Vehicle roar noise evaluation system and method

Abstract

The present disclosure relates to a vehicle boom noise evaluation system and method, which includes: using a benchmark data acquisition device to acquire benchmark data related to noise and engine speed to obtain a benchmark noise curve of noise versus engine speed, and at the same time, a subjective evaluator gives a corresponding subjective evaluation score for the noise; combining the subjective evaluation score with the benchmark noise curve to obtain a loudness evaluation curve and a main-order noise evaluation curve; using a test data acquisition device to acquire benchmark data related to noise and engine speed to obtain a test noise curve of noise versus engine speed; extracting a test loudness curve and a main-order test noise curve from the test noise curve; and comparing the test loudness curve with the loudness evaluation curve to determine whether a boom noise problem exists, wherein the comparison step further includes comparing the main-order test noise curve with the main-order noise evaluation curve to obtain an evaluation result to verify whether a boom noise problem exists.

Description

Technical Field

[0001] The present disclosure generally relates to the field of vehicle noise evaluation, and more particularly to a vehicle boom noise evaluation system and method. Background Art

[0002] Vehicle vibration and noise, the pursuit of sound that aligns with vehicle characteristics while meeting both human and environmental requirements, is a crucial component of automotive NVH research. The level of noise and vibration directly impacts people's impression of vehicle quality and their purchasing preferences. Consequently, vehicle noise and vibration design has captured the attention of automotive engineers and has become a key design consideration for renowned vehicles both domestically and internationally.

[0003] Vehicle boom is a crucial component of the vehicle's interior acoustics. It directly impacts the vehicle's NVH performance and significantly impacts the overall vehicle quality. By effectively reducing boom, we can not only lower the noise level inside the vehicle but also adjust the interior sound quality to meet customer expectations.

[0004] However, during vehicle noise testing, the definition of noise issues has always been based on subjective perception, and a single objective metric cannot fully reflect the severity of the noise. Addressing NVH issues during vehicle design and development requires significant investment in both manpower and resources. Defining noise issues during vehicle design and development is crucial, so research into this process is extremely valuable. Summary of the Invention

[0005] One of the objectives of the present disclosure is to provide a system and method that can more accurately determine whether a vehicle has a booming noise problem.

[0006] According to a first aspect of the present disclosure, a vehicle boom noise evaluation method is provided, comprising:

[0007] Benchmark data acquisition steps: Under test conditions, a benchmark data acquisition device is used to acquire benchmark data on noise and engine speed to obtain a benchmark noise curve of noise versus engine speed. At the same time, subjective evaluators assign corresponding subjective evaluation scores for the noise.

[0008] A reference data processing step includes extracting a reference loudness curve from the reference noise curve, performing order analysis on the reference noise curve to extract a main-order reference noise curve, wherein a loudness evaluation curve is obtained based on the reference loudness curve and a corresponding subjective evaluation score, and a main-order noise evaluation curve is obtained based on the main-order reference noise curve and the corresponding subjective evaluation score;

[0009] Test data acquisition steps: Under test conditions, using a test data acquisition device to acquire reference data on noise and engine speed to obtain a test noise curve of noise versus engine speed;

[0010] Test data processing step: extracting a test loudness curve from the test noise curve, performing order analysis on the test noise curve to extract a main-order test noise curve; and

[0011] Comparison step: comparing the test loudness curve with the loudness evaluation curve to determine whether there is a booming noise problem, wherein the comparison step also includes comparing the main order test noise curve with the main order noise evaluation curve to obtain an evaluation result to verify whether there is a booming noise problem.

[0012] In one embodiment of the vehicle boom noise evaluation method, obtaining a loudness evaluation curve based on a reference loudness curve and a corresponding subjective evaluation score includes setting an evaluation threshold, and forming an upper limit loudness evaluation curve and a lower limit loudness evaluation curve based on a comparison of the subjective evaluation score and the evaluation threshold, such that:

[0013] When all subjective evaluation scores corresponding to the loudness peak on the reference loudness curve are greater than the evaluation threshold, the loudness peak is below the lower limit loudness evaluation curve;

[0014] When all subjective evaluation scores corresponding to a loudness peak on the reference loudness curve are less than the evaluation threshold, the loudness peak is above the upper limit loudness evaluation curve; and

[0015] When part of the subjective evaluation scores corresponding to the loudness peak on the reference loudness curve is greater than the evaluation threshold and the other part is less than the evaluation threshold, the loudness peak is between the lower limit loudness evaluation curve and the upper limit loudness evaluation curve.

[0016] In one embodiment of the vehicle boom noise evaluation method, comparing the test loudness curve with the loudness evaluation curve to determine whether there is a boom noise problem includes comparing the test loudness curve with the loudness evaluation curve:

[0017] If the loudness peak on the test loudness curve is below the lower limit loudness evaluation curve, it is determined that there is no booming noise problem;

[0018] If the loudness peak on the test loudness curve is above the upper limit loudness evaluation curve, it is determined that there is a booming noise problem; and

[0019] If the loudness peak on the test loudness curve is between the lower limit loudness evaluation curve and the upper limit loudness evaluation curve, compare the main order test noise curve with the main order noise evaluation curve to verify whether there is a booming noise problem.

[0020] In one embodiment of the vehicle roar noise evaluation method, obtaining a main-order noise evaluation curve based on the main-order reference noise curve and the corresponding subjective evaluation score includes:

[0021] averaging all subjective evaluation scores corresponding to the boom peak on the main-order reference noise curve so that the boom peak corresponds to the average; and

[0022] Several roar evaluation curves are formed, which define several evaluation intervals and set evaluation score values ​​corresponding to each evaluation interval, so that the roar peak corresponding to the average value equal to or close to the evaluation score value of an evaluation interval is within the said evaluation interval.

[0023] In one embodiment of a vehicle roar noise evaluation method, comparing a main-order test noise curve with a main-order noise evaluation curve to obtain an evaluation result to verify whether a roar noise problem exists includes comparing the main-order test noise curve with the main-order noise evaluation curve, so that an evaluation score value corresponding to an evaluation interval where the roar peak on the main-order test noise curve is located is determined as an evaluation result; if the evaluation result is less than an evaluation threshold, it is determined that a roar noise problem exists; if the evaluation result is greater than or equal to the evaluation threshold, it is determined that no roar noise problem exists.

[0024] In one embodiment of the vehicle roar noise evaluation method, the benchmark data processing step also includes performing order analysis on the benchmark noise curve to extract a full-order benchmark noise curve, wherein the order difference evaluation curve is obtained based on the difference between the order difference between the full-order benchmark noise curve and the main-order benchmark noise curve and the corresponding subjective evaluation score.

[0025] In one embodiment of the vehicle roar noise evaluation method, the test data processing step also includes performing order analysis on the test noise curve to extract the full-order test noise curve, comparing the order difference value between the full-order test noise curve and the main-order test noise curve with the order difference evaluation curve to obtain a order difference correction value, and the order difference correction value is used to correct the evaluation result.

[0026] In one embodiment of the vehicle boom noise evaluation method, obtaining a step difference evaluation curve based on the difference between the step difference between the full-order reference noise curve and the main-order reference noise curve and the corresponding subjective evaluation scores includes:

[0027] The difference between the noise peak on the full-order reference noise curve and the corresponding boom peak on the main-order reference noise curve is set as the first-order difference, and the subjective evaluation score corresponding to the boom peak on the main-order reference noise curve is set as the first subjective evaluation score;

[0028] The roar peak value on the main-order reference noise curve is increased or decreased by a predetermined value, and the noise peak value on the full-order reference noise curve is increased or decreased accordingly;

[0029] The difference between the increased or decreased noise peak on the full-order reference noise curve and the corresponding increased or decreased boom peak on the main-order reference noise curve is set as a second-order difference, and the subjective evaluation score corresponding to the increased or decreased boom peak on the main-order reference noise curve is set as a second subjective evaluation score;

[0030] Several step correction curves are formed, which limit several step correction intervals and set step correction values ​​corresponding to each step correction interval, so that when the difference between the first subjective evaluation score and the second subjective evaluation score is equal to the step correction value of a step correction interval, the corresponding difference between the first order difference value and the second order difference value is within the said one step correction interval.

[0031] In one embodiment of the vehicle roar noise evaluation method, the test data processing step also includes performing order analysis on the test noise curve to extract the full-order test noise curve, and comparing the order difference value between the full-order test noise curve and the main-order test noise curve with the order difference evaluation curve, so as to determine the order difference correction value corresponding to the order difference correction interval in which the difference between the noise peak on the full-order test noise curve and the roar peak on the main-order test noise curve is located as the order difference correction value used to correct the evaluation result.

[0032] In one embodiment of the vehicle roar noise evaluation method, the reference data processing step further includes obtaining a continuous speed evaluation curve based on the main-order reference noise curve and the main-order noise evaluation curve.

[0033] In one embodiment of the vehicle roar noise evaluation method, it further includes comparing the main order test noise curve with the continuous speed evaluation curve to obtain a continuous speed correction value, and the continuous speed correction value is used to correct the evaluation result.

[0034] In one embodiment of the vehicle roar noise evaluation method, obtaining a continuous speed evaluation curve based on the main-order reference noise curve and the main-order noise evaluation curve includes:

[0035] Select a roar evaluation curve as the baseline curve;

[0036] The continuous speed is defined between the two intersection points of the boom peak on the main-order reference noise curve and the reference curve, and the change value of the subjective evaluation score is recorded within the continuous speed; and

[0037] A plurality of continuous speed correction curves are formed, which define a plurality of continuous speed correction intervals and set continuous speed correction values ​​corresponding to each continuous speed correction interval, so that when a change value of the subjective evaluation score is equal to the continuous speed correction value of a continuous speed correction interval, the continuous speed value corresponding to the change value is within the said continuous speed correction interval.

[0038] In one embodiment of the vehicle roar noise evaluation method, it also includes comparing the main order test noise curve with the continuous speed evaluation curve, so as to determine the continuous speed correction value corresponding to the continuous speed correction interval where the continuous speed is located between the two intersection points of the roar peak on the main order test noise curve and the reference curve as the continuous speed correction value used to correct the evaluation result.

[0039] According to a second aspect of the present disclosure, a vehicle boom noise evaluation system is provided, comprising:

[0040] a baseline data acquisition device, comprising a microphone, configured to acquire baseline data on noise and engine speed under test conditions to obtain a baseline noise curve of noise versus engine speed, and simultaneously record corresponding subjective evaluation scores given by subjective evaluators for the noise;

[0041] a reference data processing device configured to extract a reference loudness curve from a reference noise curve, and perform order analysis on the reference noise curve to extract a main-order reference noise curve, wherein the reference data processing device is further configured to obtain a loudness evaluation curve based on the reference loudness curve and a corresponding subjective evaluation score, and to obtain a main-order noise evaluation curve based on the main-order reference noise curve and the corresponding subjective evaluation score;

[0042] a test data acquisition device including a microphone configured to acquire baseline data regarding noise and engine speed under test conditions to obtain a test noise curve of noise versus engine speed;

[0043] a test data processing device configured to extract a test loudness curve from a test noise curve, and perform order analysis on the test noise curve to extract a main-order test noise curve; and

[0044] A comparison module is configured to compare the test loudness curve with the loudness evaluation curve to determine whether there is a booming noise problem, wherein the comparison module is further configured to compare the main order test noise curve with the main order noise evaluation curve to obtain an evaluation result to verify whether there is a booming noise problem.

[0045] In one embodiment of the vehicle boom noise evaluation system, the reference data processing device is configured to set an evaluation threshold and form an upper limit loudness evaluation curve and a lower limit loudness evaluation curve based on a comparison between the subjective evaluation score and the evaluation threshold, such that:

[0046] When all subjective evaluation scores corresponding to the loudness peak on the reference loudness curve are greater than the evaluation threshold, the loudness peak is below the lower limit loudness evaluation curve;

[0047] When all subjective evaluation scores corresponding to a loudness peak on the reference loudness curve are less than the evaluation threshold, the loudness peak is above the upper limit loudness evaluation curve; and

[0048] When part of the subjective evaluation scores corresponding to the loudness peak on the reference loudness curve is greater than the evaluation threshold and the other part is less than the evaluation threshold, the loudness peak is between the lower limit loudness evaluation curve and the upper limit loudness evaluation curve.

[0049] In one embodiment of the vehicle boom noise evaluation system, the comparison module is configured to compare the test loudness curve with the loudness evaluation curve:

[0050] If the loudness peak on the test loudness curve is below the lower limit loudness evaluation curve, it is determined that there is no booming noise problem;

[0051] If the loudness peak on the test loudness curve is above the upper limit loudness evaluation curve, it is determined that there is a booming noise problem; and

[0052] If the loudness peak on the test loudness curve is between the lower limit loudness evaluation curve and the upper limit loudness evaluation curve, compare the main order test noise curve with the main order noise evaluation curve to verify whether there is a booming noise problem.

[0053] In one embodiment of the vehicle roar noise evaluation system, the reference data processing device is configured to:

[0054] averaging all subjective evaluation scores corresponding to the boom peak on the main-order reference noise curve so that the boom peak corresponds to the average; and

[0055] Several roar evaluation curves are formed, which define several evaluation intervals and set evaluation score values ​​corresponding to each evaluation interval, so that the roar peak corresponding to the average value equal to or close to the evaluation score value of an evaluation interval is within the said evaluation interval.

[0056] In one embodiment of a vehicle boom noise evaluation system, a comparison module is configured to compare a main-order test noise curve with a main-order noise evaluation curve, so that an evaluation score value corresponding to an evaluation interval where the boom peak on the main-order test noise curve is located is determined as an evaluation result. If the evaluation result is less than an evaluation threshold, it is determined that there is a boom noise problem; if the evaluation result is greater than or equal to the evaluation threshold, it is determined that there is no boom noise problem.

[0057] In one embodiment of the vehicle roar noise evaluation system, the benchmark data processing device is further configured to perform order analysis on the benchmark noise curve to extract a full-order benchmark noise curve, wherein the order difference evaluation curve is obtained based on the difference between the order difference between the full-order benchmark noise curve and the main-order benchmark noise curve and the corresponding subjective evaluation score.

[0058] In one embodiment of the vehicle roar noise evaluation system, the test data processing device is further configured to perform order analysis on the test noise curve to extract the full-order test noise curve, compare the order difference value between the full-order test noise curve and the main-order test noise curve with the order difference evaluation curve to obtain the order difference correction value, and the order difference correction value is used to correct the evaluation result.

[0059] In one embodiment of the vehicle roar noise evaluation system, the reference data processing device is configured to:

[0060] The difference between the noise peak on the full-order reference noise curve and the corresponding boom peak on the main-order reference noise curve is set as the first-order difference, and the subjective evaluation score corresponding to the boom peak on the main-order reference noise curve is set as the first subjective evaluation score;

[0061] The roar peak value on the main-order reference noise curve is increased or decreased by a predetermined value, and the noise peak value on the full-order reference noise curve is increased or decreased accordingly;

[0062] The difference between the increased or decreased noise peak on the full-order reference noise curve and the corresponding increased or decreased boom peak on the main-order reference noise curve is set as a second-order difference, and the subjective evaluation score corresponding to the increased or decreased boom peak on the main-order reference noise curve is set as a second subjective evaluation score;

[0063] Several step correction curves are formed, which limit several step correction intervals and set step correction values ​​corresponding to each step correction interval, so that when the difference between the first subjective evaluation score and the second subjective evaluation score is equal to the step correction value of a step correction interval, the corresponding difference between the first order difference value and the second order difference value is within the said one step correction interval.

[0064] In one embodiment of the vehicle roar noise evaluation system, the test data processing device is further configured to perform order analysis on the test noise curve to extract the full-order test noise curve, and compare the order difference value between the full-order test noise curve and the main-order test noise curve with the order difference evaluation curve, so as to determine the order difference correction value corresponding to the order difference correction interval in which the difference between the noise peak on the full-order test noise curve and the roar peak on the main-order test noise curve is located as the order difference correction value used to correct the evaluation result.

[0065] In one embodiment of the vehicle boom noise evaluation system, the reference data processing device is configured to obtain a continuous speed evaluation curve based on the main-order reference noise curve and the main-order noise evaluation curve.

[0066] In one embodiment of the vehicle boom noise evaluation system, the comparison module is further configured to compare the main order test noise curve with the continuous speed evaluation curve to obtain a continuous speed correction value, which is used to correct the evaluation result.

[0067] In one embodiment of the vehicle roar noise evaluation system, the reference data processing device is configured to:

[0068] Select a roar evaluation curve as the baseline curve;

[0069] The continuous speed is defined between the two intersection points of the boom peak on the main-order reference noise curve and the reference curve, and the change value of the subjective evaluation score is recorded within the continuous speed; and

[0070] A plurality of continuous speed correction curves are formed, which define a plurality of continuous speed correction intervals and set continuous speed correction values ​​corresponding to each continuous speed correction interval, so that when a change value of the subjective evaluation score is equal to the continuous speed correction value of a continuous speed correction interval, the continuous speed value corresponding to the change value is within the said continuous speed correction interval.

[0071] In one embodiment of the vehicle roar noise evaluation system, the comparison module is further configured to compare the main-order test noise curve with the continuous speed evaluation curve, so as to determine the continuous speed correction value corresponding to the continuous speed correction interval where the continuous speed is located between the two intersection points of the roar peak on the main-order test noise curve and the reference curve as the continuous speed correction value used to correct the evaluation result.

[0072] According to a third aspect of the present disclosure, a computer-readable storage medium is provided, on which executable code is stored. When the executable code is executed, the vehicle boom noise evaluation method as described above is implemented.

[0073] The vehicle boom noise evaluation method and system disclosed herein can generate various types of evaluation curves. This allows subsequent noise testing to compare test data with the evaluation curves to assess the noise and determine whether, for example, a boom noise problem exists. This evaluation can replace subjective evaluation, allowing objective testing to be performed and compared with the evaluation curves to determine the presence of noise problems, eliminating the need for subjective evaluation. This eliminates the influence of subjective factors, enhances the objectivity of the evaluation, and reduces evaluation costs.

[0074] The vehicle boom noise evaluation method and system according to the present disclosure can determine and further verify the boom noise problem of the vehicle, thereby improving the accuracy and reliability of determining the boom noise problem.

[0075] The vehicle boom noise evaluation method and system according to the present disclosure can correct the evaluation results, further improving the accuracy and reliability of determining the boom noise problem. BRIEF DESCRIPTION OF THE DRAWINGS

[0076] Aspects of the present disclosure will be better understood after reading the following detailed description in conjunction with the accompanying drawings, in which:

[0077] Figure 1 A schematic block diagram of a vehicle boom noise evaluation system according to the present disclosure is shown.

[0078] Figure 2 The figure shows the arrangement of microphones of the data acquisition device of the vehicle boom noise evaluation system according to the present disclosure.

[0079] Figure 3 Exemplary graphs of a reference loudness curve, a main-order reference noise curve, and a full-order reference noise curve extracted from a reference noise curve are shown.

[0080] Figure 4 An exemplary diagram of a loudness rating curve is shown.

[0081] Figure 5 An exemplary diagram of main-order noise rating curves is shown.

[0082] Figure 6 An exemplary graph of a step difference evaluation curve is shown.

[0083] Figure 7 An exemplary diagram of a continuous rotational speed evaluation curve is shown.

[0084] Figure 8 Exemplary graphs of a test loudness curve, a main-order test noise curve, and a full-order test noise curve extracted from a test noise curve are shown.

[0085] Figure 9 A comparison of the test loudness curve and the loudness rating curve is shown.

[0086] Figure 10 The full-order test noise curve and the comparison of the main-order test noise curve with the main-order noise evaluation curve are shown. DETAILED DESCRIPTION

[0087] The present disclosure will be described below with reference to the accompanying drawings, which illustrate several embodiments of the present disclosure. However, it should be understood that the present disclosure can be presented in many different ways and is not limited to the embodiments described below; in fact, the embodiments described below are intended to make the present disclosure more complete and fully illustrate the scope of protection of the present disclosure to those skilled in the art. It should also be understood that the embodiments disclosed herein can be combined in various ways to provide many additional embodiments.

[0088] It should be understood that like reference numerals refer to like elements throughout the drawings. In the drawings, the dimensions of some features may be distorted for clarity.

[0089] It should be understood that the terms used in the specification are only used to describe specific embodiments and are not intended to limit the present disclosure. Unless otherwise defined, all terms (including technical and scientific terms) used in the specification have the meanings commonly understood by those skilled in the art. For the sake of brevity and / or clarity, well-known functions or structures may not be described in detail.

[0090] The singular forms "a", "an", "the" and "the" used in the specification include the plural forms unless otherwise expressly stated. The terms "include", "comprise" and "contain" used in the specification indicate the presence of the claimed features, but do not exclude the presence of one or more other features. The term "and / or" used in the specification includes any and all combinations of one or more of the relevant listed items. The terms "between X and Y" and "between approximately X and Y" used in the specification should be interpreted as including X and Y. The term "between approximately X and Y" used in this specification means "between approximately X and approximately Y", and the term "from about X to Y" used in this specification means "from about X to about Y".

[0091] In the specification, when an element is referred to as being "on," "attached," "connected," "coupled," or "in contact with" another element, the element may be directly on, attached, connected, coupled to, or in contact with the other element, or there may be intervening elements. In contrast, when an element is referred to as being "directly" "on," "directly attached," "directly connected," "directly coupled," or "in direct contact with" another element, there may be no intervening elements. In the specification, when a feature is arranged "adjacent" to another feature, it may mean that a feature has a portion that overlaps with the adjacent feature or a portion that is located above or below the adjacent feature.

[0092] In the specification, spatial terms such as "upper," "lower," "left," "right," "front," "back," "higher," and "lower" may be used to describe the relationship of one feature to another feature in the accompanying drawings. It should be understood that these spatial terms encompass not only the orientation shown in the accompanying drawings, but also different orientations of the device during use or operation. For example, if the device in the accompanying drawings is turned over, a feature previously described as "below" another feature may now be described as "above" the other feature. The device may also be oriented in other ways (rotated 90 degrees or in other orientations), and the relative spatial relationships will be interpreted accordingly.

[0093] The system described in this specification may also utilize one or more controllers to receive information and transform the received information to generate an output. The controller may include any type of computing device, computing circuit or any type of processor or processing circuit capable of executing a series of instructions stored in a memory. The controller may include multiple processors and / or multi-core central processing units (CPUs) and may include any type of processor, such as a microprocessor, a digital signal processor, a microcontroller, etc. The controller may also include a memory to store data and / or an algorithm to execute a series of instructions.

[0094] Any method, procedure, algorithm, or coding described in this specification can be converted into or expressed as a programming language or computer program. "Programming language" and "computer program" are any language used to specify instructions to a computer, and include (but are not limited to) the following languages ​​and their derivatives: assembly language, Basic, batch files, BCPL, C, C+, C++, Delphi, Fortran, Java, JavaScript, machine code, operating system command languages, Pascal, Perl, PL1, scripting languages, Visual Basic, its own metalanguages ​​for specifying programs, and first, second, third, fourth, and fifth generation computer languages. Also included are databases and other data models, as well as any other metalanguages. For the purposes of this definition, no distinction is made between languages ​​that are interpreted, compiled, or between languages ​​that use both compilation and interpretation. For the purposes of this definition, no distinction is made between compiled and source versions of a program. Thus, reference to a program in a programming language that can exist in more than one state (such as source state, compiled state, object state, or linked state) refers to any and all such states. This definition also encompasses valid instructions and the intent of those instructions.

[0095] Any method, program, algorithm, or code described herein may be embodied on one or more machine-readable media or memories. The term "memory" may include a mechanism that provides (e.g., stores and / or transmits) information in a format readable by a machine, such as a processor, computer, or digital processing device. For example, memory may include read-only memory (ROM), random access memory (RAM), magnetic disk storage media, optical storage media, flash memory devices, or any other volatile or non-volatile storage device. The code or instructions contained thereon may be represented by carrier signals, infrared signals, digital signals, and other similar signals.

[0096] Some embodiments of the vehicle boom noise evaluation system and method disclosed herein are described in detail below with reference to the accompanying drawings.

[0097] Figure 1 FIG2 is a schematic block diagram of a vehicle boom noise evaluation system 1 according to the present disclosure, wherein the vehicle boom noise evaluation system 1 comprises a reference data acquisition device 10 , a reference data processing device 20 , a test data acquisition device 30 , a test data processing device 40 and a comparison module 50 .

[0098] The reference data acquisition device 10 includes a microphone and an OBD signal line. Figure 2As shown, two microphones can be arranged in the vehicle cabin near the left and right ears of the driver, respectively, so as to obtain noise signals similar to the environment in which the driver is located. It will be understood by those skilled in the art that the arrangement position and number of microphones can be selected according to actual needs and are not limited to Figure 2 The OBD signal line is used to obtain engine speed data.

[0099] In this way, under certain test conditions, data related to the engine speed and noise signal can be obtained through the benchmark data acquisition device 10. The test conditions can be selected according to actual needs. In one embodiment, the sampling frequency of the microphone and the OBD signal line can be set to 32768Hz, the output data format is set to 24bit, and the engine speed is set to extract the speed within the range of 1000-5000rpm. For example, a test is conducted at a test site, using manual mode, fixed third gear, and a straight-line acceleration test with the throttle fully open, so that the engine speed increases from less than 1000rpm to more than 5000rpm. The engine speed data and the noise signal data corresponding to the engine speed obtained by the microphone during the entire acceleration process are recorded, thereby generating a benchmark noise curve of noise versus engine speed.

[0100] Multiple tests can be performed to obtain multiple baseline noise curves plotted against engine speed. Testers can then assign a subjective rating score (BI) to these noise levels. Subjective rating scores typically range from 0 to 10, with higher scores indicating a better subjective experience and lower scores indicating a worse subjective experience. Generally speaking, a score greater than 7 indicates an acceptable noise level, while a score less than 7 indicates a poor subjective experience and potential noise issues.

[0101] The subjective evaluation score can be given during the test or after the test is completed by replaying the recorded noise signal data. In some embodiments, the subjective evaluation score is usually given for the peak value on the noise curve, including the peak values ​​on various curves separated or extracted from the noise curve.

[0102] After obtaining a number of baseline noise curves and corresponding subjective evaluation scores, these data can be processed by the baseline data processing device 20. The more baseline noise curves and corresponding subjective evaluation scores obtained, the more accurate the resulting evaluation curve will be. Consequently, subsequent evaluation results obtained using such evaluation curves will be more accurate. The baseline data processing device 20 may include an acoustic calibrator, a computer, or any other suitable device for processing noise data.

[0103] The primary purpose of processing this data by the reference data processing device 20 is to generate various types of evaluation curves. This allows subsequent noise testing to compare the test data with the evaluation curves to assess the noise and determine whether, for example, a booming noise problem exists. This evaluation can replace subjective evaluation, allowing objective testing to be performed and compared with the evaluation curves to determine the presence of noise problems, eliminating the need for subjective evaluation. This eliminates the influence of subjective factors, enhances the objectivity of the evaluation, and reduces evaluation costs.

[0104] The evaluation curve to be obtained may include, for example, a loudness evaluation curve, a main-order noise evaluation curve, a step difference evaluation curve, a continuous speed evaluation curve, or the like. The characteristics of the evaluation curves will be discussed in more detail below.

[0105] After the evaluation curves are obtained, the evaluation curves can be used to evaluate the vehicle to be tested to determine whether there is a noise problem.

[0106] The test data acquisition device 30 can be the same device as the reference data acquisition device 10, meaning the same device can be used for both reference and test data acquisition. Alternatively, the test data acquisition device 30 can be separate from the reference data acquisition device 10, meaning the two devices can be different. Similarly, the test data processing device 40 and the reference data processing device 20 can be the same or different.

[0107] The test data acquisition device 30 may include a microphone and an OBD signal line, the arrangement of which may be similar to the reference data acquisition device 10 described above.

[0108] Similarly, under certain test conditions, data related to engine speed and noise signals can be acquired through the test data acquisition device 30. The engine speed data and the noise signal data corresponding to the engine speed acquired by the microphone during the test are recorded to generate a test noise curve showing noise versus engine speed.

[0109] After obtaining the test noise curve, the comparison module 50 can be used to compare the test noise curve with the evaluation curve to obtain an evaluation result, thereby determining whether a noise problem exists. Specifically, the test data processing device 40 can extract the noise curve to be compared from the test noise curve and then compare it with the corresponding evaluation curve.

[0110] According to an important aspect of the present disclosure, the loudness characteristics of the noise can be compared and evaluated first, thereby obtaining three possible results: first, the comparison of the loudness characteristics can directly determine whether the current noise has a booming noise problem; second, the comparison of the loudness characteristics can directly determine whether the current noise does not have a booming noise problem; third, the comparison of the loudness characteristics may not directly determine whether the current noise has a booming noise problem.

[0111] Since the first and second cases can be determined directly, the evaluation can be concluded at this point, obtaining the final evaluation result, namely, whether the booming noise problem exists. For the third case, further comparison and evaluation are required. According to an important aspect of the present disclosure, this is implemented by comparing and evaluating the main-order noise characteristics in the noise. That is, through comparing and evaluating the main-order noise characteristics, an evaluation result is obtained to verify whether the booming noise problem exists.

[0112] Of course, those skilled in the art will understand that for the first and second situations mentioned above, even if it is possible to directly determine whether a booming noise problem exists, in order to make a more accurate evaluation, it is also possible to compare and evaluate the main-order noise characteristics in the noise to verify whether a booming noise problem actually exists.

[0113] In a further embodiment, if necessary, the above evaluation results can be corrected based on some other characteristics in the noise curve, such as the level difference between the main-order and full-order noise, the rotational speed at which the noise peak persists, etc., in order to obtain more real and objective evaluation results.

[0114] Regarding the loudness feature, the reference data processing device 20 may process the reference noise curve to extract a reference loudness curve from the reference noise curve, and obtain a loudness evaluation curve based on the reference loudness curve and the corresponding subjective evaluation score.

[0115] Specifically, after obtaining a plurality of reference noise curves through the reference data acquisition device 10 as described above, a reference loudness curve 120 is extracted from each reference noise curve, such as Figure 3 shown. Figure 3 Exemplary graphs of a reference loudness curve 120 , a main-order reference noise curve 140 , and a full-order reference noise curve 160 extracted from one reference noise curve are shown.

[0116] The loudness curve can be extracted from the noise curve by any suitable method in the art. Similarly, other types of curves, such as full-order noise curves and main-order noise curves, can be extracted from the noise curve by any suitable method in the art, which will not be described in detail here.

[0117] In one embodiment, Figure 3 As shown, the extracted reference loudness curve 120 contains several loudness peaks. These loudness peaks can be subjectively evaluated accordingly. For example, multiple evaluations can be performed to obtain subjective evaluation scores corresponding to the loudness peaks. Thus, by obtaining multiple reference loudness curves as described above, loudness peaks and corresponding subjective evaluation scores at many different engine speeds can be obtained.

[0118] An evaluation threshold can be set, for example, the evaluation threshold can be set to 7. In one embodiment, the loudness peaks for which all corresponding subjective evaluation scores are less than the evaluation threshold can be recorded, the minimum value among them can be taken, and then these minimum values ​​at different engine speeds can be connected to form an upper limit loudness evaluation curve 222, such as Figure 4 shown.

[0119] Similarly, the loudness peaks for which all corresponding subjective evaluation scores are greater than the evaluation threshold can be recorded, the maximum value among them can be taken, and then these maximum values ​​at different engine speeds can be connected to form a lower limit loudness evaluation curve 224, such as Figure 4 shown.

[0120] The loudness evaluation curve 220 thus formed includes an upper limit loudness evaluation curve 222 and a lower limit loudness evaluation curve 224. It can be seen that when all subjective evaluation scores corresponding to a loudness peak on the reference loudness curve 120 are greater than the evaluation threshold, the loudness peak is below the lower limit loudness evaluation curve 224; when all subjective evaluation scores corresponding to a loudness peak on the reference loudness curve 120 are less than the evaluation threshold, the loudness peak is above the upper limit loudness evaluation curve 222; and when some of the subjective evaluation scores corresponding to a loudness peak on the reference loudness curve 120 are greater than the evaluation threshold and others are less than the evaluation threshold, the loudness peak is between the lower limit loudness evaluation curve 224 and the upper limit loudness evaluation curve 222.

[0121] The above description of obtaining a loudness evaluation curve based on a reference loudness curve and a corresponding subjective evaluation score is merely exemplary. Those skilled in the art will appreciate that any other suitable method may be used to obtain a loudness evaluation curve according to actual needs.

[0122] With respect to the main-order noise characteristics, the benchmark data processing device 20 can process the benchmark noise curve. Specifically, the benchmark noise curve can be subjected to order analysis to extract the main-order benchmark noise curve, and the main-order noise evaluation curve can be obtained based on the main-order benchmark noise curve and the corresponding subjective evaluation score.

[0123] Specifically, after obtaining a plurality of reference noise curves through the reference data acquisition device 10 as described above, a main-order reference noise curve 140 is extracted from each reference noise curve, such as Figure 3shown.

[0124] This disclosure primarily analyzes and evaluates vehicle boom noise, so the primary-order noise curve should be the curve that primarily reflects boom noise. For different vehicle models or engine types, boom noise may be reflected in different-order noise curves. For example, for a typical four-cylinder engine, the second-order noise curve best reflects boom noise, and in this case, the second-order noise curve can be used as the primary-order noise curve. It should be understood that the primary-order noise curve can also be a third-order or fourth-order noise curve, etc.

[0125] In one embodiment, Figure 3 As shown, the extracted main-order reference noise curve 140 contains several roar peaks. These roar peaks can be subjectively evaluated accordingly. For example, multiple evaluations can be performed to obtain subjective evaluation scores corresponding to the roar peaks. Thus, by obtaining multiple reference loudness curves as described above, roar peaks and corresponding subjective evaluation scores can be obtained at many different engine speeds.

[0126] In one embodiment, all subjective evaluation scores corresponding to the boom peak on the main-order reference noise curve 140 may be averaged so that the boom peak corresponds to the average.

[0127] These averages can be divided into intervals (e.g. Figure 5 In the example shown, 0.25 is used as an interval), and for each interval, the roar peak values ​​at different engine speeds are connected to form a main order noise evaluation curve 240 including several roar evaluation curves 242, such as Figure 5 shown.

[0128] The resulting main-order noise evaluation curve 240 includes several boom evaluation curves 242. These boom evaluation curves 242 define several evaluation intervals, each of which can be assigned an evaluation score. For all main-order reference noise curves 140, the boom peak corresponding to an average value equal to or close to the evaluation score for an evaluation interval falls within that evaluation interval.

[0129] For example, Figure 5 As shown, main-order noise evaluation curve 240 includes six boom evaluation curves 242. Five evaluation intervals 244 are defined between adjacent boom evaluation curves 242. One evaluation interval 244 is defined above the top boom evaluation curve, and one evaluation interval 244 is defined below the bottom boom evaluation curve. Thus, the six boom evaluation curves 242 define a total of seven evaluation intervals 244.

[0130] exist Figure 5In the example shown in FIG1 , the evaluation scores corresponding to the seven evaluation intervals 244 are 6.25, 6.5, 6.75, 7, 7.25, 7.5, and 7.75, respectively. For example, for all main-order reference noise curves 140 , all boom peaks corresponding to average values ​​equal to or closer to 7 are within the evaluation interval 244 where 7 is located.

[0131] The above description of obtaining the main-order noise evaluation curve based on the main-order reference noise curve and the corresponding subjective evaluation score is merely exemplary. Those skilled in the art will appreciate that any other suitable method may be used to obtain the main-order noise evaluation curve according to actual needs.

[0132] With respect to the step difference feature, the reference data processing device 20 may obtain a continuous speed evaluation curve based on the main-order reference noise curve and the main-order noise evaluation curve.

[0133] Specifically, after obtaining a plurality of reference noise curves through the reference data acquisition device 10 as described above, a full-order reference noise curve 160 is extracted from each reference noise curve, such as Figure 3 shown.

[0134] In one embodiment, Figure 3 As shown, the extracted full-order reference noise curve 160 contains several noise peaks. These noise peaks can be subjectively evaluated to obtain subjective evaluation scores corresponding to the roar peaks. Thus, by obtaining multiple reference loudness curves as described above, noise peaks and corresponding subjective evaluation scores can be obtained at many different engine speeds.

[0135] The difference between the noise peak on the full-order reference noise curve 160 and the corresponding boom peak on the main-order reference noise curve 140 is set as the first-order difference, and the subjective evaluation score corresponding to the boom peak on the main-order reference noise curve 140 is set as the first subjective evaluation score.

[0136] The boom peak value on the main-order reference noise curve 140 is increased or decreased by a predetermined value, and the noise peak value on the full-order reference noise curve 160 is correspondingly increased or decreased. The predetermined value can be determined as needed, for example, 2%-20% of the boom peak value, preferably 3%-15%, more preferably 5%-10%, and for example, 6% of the boom peak value.

[0137] The difference between the increased or decreased noise peak on the full-order reference noise curve 160 and the corresponding increased or decreased boom peak on the main-order reference noise curve 140 is set as the second-order difference, and the subjective evaluation score corresponding to the increased or decreased boom peak on the main-order reference noise curve 140 is set as the second subjective evaluation score.

[0138] The difference between the first subjective evaluation score and the second subjective evaluation score can be divided into intervals (for example, Figure 6 In the example shown, 0.1 is used as an interval), and for each interval, the difference between the first order difference value and the second order difference value at different engine speeds is connected to form a step difference evaluation curve 260 including a plurality of step difference correction curves 262, such as Figure 6 shown.

[0139] The resulting step difference evaluation curve 260 includes a plurality of step difference correction curves 262, each of which defines a plurality of step difference correction intervals 264 and sets a step difference correction value corresponding to each step difference correction interval 264. For all main-order reference noise curves 140 and all-order reference noise curves 160, when the difference between the first and second subjective evaluation scores is equal to the step difference correction value of a step difference correction interval, the difference between the corresponding first and second order difference values ​​is within the step difference correction interval.

[0140] For example, Figure 6 As shown, the step difference evaluation curve 260 includes nine step difference correction curves 262. Eight evaluation intervals 264 are defined between adjacent step difference correction curves 262. One evaluation interval 264 is defined above the top step difference correction curve, and one evaluation interval 264 is defined below the bottom step difference correction curve. Thus, the nine step difference correction curves 262 define a total of ten evaluation intervals 264.

[0141] exist Figure 6 In the example, the correction values ​​corresponding to the ten evaluation intervals 264 are +0.5, +0.4, +0.3, +0.2, +0.1, 0, -0.1, -0.2, -0.3, and -0.4, respectively, from top to bottom. For example, for all main-order reference noise curves 140 and all-order reference noise curves 160, when the difference between the first subjective evaluation score and the second subjective evaluation score is equal to 0.1, the differences between the corresponding first-order difference and the second-order difference are all within the evaluation interval 264 corresponding to +0.1.

[0142] The above description of obtaining the order difference evaluation curve based on the difference between the order difference between the full-order reference noise curve and the main-order reference noise curve and the corresponding subjective evaluation score is merely exemplary. Those skilled in the art will appreciate that any other suitable method may be used to obtain the order difference evaluation curve according to actual needs.

[0143] Regarding the continuous speed characteristics, the reference data processing device 20 may obtain a continuous speed evaluation curve based on the main-order reference noise curve 140 and the main-order noise evaluation curve 240 .

[0144] First, a boom evaluation curve 242 in the main-order noise evaluation curve 240 may be selected as a reference curve. For example, the lower boom evaluation curve 242 in the evaluation interval 244 where the evaluation score value 7 is located may be selected as the reference curve.

[0145] A continuous rotation speed is defined between two intersection points of the main-order reference noise curve 140 and the two sides of the roar peak. Changes in the subjective evaluation score are recorded within the continuous rotation speed.

[0146] The change value of the subjective evaluation score can be divided into intervals (for example, Figure 7 In the example shown, 0.1 is used as an interval), and for each interval, the above-mentioned continuous speeds at different engine speeds are connected to form a continuous speed evaluation curve 280 including a plurality of continuous speed correction curves 282, such as Figure 7 shown.

[0147] The resulting continuous speed evaluation curve 280 includes a plurality of continuous speed correction curves 282. These continuous speed correction curves 282 define a plurality of continuous speed correction intervals 284 and set continuous speed correction values ​​corresponding to each continuous speed correction interval 284. For all main-order reference noise curves 140 and main-order noise evaluation curves 240, if the change in the subjective evaluation score is equal to the continuous speed correction value of a continuous speed correction interval 284, the continuous speed corresponding to the change is within the continuous speed correction interval 284.

[0148] For example, Figure 7 As shown, continuous speed evaluation curve 280 includes six continuous speed correction curves 282. Five evaluation intervals 284 are defined between adjacent continuous speed correction curves 282. One evaluation interval 284 is defined above the top continuous speed correction curve, and one evaluation interval 284 is defined below the bottom continuous speed correction curve. Thus, the six continuous speed correction curves 282 define a total of seven evaluation intervals 284.

[0149] exist Figure 7 In the example shown in FIG1 , the correction values ​​corresponding to the seven evaluation intervals 284 are, from top to bottom, -0.4, -0.3, -0.2, -0.1, 0, +0.1, and +0.2. For example, for all main-order reference noise curves 140 , when the change in the subjective evaluation score is 0.1, the corresponding continuous speed values ​​are all within the evaluation interval 284 corresponding to +0.1.

[0150] The above description of obtaining the order difference evaluation curve based on the difference between the order difference between the full-order reference noise curve and the main-order reference noise curve and the corresponding subjective evaluation score is merely exemplary. Those skilled in the art will appreciate that any other suitable method may be used to obtain the order difference evaluation curve according to actual needs.

[0151] After obtaining the above-mentioned various evaluation curves, the roar noise problem of a new vehicle can be evaluated based on these evaluation curves. Under test conditions, the test data acquisition device 30 obtains reference data on noise and engine speed to obtain a test noise curve of noise versus engine speed.

[0152] The test noise curve is processed by the test data processing device 40, for example, a test loudness curve 320 is extracted from the test noise curve, and an order analysis is performed on the test noise curve to extract a main order test noise curve 340 and a full order test noise curve 360, as shown in FIG. Figure 8 shown.

[0153] First, the test loudness curve 320 can be compared with the loudness evaluation curve 220 to determine whether a booming noise problem exists. Generally, only the loudness peak value on the test loudness curve 320 is compared. Of course, other values ​​on the test loudness curve 320 can be compared with the loudness evaluation curve 220 as needed.

[0154] When comparing the test loudness curve 320 with the loudness evaluation curve 220 , there are several possibilities.

[0155] If the loudness peak on the test loudness curve 320 is below the lower limit loudness evaluation curve 224, it is determined that there is no booming noise problem. If the loudness peak on the test loudness curve 320 is above the upper limit loudness evaluation curve 222, it is determined that there is a booming noise problem. In addition, for more accurate evaluation, in both cases, for example, the main order test noise curve 340 can be compared with the main order noise evaluation curve 240 to verify whether a booming noise problem actually exists.

[0156] If the loudness peak on the test loudness curve 320 is between the lower limit loudness evaluation curve 224 and the upper limit loudness evaluation curve 222, then it cannot be directly determined whether a booming noise problem exists. In this case, a subsequent comparison can be performed, for example, by performing order analysis on the test noise curve to extract a main-order test noise curve 340. This main-order test noise curve 340 can then be compared with the main-order noise evaluation curve 240 to verify whether a booming noise problem exists.

[0157] like Figure 9, which shows a comparison between a portion of the test loudness curve 320 and the loudness evaluation curve 220. It can be seen that the first loudness peak on the test loudness curve 320 is above the upper limit loudness evaluation curve 222. The engine speed corresponding to this loudness peak is approximately 1100 rpm. Therefore, it can be determined that the tested vehicle has a booming noise problem at an engine speed of approximately 1100 rpm.

[0158] like Figure 9 As shown, the subsequent loudness peaks on the test loudness curve 320 are all between the lower limit loudness evaluation curve 224 and the upper limit loudness evaluation curve 222. Therefore, it is impossible to directly determine whether a booming noise problem exists. For example, the third loudness peak on the test loudness curve 320 is between the lower limit loudness evaluation curve 224 and the upper limit loudness evaluation curve 222.

[0159] Comparing the main-order test noise curve 340 with the main-order noise evaluation curve 240 to verify whether there is a booming noise problem includes comparing the main-order test noise curve 340 with the main-order noise evaluation curve 240, so that the evaluation score value corresponding to the evaluation interval 244 where the booming peak on the main-order test noise curve 340 is located is determined as the evaluation result. If the evaluation result is less than the evaluation threshold, it is determined that there is a booming noise problem. If the evaluation result is greater than or equal to the evaluation threshold, it is determined that there is no booming noise problem.

[0160] like Figure 10 , which shows a comparison of a portion of the main-order test noise curve 340 with the main-order noise evaluation curve 240. For example, the first boom peak on the main-order test noise curve 340 is roughly within the evaluation range of 6.5, which is less than the predetermined threshold of 7. The engine speed corresponding to this boom peak is approximately 1100 rpm. Therefore, it can be determined that the tested vehicle has a boom noise problem around 1100 rpm. This is consistent with the loudness evaluation results mentioned above, effectively verifying the aforementioned loudness evaluation results.

[0161] Accordingly, if Figure 10 As shown, the third roar peak on main-order test noise curve 340 is roughly within the evaluation range of 6.75, which is less than the predetermined threshold value of 7. This roar peak corresponds to an engine speed of approximately 1400 rpm. Therefore, it can be determined that the tested vehicle has a roar noise problem around 1400 rpm. In other words, if the test loudness curve 320 cannot directly determine whether a roar noise problem exists, the main-order test noise curve 340 can be used to determine or further verify whether a roar noise problem exists.

[0162] Furthermore, in order to perform evaluation more accurately, the evaluation result obtained by the main order test noise curve 340 may be corrected, for example, by means of the step difference evaluation curve 260 and / or the continuous speed evaluation curve 280 .

[0163] To make corrections with the aid of the step difference evaluation curve 260, the test data processing device 40 needs to perform order analysis on the test noise curve to extract the full-order test noise curve 360, such as Figure 8 As shown, the step difference value between the full-order test noise curve 360 ​​and the main-order test noise curve 340 is compared with the step difference evaluation curve 260 to obtain a step difference correction value, which is used to correct the above evaluation result.

[0164] Specifically, the step difference value between the noise peak on the full-order test noise curve 360 ​​and the roar peak on the main-order test noise curve 340 is compared with the step difference evaluation curve 260, and the step difference correction value corresponding to the step difference correction interval in which the step difference value is located is determined as the step difference correction value used to correct the evaluation result.

[0165] For example, Figure 10 As shown in FIG, it shows a portion of the full-order test noise curve 360 ​​and the main-order test noise curve 340. It can be seen that, for example, the order difference between the first noise peak on the full-order test noise curve 360 ​​and the first roar peak on the main-order test noise curve 340 is approximately 1.3 dB, corresponding to an engine speed of 1100 rpm. Figure 6 As can be seen from the step difference evaluation curve 260, at an engine speed of 1100 rpm, the step difference value of 1.3 dB falls within the evaluation range of the step difference correction value of -0.4. Therefore, the step difference correction value can be added to the evaluation result of this booming peak, i.e., 6.5 - 0.4 = 6.1, which is less than the predetermined threshold value of 7. As can be seen, the corrected evaluation result still indicates that the tested vehicle has a booming noise problem around an engine speed of 1100 rpm.

[0166] Accordingly, if Figure 10 As shown, the order difference between the third noise peak on the full-order test noise curve 360 ​​and the third roar peak on the main-order test noise curve 340 is approximately 3.1 dB, corresponding to an engine speed of 1400 rpm. Figure 6As can be seen from the step difference evaluation curve 260, at an engine speed of 1400 rpm, the step difference value of 3.1 dB falls within the evaluation range of the step difference correction value of -0.3. Therefore, the step difference correction value can be added to the evaluation result of this booming peak, i.e., 6.75 - 0.3 = 6.45, which is less than the predetermined threshold value of 7. As can be seen, the corrected evaluation result still indicates that the tested vehicle has a booming noise problem around an engine speed of 1400 rpm.

[0167] Performing correction with the continuous speed evaluation curve 280 includes comparing the main order test noise curve 340 with the continuous speed evaluation curve 280 to obtain a continuous speed correction value, which is used to correct the evaluation result.

[0168] Specifically, the continuous speed correction value corresponding to the continuous speed correction interval 284 where the continuous speed is located between the two intersection points of the roar peak on the main order test noise curve 340 and the reference curve (the roar evaluation curve 242 on the lower side of the evaluation interval 244 where the evaluation score value 7 is located) is determined as the continuous speed correction value used to correct the evaluation result.

[0169] For example, Figure 10 As shown, it shows a comparison between a portion of the main order test noise curve 340 and the main order noise evaluation curve 240. It can be seen that, for example, the continuous speed between the two intersection points of the first roar peak (corresponding to an engine speed of 1100 rpm) on both sides of the main order test noise curve 340 and the reference curve (the roar evaluation curve 242 on the lower side of the evaluation interval 244 where the evaluation score value 7 is located) is approximately 85 rpm. Figure 7 As can be seen from continuous speed evaluation curve 280, at an engine speed of 1100 rpm, the continuous speed value of 85 rpm falls within the evaluation interval of the continuous speed correction value of 0. Therefore, the continuous speed correction value can be added to the evaluation result of the booming peak. Without the step correction value, the correction result is 6.5 + 0 = 6.5. With the step correction value, the correction result is 6.1 + 0 = 6.1, which is less than the predetermined threshold value of 7. As can be seen, the corrected evaluation result still indicates that the tested vehicle has a booming noise problem near an engine speed of 1100 rpm.

[0170] Accordingly, if Figure 10 As shown, for example, the continuous speed between the two intersection points of the third roar peak (corresponding to the engine speed of 1400 rpm) on both sides of the main order test noise curve 340 and the reference curve (the roar evaluation curve 242 on the lower side of the evaluation interval 244 where the evaluation score value 7 is located) is approximately 80 rpm. Figure 7As can be seen from the continuous speed evaluation curve 280, at an engine speed of 1400 rpm, the continuous speed value of 80 rpm falls within the evaluation range of the continuous speed correction value + 0.1. Therefore, the continuous speed correction value can be added to the evaluation result of the booming peak. Without the step correction value, the correction result is 6.75 + 0.1 = 6.85. With the step correction value, the correction result is 6.45 + 0.1 = 6.55, both of which are less than the predetermined threshold value of 7. As can be seen, the corrected evaluation results still indicate that the tested vehicle has a booming noise problem near an engine speed of 1400 rpm.

[0171] The step correction and the continuous speed correction can be used together, or one of them can be used alone, which can be determined according to actual needs.

[0172] The present disclosure also relates to a computer-readable storage medium having executable code stored thereon. When the executable code is executed, the vehicle boom noise evaluation method described above is implemented.

[0173] Although exemplary embodiments of the present disclosure have been described, it will be understood by those skilled in the art that various changes and modifications may be made to the exemplary embodiments of the present disclosure without departing substantially from the spirit and scope of the present disclosure. Therefore, all such changes and modifications are intended to be within the scope of protection of the present disclosure as defined by the appended claims. The present disclosure is defined by the appended claims, and equivalents of these claims are intended to be included therein.

Claims

1. A vehicle roar noise evaluation method, comprising: Benchmark data acquisition steps: Under test conditions, a benchmark data acquisition device is used to acquire benchmark data on noise and engine speed to obtain a benchmark noise curve of noise versus engine speed. At the same time, subjective evaluators assign corresponding subjective evaluation scores for the noise. A reference data processing step includes extracting a reference loudness curve from the reference noise curve, performing order analysis on the reference noise curve to extract a main-order reference noise curve, wherein a loudness evaluation curve is obtained based on the reference loudness curve and a corresponding subjective evaluation score, and a main-order noise evaluation curve is obtained based on the main-order reference noise curve and the corresponding subjective evaluation score; Test data acquisition steps: Under test conditions, using a test data acquisition device to acquire reference data on noise and engine speed to obtain a test noise curve of noise versus engine speed; Test data processing steps: extracting a test loudness curve from the test noise curve, and performing order analysis on the test noise curve to extract a main-order test noise curve; as well as Comparison step: comparing the test loudness curve with the loudness evaluation curve to determine whether there is a booming noise problem, wherein the comparison step also includes comparing the main order test noise curve with the main order noise evaluation curve to obtain an evaluation result to verify whether there is a booming noise problem.

2. The vehicle boom noise evaluation method according to claim 1, wherein obtaining the loudness evaluation curve based on the reference loudness curve and the corresponding subjective evaluation score comprises setting an evaluation threshold, and forming an upper limit loudness evaluation curve and a lower limit loudness evaluation curve based on a comparison of the subjective evaluation score and the evaluation threshold, such that: When all subjective evaluation scores corresponding to the loudness peak on the reference loudness curve are greater than the evaluation threshold, the loudness peak is below the lower limit loudness evaluation curve; When all subjective evaluation scores corresponding to a loudness peak on the reference loudness curve are less than the evaluation threshold, the loudness peak is above the upper limit loudness evaluation curve; and When part of the subjective evaluation scores corresponding to the loudness peak on the reference loudness curve is greater than the evaluation threshold and the other part is less than the evaluation threshold, the loudness peak is between the lower limit loudness evaluation curve and the upper limit loudness evaluation curve.

3. The vehicle boom noise evaluation method according to claim 2, wherein comparing the test loudness curve with the loudness evaluation curve to determine whether a boom noise problem exists comprises comparing the test loudness curve with the loudness evaluation curve: If the loudness peak on the test loudness curve is below the lower limit loudness evaluation curve, it is determined that there is no booming noise problem; If the loudness peak on the test loudness curve is above the upper limit loudness evaluation curve, it is determined that there is a booming noise problem; as well as If the loudness peak on the test loudness curve is between the lower limit loudness evaluation curve and the upper limit loudness evaluation curve, compare the main order test noise curve with the main order noise evaluation curve to verify whether there is a booming noise problem.

4. The vehicle boom noise evaluation method according to claim 1, wherein obtaining the main-order noise evaluation curve based on the main-order reference noise curve and the corresponding subjective evaluation score comprises: averaging all subjective evaluation scores corresponding to the boom peak on the main-order reference noise curve so that the boom peak corresponds to the average; as well as Several roar evaluation curves are formed, which define several evaluation intervals and set evaluation score values ​​corresponding to each evaluation interval, so that the roar peak corresponding to the average value equal to or close to the evaluation score value of an evaluation interval is within the said evaluation interval.

5. The vehicle boom noise evaluation method according to claim 4, wherein comparing the main-order test noise curve with the main-order noise evaluation curve to obtain an evaluation result to verify whether a boom noise problem exists includes comparing the main-order test noise curve with the main-order noise evaluation curve, so that an evaluation score value corresponding to an evaluation interval in which a boom peak on the main-order test noise curve is located is determined as an evaluation result; if the evaluation result is less than an evaluation threshold, it is determined that a boom noise problem exists; if the evaluation result is greater than or equal to the evaluation threshold, it is determined that no boom noise problem exists.

6. The vehicle boom noise evaluation method according to any one of claims 1 to 5, wherein the benchmark data processing step further comprises performing order analysis on the benchmark noise curve to extract a full-order benchmark noise curve, wherein the order difference evaluation curve is obtained based on the difference between the order difference between the full-order benchmark noise curve and the main-order benchmark noise curve and the corresponding subjective evaluation score.

7. The vehicle boom noise evaluation method according to claim 6, wherein the test data processing step further comprises performing order analysis on the test noise curve to extract a full-order test noise curve, and comparing the order difference between the full-order test noise curve and the main-order test noise curve with the order difference evaluation curve to obtain a order difference correction value, wherein the order difference correction value is used to correct the evaluation result.

8. The vehicle boom noise evaluation method according to claim 6, wherein obtaining a step difference evaluation curve based on the difference between the step difference between the full-order reference noise curve and the main-order reference noise curve and the corresponding subjective evaluation score comprises: The difference between the noise peak on the full-order reference noise curve and the corresponding boom peak on the main-order reference noise curve is set as the first-order difference, and the subjective evaluation score corresponding to the boom peak on the main-order reference noise curve is set as the first subjective evaluation score; The roar peak value on the main-order reference noise curve is increased or decreased by a predetermined value, and the noise peak value on the full-order reference noise curve is increased or decreased accordingly; The difference between the increased or decreased noise peak on the full-order reference noise curve and the corresponding increased or decreased boom peak on the main-order reference noise curve is set as a second-order difference, and the subjective evaluation score corresponding to the increased or decreased boom peak on the main-order reference noise curve is set as a second subjective evaluation score; Several step correction curves are formed, which limit several step correction intervals and set step correction values ​​corresponding to each step correction interval, so that when the difference between the first subjective evaluation score and the second subjective evaluation score is equal to the step correction value of a step correction interval, the corresponding difference between the first order difference value and the second order difference value is within the said one step correction interval.

9. The vehicle boom noise evaluation method according to claim 8, wherein the test data processing step further comprises performing order analysis on the test noise curve to extract a full-order test noise curve, comparing the order difference between the full-order test noise curve and the main-order test noise curve with the order difference evaluation curve, and determining the order difference correction value corresponding to the order difference correction interval within which the difference between the noise peak on the full-order test noise curve and the boom peak on the main-order test noise curve lies as the order difference correction value used to correct the evaluation result.

10. The vehicle boom noise evaluation method according to claim 4, wherein the reference data processing step further comprises obtaining a continuous speed evaluation curve based on the main-order reference noise curve and the main-order noise evaluation curve.

11. The vehicle boom noise evaluation method according to claim 10, further comprising comparing the main order test noise curve with the continuous speed evaluation curve to obtain a continuous speed correction value, wherein the continuous speed correction value is used to correct the evaluation result.

12. The vehicle boom noise evaluation method according to claim 10, wherein obtaining the continuous speed evaluation curve based on the main-order reference noise curve and the main-order noise evaluation curve comprises: Select a roar evaluation curve as the baseline curve; The continuous speed is defined between the two intersection points of the boom peak on the main-order reference noise curve and the reference curve, and the change value of the subjective evaluation score is recorded within this continuous speed; as well as A plurality of continuous speed correction curves are formed, which define a plurality of continuous speed correction intervals and set continuous speed correction values ​​corresponding to each continuous speed correction interval, so that when a change value of the subjective evaluation score is equal to the continuous speed correction value of a continuous speed correction interval, the continuous speed value corresponding to the change value is within the said continuous speed correction interval.

13. The vehicle boom noise evaluation method according to claim 12 further comprises comparing a main-order test noise curve with a continuous speed evaluation curve, so as to determine a continuous speed correction value corresponding to a continuous speed correction interval where the continuous speed lies between two intersection points of the boom peak on the main-order test noise curve and the reference curve, as the continuous speed correction value used to correct the evaluation result.

14. A vehicle roar noise evaluation system, comprising: a baseline data acquisition device, comprising a microphone, configured to acquire baseline data on noise and engine speed under test conditions to obtain a baseline noise curve of noise versus engine speed, and simultaneously record corresponding subjective evaluation scores given by subjective evaluators for the noise; a reference data processing device configured to extract a reference loudness curve from a reference noise curve, and perform order analysis on the reference noise curve to extract a main-order reference noise curve, wherein the reference data processing device is further configured to obtain a loudness evaluation curve based on the reference loudness curve and a corresponding subjective evaluation score, and to obtain a main-order noise evaluation curve based on the main-order reference noise curve and the corresponding subjective evaluation score; a test data acquisition device including a microphone configured to acquire baseline data regarding noise and engine speed under test conditions to obtain a test noise curve of noise versus engine speed; a test data processing device configured to extract a test loudness curve from a test noise curve, and perform order analysis on the test noise curve to extract a main-order test noise curve; as well as A comparison module is configured to compare the test loudness curve with the loudness evaluation curve to determine whether there is a booming noise problem, wherein the comparison module is further configured to compare the main order test noise curve with the main order noise evaluation curve to obtain an evaluation result to verify whether there is a booming noise problem.

15. The vehicle boom noise evaluation system according to claim 14 , wherein the reference data processing device is configured to set an evaluation threshold, and form an upper limit loudness evaluation curve and a lower limit loudness evaluation curve based on a comparison between the subjective evaluation score and the evaluation threshold, such that: When all subjective evaluation scores corresponding to the loudness peak on the reference loudness curve are greater than the evaluation threshold, the loudness peak is below the lower limit loudness evaluation curve; When all subjective evaluation scores corresponding to a loudness peak on the reference loudness curve are less than the evaluation threshold, the loudness peak is above the upper limit loudness evaluation curve; and When part of the subjective evaluation scores corresponding to the loudness peak on the reference loudness curve is greater than the evaluation threshold and the other part is less than the evaluation threshold, the loudness peak is between the lower limit loudness evaluation curve and the upper limit loudness evaluation curve.

16. The vehicle boom noise evaluation system according to claim 15, wherein the comparison module is configured to compare the test loudness curve with the loudness evaluation curve: If the loudness peak on the test loudness curve is below the lower limit loudness evaluation curve, it is determined that there is no booming noise problem; If the loudness peak on the test loudness curve is above the upper limit loudness evaluation curve, it is determined that there is a booming noise problem; as well as If the loudness peak on the test loudness curve is between the lower limit loudness evaluation curve and the upper limit loudness evaluation curve, compare the main order test noise curve with the main order noise evaluation curve to verify whether there is a booming noise problem.

17. The vehicle boom noise evaluation system according to claim 14, wherein the reference data processing device is configured to: averaging all subjective evaluation scores corresponding to the boom peak on the main-order reference noise curve so that the boom peak corresponds to the average; and Several roar evaluation curves are formed, which define several evaluation intervals and set evaluation score values ​​corresponding to each evaluation interval, so that the roar peak corresponding to the average value equal to or close to the evaluation score value of an evaluation interval is within the said evaluation interval.

18. The vehicle boom noise evaluation system according to claim 17, wherein the comparison module is configured to compare the main-order test noise curve with the main-order noise evaluation curve, so that the evaluation score value corresponding to the evaluation interval where the boom peak on the main-order test noise curve is located is determined as the evaluation result; if the evaluation result is less than the evaluation threshold, it is determined that a boom noise problem exists; if the evaluation result is greater than or equal to the evaluation threshold, it is determined that no boom noise problem exists.

19. The vehicle boom noise evaluation system according to any one of claims 14 to 18, wherein the reference data processing device is further configured to perform order analysis on the reference noise curve to extract a full-order reference noise curve, wherein the order difference evaluation curve is obtained based on the difference between the order difference between the full-order reference noise curve and the main-order reference noise curve and the corresponding subjective evaluation score.

20. The vehicle boom noise evaluation system according to claim 19, wherein the test data processing device is further configured to perform order analysis on the test noise curve to extract a full-order test noise curve, compare the order difference between the full-order test noise curve and the main-order test noise curve with the order difference evaluation curve to obtain a order difference correction value, and the order difference correction value is used to correct the evaluation result.

21. The vehicle boom noise evaluation system according to claim 19, wherein the reference data processing device is configured to: The difference between the noise peak on the full-order reference noise curve and the corresponding boom peak on the main-order reference noise curve is set as the first-order difference, and the subjective evaluation score corresponding to the boom peak on the main-order reference noise curve is set as the first subjective evaluation score; The roar peak value on the main-order reference noise curve is increased or decreased by a predetermined value, and the noise peak value on the full-order reference noise curve is increased or decreased accordingly; The difference between the increased or decreased noise peak on the full-order reference noise curve and the corresponding increased or decreased boom peak on the main-order reference noise curve is set as a second-order difference, and the subjective evaluation score corresponding to the increased or decreased boom peak on the main-order reference noise curve is set as a second subjective evaluation score; Several step correction curves are formed, which limit several step correction intervals and set step correction values ​​corresponding to each step correction interval, so that when the difference between the first subjective evaluation score and the second subjective evaluation score is equal to the step correction value of a step correction interval, the corresponding difference between the first order difference value and the second order difference value is within the said one step correction interval.

22. The vehicle boom noise evaluation system according to claim 21, wherein the test data processing device is further configured to perform order analysis on the test noise curve to extract a full-order test noise curve, and compare the order difference between the full-order test noise curve and the main-order test noise curve with the order difference evaluation curve, so as to determine the order difference correction value corresponding to the order difference correction interval in which the difference between the noise peak on the full-order test noise curve and the boom peak on the main-order test noise curve lies as the order difference correction value used to correct the evaluation result.

23. The vehicle boom noise evaluation system according to claim 17, wherein the reference data processing device is configured to obtain a continuous speed evaluation curve based on the main-order reference noise curve and the main-order noise evaluation curve. 24 . The vehicle boom noise evaluation system according to claim 23 , wherein the comparison module is further configured to compare the main order test noise curve with the continuous speed evaluation curve to obtain a continuous speed correction value, wherein the continuous speed correction value is used to correct the evaluation result.

25. The vehicle boom noise evaluation system according to claim 23, wherein the reference data processing device is configured to: Select a roar evaluation curve as the baseline curve; The continuous speed is defined between the two intersection points of the boom peak on the main-order reference noise curve and the reference curve, and the change value of the subjective evaluation score is recorded within the continuous speed; and A plurality of continuous speed correction curves are formed, which define a plurality of continuous speed correction intervals and set continuous speed correction values ​​corresponding to each continuous speed correction interval, so that when a change value of the subjective evaluation score is equal to the continuous speed correction value of a continuous speed correction interval, the continuous speed value corresponding to the change value is within the said continuous speed correction interval.

26. The vehicle boom noise evaluation system according to claim 25, wherein the comparison module is further configured to compare the main-order test noise curve with the continuous speed evaluation curve, so as to determine the continuous speed correction value corresponding to the continuous speed correction interval where the continuous speed lies between two intersection points of the boom peak on both sides of the main-order test noise curve and the reference curve as the continuous speed correction value used to correct the evaluation result. 27 . A computer-readable storage medium having executable codes stored thereon, wherein the executable codes, when executed, implement the vehicle boom noise evaluation method according to any one of claims 1 to 13.

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