舒适性的影响。对比分析表明，EN 12299：2009所推荐的舒适性指标无法准确评估高速列车在强风条件下车身的低频侧倾运动和横向运动；所提出的评价指标对风速引起的乘坐不适性更加敏感。
显然，将EN 12299：2009应用于高速列车舒适性评价还需要更多地结合工程实际。随着列车速度不断提高、车身轻量化技术的广泛应用，车辆系统对外部激励将变得更加敏感。实际上，由于乘员、车辆结构、轨道条件和运行环境等的差异，不同的国家或地区需要结合实际探索建立自己的高铁舒适性评价标准[8，14]。
为此，本文基于图1所示流程，在国内多个区域开展高铁振动测试与主观舒适性评价，应用EN 12299：2009对中国高速列车舒适性进行客观评价，进而探讨该标准的适应性，并尝试提出改进建议。
1　试验概要
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主、客观试验在一辆高速综合检测列车的1号、3号、6号和8号车厢中进行。列车在中国华北、华中和华东地区的铁路路段执行正常检测任务，车速区间为0~300 km/h。
主观试验由6名添乘人员以5 min为单位对列车行驶时的振动情况进行评价[15]。为此，开发了专门软件，并安装在手机上用于主观评价。评价结束，数据自动上传至云服务器。主观评价分4个等级，不同等级对应着不同的分值。对于同一时段，取6名添乘人员各自给出分数的平均值作为最终评分。
客观试验与主观试验同时进行，如图2所示。在地板、车窗和车顶等位置布置三向加速度传感器（PCB 356A16），在选定的座椅上安置Hybrid Ⅲ 50分位男性坐姿假人和座垫传感器。假人头部、胸部和臀部布置有三向加速度传感器。为研究假人的适用性，在假人同排座椅上布置了相同的坐垫传感器，一名主观评价人员就坐于该位置，在主观舒适性评价的同时采集座垫传感器数据。传感器和假人布置如图3所示，对应的传感器序号见表1。采用LMS SCADAS数据采集系统采集各测点加速度信息，采样频率为1024 Hz。
2　EN 12299:2009舒适性评价指标
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对于长时舒适性评价，EN 12299：2009考虑三个方向的振动，定义了舒适性指标：
NMV=6(aXP95Wd)2+(aYP95Wd)2+(aZP95Wb)2
式中，aXP95Wd、aYP95Wd和aZP95Wb分别表示5 min内在X、Y和Z方向上加权加速度均方根值的95%分位数；Wd、Wb为不同方向的权重系数，其中，X和Y向的权函数Wd与ISO 2631‑1：1997规定值相同，Z向权重系数Wb取值则不同。
EN 12299：2009还推荐了舒适性指标NMV数值范围与人体主观感觉之间的对应关系，如表2所示。
对于瞬态舒适性评价，标准没有给出相应的评价方法。本文采用EN 12299：2009第8节定义的基于离散事件的舒适性评价指标，该指标适用于评估乘客在乘坐高铁期间遭遇任何与横向加速度突变相关的事件的情况，本文使用这一指标评估瞬态舒适性。首先以2 s的步进时间窗口计算车体y向加权加速度ay,wp(τ)，然后通过ay,wp(τ)计算2 s内y向加权加速度的峰值和平均值，进而得到舒适性指标PDE，即
PDE=100⋅max[k1⋅app(t)+k2⋅|a2s(t)|-k3,0]
式中，k1、k2、k3为常数，取值见表3；app为2 s时间窗内的车体y向加权加速度的峰峰值，a2s(t)为对应时间窗口内y向加权加速度的平均值，二者的计算式分别为：
app(t)=max[ay,wp(τ)]-min[ay,wp(τ)],τ∈[t-T2,t+T2]
a2s(t)=1T|∫t-T2t+T2ay,wp(τ)dτ|
式中，T为时间窗口长度，取值为2 s。
需注意，EN 12299：2009中未对PDE取值定义对应的人体主观感受。
3　案例分析
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基于所得到的测试数据，经过对主、客观数据的匹配和合理性评估，筛选得到了3679组数据。由于测试列车采用双端驾驶，因此本节采用处于头尾部的1号车厢和处于中间位置的6号车厢的测试数据为例进行分析。进一步分析显示，假人座椅和11F车窗的加速度信号与主观测试结果的相关性较高[15]。因此选择这两处的加速度信息进行指标计算。
依据主观舒适性评价的最终分值，将轨段分为舒适、中等、较差三个等级，如表4所示。针对每一种等级的轨段，取相邻两个5 min内的有效数据，分别计算舒适性指标NMV和PDE，再与主观评价结果相对照，实现对综合检测列车的长时和瞬态舒适性的评价，并探讨两个指标的适用性。
需要指出的是，1号和6号车厢的分析结果趋势一致，因此，仅展示6号车厢的相关数据或结果。
3.1　长时舒适性
如表5所示为按照EN 12299：2009计算得到的长时舒适性评价指标。括号内的数字表示该等级轨道段相较于上一等级轨段同一位置NMV值增长的百分比。
可以看出，三种轨段对应的NMV值均小于2.5。由表2可知，三种轨段对应人体的主观感觉为“舒适”或“非常舒适”。这与受试者的主观评价结果不符。
另一方面，表5显示：NMV值随着轨段等级变差而升高，说明在等级较差的轨段上列车的乘坐舒适性低于等级较好的轨段。进一步还可以发现，NMV随着轨段等级变差的增长率均超过了20%，表明NMV对轨段等级恶化或轨段差异的识别度较高。
3.2　瞬态舒适性
图4所示为三种轨段等级下座椅y向振动加速度时程曲线与对应的PDE时程曲线。可以看出，不论轨段等级如何变化，PDE始终为0。这是因为该处振动加速度较低，使得式（2）中的app(t)与|a2s(t)|均较小，导致k1∙app(t)+k2⋅|a2s(t)|-k3<0。
3.3　对PDE计算式的改进
鉴于在本文采用的试验数据下原标准给出的PDE计算式无法评估瞬态舒适性的问题，根据上文分析，对其进行修改。
作为尝试，令k3=0，重新计算11B通道y方向振动加速度对应的PDE，结果如图5~7所示。可以看出，修正后的PDE可同步反映出y向加权加速度的突变：当加权加速度增大时，相应的PDE曲线沿纵轴升高。换言之，随着主观感觉变差，PDE的整体数值增大。以上分析表明，修改PDE的计算式可提高该指标的适用性。
需要指出的是，这里的修改只是一个初步的尝试。做出准确、适用的修改还需要更为系统、深入的研究。
3.4　引入假人进行舒适性评价的合理性讨论
本文采用碰撞假人进行舒适性评价，原因主要在于以下三点：
（1）假人上各测点测得的振动数据与添乘人员的主观感受具有较高的相关性。如图8所示为主观测试打分均值与假人臀部y向振动加速度RMS值之间的关系图，二者呈现较强的正相关关系，进一步计算二者的皮尔逊相关系数为0.74，可知假人臀部振动和人体主观感觉之间具备较高的相关性，经验证明假人胸部和头部也具备相同的特征。
（2）相对普通添乘人员/志愿者，假人在振动测试全过程中能够保持稳定的姿态，有助于采集更为稳定的加速度数据；
（3）在高铁中，坐姿人体的晃动是低频运动，可以应用少自由度多刚体的假人测定对应的振动特性。
4　结论
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本文在某高速综合检测列车上进行了高铁列车振动舒适性的客观振动测试与主观评价试验。依据主观评价结果，选择三种等级的典型轨道路段，应用欧洲标准EN：12299：2009推荐的指标，分别进行了高速列车长时和瞬态舒适性评价。主要结论如下：
（1） EN 12299：2009标准所推荐的2个指标均不能准确评价高速综合检测列车的乘坐舒适性。
（2） 该标准推荐的长时舒适性评价指标NMV可以有效识别不同轨段对车辆舒适性的影响。
（3） 对瞬态舒适性评价指标PDE的计算进行改进，可以更准确地反映出车辆横向加权加速度的突然变化，从而保证与添乘人员的主观评价一致。
基金
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  • 中国铁道科学研究院集团公司重点计划项目(2021JJXM08)
文献
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参考文献 引证文献
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doi: 10.16385/j.cnki.issn.1004-4523.202312028
  • 接收时间：2023-12-12
  • 首发时间：2026-02-04
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  • 收稿日期：2023-12-12
  • 修回日期：2024-03-11
基金
中国铁道科学研究院集团公司重点计划项目(2021JJXM08)
作者信息
    1.清华大学车辆与运载学院，北京　100084；
    2.中国铁道科学研究院集团有限公司基础设施检测研究所，北京　100081

通讯作者:

侯之超（1966―），男，博士，教授。E‑mail：
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2种不同金属材料的力学参数
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Family		 属数
Number of
genus		 种数
Number of
species		 占总种数比例
Percentage of
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鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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