Virtual Test Environment for Active Noise Management Systems

Abstract

To provide a virtual test environment for a suitable active noise management system.SOLUTION: A hardware-in-the-loop (HIL) system 200 that evaluates a vehicle's noise management module includes a controller that is programed so as to: filter a speaker signal from a speaker interface 202 from a noise management module (NMM) 102 using an auralization model 248; create a spatial effect; simulate audio in the vehicle at predetermined locations in the vehicle that are different from locations corresponding to microphones used by the noise management module; and create an auralized audio signal.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims the benefit of U.S. Provisional Application No. 62 / 608,275, filed December 20, 2017, the disclosure of which is incorporated herein by reference in its entirety.

[0002] This application relates generally to hardware-in-the-loop (HIL) systems for vehicle active noise management systems. [Background technology]

[0003] Much effort has been expended to create a quiet cabin environment in vehicles. A common goal in vehicle design is to minimize audible noise within the cabin. Consumers desire isolation from road noise, powertrain noise, and other unwanted noise sources. Vehicles can include various insulation materials between the cabin and noise-producing components. However, insulation materials can be expensive and add weight to the vehicle. Some modern vehicles include active noise management systems that reduce audible noise within the vehicle.

[0004] Active noise management systems can operate using microphones and speakers to attempt to cancel unwanted noise. Active noise management systems can detect noise signals via the microphone. The microphone signal can be processed to generate a speaker output signal that cancels the noise. For example, a speaker can generate a cancellation signal at the microphone that is 180 degrees out of phase compared to the unwanted noise signal. The effect is to create a cancellation noise that removes the unwanted noise.

[0005] The development of an active noise management system requires extensive testing in a real vehicle environment. Arriving at an effective configuration set for the system requires repeated trials and adjustments of tuning and calibration. During vehicle development, vehicle time can be difficult to obtain because there are many systems under development competing for vehicle time. Once a vehicle is acquired, vehicle and environmental conditions can affect the testing process. For example, wind, weather, air temperature, component temperature, and road conditions can vary between tests. Therefore, sufficient test iterations can require additional testing time and effort. Summary of the Invention [Means for solving the problem]

[0006] A hardware-in-the-loop (HIL) system for interfacing with an active noise management system includes a controller configured to output a microphone signal to the active noise management system. The controller is further configured to receive a speaker signal from the active noise management system. The controller is further configured to process the speaker signal through a transfer function that models an audio response from the speaker to the microphone. The controller is configured to generate a microphone signal based on the speaker signal and the noise signal. The controller is further configured to render a spatial sound field (e.g., add an auralization effect) using binaural information. The HIL system may be configured to evaluate the sound field within a cabin compartment using the auralization.

[0007] A system for evaluating a noise management module of a vehicle includes a controller programmed to receive speaker signals from the noise management module and forward microphone signals to the noise management module. The controller is further programmed to filter the speaker signals with a vehicle acoustic model to generate audio signals produced by the speaker signals at locations corresponding to locations of microphones in the vehicle associated with the noise management module. The controller is further programmed to combine an audio profile and the audio signal to generate a microphone signal. The controller is also programmed to filter the speaker signals with an auralization model to generate rendered audio signals that create a spatial listening effect and simulate audio produced by the speaker signals at predetermined locations in the vehicle different from the locations corresponding to the microphone locations.

[0008] The predetermined position may be associated with a seating position within the vehicle and an expected head position of a vehicle occupant seated at the seating position. The auralization model may be derived from actual speaker data from the vehicle and actual microphone data from an evaluation microphone positioned near the predetermined position within the vehicle. The controller may be further programmed to combine the rendered sound signal with the sound profile to generate the evaluation sound signal. The controller may be further programmed to output the evaluation sound signal to an audio output device. The auralization model may represent the acoustic environment of the vehicle and define a transfer function between the sound produced by the speaker signal and the sound at the predetermined position. The vehicle acoustic model may be derived from previously recorded speaker data from the vehicle and previously recorded data from microphones associated with a noise management module within the vehicle. The sound profile may include previously recorded sound signals in the vehicle. The sound profile may include synthesized sound data. The controller may be further programmed to forward bus communication data and sensor signals synchronized corresponding to the sound profile to the noise management module.

[0009] A controller-implemented method for simulating performance of a vehicle's noise management module includes receiving a speaker signal from the noise management module and generating an audio profile. The method further includes outputting an audio signal to a microphone input of the noise management module based on the audio profile and a vehicle cabin acoustic model that defines a cabin acoustic transfer function between the speaker signal and a microphone located in the vehicle and associated with the noise management module. The method further includes outputting an audio signal to an audio output device based on the audio profile and an auralization model that defines an auralization transfer function between the speaker signal and a location in the vehicle different from a location corresponding to the microphone of the noise management module to render the audio to create a spatial listening effect that recreates an audio impression at that location.

[0010] The audio profile may include audio signals previously recorded in the vehicle. The method may further include outputting bass data and sensor signals associated with the audio profile to a noise management module. The method may further include generating an auralization model from actual speaker data from the vehicle and data from an evaluation microphone positioned proximate the location. The location may be associated with a seating position within the vehicle and an expected head position of a vehicle occupant seated in the seating position.

[0011] A computer program product embodied in a non-transitory computer-readable medium programmed to simulate the performance of a noise management module of a vehicle includes instructions for receiving speaker signals from the noise management module and sending microphone signals to the noise management module to generate an audio profile. The computer program product further includes instructions for outputting a microphone signal via a microphone interface based on the audio profile and a vehicle cabin acoustic model that defines a vehicle cabin acoustic transfer function between the speaker signals and a microphone located in the vehicle and associated with the noise management module. The computer program product further includes instructions for outputting an audio signal to an audio output device based on the audio profile and an auralization model that defines an auralization transfer function between the speaker signals and a location in the vehicle different from a location corresponding to the microphone to create a spatial listening effect that recreates an audio impression at that location.

[0012] The computer program product further includes instructions for exchanging data and sensor signals associated with the audio profile between the controller and the noise management module. The positions may be related to seating positions within the vehicle and expected head positions of vehicle occupants seated in the seating positions. The vehicle cabin acoustic model may be derived from actual speaker data from the vehicle and actual data from microphones associated with the noise management module within the vehicle, and the auralization model may be derived from the actual speaker data and actual microphone data from an evaluation microphone positioned proximate to the positions within the vehicle. The audio output device may be headphones. The present specification also provides, for example, the following items: (Item 1) 1. A system for evaluating a noise management module of a vehicle, comprising: receiving a speaker signal from the noise management module and transmitting a microphone signal to the noise management module; filtering the speaker signals with a vehicle acoustic model to generate audio signals produced by the speaker signals at locations corresponding to locations of microphones on the vehicle associated with the noise management module; combining an audio profile and the audio signal to generate the microphone signal; filtering the speaker signals with an auralization model to generate rendered audio signals that create a spatial listening effect, simulating the sound produced by the speaker signals at a predetermined location within the vehicle different from the location corresponding to the location of the microphone; Controllers programmed to The system comprising: (Item 2) Item 1. The system of item 1, wherein the predetermined position is associated with a seating position within the vehicle and an expected position of the head of a vehicle occupant seated in the seating position. (Item 3) Item 1. The system of item 1, wherein the auralization model is derived from actual loudspeaker data from the vehicle and actual microphone data from an evaluation microphone placed near the predetermined position within the vehicle. (Item 4) Item 10. The system of item 1, wherein the controller is further programmed to combine the rendered audio signal with the audio profile to generate an evaluation audio signal. (Item 5) Item 5. The system of item 4, wherein the controller is further programmed to output the evaluation audio signal to an audio output device. (Item 6) Item 1. The system of item 1, wherein the auralization model represents the acoustic environment of the vehicle and defines a transfer function between the sound produced by the speaker signal and the sound at the predetermined position. (Item 7) 2. The system of claim 1, wherein the vehicle acoustic model is obtained from previously recorded speaker data from the vehicle and previously recorded data from a microphone associated with the noise management module within the vehicle. (Item 8) Item 10. The system of item 1, wherein the audio profile includes audio signals previously recorded in the vehicle. (Item 9) Item 10. The system of item 1, wherein the audio profile includes synthesized audio data. (Item 10) Item 10. The system of item 1, wherein the controller is further programmed to transfer bus communication data and sensor signals synchronized to correspond to the audio profile to the noise management module. (Item 11) 1. A method, implemented in a controller, for simulating performance of a noise management module of a vehicle, comprising: receiving a speaker signal from the noise management module; generating an audio profile; outputting an audio signal to a microphone input of the noise management module based on the audio profile and a vehicle cabin acoustic model defining a cabin acoustic transfer function between the speaker signal and a microphone located in the vehicle and associated with the noise management module; outputting an audio signal to an audio output device based on the sound profile and an auralization model defining an auralization transfer function between the speaker signal and a location in the vehicle different from a location corresponding to the microphone for rendering sound to create a spatial listening effect recreating a sound impression at that location; The method comprising: (Item 12) 12. The method of claim 11, wherein the audio profile comprises audio signals previously recorded in the vehicle. (Item 13) 12. The method of claim 11, further comprising outputting bass data and sensor signals associated with the audio profile to the noise management module. (Item 14) 12. The method of claim 11, further comprising generating the auralization model from actual loudspeaker data from the vehicle and data from an evaluation microphone located proximate to the location. (Item 15) Item 12. The method of item 11, wherein the location is associated with a seating position within the vehicle and an expected position of the head of a vehicle occupant seated in the seating position. (Item 16) 1. A computer program product embodied in a non-transitory computer-readable medium that is programmed to simulate performance of a noise management module of a vehicle, the computer program product comprising: receiving a speaker signal from the noise management module; transmitting a microphone signal to the noise management module; Generate an audio profile, outputting a microphone signal via a microphone interface based on the audio profile and a vehicle cabin acoustic model defining a vehicle cabin acoustic transfer function between the speaker signal and a microphone located in the vehicle and associated with the noise management module; outputting an audio signal to an audio output device based on the sound profile and an auralization model that defines an auralization transfer function between the speaker signal and a location in the vehicle different from a location corresponding to the microphone to create a spatial listening effect that recreates a sound impression at that location; said computer program product comprising instructions for: (Item 17) Item 17. The computer program product of item 16, further comprising instructions for exchanging data and sensor signals associated with the audio profile between a controller and the noise management module. (Item 18) Item 17. The computer program product of item 16, wherein the position is associated with a seating position within the vehicle and an expected position of the head of a vehicle occupant seated in the seating position. (Item 19) Item 17. The computer program product of item 16, wherein the vehicle cabin acoustic model is derived from actual loudspeaker data from the vehicle and actual data from the microphone associated with the noise management module in the vehicle, and the auralization model is derived from the actual loudspeaker data and actual microphone data from an evaluation microphone positioned proximate to the location of the vehicle. (Item 20) Item 17. The computer program product of item 16, wherein the audio output device is a headphone. [Brief explanation of the drawings]

[0013] [Figure 1] 1 shows an active noise management system in a vehicle environment. [Figure 2] 1 illustrates an active noise management system having a test environment including a hardware-in-the-loop (HIL) system with an evaluation module. [Figure 3] 1 shows a possible flow chart for collecting vehicle data. [Figure 4] 1 shows a possible flowchart for operating an active noise management HIL system. DETAILED DESCRIPTION OF THE INVENTION

[0014] Where necessary, detailed embodiments of the present invention are disclosed herein; however, it should be understood that the disclosed embodiments are merely exemplary of the present invention, which may be embodied in various and alternative forms. The figures are not necessarily to scale, and some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not limiting, but should merely be construed as a representative basis for teaching those skilled in the art to variously employ the present invention.

[0015] Embodiments of the present disclosure generally provide a plurality of circuits or other electrical devices. All references to circuits and other electrical devices and the functions provided by each are not intended to be limited to encompass only those shown and described herein. While particular labels may be assigned to the various disclosed circuits or other electrical devices, such labels are not intended to limit the scope of operation of the circuits and other electrical devices. Such circuits and other electrical devices may be combined with one another and / or separated in any manner based on the particular type of electrical implementation desired. Any circuit or other electrical device disclosed herein may also be implemented using any number of microprocessors, integrated circuits, field programmable gate arrays (FPGAs), memory devices (e.g., FLASH, random access memory (RAM), read-only memory (ROM), electrically programmable read-only memory (EPROM), electrically erasable PROM (EEPROM), or other suitable variants), and software that cooperate with one another to perform the operation(s) disclosed herein. Additionally, any one or more electrical devices may be configured to execute a computer program embodied in a non-transitory computer-readable medium that is programmed to perform any number of the functions disclosed herein.

[0016] Testing and calibration of vehicle active noise management systems can be improved by implementing an active noise management system (NMS) hardware-in-the-loop (HIL) test system. The NMS-HIL system may be configured to allow noise management modules to be plugged in and run in a virtual environment. The NMS-HIL may be configured to simulate the vehicle noise environment and provide signals to the noise management module under test. The results of the test may be monitored and analyzed. Auralization capabilities can be used to virtually evaluate the results both subjectively and objectively.

[0017] FIG. 1 illustrates a vehicle 100 including a noise management module (NMM) 102. The NMM 102 may be coupled to various inputs and outputs. The NMM 102 may include a microprocessor and volatile memory for executing instructions and programs. The NMM 102 may include volatile memory for storing programs and data. Volatile memory may include any memory configured to retain data between power cycles. The NMM 102 may include one or more connectors 106 configured to accept a mating connection from the vehicle side. The NMM 102 may implement various features related to vehicle noise management. For example, the NMM 102 may implement engine noise cancellation and road noise cancellation algorithms. The NMM 102 may also implement electronic sound synthesis to generate desired noises within the cabin.

[0018] The vehicle 100 may include one or more microphones 108 electrically coupled to the NMM 102 via a connector 106. The connector 106 is depicted as a single connector, but may be one or more connectors, depending on the vehicle configuration. The microphones 108 may be located in various locations within the vehicle 100. The placement of the microphones 108 may be configured to best represent audible signals at locations where vehicle occupants may be seated. The microphones 108 may be integrated with various components of the vehicle cabin (e.g., headliner, door trim). The microphones 108 may provide analog signals representative of audible noise at their locations. In some configurations, the microphones 108 may convert the signals to digital signals and pass the signals on in digital form.

[0019] The vehicle 100 may include one or more speakers 104 electrically coupled to the NMM 102 via an electrical connector 106. The speakers 104 may be part of an audio entertainment system. The one or more speakers 104 may be separate from the audio entertainment system. The NMM 102 may include amplifiers for driving the speakers 104 at a desired level. The speakers 104 may have an associated impedance. The speakers 104 may be located in various parts of the vehicle 100. For example, the speakers 104 may be installed in various locations, including the doors, dashboard, headliner, seats, rear hatch, and side panels. Several speakers may be located near each seat headrest or each seating position in the headliner above each seat.

[0020] The NMM 102 may interface with a vehicle network 112. The vehicle network may be a digital communication link between the NMM 102 and other control modules within the vehicle 100. The vehicle network 112 may be a Controller Area Network (CAN) bus, a Local Interconnect Network (LIN) bus, a Media Oriented Systems Transport (MOST) bus, Ethernet, and / or a FlexRay bus. The vehicle network 112 may also include proprietary bus architectures. The vehicle network 112 may facilitate communication of data between the NMM 102 and other modules within the vehicle 100. Various signals, such as engine speed, accelerator pedal position, brake pedal position, engine torque, vehicle speed, and transmission gear selector position, may be transferred over the vehicle network 112. Signals indicative of the powertrain operating mode (e.g., economy or reduced cylinder operation) may also be transmitted over the vehicle network 112. The signal (mode) may be received via the vehicle network 112. The NMM 102 may utilize the signal received from the vehicle network 112 for operation of noise management functions. The NMM 102 may also provide a signal on the vehicle network 112.

[0021] The NMM 102 may interface to various inputs 114. For example, the inputs 114 may include any signals wired directly to the NMM 102 via the connector 106. For example, the inputs 114 may include switch inputs for enabling and disabling operation of the NMM 102. The inputs 114 may include engine speed. The inputs 114 may include signals from one or more accelerometers. The inputs 114 may further include additional audio signals (e.g., for music correction purposes). The inputs 114 may also be reference signals. The set of inputs 114 may depend on the vehicle configuration. The inputs 114 may include any discrete and / or analog inputs. The NMM 102 may include associated interface circuitry and software drivers for converting the inputs 114 to digital format for use in microprocessor-based systems.

[0022] The NMM 102 can interface to various outputs 116 that are wired directly to the NMM 102 via connectors 106. For example, the outputs 116 can include status lights to indicate the status of the NMM 102. The outputs 116 can include trigger signals intended for other modules. The trigger signals can be intended to activate specific functions in receiving modules. In other examples, buffered speed signals can be forwarded through the outputs 116. The set of outputs 116 can depend on the vehicle configuration. The outputs 116 can include any discrete and / or analog outputs. The NMM 102 can include associated interface circuitry and software drivers.

[0023] The NMM 102 can interface to a power source 118 through a connector 106. Power and ground signals from the power system 118 can be routed through the connector 106. The power source 118 can be a low voltage bus powered by a battery and an AC power source. For example, a typical automotive application can operate from a 12 volt power source. The NMM 102 can receive power from the power source 118.

[0024] During operation of the vehicle 100, the NMM 102 can process input from the microphone 108 to generate an output signal to the speaker 104. This processing may utilize other information from the vehicle network 112. For example, noise may typically increase at higher engine loads and / or higher vehicle speeds. The NMM 102 can utilize the vehicle speed signal to adjust the speaker output volume to compensate for the expected increase in noise level. The NMM 102 can implement noise cancellation algorithms to reduce unwanted noise heard by occupants of the vehicle 100. The NMM 102 can implement various other control strategies.

[0025] The NMM 102 may be developed and calibrated by testing the system of the vehicle 100. Proper calibration may require repeated test and calibration cycles under uniform operating conditions. However, repeating uniform driving situations of the vehicle 100 may require additional testing time and effort. For example, a calibration procedure may specify operation at a fixed speed on a specified road surface. In other examples, tests requiring specific speed and / or acceleration profiles may require several repetitions to reproduce accurately and consistently. Therefore, improved methods of developing and testing such systems are desirable.

[0026] Simulators can be utilized to facilitate the development, testing, and evaluation of active noise management systems. Simulators can enable the development and testing of active noise management systems in a bench-based laboratory environment. In this manner, simulators can result in improved repeatability of test conditions. Additionally, they require less vehicle time, minimizing the need for an actual test vehicle. Simulators can be configured to use real data obtained from a vehicle 100. Simulators can further be configured to simulate various vehicle conditions using predefined test scripts, thereby facilitating a virtual, subjective evaluation of the sound field within the vehicle cabin.

[0027] A vehicle data collection system (DAS) 150 may be installed in the vehicle 100 to collect various data and signals. In some configurations, functions performed by the vehicle DAS 150 may be implemented in the NMM 102. For example, the NMM 102 may include a selectable operating mode for vehicle data collection. During this data collection mode, normal noise management functions may be disabled. During operation of the vehicle DAS 150, the NMM 102 may be disabled or removed from the vehicle 100. The vehicle DAS 150 may be configured to receive inputs from the microphone 108 and the vehicle network 112. The vehicle DAS 150 may also be configured to receive signals from other inputs 114. While the vehicle DAS 150 is operating, calibration or test procedures for the NMM 102 may be specified and executed. The vehicle DAS 150 may be configured to collect and store signals sampled during the test procedures. The result may be a database of input values ​​that the NMM 102 is expected to receive during various vehicle operating conditions.

[0028] The vehicle DAS 150 may include a microprocessor and volatile memory for executing instructions and programs. The vehicle DAS 150 may include volatile memory for storing programs and data. The volatile memory may include any memory configured to retain data during a power cycle. The volatile memory may include FLASH memory, a hard disk drive, and a USB drive. The volatile memory may be configured to be removable to facilitate data transfer. The vehicle DAS 150 may include a user interface through which the operation of the vehicle DAS 150 may be controlled and monitored by a user. Communication via the user interface may be via a wired (e.g., USB, Ethernet) and / or wireless connection (e.g., IEEE 802.11, BLUETOOTH). The vehicle DAS 150 may include an interface for connecting to the vehicle network 112.

[0029] The vehicle DAS 150 can be used to collect noise and vehicle data for later playback. For example, microphone signals can be periodically sampled along with data from the vehicle network 112. The data can be sampled at periodic intervals and stored in non-volatile memory for later use. The data can be stored with a timestamp to identify the relative timing of the samples so that accurate playback can be achieved. The vehicle DAS 150 can be configured to collect uncorrected data from the vehicle. That is, data can be collected without the NMM 102 operating to modify the audio within the cabin. The vehicle DAS 150 can collect vehicle noise data, including engine noise, during various speed and acceleration profiles. Test scenarios for collecting data can be developed to emphasize specific noise sources. For example, different test scenarios and conditions can be considered to record engine noise, wind noise, suspension noise, and road noise. Test scenarios can be configured to dominate one type of noise to isolate a specific noise source.

[0030] The vehicle DAS 150 can be configured with a connector compatible with the connector 106. In this configuration, the vehicle DAS 150 can be plugged into the vehicle 100 in place of the NMM 102. In this configuration, no vehicle rewiring is required. In some configurations, the functions performed by the vehicle DAS 150 can be implemented in the NMM 102. The NMM 102 can include a data collection mode that can be initiated through a diagnostic command or other trigger.

[0031] The vehicle DAS 150 can also be configured to capture signals for generating a cabin acoustic model. The vehicle DAS 150 may be electrically coupled to the speakers 104. The vehicle DAS 150 can be configured to output signals to the speakers 104 and record input from the microphones 108. In some tests, the vehicle DAS 150 may drive only one of the speakers 104 at a time. The speaker signals can be configured to facilitate characterization of the cabin acoustic model; that is, the microphone's response to the sound provided by the speakers 104. The speaker output signals can be of a predetermined frequency and a predetermined amplitude. For example, the vehicle DAS 150 can output a series of sinusoidal waveforms to the speakers 104. The frequency and amplitude of the waveforms can be varied. By sweeping through a range of audible frequencies, the cabin environment can be characterized. The microphone signals can be sampled at an appropriate sampling rate to capture the dynamic content of the sound waves (e.g., at least twice the highest expected frequency).

[0032] The vehicle DAS 150 may include one or more evaluation microphones 152. The evaluation microphones 152 may be utilized to collect binaural acoustic information from within the cabin for auralization purposes. Signals from the evaluation microphones 152 may be recorded by the vehicle DAS 150 to collect binaural information from the cabin separately from the vehicle microphone signals. For this purpose, an additional wiring connection may be required between the evaluation microphones 152 and the vehicle DAS 150. The evaluation microphones 152 may be used to capture measurements of the head-related transfer functions (HRTFs) of each seat in the vehicle cabin. The evaluation microphones 152 may be placed in positions in the vehicle where an occupant's head would normally reside. The position of the evaluation microphones 152 may be a predetermined location. The predetermined location may be defined by coordinates, such as a three-dimensional distance from one of the speakers 104 or one of the microphones 108. As discussed above, the vehicle DAS 150 may be configured to output predetermined signals to the speakers 104 and record inputs received from the evaluation microphones 152. This data can be used to characterize the immediate audio response of the occupant.

[0033] The speaker output signal may be a combination of waveforms configured to sufficiently excite the dynamic forces of the expected transfer function to allow accurate identification. The speaker output signal may be configured to have sufficient frequency and amplitude content to properly excite the system dynamics. The corresponding responses of the microphone 108 and evaluation microphone 152 may be recorded. The collected data may be stored in non-volatile memory for later processing.

[0034] A cabin or vehicle acoustic model can be generated from data collected by the vehicle DAS 150. A set of transfer functions can be obtained by developing a transfer function from each speaker output to each microphone input. An offline processing unit can be configured to process the microphone and speaker data to generate transfer functions representing the cabin acoustic model. Various techniques can be used to derive transfer functions from the system inputs and outputs. For example, a model structure can be selected, and then the microphone and speaker data can be processed using a system identification method to determine the parameters of the model structure. For example, a least-squares estimation algorithm can be used to estimate the parameters. In another embodiment, a deconvolution technique based on time-domain convolution can be used with exponential sine-wave swept speaker output signals.

[0035] The vehicle acoustic model can be represented in the frequency domain. The microphone and speaker data can be processed using a discrete Fourier transform. The microphone and speaker data can be transformed to the frequency domain using a discrete Fourier transform. Parameters of a frequency domain transfer function can be calculated from the frequency domain microphone and speaker data. An estimation algorithm can be performed to generate the frequency domain parameters of the transfer function. The time domain transfer function can be obtained by calculating the inverse Fourier transform of the frequency domain transfer function. In another configuration, the frequency domain transfer function can be obtained by calculating the Fourier transform of the time domain transfer function.

[0036] The HRTFs can also be represented in the frequency domain. The evaluation microphone and speaker data can be processed using a discrete Fourier transform. The evaluation microphone and speaker data can be transformed into the frequency domain using a discrete Fourier transform. Parameters of a frequency domain transfer function can be calculated from the frequency domain evaluation microphone and speaker data. An estimation algorithm can be implemented to generate the frequency domain parameters of the HRTFs. The time domain transfer function can be obtained by calculating the inverse Fourier transform of the frequency domain transfer function. In another configuration, the frequency domain transfer function can be obtained by calculating the Fourier transform of the time domain transfer function.

[0037] FIG. 2 shows the NMM 102 coupled to a hardware-in-the-loop (HIL) system 200 that simulates the vehicle environment. The HIL system 200 can be configured to provide signals to the NMM 102, causing the NMM 102 to function as it would in the vehicle 100. Additionally, the HIL system 200 accepts outputs from the NMM 102 in the same manner as the vehicle 100. The HIL system 200 allows the NMM 102 to operate as if it were within the vehicle 100. The HIL system 200 can be configured to receive signals from the NMM 102 and provide signals to the NMM 102 to simulate the acoustic environment of the vehicle cabin. The simulation can utilize transfer functions derived from actual vehicle data, as previously described herein. In this manner, the HIL system 200 can provide an accurate simulation of the vehicle environment for testing and calibrating the NMM 102. The HIL system 200 can further provide a virtual environment that adds auralization capabilities for subjectively and objectively assessing the interior sound field.

[0038] Auralization is a technique for rendering a sound field through a playback device such as headphones or a speaker array to create a spatial effect. This technique is used to create an external sound image for the listener, reconstructing the soundscape as a 3D impression. Auralization may require special processing during both the recording and playback process.

[0039] During recording, microphones (e.g., evaluation microphones 152) can be placed directly at the listener's (or mannequin's) two ears (binaural recording) or around the listener's (or mannequin's) head in a specific pattern (e.g., circular) to capture the interaction of the listener's (or mannequin's) head and torso with the sound field as sound events occur. For example, during data collection, the evaluation microphones 152 may be positioned so that the occupant's head is in an expected position. Data collection can include moving the evaluation microphones 152 to different positions. For example, the seat position can be adjusted to various positions to change the relative placement of the evaluation microphones 152 with respect to the speakers 104.

[0040] During playback, the binaural recordings may be played back to the same listener through calibrated headphones or binaural speakers. Different listeners' individual head-related transfer functions (HRTFs) can be used to correct for head and torso differences and then convolved with the source signal for a rendered, audible effect.

[0041] The effect of auralization is to create a sound field that is heard by a person in a particular seating position within the vehicle; that is, sounds may appear to be emanating from different directions. Auralization can provide this effect by creating sounds through headphones or a set of binaural speakers. Users of the virtual environment can place headphones over their ears to receive the sounds. The HIL system 200 can be configured to simulate responses at various seating positions within the vehicle. The seating positions may be selectable by the operator.

[0042] The HIL system 200 may include a microprocessor and volatile memory for executing instructions and programs. The HIL system 200 may include volatile memory for storing programs and data. Volatile memory may include any memory configured to retain data during a power cycle. Volatile memory may include FLASH memory, hard disk drives, and USB drives. Volatile memory may be configured to be removable to facilitate data transfer to other computing platforms. The modules shown in the HIL system 200 may be implemented as hardware, software, or some combination thereof.

[0043] The HIL system 200 can include a HIL connector 206 that is compatible with the NMM connector 106. If the NMM connector 106 consists of multiple connectors, the HIL connector 206 can also consist of multiple compatible connectors. The HIL connector 206 can plug into the NMM connector 106. The NMM connector 106 plugs into the HIL connector 206 as if it were connecting to the vehicle 100.

[0044] The HIL system 200 may include an NMM interface 216. The NMM interface 216 may include circuitry that provides compatible signals to the NMM 102. Additionally, the NMM interface 216 may include hardware and software functions configured to transfer signals between the NMM 102 and the HIL system 200. The NMM interface 216 may be configured to provide a specified impedance to each connection. The NMM interface 216 may be configured to selectively connect and disconnect power or ground connections to the NMM 102 to test the response of the NMM 102 to connection loss or power-up conditions. The selective connection and disconnection may be under microprocessor control. In some configurations, the selective connection and disconnection may be performed manually using switches.

[0045] The NMM interface 216 can be configured to provide microphone data to the NMM 102 via the microphone interface 212. The microphone interface 212 can include one or more digital-to-analog converters (DACs) configured to convert digital signals to analog signals. Additionally, the microphone interface 212 can be configured to output an analog signal representing the microphone signal of the vehicle microphone 108. The response of the microphone interface 212 can be configured to match the parameters of the vehicle microphone 108. For example, the microphone interface 212 can have a similar impedance to the vehicle microphone 108. In this manner, the NMM 102 cannot distinguish any difference between the signals provided by the microphone interface 212 and the actual vehicle microphone 108. The microphone interface 212 can simulate the dynamic response of a microphone and can include hardware or software filters to achieve the result.

[0046] The NMM interface 216 may include a vehicle network interface 210 configured to transfer data to a vehicle network terminal of the NMM 102. The vehicle network interface 210 may include hardware and software drivers that communicate with the NMM 102 through the vehicle network terminal. The HIL system 200 may further include a vehicle network manager 218 configured to output vehicle network signals used by the NMM 102. The vehicle network manager 218 may be comprised of a combination of hardware and software drivers. The vehicle network manager 218 may generate signals and messages that are transferred to the NMM 102 through the vehicle network interface 210. The vehicle network manager 218 may also convert signals and messages sent by the NMM 102 for use within the HIL system 200. The vehicle network manager 218 may provide sufficient signals and messages to simulate an error-free vehicle environment. The vehicle network manager 218 may be configured to selectively vary message or signal data to simulate various conditions in the vehicle 100. For example, the vehicle network manager may be configured to modify signals to simulate error conditions in vehicle modules to test the response of the NMM 102 to the error conditions.

[0047] The NMM interface 216 may include an NMM output interface 208. The NMM output interface 208 may be configured to provide a signal that is output from the NMM 102 to the HIL system 200. The NMM output interface 208 may include hardware and software drivers for providing the signal to the HIL system 200. For example, an analog signal output from the NMM 102 may be filtered and converted to a digital signal.

[0048] The NMM interface 216 may include an NMM input interface 204. The NMM input interface 204 may be configured to provide signals from the HIL system 200 to the NMM 102. The NMM input interface 204 may include hardware and software drivers for providing signals to the NMM 102. For example, the NMM input interface 204 may convert digital signals generated by the HIL system 200 to analog signals compatible with the input specifications of the NMM 102. The NMM input interface 204 may be configured to provide reference signals and inputs to the NMM 102. For example, any analog signal that can be used by the NMM 102 (e.g., an engine speed signal) may be provided via the NMM input interface 204. For example, in a road noise cancellation application, the NMM 102 may receive an accelerometer signal as an analog input. The NMM input interface 204 may be configured to output the accelerometer signal in a format acceptable to the NMM 102.

[0049] The NMM interface 216 may include a power management interface 214. The power management interface 214 may be configured to provide power and wayside signals to the NMM 102. The power management interface 214 may be controlled by the HIL system 200 to facilitate power cycling of the NMM 102. The power management interface 214 may be configured to provide voltage and current to the NMM 102. The HIL system 200 may be configured to selectively control the voltage and current output from the power management interface 214. For example, the HIL system 200 may be able to vary the voltage levels to test the response of the NMM 102 to various power supply voltage levels.

[0050] The NMM interface 216 may include a speaker interface 202 for providing speaker data to the HIL system 200. The speaker interface 202 may include hardware and software drivers for converting speaker signals output by the NMM 102 into signals that can be processed by the HIL system 200. For example, the speaker interface may include one or more analog-to-digital converters (ADCs) configured to convert analog speaker signals into digital values. The speaker interface may include circuitry that provides compatible circuitry to the NMM 102. For example, the impedance of the speaker interface 202 may be selectable to simulate various speakers. For example, the speaker interface 202 may be configurable to selectively provide impedances of 4 ohms, 8 ohms, or 16 ohms to simulate the electrical characteristics of a speaker.

[0051] The components of the NMM interface 216 can be configured to be easily changed or updated. For example, the components of the NMM interface 216 can be implemented on separate plug-in circuit boards, allowing functionality to change as the design changes. In some configurations, the components of the NMM interface 216 can include software modules that can be easily inserted and removed. Such functionality can allow the HIL system 200 to be quickly updated for different vehicle configurations.

[0052] The HIL system 200 can include an input / output (I / O) management module 220. The I / O management module 220 can be configured to generate signals for transfer between the NMM 102 and the HIL system 200. The I / O management module 220 can interface with the NMM output interface 208 to provide signals to the NMM 102. The I / O management module 220 can interface with the NMM input interface 204 to receive signals from the NMM 102.

[0053] The HIL system 200 can include a playback module 222. The playback module 222 can be configured to output previously recorded vehicle data, which can include data from the vehicle microphones 108 and the evaluation microphone 152, and generate signals within the HIL system 200 to check the response of the NMM 102 to the previously recorded data set. The playback module 222 can further receive input from the vehicle network manager 218. The signals from the vehicle network manager 218 can be used to select playback parameters and features to appropriately simulate corresponding vehicle or environmental conditions. For example, the previously recorded data can include microphone and vehicle network data from a vehicle test cycle. The playback module 222 can extract signals from the previously recorded data and output the signals to the NMM 102 and the HIL system 200. The playback module 222 can output signals having the same timing as the data was recorded. The playback module 222 can include the ability to play back any recorded microphone data or NMM 102 output in the HIL 200 to represent the vehicle sound field at the ear positions. For example, the playback module 222 may output microphone signals recorded during a vehicle test cycle. The microphone data may be transferred to the NMM 102. The NMM 102 may process the microphone data and generate a speaker output accordingly. The playback module 222 may include a first output 242 that is a signal from the vehicle microphone 108. The playback module 222 may include a second output 244 that is a signal from the evaluation microphone 152. The playback module 222 may interface with the I / O management module 220 to transfer analog and / or digital signals to the NMM 102. The playback module 222 may be configured to transfer previously recorded analog signals (e.g., accelerometer signals) to the NMM 102. The analog and audio signals may be output at the same timing as they were originally recorded.

[0054] The playback module 222 can be further configured to include playback of synthesized data. Customized playback data can be generated manually offline or through simulation. Offline simulation can be performed to generate noise data for various scenarios to be tested. Synthesized data can be useful in cases where vehicle data is difficult to obtain. For example, scenarios requiring extreme vehicle speeds may be created using synthesized data. The playback module 222 can be further configured to provide a combination of vehicle data and synthesized data. For example, it may be possible to add an additional noise signal to the data to simulate noise conditions not captured in the vehicle data.

[0055] The playback module 222 can be further configured to provide additional sounds. For example, the playback module 222 can include the capability to play music similar to a vehicle stereo system. The playback module 222 can include the capability to play announcements from various vehicle systems. For example, the playback module 222 can incorporate audio output from a navigation system. Such capabilities enable the HIL system 200 to test the response of the NMM 102 to typical vehicle sounds to ensure that such sounds are not degraded. The playback module 222 can include a library of vehicle sounds that can be played in various combinations to simulate system operation.

[0056] The HIL system 200 may implement a vehicle acoustic model 224. The vehicle acoustic model 224 may be implemented as a program or application. The vehicle acoustic model 224 may utilize a model of cabin acoustics determined offline. The vehicle acoustic model 224 may be represented in the frequency domain or the time domain. Parameters for the vehicle acoustic model 224 may be obtained from actual vehicle test data. The vehicle acoustic model 224 may be in the form of one or more transfer functions or impulse responses. The vehicle acoustic model 224 may receive speaker data and / or signals via the speaker interface 202. The vehicle acoustic model 224 may process the speaker signals using the transfer functions to generate microphone signals. The microphone signals may be audio signals expected at the locations of the vehicle microphones 108 within the vehicle cabin. The vehicle acoustic model 224 may further receive input from the I / O management module 220. The vehicle acoustic model 224 may further receive input from the vehicle network manager 218. For example, the window state signal may be provided by the vehicle network manager 218. The signal from the vehicle network manager 218 may be used to select acoustic models and / or parameters to appropriately simulate vehicle or environmental conditions.

[0057] The vehicle acoustic model 224 may output a time-domain signal representative of the expected audio signal at each vehicle microphone 108. The transfer function may be represented as a time-domain function (e.g., an impulse response). The vehicle acoustic model 224 may implement one or more convolution functions to process the speaker input signals. Convolving the time-domain transfer function with the speaker input signal may provide a time-domain signal representative of the audio at the associated microphone location. The vehicle acoustic model 224 may also be implemented as one or more filters or frequency-domain transfer functions. Parameters of the filters or frequency-domain transfer functions may be converted to corresponding discrete-time transfer functions to process the sampled speaker signals. The vehicle acoustic model 224 may be implemented and / or include functionality to minimize any delay in the signal due to computational latency.

[0058] The vehicle acoustic model 224 can output a signal representing the sound produced by the speaker output generated by the NMM 102 at each microphone location. This signal can be merged or combined with the sound signal (e.g., first output 242) generated by the playback module 222. The outputs of the vehicle acoustic model 224 and the playback module 222 can be sent to a combiner 226. The combiner 226 can be an adder configured to add the signals together. For example, the playback module 222 provides a sound signal representing the actual noise at the microphone 108 during vehicle testing. The vehicle acoustic model 224 provides a sound signal representing the sound generated by the NMM 102 at the microphone 108 to cancel the noise. The two signals can be combined to represent a resulting sound signal at the microphone, consisting of the playback signal and the correction signal. The output of the combiner 226 can be provided to the microphone interface 212 for forwarding to the NMM 102.

[0059] The HIL system 200 may further include an auralization model 248. The evaluation microphones 152 may be used to derive transfer function data or impulse response data at each seat occupant's ear position, which may be referred to as binaural information. The auralization model 248 may output time-domain signals representing the expected audio signals at the occupant's ears at a given position in the vehicle. The transfer functions may be expressed as time-domain functions (e.g., impulse responses). The auralization model 248 may implement a convolution function to process signals from the speaker input signals. Convolving the time-domain transfer functions with the speaker input signals may provide time-domain signals representing audio at the occupant's ears. This convolution process includes cabin acoustics recorded by the evaluation microphones 152, which are derived from head-related transfer functions. The auralization model 248 may also be implemented as a filter or frequency-domain transfer function. The parameters of the filter or frequency-domain transfer function may be converted to a discrete-time transfer function to process the sampled speaker output signals. The auralization model 248 may be implemented and / or may include functionality to minimize any delay in the signal due to computational latency.

[0060] The auralization model 248 can output a signal at each evaluation microphone 152 that represents the sound produced by the speaker output generated by the NMM 102. This signal can be merged or combined with the sound signal (e.g., second output 244) generated by the playback module 222. The outputs of the auralization model 248 and the playback module 222 can be sent to a second combiner 246. The second combiner 246 can be an adder configured to add the signals together. For example, the playback module 222 provides a sound signal that represents the actual noise at the evaluation microphone 152 during vehicle testing. The auralization model 248 provides a sound signal that represents the sound generated by the NMM 102 at the evaluation microphone 152 to cancel the noise. The two signals can be combined to represent a resulting sound signal at the evaluation microphone 152, consisting of the playback signal and the correction signal. The output of the combiner 246 can be provided to the evaluation module 228 and may be output to the headphones 234 and / or binaural speakers 236 .

[0061] In this manner, the HIL system 200 simulates the vehicle interior, allowing the NMM 102 to be tested and calibrated. The HIL system 200 simulates the response of the vehicle acoustic system to control the signals provided by the NMM 102. The HIL system 200 may further include an evaluation module 228. The evaluation module 228 may process the original vehicle microphone signals provided by the playback module 222 and the corrected audio provided by the combiner 226. The evaluation module 228 may process the original evaluation microphone signals provided by the playback module 222 and the corrected audio provided by the combiner 246. The evaluation module 228 may be programmed to automate the analysis of the signals. For example, the evaluation module 228 may provide statistics regarding the level of noise reduction. The output of the evaluation module 228 may be saved and stored in non-volatile memory for later comparison. The evaluation module 228 may allow for comparison of different control strategies implemented by the NMM 102. Additionally, the evaluation module 228 may enable comparison of parameter changes to the NMM 102. The evaluation module 228 may also record and analyze signals provided by the vehicle network manager 218, the NMM input interface 204, and the NMM output interface 208. The evaluation module 228 may also examine the frequency spectrum of the regenerated and corrected signals to evaluate the effectiveness of the system. For example, the evaluation module 228 may perform a Fourier transform on the signals to generate the frequency content.

[0062] The HIL system 200 may further be configured to test the noise synthesis capabilities of the NMM 102. The NMM 102 may include an electronic speech synthesis algorithm. For example, the NMM 102 may be configured to generate simulated engine noise during an acceleration event. The evaluation module 228 may be configured to evaluate the noise generated by the electronic speech synthesis system. The playback module 222 may include simulation data for testing the noise generation capabilities of the NMM 102. For example, the NMM 102 may be configured to generate an engine noise sound profile during a particular acceleration event. The playback module 222 may be configured with various acceleration events. Tests may be performed using the acceleration events to determine whether an appropriate response is obtained.

[0063] The HIL system 200 may be configured with an external interface module 232. The external interface module 232 may be configured to interface with an external computing system 230. The external interface module 232 may include a universal serial bus (USB), Ethernet, and / or a wireless network interface. The external interface module 232 may enable access to the HIL system 200 by the external computing system 230. For example, the external computing system 230 may be used to monitor the HIL system 200 and update parameters of the HIL system 200. The external computing system 230 may transfer configuration data to the HIL system 200 via the external interface module 232. Additionally, the HIL system 200 may be reprogrammed via the external interface module 232. For example, the external computing system 230 may be configured to reprogram the vehicle acoustic model and the auralization model and modify parameters of the models. The external interface module 232 enables the HIL system 200 to report data to the external computing system 230. The external interface module 232 further allows the operation of the HIL system 200 to be controlled and monitored by an external computing device 230 .

[0064] The external interface module 232 may be configured to interface with other devices. The external interface module 232 may include an interface for headphones 234, which may be connected to the HIL system 200. The headphones 234 may provide a stereo output to a listener. The external interface module 232 may further include an interface for one or more speakers 236. For example, binaural speakers may be connected to the HIL system 200. The binaural speaker system may include left and right speakers and may be configured to minimize crosstalk between the left and right sources. The external interface module 232 may further be configured to include an interface for a virtual reality (VR) system 238. For example, the VR system 238 may include audio and visual feedback to a simulated user. The external interface module 232 may further include an interface to a driving simulator 240. The driving simulator 240 allows a user to simulate various driving conditions. For example, the driving simulator 240 may be used to provide speed and acceleration profiles to the HIL system 200.

[0065] The external computing system 230 can be configured to provide input to the playback module 222. For example, an operator of the external computing system 230 can select a test to be performed or can request playback of a predetermined test pattern.

[0066] The HIL system 200 may further include a display for interfacing with an operator. The display may be a touchscreen display. Additionally, the HIL system 200 may include input devices, such as a keyboard or mouse, to allow input from an operator. The HIL system 200 may include hardware and software drivers for providing an operator interface.

[0067] The HIL system 200 can use an auralization method to render the sound field at the ear position for each seat in the cabin. The HIL system 200 can include a set of headphones 234 or binaural speakers 236 to enable a substantial subjective assessment of the cabin's interior sound quality. The HIL system 200 can be extended to provide feedback to the output of the headphones 234 plugged into a head tracking device, providing a complete interior sound field representation at every seat with head movement. The operator can select various audio signals to be played through the headphones 234. For example, the operator can choose to listen to the original vehicle microphone data and the corrected microphone data. The operator can further choose to listen to the original evaluation microphone data or the corrected evaluation microphone data with the auralization model applied.

[0068] 3 shows a possible flowchart for generating noise profiles and vehicle data. At operation 302, vehicle operation data can be recorded. For example, the vehicle can be operated through various speed and acceleration profiles. The signals at each microphone 108 and the evaluation microphone 152 can be sampled and stored in a vehicle data database 308 for later use. In addition, information from the vehicle network 112 can be recorded. Vehicle operation data can be sampled periodically and stored with timestamp data. Recording can be manually triggered by an operator. Recording can also be automated based on vehicle operating conditions.

[0069] At operation 304, the vehicle audio system may be activated to provide data to model the vehicle acoustics and auralization environment. For example, a predetermined speaker output signal may be generated and played through the speaker 104. Signals generated by the microphone 108 and the evaluation microphone 152 in response to the speaker output may be recorded and stored in a vehicle data database 308 for later processing.

[0070] At act 306, a vehicle acoustic model may be developed from the data stored from act 304. The speaker and microphone data may be used to create one or more transfer functions between the speaker 104 and the microphone 108. The transfer functions may define the response of the microphone 108 to the output of the speaker 104. Parameters describing the transfer functions may be stored in a vehicle acoustic model database 310 for later use. The parameters may be transferred to the HIL system 200.

[0071] At act 312, an auralization model may be developed from the data stored from act 304. The loudspeaker and evaluation microphone data may be used to create one or more auralization transfer functions between the loudspeaker 104 and the evaluation microphone 152. The auralization transfer functions may define the response of the evaluation microphone 152 to the output of the loudspeaker 104. Parameters describing the transfer functions may be stored in an auralization model database 314 for later use. The parameters may be transferred to the HIL system 200.

[0072] FIG. 4 shows a flowchart for a possible series of operations for implementing the HIL system 200. At operation 402, a test cycle may be selected. The selection may be an automatic selection in which the controller sequences through a predetermined set of test cycles. In some configurations, an operator may select the test cycle. At operation 404, the controller may be configured to reproduce a noise signal from pre-recorded data (e.g., from the vehicle data database 308). The noise signal may be output as a microphone signal to the NMM 102. At operation 406, a speaker signal may be received from the NMM 102. The NMM 102 may process the microphone data to generate speaker data. At operation 408, the speaker signal may be processed through the vehicle acoustic model 224. For example, a real-time convolution may be performed on the speaker signal and one or more time-domain transfer functions of the vehicle acoustic model 224. At operation 410, the output of the vehicle acoustic model 224 is combined with the reproduced noise signal to obtain a microphone signal. The combined signal may represent the microphone data after the noise compensation signal has been applied. At operation 412, the combined signal may be output to the microphone interface 212.

[0073] At operation 416, the auralization model 248 can be applied to the speaker signal. For example, a real-time convolution can be performed on the speaker signal and one or more time-domain transfer functions of the auralization model 248. At operation 418, the output of the auralization model 248 can be combined with the playback noise signal to obtain an audio output signal. The combined signal can represent the estimated microphone data after the noise compensation signal has been applied. At operation 420, the combined output can be provided to headphones 234 for the listener. At operation 414, the noise, compensated noise signal, and the auralization model output can be stored or processed for further analysis. The illustrated operations are not necessarily performed sequentially; operations may be performed in parallel. Furthermore, the operation sequence may be iterative, and the sequence may be repeated at predetermined intervals.

[0074] Although the above HIL system 200 is described with respect to a vehicle-based active noise management system, the use of the HIL system 200 is not necessarily limited to the automotive environment. The HIL system 200 can find use in any application where an active noise management system can be utilized. The method of collecting data and replaying the data with the HIL system 200 may also be used to test other types of active noise management systems.

[0075] The HIL system 200 improves the testing and calibration of noise management systems for vehicles. The HIL system 200 can also reduce development costs because development can be performed under laboratory conditions without the need for a development vehicle. The HIL system 200 also allows for consistent and accurate reproduction of the vehicle's noise environment, allowing for more cost-effective tuning and calibration of the noise management system.

[0076] While exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used herein are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the invention. In addition, features of various implementations can be combined to form additional embodiments of the invention.

Claims

1. 1. A system for evaluating a noise management module of a vehicle, comprising: The system includes a controller, the controller including an evaluation module, the controller receiving a speaker signal from the noise management module and transferring a microphone signal to the noise management module; filtering the speaker signals with a vehicle acoustic model to generate audio signals produced by the speaker signals at locations corresponding to locations of microphones on the vehicle associated with the noise management module; combining an audio profile and the audio signal to generate a microphone signal; filtering the speaker signals with an auralization model to generate rendered audio signals that create a spatial listening effect, and simulating sound produced by the speaker signals at a predetermined position of the user within the vehicle that is different from the position corresponding to the location of the microphone, wherein simulating includes obtaining a time-domain signal by convolving a time-domain transfer function with the speaker signals, the time-domain signal representing sound heard by the user's ears, and wherein convolving the time-domain transfer function with the speaker signals is implemented by the auralization model; receiving at least one first microphone signal representative of actual noise captured during vehicle testing at at least one evaluation microphone positioned around an occupant located within the vehicle; receiving an audio signal representing audio generated by the noise management module to cancel noise; providing a resultant audio signal by merging the at least one first microphone signal and the audio signal; outputting the resulting audio signal to the evaluation module; It is programmed to perform The evaluation module includes: examining the frequency spectrum of the resulting audio signal by performing a Fourier transform on the resulting audio signal to evaluate the effectiveness of the system; receiving the at least one first microphone signal representative of the actual noise captured during the vehicle test; receiving the resulting audio signal; and providing a statistical value corresponding to a level of noise reduction provided by the system based on the at least one first microphone signal and the resulting audio signal; A system configured to run

2. The system of claim 1 , wherein the predetermined position is associated with a seating position within the vehicle and an expected position of a vehicle occupant's head when seated at the seating position.

3. The system of claim 1 , wherein the auralization model is derived from actual speaker data from the vehicle and actual microphone data from an evaluation microphone placed near the predetermined location within the vehicle.

4. The system of claim 1 , wherein the controller is further programmed to combine the rendered audio signal with the audio profile to generate an evaluation audio signal.

5. The system of claim 4 , wherein the controller is further programmed to output the evaluation audio signal to an audio output device.

6. The system of claim 1 , wherein the auralization model represents the acoustic environment of the vehicle and defines a transfer function between the sound produced by the speaker signal and the sound at the predetermined location.

7. 2. The system of claim 1, wherein the vehicle acoustic model is obtained from previously recorded speaker data from the vehicle and previously recorded data from a microphone associated with the noise management module within the vehicle.

8. The system of claim 1 , wherein the audio profile comprises audio signals previously recorded in the vehicle.

9. The system of claim 1 , wherein the voice profile comprises synthesized voice data.

10. The system of claim 1 , wherein the controller is further programmed to transfer bus communication data and sensor signals synchronized to the audio profile to the noise management module.

11. 1. A method implemented in a controller including an evaluation module for simulating performance of a noise management module of a vehicle, the method comprising: receiving a speaker signal from the noise management module; generating an audio profile; filtering the speaker signals with a vehicle acoustic model to generate audio signals produced by the speaker signals at locations corresponding to locations of microphones on the vehicle associated with the noise management module; combining the audio profile and the audio signal to generate a microphone signal; filtering the speaker signals with an auralization model to generate rendered audio signals that create a spatial listening effect, and simulating sound produced by the speaker signals at a predetermined position of the user within the vehicle that is different from the position corresponding to the location of the microphone, wherein simulating includes obtaining a time-domain signal by convolving a time-domain transfer function with the speaker signals, the time-domain signal representing sound heard by the user's ears, and wherein convolving the time-domain transfer function with the speaker signals is implemented by the auralization model; receiving at least one first microphone signal representative of actual noise captured during vehicle testing at at least one evaluation microphone positioned around an occupant located within the vehicle; receiving an audio signal representing audio generated by the noise management module to cancel noise; providing a resultant audio signal by merging the at least one first microphone signal and the audio signal; outputting the resulting audio signal to the evaluation module; The evaluation module includes: examining the frequency spectrum of the resulting audio signal by performing a Fourier transform on the resulting audio signal to evaluate the effectiveness of the system in simulating the performance of the noise management module; receiving the at least one first microphone signal representative of the actual noise captured during the vehicle test; receiving the resulting audio signal; and providing a statistical value corresponding to a level of noise reduction provided by the system based on the at least one first microphone signal and the resulting audio signal; and A method comprising:

12. The method of claim 11 , wherein the audio profile comprises audio signals previously recorded in the vehicle.

13. The method of claim 11 , further comprising outputting bass data and sensor signals associated with the audio profile to the noise management module.

14. The method of claim 11 , further comprising generating the auralization model from actual speaker data from the vehicle and data from an evaluation microphone located proximate to the location.

15. The method of claim 11 , wherein the location is associated with a seating position within the vehicle and an expected position of a vehicle occupant's head when seated at the seating position.

16. 1. A computer system having a program loaded therein, the program being programmed to simulate performance of a noise management module of a vehicle, the program comprising: receiving a speaker signal from the noise management module; generating an audio profile; filtering the speaker signals with a vehicle acoustic model to generate audio signals produced by the speaker signals at locations corresponding to locations of microphones on the vehicle associated with the noise management module; combining the audio profile and the audio signal to generate a microphone signal; transmitting the microphone signal to the noise management module; filtering the speaker signals with an auralization model to generate rendered audio signals that create a spatial listening effect, and simulating sound produced by the speaker signals at a predetermined position of the user within the vehicle that is different from the position corresponding to the location of the microphone, wherein simulating includes obtaining a time-domain signal by convolving a time-domain transfer function with the speaker signals, the time-domain signal representing sound heard by the user's ears, and wherein convolving the time-domain transfer function with the speaker signals is implemented by the auralization model; receiving at least one first microphone signal representative of actual noise captured during vehicle testing at at least one evaluation microphone positioned around an occupant located within the vehicle; receiving an audio signal representing audio generated by the noise management module to cancel noise; providing a resultant audio signal by merging the at least one first microphone signal and the audio signal; outputting the resulting audio signal to an evaluation module; The evaluation module includes: examining the frequency spectrum of the resulting audio signal by performing a Fourier transform on the resulting audio signal to evaluate the effectiveness of the system in simulating the performance of the noise management module; receiving the at least one first microphone signal representative of the actual noise captured during the vehicle test; receiving the resulting audio signal; and providing a statistical value corresponding to a level of noise reduction provided by the system based on the at least one first microphone signal and the resulting audio signal; and a computer system including instructions for executing the

17. 17. The computer system of claim 16, wherein the computer system includes a controller, and the program further includes instructions for exchanging data and sensor signals associated with the audio profile between the controller and the noise management module.

18. 17. The computer system of claim 16, wherein the location is associated with a seating position within the vehicle and an expected position of a vehicle occupant's head when seated at the seating position.

19. 17. The computer system of claim 16, wherein the auralization model is derived from actual loudspeaker data and actual microphone data from an evaluation microphone placed proximate the location of the vehicle.

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