## 3 Results  
In the following, the newly developed method is applied to real-world use cases in order to assess its effectiveness and identify potential areas for further refinement and optimization. To analyze the effectiveness of the proposed calculation method, the measured and adjusted masking thresholds of exemplary orders are compared across varying torque levels. For the validation, measurements from the luxury vehicle mentioned in Section 2, which was involved in the method's development, were used. Additionally, measurements from a compact crossover SUV, which was not part of the development process, were also utilized. This approach allowed for assessing the method's ability to generalize the torque-dependent effects across different automobile segments. To ensure that the evaluation covered a representative range of powertrain orders typical for electric vehicles, the following specific orders were considered: 10 th, 15 th, 23 rd, 28 th, 36 th and 48 th. This ensured that the order range relevant to the evaluation of powertrain noises was sufficiently covered for the validation. In the following, first, the application of the method is shown for the luxury vehicle by adjusting the masking threshold at 200 Nm to the masking threshold at 560 Nm. Figure 14 shows the initial masking threshold at 200 Nm (dotted line), the target masking threshold at 560 Nm (dashed line) and the adjusted masking threshold (solid line) at 560 Nm that was calculated from the initial masking threshold at 200 Nm for each order. To demonstrate the differences more clearly, Figure 15a exemplarily shows the initial (dotted line), adjusted (solid line) and target masking thresholds (dashed line) of the 10 th engine order. To illustrate the effect of the proposed method, the absolute value of the delta between the adjusted and the target masking threshold and the absolute value of the delta between the initial masking threshold at 200 Nm and the target masking threshold at 560 Nm are shown in Figure 15b. Figures 16 and 17 show the same representations for the 23 rd and 28 th engine orders. Figure 14: Adjusted (solid), initial (dotted) and target masking thresholds (dashed) of varying orders. It can be seen that over the entire rpm range, the delta can be significantly reduced by considering the influence of torque with the newly developed method. Especially in the intermediate order range (23 rd and 28 th engine orders), the error is below 2 dB above 2000 rpm and the error is below 1 dB above 4000 rpm. However, at low rpms and thus at low frequencies, the error in both cases, adjusted and not adjusted, is higher than at speeds above 2000 rpm. Figure 16: Comparison of adjusted and non-adjusted masking threshold (luxury vehicle, 23 rd order) (**a**), and delta between the adjusted and the target masking threshold and the delta between the initial masking threshold and the target masking threshold (**b**). Figure 15: Comparison of adjusted and non-adjusted masking threshold (luxury vehicle, 10 th order) (**a**), and delta between the adjusted and the target masking threshold and the delta between the initial masking threshold and the target masking threshold (**b**). Besides the luxury vehicle, the method is also applied to a crossover SUV that was not part of the development of the method. The same evaluations have been considered. Figure 18 shows the masking threshold (Figure 18a) and the delta representations between the initial masking threshold at 100 Nm and the target masking threshold at 370 Nm (Figure 18b) for the 10 th order of a compact SUV that was not used in the development of the method. Figures 19 and 20 show the same representations for the 23 rd and the 48 th engine orders. Compared to the luxury vehicle, similar observations can be made. The overall error of the non-adjusted masking threshold is higher compared to the luxury vehicle, indicating a more pronounced influence of the torque. However, over the entire considered speed range, the error could be significantly reduced by applying the new method.