Pedestrian warning sound calibration method and device, computer device, and storage medium

Abstract

The application relates to the technical field of new energy vehicles, in particular to a pedestrian warning sound calibration method and device, computer equipment and a storage medium. The method comprises the following steps: testing a first strongest noise frequency point and a second strongest noise frequency point of a to-be-tested vehicle at a first vehicle speed threshold and a second vehicle speed threshold; testing a pedestrian warning sound emitted by the to-be-tested vehicle under static state to obtain a first warning sound frequency point corresponding to a strongest sound pressure level and at least one secondary strongest sound pressure level; when at least two first warning sound frequency points are not outside a first frequency point interval and a second frequency point interval, modifying each first warning sound frequency point so that the modified pedestrian warning sound has at least two first warning sound frequency points outside the first frequency point interval and the second frequency point interval; the center frequency point of the first frequency point interval is the first strongest noise frequency point, and the center frequency point of the second frequency point interval is the second strongest noise frequency point. The method can reduce the influence of noise on the calibration of the pedestrian warning sound.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a method, device, computer equipment, and storage medium for pedestrian warning sound calibration. Background Technology

[0002] In traditional gasoline-powered vehicles, most of the noise comes from the engine. New energy vehicles, however, are powered by high-voltage battery packs, eliminating engine noise and resulting in quieter operation, especially when turning or traveling at low speeds. For safety reasons, new energy vehicles emit pedestrian warning sounds when turning or traveling at low speeds to alert pedestrians to approaching vehicles.

[0003] Currently, when manufacturers calibrate pedestrian warning sounds for new energy vehicles, there are various noises present, including motor or transmission noise, tire noise, brake disc noise, and cooling fan noise. Since these noises are difficult to avoid during testing and their phases are random, they can easily overlap with the pedestrian warning sound in the same space, thus affecting the calibration of the pedestrian warning sound. Summary of the Invention

[0004] Based on this, a method, apparatus, computer equipment, and storage medium for pedestrian warning sound calibration are provided to reduce the impact of noise on pedestrian warning sound calibration.

[0005] Firstly, a method for identifying pedestrian warning sounds is provided, the method comprising:

[0006] The noise generated by the vehicle under test at a preset first vehicle speed threshold and a second vehicle speed threshold is tested to obtain the corresponding first strongest noise frequency and second strongest noise frequency.

[0007] The pedestrian warning sound emitted by the vehicle under test in a static state was tested to obtain the first warning audio point corresponding to the strongest sound pressure level and at least one second strongest sound pressure level.

[0008] When the condition that at least two of the first warning audio points are outside the preset first frequency range and second frequency range is not met, each of the first warning audio points is modified to obtain the modified pedestrian warning sound, so that at least two of the modified pedestrian warning sounds are outside the first frequency range and the second frequency range.

[0009] Wherein, the center frequency of the first frequency interval is the first strongest noise frequency, and the center frequency of the second frequency interval is the second strongest noise frequency.

[0010] In conjunction with the first aspect, in a first possible implementation of the first aspect, the method further includes:

[0011] The noise generated by the vehicle under test at a preset third vehicle speed threshold is tested to obtain the corresponding third strongest noise frequency point;

[0012] Obtain the first maximum warning audio point corresponding to the modified pedestrian warning sound under the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold;

[0013] When the conditions are not met—that the first maximum warning audio point is outside the first frequency range, the second maximum warning audio point is outside the preset third frequency range, and the third maximum warning audio point is outside the second frequency range—the preset initial frequency shift coefficient is adjusted to obtain the final frequency shift coefficient, so that the first maximum warning audio point is far away from the first frequency range, the second maximum warning audio point is far away from the third frequency range, and the third maximum warning audio point is far away from the second frequency range.

[0014] The center frequency of the third frequency range is the third strongest noise frequency.

[0015] In conjunction with the first aspect or the first possible implementation of the first aspect, in the second possible implementation of the first aspect, the method further includes:

[0016] The modified pedestrian warning sound emitted by the vehicle under test at the first vehicle speed threshold is tested to obtain multiple second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0017] The modified pedestrian warning sound emitted by the vehicle under test at the second vehicle speed threshold is tested to obtain multiple third warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0018] Obtain the first sound pressure level requirement of each of the second warning audio points at 1 / 3 octave band under the first vehicle speed threshold, and the second sound pressure level requirement of each of the third warning audio points under the second vehicle speed threshold;

[0019] Based on the plurality of second warning audio points and the plurality of third warning audio points, second warning audio points and third warning audio points with the same value are selected;

[0020] Among the second and third warning audio points with the same value, if there are no two frequency points whose current sound pressure levels simultaneously meet the corresponding first and second sound pressure level requirements, the frequency points of the modified pedestrian warning sound are modified to obtain the final pedestrian warning sound, so that the final pedestrian warning sound has at least two frequency points that meet the corresponding first and second sound pressure level requirements.

[0021] In conjunction with the first aspect or the first possible implementation of the first aspect, in the third possible implementation of the first aspect, the method further includes:

[0022] The modified pedestrian warning sound emitted by the vehicle under test at the first vehicle speed threshold is tested to obtain multiple second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0023] The modified pedestrian warning sound emitted by the vehicle under test at the second vehicle speed threshold is tested to obtain multiple third warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0024] Obtain the first sound pressure level requirement of each of the second warning audio points at 1 / 3 octave band under the first vehicle speed threshold, and the second sound pressure level requirement of each of the third warning audio points under the second vehicle speed threshold;

[0025] Based on the plurality of second warning audio points and the plurality of third warning audio points, second warning audio points and third warning audio points with the same value are selected;

[0026] Among the second and third warning audio points with the same value, if there are no two frequency points whose current sound pressure levels simultaneously meet the corresponding first and second sound pressure level requirements, the overall sound pressure level of the modified pedestrian warning sound is modified to obtain the final pedestrian warning sound, so that the final pedestrian warning sound has at least two frequency points that meet the corresponding first and second sound pressure level requirements.

[0027] In conjunction with the first possible implementation of the first aspect, in the fourth possible implementation of the first aspect, the step of obtaining the first maximum warning audio point corresponding to the modified pedestrian warning sound at the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold includes:

[0028] The modified pedestrian warning sound emitted by the vehicle under test at a preset fourth speed threshold is tested to obtain the fourth maximum warning audio point corresponding to the strongest sound pressure level;

[0029] Based on the initial frequency shift coefficient and the fourth maximum warning audio point, calculate the first maximum warning audio point corresponding to the modified pedestrian warning sound at the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold.

[0030] In conjunction with the fourth possible implementation of the first aspect, in the fifth possible implementation of the first aspect, the step of calculating the first maximum warning audio point corresponding to the modified pedestrian warning sound at the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold, based on the initial frequency shift coefficient and the fourth maximum warning audio point, includes:

[0031] Based on the initial frequency shift coefficient, the first vehicle speed threshold, the fourth vehicle speed threshold, and the fourth maximum warning audio point, the first maximum warning audio point is calculated, wherein the mathematical expression used to calculate the first maximum warning audio point includes:

[0032] F1 = F4 * [1 + c * (V1 - V4)]

[0033] F1 is the first maximum warning audio point, F4 is the fourth maximum warning audio point, c is the initial frequency shift coefficient, V1 is the first vehicle speed threshold, and V4 is the fourth vehicle speed threshold.

[0034] The second maximum warning audio point is calculated based on the initial frequency shift coefficient, the third vehicle speed threshold, the first vehicle speed threshold, and the first maximum warning audio point. The mathematical expression used to calculate the second maximum warning audio point includes:

[0035] F2 = F1 * [1 + c * (V3 - V1)]

[0036] F2 is the second maximum warning audio point, and V3 is the third vehicle speed threshold.

[0037] Based on the initial frequency shift coefficient, the second vehicle speed threshold, the third vehicle speed threshold, and the second maximum warning audio point, the third maximum warning audio point is calculated, wherein the mathematical expression used to calculate the third maximum warning audio point includes:

[0038] F3 = F2 * [1 + c * (V2 - V3)]

[0039] F3 is the third maximum warning audio point, and V2 is the second vehicle speed threshold.

[0040] In conjunction with the first aspect, in the sixth possible implementation of the first aspect, the step of testing the noise generated by the vehicle under test at preset first and second vehicle speed thresholds to obtain the corresponding first and second strongest noise frequencies includes:

[0041] The noise generated by the vehicle under test at the first vehicle speed threshold and the second vehicle speed threshold is collected, wherein the noise includes at least one of motor noise, vehicle mechanical noise and tire noise;

[0042] The noise is subjected to Fourier transform by a spectrum analyzer to obtain the noise waveforms corresponding to the first vehicle speed threshold and the second vehicle speed threshold.

[0043] Extract the first strongest noise frequency point with the highest frequency in the noise waveform corresponding to the first vehicle speed threshold, and the second strongest noise frequency point with the highest frequency in the noise waveform corresponding to the second vehicle speed threshold.

[0044] Secondly, a pedestrian warning sound calibration device is provided, the device comprising:

[0045] The spectrum analyzer is used to test the noise generated by the vehicle under test at a preset first vehicle speed threshold and a second vehicle speed threshold, and to obtain the corresponding first strongest noise frequency and second strongest noise frequency.

[0046] An audio testing unit is used to test the pedestrian warning sound emitted by the vehicle under test when it is static, and to obtain the first warning audio point corresponding to the strongest sound pressure level and at least one second strongest sound pressure level.

[0047] The first calibration unit is used to modify each of the first warning audio points to obtain a modified pedestrian warning sound when the condition that at least two of the first warning audio points are outside the preset first frequency interval and second frequency interval is not met, so that at least two of the modified pedestrian warning sounds are outside the first frequency interval and the second frequency interval.

[0048] Wherein, the center frequency of the first frequency interval is the first strongest noise frequency, and the center frequency of the second frequency interval is the second strongest noise frequency.

[0049] Thirdly, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the pedestrian warning sound calibration method as described in the first aspect or any one of the first to sixth embodiments of the first aspect.

[0050] Fourthly, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the pedestrian warning sound calibration method as described in the first aspect or any one of the first to sixth embodiments of the first aspect.

[0051] The aforementioned pedestrian warning sound calibration method, device, computer equipment, and storage medium obtain the corresponding first and second strongest noise frequencies by testing the noise generated by the vehicle under test at preset first and second vehicle speed thresholds; by testing the pedestrian warning sound emitted by the vehicle under test in a static state, the first warning audio points corresponding to the strongest sound pressure level and at least one secondary sound pressure level are obtained; the first warning audio points corresponding to the strongest sound pressure level and at least one secondary sound pressure level are compared with preset first and second frequency intervals, respectively, wherein the center frequency of the first frequency interval is the first strongest noise frequency, and the center frequency of the second frequency interval is the second strongest noise frequency. Frequency points; when it is not satisfied that at least two first warning audio points are outside the first frequency range and the second frequency range, modify each of the first warning audio points of the pedestrian warning sound to obtain the modified pedestrian warning sound; test the modified pedestrian warning sound emitted by the vehicle under test in a static state to obtain the first warning audio points corresponding to the strongest sound pressure level and at least one second strongest sound pressure level, respectively. If it is still not satisfied that at least two first warning audio points are outside the first frequency range and the second frequency range, continue to modify each of the first warning audio points of the pedestrian warning sound until at least two of the first warning audio points of the modified pedestrian warning sound are outside the first frequency range and the second frequency range. The pedestrian warning sound calibration method of this application can identify the distance between each first warning audio point and the first and second strongest noise frequencies. When at least two first warning audio points are not far from the first and second strongest noise frequencies, since the phase of all frequencies is random, when the first and second strongest noise frequencies are close to the first warning audio points, the frequency of the pedestrian warning sound is modified to avoid attenuation caused by the phase difference between close frequencies, until at least two of the modified pedestrian warning audio points avoid the first and second strongest noise frequencies. Therefore, compared with the prior art, the pedestrian warning sound calibration method of this application can avoid noise frequencies that affect the warning audio points, reduce the impact of noise on the pedestrian warning sound calibration, and avoid large discrepancies in test results from testing in different acoustic laboratories, resulting in better consistency of test results. Attached Figure Description

[0052] Figure 1 This is a flowchart illustrating a pedestrian warning sound calibration method in one embodiment;

[0053] Figure 2 This is a flowchart illustrating the pedestrian warning sound calibration method in another embodiment;

[0054] Figure 3 This is a structural block diagram of a pedestrian warning sound calibration device in one embodiment;

[0055] Figure 4 This is a structural block diagram of the pedestrian warning sound calibration device in another embodiment;

[0056] Figure 5 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0057] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0058] It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0059] The structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the implementation conditions of this application. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size should still fall within the scope of the technical content disclosed in this application, provided that they do not affect the effects and purposes that this application can produce.

[0060] The orientations or positional relationships indicated by terms such as "upper," "lower," "left," "right," "middle," "longitudinal," "lateral," "horizontal," "inner," "outer," "radial," and "circumferential" used in this specification are based on the orientations or positional relationships shown in the accompanying drawings and are used only for the purpose of simplifying the description. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as limiting this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0061] In one embodiment, such as Figure 1 As shown, a method for calibrating pedestrian warning sounds is provided. This method can be implemented in an acoustic laboratory and includes the following steps:

[0062] Step 202: Test the noise generated by the vehicle under test at the preset first vehicle speed threshold and second vehicle speed threshold to obtain the corresponding first strongest noise frequency and second strongest noise frequency.

[0063] Before calibrating the pedestrian warning sound, the vehicle chassis needs to be inspected to rule out brake disc noise issues, and a spectrum analyzer needs to be prepared. The national standard GB / T37153-2018 specifies that the operating speed range for the vehicle's warning sound system to emit a pedestrian warning sound should be at least greater than 0 km / h and less than or equal to 20 km / h. Therefore, for example, the first speed threshold is set to 10 km / h, and the second speed threshold is set to 20 km / h.

[0064] In specific implementation, the first strongest noise frequency point corresponding to the first vehicle speed threshold and the second strongest noise frequency point corresponding to the second vehicle speed threshold can be obtained through the following steps: collect the noise generated by the vehicle under the first vehicle speed threshold and the second vehicle speed threshold, wherein the noise includes at least one of motor noise, vehicle mechanical noise and tire noise; perform Fourier transform on the noise using a spectrum analyzer to obtain the noise waveform diagrams corresponding to the first vehicle speed threshold and the second vehicle speed threshold; extract the first strongest noise frequency point with the largest frequency in the noise waveform diagram corresponding to the first vehicle speed threshold, and the second strongest noise frequency point with the largest frequency in the noise waveform diagram corresponding to the second vehicle speed threshold.

[0065] Step 204: Test the pedestrian warning sound emitted by the vehicle under test in a static state to obtain the first warning audio points corresponding to the strongest sound pressure level and at least one secondary sound pressure level.

[0066] In practice, audio software can be used to test pedestrian warning sounds under static conditions, obtaining the first warning audio point corresponding to the strongest sound pressure level and at least one first warning audio point corresponding to the second strongest sound pressure level. The sound pressure level can be obtained by taking the logarithm of the effective sound pressure value; it represents the intensity of the sound, denoted by SPL, and measured in decibels (dB).

[0067] Step 206: When the condition that at least two of the first warning audio points are outside the preset first frequency range and second frequency range is not met, modify each of the first warning audio points to obtain the modified pedestrian warning sound, so that at least two of the modified pedestrian warning sound points are outside the first frequency range and the second frequency range; wherein, the center frequency of the first frequency range is the first strongest noise frequency, and the center frequency of the second frequency range is the second strongest noise frequency.

[0068] According to the national standard GB / T37153-2018, the sound pressure level requirements of at least two frequency points must be met in the 1 / 3 octave band. That is, among the at least two first warning audio points of the pedestrian warning sound, at least two first warning audio points must be far away from the first strongest noise frequency point and the second strongest noise frequency point obtained in step 204.

[0069] Therefore, the first warning audio point corresponding to the strongest sound pressure level and at least one first warning audio point corresponding to the second strongest sound pressure level are compared with the first frequency interval and the second frequency interval, respectively. The center frequency of the first frequency interval is the first strongest noise frequency, and the center frequency of the second frequency interval is the second strongest noise frequency. It is then determined whether each first warning audio point is outside the first and second frequency intervals. If at least two first warning audio points are not both outside the first and second frequency intervals, the audio software can be used to directly analyze each first warning audio point of the pedestrian warning sound. Modify the pedestrian warning sound and re-execute step 204 on the modified pedestrian warning sound to obtain the first warning audio point corresponding to the strongest sound pressure level and at least one second strongest sound pressure level of the modified pedestrian warning sound. Determine whether it still does not meet the requirement that at least two first warning audio points are outside the first frequency range and the second frequency range. If it does not meet the requirement, continue to modify each of the first warning audio points of the pedestrian warning sound until at least two of the first warning audio points of the modified pedestrian warning sound are outside the first frequency range and the second frequency range. If it meets the requirement, save the modified pedestrian warning sound.

[0070] Since the phase of all frequencies is random, when the frequencies of pedestrian warning sounds and noise are close, the phase difference between these close frequencies will attenuate the pedestrian warning sound, affecting its calibration data and leading to significant discrepancies in results obtained from tests in different laboratories, resulting in poor data consistency. The first frequency range is determined with the first strongest noise frequency as its center, and the second frequency range is determined with the second strongest noise frequency as its center. Therefore, through the above steps, it is possible to identify whether the first warning audio points corresponding to the strongest sound pressure level and at least one secondary sound pressure level are close to the first and second strongest noise frequencies. Thus, if at least two first warning audio points are not significantly separated from the first and second strongest noise frequencies, the first warning audio point of the original pedestrian warning sound is modified until a modified pedestrian warning sound that meets this condition is obtained. Therefore, by following the above steps, we can avoid the attenuation caused by noise frequencies that are close to the pedestrian warning sound, improve the impact of noise on the calibration of the pedestrian warning sound, avoid the phenomenon of large discrepancies in the results obtained from tests in different laboratories, and make the test data more consistent.

[0071] It should be noted that the national standard GB / T37153-2018 stipulates that at least two frequency points need to meet the requirements. In specific implementation, it is preferable to modify the pedestrian warning sound with the calibration purpose of having at least three first warning audio points outside the first frequency range and the second frequency range, so that the modified pedestrian warning sound has at least three first warning audio points that are far away from the first and second strongest noise frequencies.

[0072] In another preferred embodiment, such as Figure 2 As shown, after modifying the frequency of the pedestrian warning sound, the method may further include the following steps:

[0073] Step 402: Test the noise generated by the vehicle under test at a preset third speed threshold to obtain the corresponding third strongest noise frequency.

[0074] The third vehicle speed threshold can be a value between the first and second vehicle speed thresholds; for example, the third vehicle speed threshold can be set to 15 km / h. Similar to the steps for obtaining the first and second strongest noise frequencies, the noise generated by the vehicle under test at the third vehicle speed threshold can be tested and processed using a spectrum analyzer, such as Fourier transform, to obtain the corresponding noise waveform. The third strongest noise frequency with the highest frequency in the noise waveform can then be extracted.

[0075] Step 404: Obtain the first maximum warning audio point corresponding to the modified pedestrian warning sound under the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold.

[0076] In practice, the modified pedestrian warning sound can be directly tested using audio software, identifying the first maximum warning audio point at the first vehicle speed threshold, the second maximum warning audio point at the third vehicle speed threshold, and the third maximum warning audio point at the second vehicle speed threshold. Alternatively, it can be achieved through the following steps: testing the modified pedestrian warning sound emitted by the vehicle under test at a preset fourth vehicle speed threshold to obtain the fourth maximum warning audio point corresponding to the strongest sound pressure level; and calculating the first maximum warning audio point at the first vehicle speed threshold, the second maximum warning audio point at the third vehicle speed threshold, and the third maximum warning audio point at the second vehicle speed threshold based on the initial frequency shift coefficient and the fourth maximum warning audio point.

[0077] The fourth speed threshold can be a relatively small value; for example, it can be set to 5 km / h. The fourth maximum warning audio point can also be tested by directly viewing the frequency value corresponding to the strongest sound pressure level of the pedestrian warning sound using audio software at a speed of 5 km / h. Since the national standard GB / T37153-2018 stipulates that the frequency shift coefficient must be greater than or equal to 0.8% at a speed of 1 km / h, the initial frequency shift coefficient can be set to 0.8% or 0.9%.

[0078] Furthermore, the steps described above for calculating the first maximum warning audio point corresponding to the modified pedestrian warning sound at the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold, based on the initial frequency shift coefficient and the fourth maximum warning audio point, include: calculating the first maximum warning audio point based on the initial frequency shift coefficient, the first vehicle speed threshold, the fourth vehicle speed threshold, and the fourth maximum warning audio point, wherein the mathematical expression used to calculate the first maximum warning audio point includes: F1=F4*[1+c*(V1-V4)], where F1 is the first maximum warning audio point, F4 is the fourth maximum warning audio point, c is the initial frequency shift coefficient, and V1 is the first vehicle speed. The threshold, V4, is the fourth vehicle speed threshold; the second maximum warning audio point is calculated based on the initial frequency shift coefficient, the third vehicle speed threshold, the first vehicle speed threshold, and the first maximum warning audio point, wherein the mathematical expression used to calculate the second maximum warning audio point includes: F2=F1*[1+c*(V3-V1)], F2 is the second maximum warning audio point, and V3 is the third vehicle speed threshold; the third maximum warning audio point is calculated based on the initial frequency shift coefficient, the second vehicle speed threshold, the third vehicle speed threshold, and the second maximum warning audio point, wherein the mathematical expression used to calculate the third maximum warning audio point includes: F3=F2*[1+c*(V2-V3)], F3 is the third maximum warning audio point, and V2 is the second vehicle speed threshold.

[0079] Step 406: When the conditions are not met—the first maximum warning audio point being outside the first frequency range, the second maximum warning audio point being outside the preset third frequency range, and the third maximum warning audio point being outside the second frequency range—adjust the preset initial frequency shift coefficient to obtain the final frequency shift coefficient, so that the first maximum warning audio point is far away from the first frequency range, the second maximum warning audio point is far away from the third frequency range, and the third maximum warning audio point is far away from the second frequency range; wherein, the center frequency of the third frequency range is the third strongest noise frequency point.

[0080] Since the first frequency range is determined with the first strongest noise frequency as the center, the second frequency range is determined with the second strongest noise frequency as the center, and the third frequency range is determined with the third strongest noise frequency as the center, when the conditions are not met—that is, when at least one set of frequencies is close to the first strongest noise frequency, the second strongest noise frequency, and the third strongest noise frequency—it is necessary to increase the frequency shift coefficient until the recalculated first strongest noise frequency, the second strongest noise frequency, and the third strongest noise frequency simultaneously satisfy the condition that the frequencies are far apart.

[0081] The step of increasing the frequency shift coefficient can be achieved by pre-storing frequency shift coefficients of different values ​​and replacing them with a larger value when the frequency shift coefficient value needs to be adjusted; or by pre-setting an ascending gradient and adding the ascending gradient value to the original value when the frequency shift coefficient value needs to be adjusted.

[0082] The national standard GB / T37153-2018 stipulates that the sound pressure level requirements at least two frequency points must be met in the 1 / 3 octave band, and specifies the frequency range of pedestrian warning sounds and the corresponding sound pressure level requirements, as shown in Table 1.

[0083] Table 1

[0084]

[0085] Therefore, in another preferred embodiment, after obtaining the frequency-modified pedestrian warning sound, the following steps may be included: testing the modified pedestrian warning sound emitted by the vehicle under test at the first vehicle speed threshold to obtain multiple second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound; testing the modified pedestrian warning sound emitted by the vehicle under test at the second vehicle speed threshold to obtain multiple third warning audio points in 1 / 3 octave band of the modified pedestrian warning sound; obtaining the first sound pressure level requirement and the third warning audio point of each second warning audio point in 1 / 3 octave band at the first vehicle speed threshold. The pedestrian warning sound is determined based on the second sound pressure level requirement at the second vehicle speed threshold. Based on the multiple second and third warning audio points, second and third warning audio points with the same value are selected. Among the second and third warning audio points with the same value, if there are no two frequency points whose current sound pressure level simultaneously meets the corresponding first and second sound pressure level requirements, the frequency point of the modified pedestrian warning sound or the overall sound pressure level of the modified pedestrian warning sound is modified to obtain the final pedestrian warning sound, so that the final pedestrian warning sound has at least two frequency points that meet the corresponding first and second sound pressure level requirements.

[0086] It should be noted that the overall probability of the pedestrian warning sound's 1 / 3 octave band must be limited to a range greater than or equal to 160Hz and less than or equal to 5000Hz; where 1 / 3 octave band is used to describe the range of audio frequencies that a system or device can transmit, referring to the range between the system or device's fundamental frequency and the highest frequency it can transmit, and the highest frequency is one-third of the fundamental frequency.

[0087] For example, assuming a vehicle speed of 10 km / h, testing the modified pedestrian warning sound emitted by the test vehicle using audio software can yield multiple second warning audio points with different frequency values, such as 200Hz, 500Hz, 800Hz, 1250Hz, and 1600Hz. Similarly, at a vehicle speed of 20 km / h, testing the modified pedestrian warning sound emitted by the test vehicle using audio software can yield multiple third warning audio points with different frequency values, such as 160Hz, 315Hz, 500Hz, 800Hz, and 1600Hz.

[0088] Among the multiple second and third warning audio points, two frequency points are required to meet both the first sound pressure level requirement indicated by 10 km / h and the second sound pressure level requirement indicated by 20 km / h. Therefore, among all the second and third warning audio points, the second and third warning audio points with the same value can be selected. For example, the second and third warning audio points with values ​​of 500 Hz, 800 Hz, and 1600 Hz can be selected here.

[0089] Then, it is determined whether the current sound pressure level of the second warning audio point, with a value of 500Hz, meets the requirements of 47.0 shown in Table 1 and whether the current sound pressure level of the third warning audio point meets the requirements of 52.0 shown in Table 1; whether the current sound pressure level of the second warning audio point, with a value of 800Hz, meets the requirements of 48.0 shown in Table 1 and whether the current sound pressure level of the third warning audio point meets the requirements of 53.0 shown in Table 1; and whether the current sound pressure level of the second warning audio point, with a value of 1600Hz, meets the requirements of 46.0 shown in Table 1 and whether the current sound pressure level of the third warning audio point meets the requirements of 51.0 shown in Table 1. In these three determination steps, as long as any two conditions are met, the modified pedestrian warning sound is considered to meet the sound pressure level requirements of at least two octaves across its 1 / 3 octave band.

[0090] In summary, the pedestrian warning sound calibration method of this application can identify the distance between each first warning audio point and the first and second strongest noise frequencies. When at least two first warning audio points are not far from the first and second strongest noise frequencies, since the phase of all frequencies is random, when the first and second strongest noise frequencies are close to the first warning audio points, to avoid attenuation caused by the phase difference of close frequencies, the first warning audio points of the pedestrian warning sound are modified until at least two of the modified first warning audio points avoid the first and second strongest noise frequencies. Therefore, compared with the prior art, the pedestrian warning sound calibration method of this application can avoid noise frequencies that affect the warning audio points, reduce the impact of noise on the pedestrian warning sound calibration, and avoid large discrepancies in test results from testing in different acoustic laboratories, resulting in better consistency of test results.

[0091] It should be understood that, although Figure 1-2 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figure 1-2At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

[0092] In one embodiment, such as Figure 3 As shown, a pedestrian warning sound calibration device is provided, comprising: a spectrum analyzer, an audio testing unit, and a first calibration unit, wherein:

[0093] The spectrum analyzer is used to test the noise generated by the vehicle under test at a preset first vehicle speed threshold and a second vehicle speed threshold, and to obtain the corresponding first strongest noise frequency and second strongest noise frequency.

[0094] An audio testing unit is used to test the pedestrian warning sound emitted by the vehicle under test when it is static, and to obtain the first warning audio point corresponding to the strongest sound pressure level and at least one second strongest sound pressure level.

[0095] The first calibration unit is used to modify each of the first warning audio points to obtain a modified pedestrian warning sound when the condition that at least two of the first warning audio points are outside the preset first frequency interval and second frequency interval is not met, so that at least two of the modified pedestrian warning sounds are outside the first frequency interval and the second frequency interval.

[0096] Wherein, the center frequency of the first frequency interval is the first strongest noise frequency, and the center frequency of the second frequency interval is the second strongest noise frequency.

[0097] In a preferred embodiment, such as Figure 4 As shown, the pedestrian warning sound calibration device further includes a second calibration unit, wherein:

[0098] The spectrum analyzer is also used to test the noise generated by the vehicle under test at a preset third vehicle speed threshold, and to obtain the corresponding third strongest noise frequency point.

[0099] The audio testing unit is also used to obtain the first maximum warning audio point corresponding to the modified pedestrian warning sound under the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold;

[0100] The second calibration unit is used to adjust a preset initial frequency shift coefficient to obtain a final frequency shift coefficient when the conditions are not met, such that the first maximum warning audio point is outside the first frequency range, the second maximum warning audio point is outside the preset third frequency range, and the third maximum warning audio point is outside the second frequency range. This is to make the first maximum warning audio point move away from the first frequency range, the second maximum warning audio point move away from the third frequency range, and the third maximum warning audio point move away from the second frequency range.

[0101] The center frequency of the third frequency range is the third strongest noise frequency.

[0102] In a preferred embodiment, the audio testing unit is further configured to: test the modified pedestrian warning sound emitted by the vehicle under test at the first vehicle speed threshold, and obtain multiple second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound; test the modified pedestrian warning sound emitted by the vehicle under test at the second vehicle speed threshold, and obtain multiple third warning audio points in 1 / 3 octave band of the modified pedestrian warning sound; the first calibration unit is further configured to: obtain the first sound pressure level requirement of each of the second warning audio points in 1 / 3 octave band at the first vehicle speed threshold, and each The third warning audio point meets the second sound pressure level requirement at the second vehicle speed threshold; based on the plurality of second and third warning audio points, second and third warning audio points with the same value are selected; among the second and third warning audio points with the same value, when there are no two frequency points whose current sound pressure level simultaneously meets the corresponding first and second sound pressure level requirements, the frequency point of the modified pedestrian warning sound is modified to obtain the final pedestrian warning sound, so that the final pedestrian warning sound has at least two frequency points that meet the corresponding first and second sound pressure level requirements.

[0103] In another preferred embodiment, the audio testing unit is further configured to: test the modified pedestrian warning sound emitted by the vehicle under test at the first vehicle speed threshold, and obtain multiple second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound; test the modified pedestrian warning sound emitted by the vehicle under test at the second vehicle speed threshold, and obtain multiple third warning audio points in 1 / 3 octave band of the modified pedestrian warning sound; the first calibration unit is further configured to: obtain the first sound pressure level requirement of each of the second warning audio points in 1 / 3 octave band at the first vehicle speed threshold, and the requirements of each of the third warning audio points in 1 / 3 octave band at the first vehicle speed threshold. The second sound pressure level requirement of the third warning audio point under the second vehicle speed threshold is described; based on the plurality of second warning audio points and the plurality of third warning audio points, second warning audio points and third warning audio points with the same value are selected; among the second warning audio points and third warning audio points with the same value, when there is no current sound pressure level of at least two frequency points that simultaneously meets the corresponding first sound pressure level requirement and second sound pressure level requirement, the overall sound pressure level of the modified pedestrian warning sound is modified to obtain the final pedestrian warning sound, so that the final pedestrian warning sound has at least two frequency points that meet the corresponding first sound pressure level requirement and second sound pressure level requirement.

[0104] In one specific implementation, the audio testing unit is used to obtain the first maximum warning audio point corresponding to the modified pedestrian warning sound at the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold. This includes: testing the modified pedestrian warning sound emitted by the vehicle under test at a preset fourth vehicle speed threshold to obtain the fourth maximum warning audio point corresponding to the strongest sound pressure level; and calculating the first maximum warning audio point corresponding to the modified pedestrian warning sound at the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold based on the initial frequency shift coefficient and the fourth maximum warning audio point.

[0105] In one specific implementation, the audio testing unit is used to calculate, based on the initial frequency shift coefficient and the fourth maximum warning audio point, the first maximum warning audio point corresponding to the modified pedestrian warning sound at the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold. This includes: calculating the first maximum warning audio point based on the initial frequency shift coefficient, the first vehicle speed threshold, the fourth vehicle speed threshold, and the fourth maximum warning audio point, wherein the mathematical expression used to calculate the first maximum warning audio point includes: F1 = F4 * [1 + c * (V1 - V4)], where F1 is the first maximum warning audio point, F4 is the fourth maximum warning audio point, c is the initial frequency shift coefficient, and V1 is... The first vehicle speed threshold, V4 is the fourth vehicle speed threshold; the second maximum warning audio point is calculated based on the initial frequency shift coefficient, the third vehicle speed threshold, the first vehicle speed threshold, and the first maximum warning audio point, wherein the mathematical expression used to calculate the second maximum warning audio point includes: F2=F1*[1+c*(V3-V1)], F2 is the second maximum warning audio point, and V3 is the third vehicle speed threshold; the third maximum warning audio point is calculated based on the initial frequency shift coefficient, the second vehicle speed threshold, the third vehicle speed threshold, and the second maximum warning audio point, wherein the mathematical expression used to calculate the third maximum warning audio point includes: F3=F2*[1+c*(V2-V3)], F3 is the third maximum warning audio point, and V2 is the second vehicle speed threshold.

[0106] In one specific implementation, the spectrum analyzer is used to test the noise generated by the vehicle under test at preset first and second vehicle speed thresholds, and to obtain the corresponding first and second strongest noise frequencies. The steps include: collecting the noise generated by the vehicle under test at the first and second vehicle speed thresholds, wherein the noise includes at least one of motor noise, vehicle mechanical noise, and tire noise; performing a Fourier transform on the noise using the spectrum analyzer to obtain noise waveforms corresponding to the first and second vehicle speed thresholds; and extracting the first strongest noise frequency with the highest frequency in the noise waveform corresponding to the first vehicle speed threshold, and the second strongest noise frequency with the highest frequency in the noise waveform corresponding to the second vehicle speed threshold.

[0107] Specific limitations regarding the pedestrian warning sound calibration device can be found in the limitations of the pedestrian warning sound calibration method described above, and will not be repeated here. Each module in the aforementioned pedestrian warning sound calibration device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0108] In one embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 5 As shown, the computer device includes a processor, memory, network interface, display screen, and input devices connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The network interface is used to communicate with external terminals via a network connection. When the computer program is executed by the processor, it implements a pedestrian warning sound calibration method. The display screen can be an LCD screen or an e-ink screen. The input devices can be a touch layer covering the display screen, buttons, a trackball, or a touchpad on the computer device casing, or an external keyboard, touchpad, or mouse.

[0109] Those skilled in the art will understand that Figure 5 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0110] In one embodiment, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to perform the following steps:

[0111] The noise generated by the vehicle under test at a preset first vehicle speed threshold and a second vehicle speed threshold is tested to obtain the corresponding first strongest noise frequency and second strongest noise frequency.

[0112] The pedestrian warning sound emitted by the vehicle under test in a static state was tested to obtain the first warning audio point corresponding to the strongest sound pressure level and at least one second strongest sound pressure level.

[0113] When the condition that at least two of the first warning audio points are outside the preset first frequency range and second frequency range is not met, each of the first warning audio points is modified to obtain the modified pedestrian warning sound, so that at least two of the modified pedestrian warning sounds are outside the first frequency range and the second frequency range.

[0114] Wherein, the center frequency of the first frequency interval is the first strongest noise frequency, and the center frequency of the second frequency interval is the second strongest noise frequency.

[0115] In one embodiment, the processor, when executing a computer program, also performs the following steps:

[0116] The noise generated by the vehicle under test at a preset third vehicle speed threshold is tested to obtain the corresponding third strongest noise frequency point;

[0117] Obtain the first maximum warning audio point corresponding to the modified pedestrian warning sound under the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold;

[0118] When the conditions are not met—that the first maximum warning audio point is outside the first frequency range, the second maximum warning audio point is outside the preset third frequency range, and the third maximum warning audio point is outside the second frequency range—the preset initial frequency shift coefficient is adjusted to obtain the final frequency shift coefficient, so that the first maximum warning audio point is far away from the first frequency range, the second maximum warning audio point is far away from the third frequency range, and the third maximum warning audio point is far away from the second frequency range.

[0119] The center frequency of the third frequency range is the third strongest noise frequency.

[0120] In one embodiment, the processor, when executing a computer program, also performs the following steps:

[0121] The modified pedestrian warning sound emitted by the vehicle under test at the first vehicle speed threshold is tested to obtain multiple second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0122] The modified pedestrian warning sound emitted by the vehicle under test at the second vehicle speed threshold is tested to obtain multiple third warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0123] Obtain the first sound pressure level requirement of each of the second warning audio points at 1 / 3 octave band under the first vehicle speed threshold, and the second sound pressure level requirement of each of the third warning audio points under the second vehicle speed threshold;

[0124] Based on the plurality of second warning audio points and the plurality of third warning audio points, second warning audio points and third warning audio points with the same value are selected;

[0125] Among the second and third warning audio points with the same value, if there are no two frequency points whose current sound pressure levels simultaneously meet the corresponding first and second sound pressure level requirements, the frequency points of the modified pedestrian warning sound are modified to obtain the final pedestrian warning sound, so that the final pedestrian warning sound has at least two frequency points that meet the corresponding first and second sound pressure level requirements.

[0126] In one embodiment, the processor, when executing a computer program, also performs the following steps:

[0127] The modified pedestrian warning sound emitted by the vehicle under test at the first vehicle speed threshold is tested to obtain multiple second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0128] The modified pedestrian warning sound emitted by the vehicle under test at the second vehicle speed threshold is tested to obtain multiple third warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0129] Obtain the first sound pressure level requirement of each of the second warning audio points at 1 / 3 octave band under the first vehicle speed threshold, and the second sound pressure level requirement of each of the third warning audio points under the second vehicle speed threshold;

[0130] Based on the plurality of second warning audio points and the plurality of third warning audio points, second warning audio points and third warning audio points with the same value are selected;

[0131] Among the second and third warning audio points with the same value, if there are no two frequency points whose current sound pressure levels simultaneously meet the corresponding first and second sound pressure level requirements, the overall sound pressure level of the modified pedestrian warning sound is modified to obtain the final pedestrian warning sound, so that the final pedestrian warning sound has at least two frequency points that meet the corresponding first and second sound pressure level requirements.

[0132] In one embodiment, the processor, when executing a computer program, also performs the following steps:

[0133] Based on the initial frequency shift coefficient, the first vehicle speed threshold, the fourth vehicle speed threshold, and the fourth maximum warning audio point, the first maximum warning audio point is calculated, wherein the mathematical expression used to calculate the first maximum warning audio point includes:

[0134] F1 = F4 * [1 + c * (V1 - V4)]

[0135] F1 is the first maximum warning audio point, F4 is the fourth maximum warning audio point, c is the initial frequency shift coefficient, V1 is the first vehicle speed threshold, and V4 is the fourth vehicle speed threshold.

[0136] The second maximum warning audio point is calculated based on the initial frequency shift coefficient, the third vehicle speed threshold, the first vehicle speed threshold, and the first maximum warning audio point. The mathematical expression used to calculate the second maximum warning audio point includes:

[0137] F2 = F1 / [1 + c * (V3 - V1)]

[0138] F2 is the second maximum warning audio point, and V3 is the third vehicle speed threshold.

[0139] Based on the initial frequency shift coefficient, the second vehicle speed threshold, the third vehicle speed threshold, and the second maximum warning audio point, the third maximum warning audio point is calculated, wherein the mathematical expression used to calculate the third maximum warning audio point includes:

[0140] F3 = F2 * [1 + c * (V2 - V3)]

[0141] F3 is the third maximum warning audio point, and V2 is the second vehicle speed threshold.

[0142] In one embodiment, the processor, when executing a computer program, also performs the following steps:

[0143] The noise generated by the vehicle under test at the first vehicle speed threshold and the second vehicle speed threshold is collected, wherein the noise includes at least one of motor noise, vehicle mechanical noise and tire noise;

[0144] The noise is subjected to Fourier transform by a spectrum analyzer to obtain the noise waveforms corresponding to the first vehicle speed threshold and the second vehicle speed threshold.

[0145] Extract the first strongest noise frequency point with the highest frequency in the noise waveform corresponding to the first vehicle speed threshold, and the second strongest noise frequency point with the highest frequency in the noise waveform corresponding to the second vehicle speed threshold.

[0146] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, the computer program performing the following steps when executed by a processor:

[0147] The noise generated by the vehicle under test at a preset first vehicle speed threshold and a second vehicle speed threshold is tested to obtain the corresponding first strongest noise frequency and second strongest noise frequency.

[0148] The pedestrian warning sound emitted by the vehicle under test in a static state was tested to obtain the first warning audio point corresponding to the strongest sound pressure level and at least one second strongest sound pressure level.

[0149] When the condition that at least two of the first warning audio points are outside the preset first frequency range and second frequency range is not met, each of the first warning audio points is modified to obtain the modified pedestrian warning sound, so that at least two of the modified pedestrian warning sounds are outside the first frequency range and the second frequency range.

[0150] Wherein, the center frequency of the first frequency interval is the first strongest noise frequency, and the center frequency of the second frequency interval is the second strongest noise frequency.

[0151] In one embodiment, when the computer program is executed by a processor, it also performs the following steps:

[0152] The noise generated by the vehicle under test at a preset third vehicle speed threshold is tested to obtain the corresponding third strongest noise frequency point;

[0153] Obtain the first maximum warning audio point corresponding to the modified pedestrian warning sound under the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold;

[0154] When the conditions are not met—that the first maximum warning audio point is outside the first frequency range, the second maximum warning audio point is outside the preset third frequency range, and the third maximum warning audio point is outside the second frequency range—the preset initial frequency shift coefficient is adjusted to obtain the final frequency shift coefficient, so that the first maximum warning audio point is far away from the first frequency range, the second maximum warning audio point is far away from the third frequency range, and the third maximum warning audio point is far away from the second frequency range.

[0155] The center frequency of the third frequency range is the third strongest noise frequency.

[0156] In one embodiment, when the computer program is executed by a processor, it also performs the following steps:

[0157] Obtain at least two second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound, and the sound pressure level requirements corresponding to each of the at least two second warning audio points;

[0158] When the current sound pressure level of at least two of the second warning audio points does not meet the corresponding sound pressure level requirement, the frequency point of the modified pedestrian warning sound is modified to obtain the final pedestrian warning sound, so that the current sound pressure level of at least two of the second warning audio points meets the corresponding sound pressure level requirement.

[0159] In one embodiment, when the computer program is executed by a processor, it also performs the following steps:

[0160] The modified pedestrian warning sound emitted by the vehicle under test at the first vehicle speed threshold is tested to obtain multiple second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0161] The modified pedestrian warning sound emitted by the vehicle under test at the second vehicle speed threshold is tested to obtain multiple third warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0162] Obtain the first sound pressure level requirement of each of the second warning audio points at 1 / 3 octave band under the first vehicle speed threshold, and the second sound pressure level requirement of each of the third warning audio points under the second vehicle speed threshold;

[0163] Based on the plurality of second warning audio points and the plurality of third warning audio points, second warning audio points and third warning audio points with the same value are selected;

[0164] Among the second and third warning audio points with the same value, if there are no two frequency points whose current sound pressure levels simultaneously meet the corresponding first and second sound pressure level requirements, the frequency points of the modified pedestrian warning sound are modified to obtain the final pedestrian warning sound, so that the final pedestrian warning sound has at least two frequency points that meet the corresponding first and second sound pressure level requirements.

[0165] In one embodiment, when the computer program is executed by a processor, it also performs the following steps:

[0166] The modified pedestrian warning sound emitted by the vehicle under test at the first vehicle speed threshold is tested to obtain multiple second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0167] The modified pedestrian warning sound emitted by the vehicle under test at the second vehicle speed threshold is tested to obtain multiple third warning audio points in 1 / 3 octave band of the modified pedestrian warning sound;

[0168] Obtain the first sound pressure level requirement of each of the second warning audio points at 1 / 3 octave band under the first vehicle speed threshold, and the second sound pressure level requirement of each of the third warning audio points under the second vehicle speed threshold;

[0169] Based on the plurality of second warning audio points and the plurality of third warning audio points, second warning audio points and third warning audio points with the same value are selected;

[0170] Among the second and third warning audio points with the same value, if there are no two frequency points whose current sound pressure levels simultaneously meet the corresponding first and second sound pressure level requirements, the overall sound pressure level of the modified pedestrian warning sound is modified to obtain the final pedestrian warning sound, so that the final pedestrian warning sound has at least two frequency points that meet the corresponding first and second sound pressure level requirements.

[0171] In one embodiment, when the computer program is executed by a processor, it also performs the following steps:

[0172] Based on the initial frequency shift coefficient, the first vehicle speed threshold, the fourth vehicle speed threshold, and the fourth maximum warning audio point, the first maximum warning audio point is calculated, wherein the mathematical expression used to calculate the first maximum warning audio point includes:

[0173] F1 = F4 * [1 + c * (V1 - V4)]

[0174] F1 is the first maximum warning audio point, F4 is the fourth maximum warning audio point, c is the initial frequency shift coefficient, V1 is the first vehicle speed threshold, and V4 is the fourth vehicle speed threshold.

[0175] The second maximum warning audio point is calculated based on the initial frequency shift coefficient, the third vehicle speed threshold, the first vehicle speed threshold, and the first maximum warning audio point. The mathematical expression used to calculate the second maximum warning audio point includes:

[0176] F2 = F1 * [1 + c * (V3 - V1)]

[0177] F2 is the second maximum warning audio point, and V3 is the third vehicle speed threshold.

[0178] Based on the initial frequency shift coefficient, the second vehicle speed threshold, the third vehicle speed threshold, and the second maximum warning audio point, the third maximum warning audio point is calculated, wherein the mathematical expression used to calculate the third maximum warning audio point includes:

[0179] F3 = F2 * [1 + c * (V2 - V3)]

[0180] F3 is the third maximum warning audio point, and V2 is the second vehicle speed threshold.

[0181] In one embodiment, when the computer program is executed by a processor, it also performs the following steps:

[0182] The noise generated by the vehicle under test at the first vehicle speed threshold and the second vehicle speed threshold is collected, wherein the noise includes at least one of motor noise, vehicle mechanical noise and tire noise;

[0183] The noise is subjected to Fourier transform by a spectrum analyzer to obtain the noise waveforms corresponding to the first vehicle speed threshold and the second vehicle speed threshold.

[0184] Extract the first strongest noise frequency point with the highest frequency in the noise waveform corresponding to the first vehicle speed threshold, and the second strongest noise frequency point with the highest frequency in the noise waveform corresponding to the second vehicle speed threshold.

[0185] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0186] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0187] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for identifying pedestrian warning sounds, characterized in that, The method includes: The noise generated by the vehicle under test at a preset first vehicle speed threshold and a second vehicle speed threshold is tested to obtain the corresponding first strongest noise frequency and second strongest noise frequency. The pedestrian warning sound emitted by the vehicle under test in a static state was tested to obtain the first warning audio point corresponding to the strongest sound pressure level and at least one second strongest sound pressure level. When the condition that at least two of the first warning audio points are outside the preset first frequency range and second frequency range is not met, each of the first warning audio points is modified to obtain the modified pedestrian warning sound, so that at least two of the modified pedestrian warning sounds are outside the first frequency range and the second frequency range. Wherein, the center frequency of the first frequency interval is the first strongest noise frequency, and the center frequency of the second frequency interval is the second strongest noise frequency.

2. The pedestrian warning sound calibration method according to claim 1, characterized in that, The method further includes: The noise generated by the vehicle under test at a preset third vehicle speed threshold is tested to obtain the corresponding third strongest noise frequency point; Obtain the first maximum warning audio point corresponding to the modified pedestrian warning sound under the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold; When the conditions are not met—that the first maximum warning audio point is outside the first frequency range, the second maximum warning audio point is outside the preset third frequency range, and the third maximum warning audio point is outside the second frequency range—the preset initial frequency shift coefficient is adjusted to obtain the final frequency shift coefficient, so that the first maximum warning audio point is far away from the first frequency range, the second maximum warning audio point is far away from the third frequency range, and the third maximum warning audio point is far away from the second frequency range. The center frequency of the third frequency range is the third strongest noise frequency.

3. The pedestrian warning sound calibration method according to claim 1 or 2, characterized in that, The method further includes: The modified pedestrian warning sound emitted by the vehicle under test at the first vehicle speed threshold is tested to obtain multiple second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound; The modified pedestrian warning sound emitted by the vehicle under test at the second vehicle speed threshold is tested to obtain multiple third warning audio points in 1 / 3 octave band of the modified pedestrian warning sound; Obtain the first sound pressure level requirement of each of the second warning audio points at 1 / 3 octave band under the first vehicle speed threshold, and the second sound pressure level requirement of each of the third warning audio points under the second vehicle speed threshold; Based on the plurality of second warning audio points and the plurality of third warning audio points, second warning audio points and third warning audio points with the same value are selected; Among the second and third warning audio points with the same value, if there are no two frequency points whose current sound pressure levels simultaneously meet the corresponding first and second sound pressure level requirements, the frequency points of the modified pedestrian warning sound are modified to obtain the final pedestrian warning sound, so that the final pedestrian warning sound has at least two frequency points that meet the corresponding first and second sound pressure level requirements.

4. The pedestrian warning sound calibration method according to claim 1 or 2, characterized in that, The method further includes: The modified pedestrian warning sound emitted by the vehicle under test at the first vehicle speed threshold is tested to obtain multiple second warning audio points in 1 / 3 octave band of the modified pedestrian warning sound; The modified pedestrian warning sound emitted by the vehicle under test at the second vehicle speed threshold is tested to obtain multiple third warning audio points in 1 / 3 octave band of the modified pedestrian warning sound; Obtain the first sound pressure level requirement of each of the second warning audio points at 1 / 3 octave band under the first vehicle speed threshold, and the second sound pressure level requirement of each of the third warning audio points under the second vehicle speed threshold; Based on the plurality of second warning audio points and the plurality of third warning audio points, second warning audio points and third warning audio points with the same value are selected; Among the second and third warning audio points with the same value, if there are no two frequency points whose current sound pressure levels simultaneously meet the corresponding first and second sound pressure level requirements, the overall sound pressure level of the modified pedestrian warning sound is modified to obtain the final pedestrian warning sound, so that the final pedestrian warning sound has at least two frequency points that meet the corresponding first and second sound pressure level requirements.

5. The pedestrian warning sound calibration method according to claim 2, characterized in that, The steps of obtaining the first maximum warning audio point corresponding to the modified pedestrian warning sound at the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold include: The modified pedestrian warning sound emitted by the vehicle under test at a preset fourth speed threshold is tested to obtain the fourth maximum warning audio point corresponding to the strongest sound pressure level; Based on the initial frequency shift coefficient and the fourth maximum warning audio point, calculate the first maximum warning audio point corresponding to the modified pedestrian warning sound under the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold.

6. The pedestrian warning sound calibration method according to claim 5, characterized in that, The steps of calculating the first maximum warning audio point corresponding to the modified pedestrian warning sound at the first vehicle speed threshold, the second maximum warning audio point corresponding to the third vehicle speed threshold, and the third maximum warning audio point corresponding to the second vehicle speed threshold, based on the initial frequency shift coefficient and the fourth maximum warning audio point, include: Based on the initial frequency shift coefficient, the first vehicle speed threshold, the fourth vehicle speed threshold, and the fourth maximum warning audio point, the first maximum warning audio point is calculated, wherein the mathematical expression used to calculate the first maximum warning audio point includes: F1 = F4 * [1 + c * (V1 - V4)] F1 is the first maximum warning audio point, F4 is the fourth maximum warning audio point, c is the initial frequency shift coefficient, V1 is the first vehicle speed threshold, and V4 is the fourth vehicle speed threshold. The second maximum warning audio point is calculated based on the initial frequency shift coefficient, the third vehicle speed threshold, the first vehicle speed threshold, and the first maximum warning audio point. The mathematical expression used to calculate the second maximum warning audio point includes: F2 = F1 * [1 + c * (V3 - V1)] F2 is the second maximum warning audio point, and V3 is the third vehicle speed threshold. Based on the initial frequency shift coefficient, the second vehicle speed threshold, the third vehicle speed threshold, and the second maximum warning audio point, the third maximum warning audio point is calculated, wherein the mathematical expression used to calculate the third maximum warning audio point includes: F3 = F2 * [1 + c * (V2 - V3)] F3 is the third maximum warning audio point, and V2 is the second vehicle speed threshold.

7. The pedestrian warning sound calibration method according to claim 1, characterized in that, The steps for testing the noise generated by the vehicle under test at preset first and second vehicle speed thresholds to obtain the corresponding first and second strongest noise frequencies include: The noise generated by the vehicle under test at the first vehicle speed threshold and the second vehicle speed threshold is collected, wherein the noise includes at least one of motor noise, vehicle mechanical noise and tire noise; The noise is subjected to Fourier transform by a spectrum analyzer to obtain the noise waveforms corresponding to the first vehicle speed threshold and the second vehicle speed threshold. Extract the first strongest noise frequency point with the highest frequency in the noise waveform corresponding to the first vehicle speed threshold, and the second strongest noise frequency point with the highest frequency in the noise waveform corresponding to the second vehicle speed threshold.

8. A pedestrian warning sound calibration device, characterized in that, The device includes: The spectrum analyzer is used to test the noise generated by the vehicle under test at a preset first vehicle speed threshold and a second vehicle speed threshold, and to obtain the corresponding first strongest noise frequency and second strongest noise frequency. An audio testing unit is used to test the pedestrian warning sound emitted by the vehicle under test when it is static, and to obtain the first warning audio point corresponding to the strongest sound pressure level and at least one second strongest sound pressure level. The first calibration unit is used to modify each of the first warning audio points to obtain a modified pedestrian warning sound when the condition that at least two of the first warning audio points are outside the preset first frequency interval and second frequency interval is not met, so that at least two of the modified pedestrian warning sounds are outside the first frequency interval and the second frequency interval. Wherein, the center frequency of the first frequency interval is the first strongest noise frequency, and the center frequency of the second frequency interval is the second strongest noise frequency.

9. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the pedestrian warning sound calibration method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the pedestrian warning sound calibration method according to any one of claims 1 to 7.

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