Active noise control system, active noise control method and engineering vehicle

Abstract

A noise active control system, an active noise control method, and an engineering vehicle. The active noise control method is used for noise control in a noise suppression area of ​​an engineering vehicle, comprising: obtaining at least two groups of original noise data from different sources of the engineering vehicle based on a current working mode of the engineering vehicle; performing partial coherence analysis on each group of original noise data based on the at least two groups of original noise data to obtain groups of decoupled noise data after removing the influence of other groups of original noise data; generating active noise reduction signals corresponding to each group of decoupled noise data; generating sound-generating device driving signals based on the active noise reduction signals corresponding to each group of decoupled noise data; and sending the sound-generating device driving signals to a noise suppression sound-generating device located in or near the noise suppression area based on the current working mode, so that the noise suppression sound-generating device emits sound waves that suppress the noise in the noise suppression area.

Description

Technical Field

[0001] The present disclosure relates to the field of noise control, and in particular to an active noise control system, an active noise control method, and an engineering vehicle. Background Art

[0002] With the development of construction vehicles, drivers are demanding increasingly higher levels of acoustic and vibration comfort. Some construction vehicles have only a cab, while others have both a cab and a control room. Measurements and analysis of the noise levels in the cab and control room reveal that mid- and low-frequency noise (i.e., noise below 500 Hz) is predominant.

[0003] To reduce noise in the cab or operator's cabin, current noise reduction technologies are primarily categorized as passive and active. Passive noise reduction utilizes techniques such as sound insulation, absorption, muffler, or damping. However, due to the longer wavelength and greater penetration of low-frequency noise, traditional passive noise reduction is less effective. Active noise reduction measures the frequency and amplitude of noise and applies reverse phase cancellation. This is more effective than high-frequency noise reduction, as its phase is easier to capture and signal latency is minimal.

[0004] In some noise reduction technologies related to engineering vehicles, the primary noise signals of multiple noise sources of the engineering vehicle are collected, and the low-frequency signal is obtained by filtering the high-frequency signal. The low-frequency signal is then output to the amplifier with the same frequency and opposite phase. The amplifier then amplifies the signal to a subsound source with the same amplitude as the primary noise signal, and then sends the subsound source signal to the sound-emitting unit to cancel the noise. Summary of the Invention

[0005] Research has found that the noise sources of engineering vehicles are characterized by multiple sources, high decibels, and close distances. The superposition of noises of different frequencies and decibels makes the collected noise signal waveform complex. On the one hand, it is difficult to capture the phase for offsetting. On the other hand, the complex noise signal processing calculation amount is large, and it cannot respond quickly. The output delay of the suppressed sound signal is large, and the noise reduction effect is not obvious. At the same time, it is affected by environmental noise and other noise sources. The noise source sound signal is complex when it passes directly through sound signal collectors such as microphones, and is affected by environmental noise and mutual interference between noise sources. This brings great difficulties to the frequency division processing of the noise source. The output suppression signal has a high delay and the noise reduction effect is not obvious.

[0006] In view of this, embodiments of the present disclosure provide an active noise control system, an active noise control method, and an engineering vehicle, which can improve the noise reduction effect.

[0007] In one aspect of the present disclosure, a noise active control method is provided for controlling noise in a noise suppression area of ​​an engineering vehicle, comprising:

[0008] obtaining at least two sets of original noise data of the engineering vehicle from different sources according to a current working mode of the engineering vehicle;

[0009] Based on at least two groups of original noise data, partial coherence analysis is performed on each group of original noise data to obtain each group of decoupled noise data after removing the influence of other groups of original noise data;

[0010] Generate active noise reduction signals corresponding to each set of decoupled noise data;

[0011] generating a sound device driving signal according to the active noise reduction signals corresponding to each set of decoupled noise data;

[0012] According to the current working mode, the sound-generating device driving signal is sent to the noise-suppressing sound-generating device located in or near the noise-suppressing area, so that the noise-suppressing sound-generating device emits sound waves that suppress noise in the noise-suppressing area.

[0013] In some embodiments, the step of obtaining at least two sets of original noise data from different sources of the engineering vehicle includes:

[0014] At least two sets of raw noise data are received from an acoustic vibration source and / or a reference microphone in the engineering vehicle.

[0015] In some embodiments, the acoustic vibration source includes at least one of an engine, a fan, a gearbox, a hydraulic pump, a tire, and a road surface excitation and operating mechanism.

[0016] In some embodiments, the active noise control method further includes:

[0017] Determining the current working mode of the engineering vehicle according to the received working mode selection instruction of the engineering vehicle; or

[0018] A current operating mode of the engineering vehicle is determined according to the current operating condition of the engineering vehicle.

[0019] In some embodiments, the active noise control method further includes:

[0020] Obtaining a first error noise signal collected by an error microphone in the engineering vehicle located in or near the noise suppression area;

[0021] Feedback control is performed on the sound-generating device driving signal according to the first error noise signal to reduce the sound pressure level of the noise suppression area.

[0022] In some embodiments, the step of performing feedback control on the sound device driving signal according to the first error noise signal includes:

[0023] Performing waveform superposition of the sound signal transmitted from the noise suppression sounding device to the error microphone and the first error noise signal to obtain a second error noise signal that suppresses interference;

[0024] performing signal processing on the second error noise signal from an analog signal to a digital signal;

[0025] Feedback control is performed on the sound device driving signal according to the first processed signal obtained through signal processing, and the sound device driving signal adjusted by feedback control is processed from a digital signal to an analog signal and then sent to the noise suppression sound device.

[0026] In some embodiments, the step of performing signal processing on the second error noise signal from an analog signal to a digital signal comprises:

[0027] performing analog-to-digital conversion on the second error noise signal to obtain a digital signal;

[0028] performing low-pass filtering on the digital signal;

[0029] Downsampling the low-pass filtered digital signal to obtain the first processed signal.

[0030] In some embodiments, the step of processing the sound-generating device driving signal adjusted by feedback control from a digital signal to an analog signal includes:

[0031] Upsampling the sound-generating device drive signal adjusted by the feedback control;

[0032] performing low-pass filtering on the upsampled sound device drive signal;

[0033] Performing digital-to-analog conversion on the low-pass filtered driving signal of the sound-generating device.

[0034] In some embodiments, the engineering vehicle is a loader, the noise suppression area includes the cab of the loader, the error microphone includes two first error microphones located on the left and right sides of the headrest of the driver's seat, respectively, and the noise suppression sounding device includes:

[0035] Two primary speakers, located on the left and right sides of the driver's seat headrest;

[0036] a second speaker located on a ceiling of a cab of the loader; and

[0037] The third speaker is located on the right A-pillar of the loader's cab.

[0038] In some embodiments, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources according to the current working mode of the engineering vehicle includes:

[0039] In response to the current working mode of the loader being the driving mode, obtaining two sets of original noise data from two reference microphones located at the front and rear sides of a cab of the loader, respectively;

[0040] Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in or near the noise suppression area includes: in response to the current working mode of the loader being the driving mode, sending the sound device driving signal to the two first speakers.

[0041] In some embodiments, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources according to the current working mode of the engineering vehicle includes:

[0042] In response to the loader's current operating mode being a travel+work mode, obtaining two sets of raw noise data from two reference microphones located on diagonally opposite sides of a cab of the loader, respectively, and raw noise data from a vibration sensor located on a bottom of the cab of the loader;

[0043] Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in or near the noise suppression area includes: in response to the current working mode of the loader being the driving + working mode, sending the sound device driving signal to the two first speakers, the second speaker and the third speaker.

[0044] In some embodiments, the engineering vehicle is an excavator, the noise suppression area includes the cab of the excavator, the error microphone includes a second error microphone located on the left or right side of the headrest of the driver's seat, and the noise suppression sounding device includes:

[0045] The fourth speaker is located at the upper rear portion of the interior of the excavator's cab.

[0046] In some embodiments, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources according to the current working mode of the engineering vehicle includes:

[0047] In response to the current working mode of the excavator being the driving mode, obtaining two sets of raw noise data from an engine speed sensor and a main pump pressure sensor in the excavator;

[0048] Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in the noise suppression area or near the noise suppression area includes: in response to the current working mode of the excavator being the driving mode, sending the sound device driving signal to the fourth speaker.

[0049] In some embodiments, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources according to the current working mode of the engineering vehicle includes:

[0050] In response to the current working mode of the excavator being the operation mode, obtaining multiple sets of raw noise data from an engine speed sensor, a bucket hinge force sensor, a boom cylinder pressure sensor, an arm cylinder pressure sensor, and a bucket cylinder pressure sensor in the excavator;

[0051] Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in the noise suppression area or near the noise suppression area includes: in response to the current working mode of the excavator being the operation mode, sending the sound device driving signal to the fourth speaker.

[0052] In some embodiments, the engineering vehicle is a crane, the noise suppression area includes a cab and a control room of the crane, the error microphone includes a third error microphone located in the cab of the crane and a fourth error microphone located in the control room, and the noise suppression sound device includes:

[0053] two fifth speakers, respectively located on the left and right doors of the crane's cab;

[0054] a sixth speaker located on a ceiling of a cab of the crane;

[0055] a seventh loudspeaker located in the ceiling of the control room; and

[0056] Two eighth speakers are respectively located on the left and right sides of the seat in the control room.

[0057] In some embodiments, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources according to the current working mode of the engineering vehicle includes:

[0058] In response to the current working mode of the crane being the travel mode, obtaining multiple sets of raw noise data from a fan speed sensor, a shaft head vibration sensor, an engine speed sensor, and a gear position sensor in the crane;

[0059] Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in or near the noise suppression area includes: in response to the current working mode of the crane being the driving mode, sending the sound device driving signal to the two fifth speakers and the sixth speaker.

[0060] In some embodiments, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources according to the current working mode of the engineering vehicle includes:

[0061] In response to the current operating mode of the crane being the maneuvering mode, obtaining multiple sets of raw noise data from a fan speed sensor, an engine speed sensor, a main pump pressure sensor, a crane inclination angle sensor, a motor reducer noise sensor, a boom displacement sensor, and a winch noise sensor in the crane;

[0062] Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in or near the noise suppression area includes: in response to the current working mode of the crane being the maneuvering mode, sending the sound device driving signal to the seventh speaker and the two eighth speakers.

[0063] In one aspect of the present disclosure, an active noise control system is provided for controlling noise in a noise suppression area of ​​an engineering vehicle, comprising:

[0064] A noise suppression sound generating device is located in or near the noise suppression area; and

[0065] The controller is signal-connected to the noise suppressing sound generating device and is configured to execute the aforementioned active noise control method.

[0066] In some embodiments, the engineering vehicle includes an operating panel, the controller is signal-connected to the operating panel, and is configured to determine the current operating mode of the engineering vehicle based on an operating mode selection instruction received from the operating panel.

[0067] In some embodiments, the active noise control system further comprises:

[0068] an error microphone, located in or near the noise suppression area;

[0069] Among them, the controller is connected to the error microphone signal and is configured to obtain a first error noise signal collected by the error microphone, and to perform feedback control on the sound device driving signal according to the first error noise signal to reduce the sound pressure level of the noise suppression area.

[0070] In one aspect of the present disclosure, an engineering vehicle is provided, comprising: the aforementioned active noise control system.

[0071] According to an embodiment of the present disclosure, after obtaining at least two groups of original noise data from different sources of engineering vehicles, partial coherence analysis is performed on each group of original noise data to remove the influence of other groups of original noise data on this group of original noise data. The obtained decoupled noise data eliminates the interference of other noise data, thereby making the subsequent generation and processing of active noise reduction signals and sound device driving signals more convenient and accurate, so that the sound waves emitted by the noise suppression sounding device can better suppress the sound waves of noise in the noise suppression area, thereby effectively improving the noise reduction effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0073] The present disclosure can be more clearly understood from the following detailed description with reference to the accompanying drawings, in which:

[0074] Figure 1 is a flowchart of some embodiments of the active noise control method disclosed herein;

[0075] Figure 2 1 is a flow chart of feedback control of a driving signal of a sound-generating device according to an embodiment of the active noise control method disclosed herein;

[0076] Figure 3 is a schematic diagram of signal relationships according to some embodiments of the active noise control system disclosed herein;

[0077] Figure 4 2. It is a schematic diagram of signal relationships when the active noise control system embodiment of the present disclosure is applied to a loader;

[0078] Figure 5 This is a schematic diagram of the structure of an embodiment of the active noise control system disclosed herein applied to a loader;

[0079] Figure 6 2. It is a schematic diagram of signal relationships when the active noise control system according to the embodiment of the present disclosure is applied to an excavator;

[0080] Figure 7 This is a schematic diagram of the structure of an active noise control system according to an embodiment of the present disclosure applied to an excavator;

[0081] Figure 8 2. It is a schematic diagram of signal relationships when the active noise control system according to the embodiment of the present disclosure is applied to a crane;

[0082] Figure 9This is a schematic structural diagram of an embodiment of the active noise control system disclosed herein applied to a traveling mode of a crane;

[0083] Figure 10 It is a structural diagram of the operation mode of a crane applied to an embodiment of the active noise control system disclosed in the present invention.

[0084] It should be understood that the size of each part shown in the drawings is not drawn according to the actual proportional relationship.In addition, the same or similar reference numerals represent the same or similar components. DETAILED DESCRIPTION

[0085] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative and is in no way intended to limit the present disclosure, its application, or use. The present disclosure can be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are provided to make the present disclosure thorough and complete and to fully convey the scope of the present disclosure to those skilled in the art. It should be noted that unless otherwise specifically stated, the relative arrangement of parts and steps, the composition of materials, numerical expressions, and numerical values ​​set forth in these embodiments should be interpreted as being merely exemplary and not as limiting.

[0086] The terms "first", "second" and similar terms used in this disclosure do not indicate any order, quantity or importance, but are only used to distinguish different parts. The terms "include" or "comprises" and similar terms mean that the elements before the term include the elements listed after the term, and do not exclude the possibility of also including other elements. The terms "upper", "lower", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0087] In the present disclosure, when a specific device is described as being located between a first device and a second device, an intervening device may or may not be present between the specific device and the first device or the second device. When a specific device is described as being connected to another device, the specific device may be directly connected to the other device without an intervening device, or may be not directly connected to the other device but with an intervening device.

[0088] All terms (including technical or scientific terms) used in this disclosure have the same meaning as those understood by one of ordinary skill in the art to which this disclosure belongs, unless otherwise specifically defined. It should also be understood that terms defined in, for example, general dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the relevant technology, and should not be interpreted in an idealized or highly formal sense, unless explicitly defined herein.

[0089] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0090] In some noise reduction technologies related to engineering vehicles, the primary noise signals of multiple noise sources of the engineering vehicle are collected, and the low-frequency signal is obtained by filtering the high-frequency signal. The low-frequency signal is then output to the amplifier with the same frequency and opposite phase. The amplifier then amplifies the signal to a subsound source with the same amplitude as the primary noise signal, and then sends the subsound source signal to the sound-emitting unit to cancel the noise.

[0091] Research has found that the noise sources of engineering vehicles are characterized by multiple sources, high decibels, and close distances. The superposition of noises of different frequencies and decibels makes the collected noise signal waveform complex. On the one hand, it is difficult to capture the phase for offsetting. On the other hand, the complex noise signal processing calculation amount is large, and it cannot respond quickly. The output delay of the suppressed sound signal is large, and the noise reduction effect is not obvious. At the same time, it is affected by environmental noise and other noise sources. The noise source sound signal is complex when it passes directly through sound signal collectors such as microphones, and is affected by environmental noise and mutual interference between noise sources. This brings great difficulties to the frequency division processing of the noise source. The output suppression signal has a high delay and the noise reduction effect is not obvious.

[0092] In view of this, embodiments of the present disclosure provide an active noise control system, an active noise control method, and an engineering vehicle, which can improve the noise reduction effect.

[0093] Figure 1 1 is a flow chart of some embodiments of the active noise control method disclosed herein. Figure 1 The embodiment of the present disclosure provides a noise active control method for controlling noise in a noise suppression area of ​​an engineering vehicle. The noise active control method includes steps S1 to S5.

[0094] The noise suppression area of ​​an engineering vehicle refers to the area on the engineering vehicle where noise reduction is desired, such as the cab or the operating room.

[0095] Steps S1 to S5 in the active noise control method can be performed locally by the controller of the engineering vehicle, or remotely by a remote control platform communicating with the controller of the engineering vehicle, or by the local controller and the remote control platform in cooperation.

[0096] In step S1 , at least two groups of original noise data of the engineering vehicle from different sources are obtained according to the current working mode of the engineering vehicle.

[0097] Engineering vehicles may have multiple operating modes, and the operating modes may vary depending on the type of engineering vehicle. Since the sources of noise involved in different operating modes may be different, the raw noise data obtained in step S1 according to the current operating mode may also be different.

[0098] For example, a loader may have a travel mode and a travel + work mode, with both operating modes generating noise from the same and different sources. Another example is an excavator with a travel mode and a work mode, and a crane with a travel mode and a maneuvering mode.

[0099] In step S2, based on at least two groups of original noise data, partial coherence analysis is performed on each group of original noise data to obtain each group of decoupled noise data after removing the influence of other groups of original noise data.

[0100] Considering the mutual influence of noise from different sources in construction vehicles, the resulting noise signals are complex and difficult to process. By performing partial coherence analysis on each set of raw noise data, we can remove the influence of other sets of raw noise data, thereby obtaining relatively pure and easier-to-process decoupled noise data.

[0101] When performing partial coherence analysis, at least two sets of noise data from multiple sources are first obtained through testing. After preprocessing these noise data (e.g., removing the mean and normalizing them), they are then input into existing mathematical models, such as multivariate autoregressive models and neural network models, to obtain the partial coherence function between each set of noise signals and the other sets of noise signals. Based on this, a decoupled noise signal is constructed by removing the influence of the other sets of noise signals from each set of noise signals.

[0102] In step S3 , active noise reduction signals corresponding to each set of decoupled noise data are generated.

[0103] For each set of decoupled noise data, a corresponding active noise reduction signal can be generated based on the frequency, amplitude, and phase of the corresponding noise waveform signal. For example, an active noise reduction signal with the same frequency, amplitude, and opposite phase as the noise waveform signal corresponding to the decoupled noise data is generated.

[0104] In step S4, a sound device driving signal is generated according to the active noise reduction signals corresponding to each set of decoupled noise data.

[0105] After obtaining the active noise reduction signals corresponding to each set of decoupled noise data, a sound device driving signal for driving the sound device can be generated based on these active noise reduction signals. For example, the waveforms of these active noise reduction signals can be superimposed to form a superimposed waveform, which can be directly used as the sound device driving signal. In another example, after superimposing the waveforms of these active noise reduction signals to form a superimposed waveform, the superimposed waveform can be adjusted for parameters such as amplitude and phase to form the sound device driving signal for driving the sound device.

[0106] In step S5, according to the current working mode, the sound-generating device driving signal is sent to the noise suppression sound-generating device located in or near the noise suppression area, so that the noise suppression sound-generating device emits sound waves that suppress noise in the noise suppression area.

[0107] The noise-suppressing sound-generating device may include a speaker capable of emitting sound waves of corresponding frequency, amplitude, and phase based on the received sound-generating device drive signal. For different current operating modes, the noise sources targeted by noise suppression vary, and the noise suppression area may also vary. Therefore, in step S5, based on the current operating mode, the generated sound-generating device drive signal is transmitted to the corresponding noise-suppressing sound-generating device within or near the noise suppression area, thereby emitting sound waves that suppress the noise within the noise suppression area, achieving effective noise suppression in the noise suppression area.

[0108] In this embodiment, after obtaining at least two groups of original noise data from different sources of engineering vehicles, partial coherence analysis is performed on each group of original noise data to remove the influence of other groups of original noise data on this group of original noise data. The obtained decoupled noise data eliminates the interference of other noise data, thereby making the subsequent generation and processing of active noise reduction signals and sound device driving signals more convenient and accurate, so that the sound waves emitted by the noise suppression sounding device can better suppress the sound waves of noise in the noise suppression area, thereby effectively improving the noise reduction effect.

[0109] refer to Figure 1 In some embodiments, the step of obtaining at least two sets of original noise data from different sources of the engineering vehicle in step S1 includes: receiving at least two sets of original noise data from an acoustic vibration source and / or a reference microphone in the engineering vehicle.

[0110] For construction vehicles, the source of raw noise data can be acoustic vibration sources related to the vehicle's operating mode, such as at least one of the engine, fan, gearbox, hydraulic pump, tires, road excitation, and operating mechanism. Raw noise data can also come from a reference microphone installed on the construction vehicle to directly capture the raw noise signal in the environment. This raw noise data can serve as input data for the control system.

[0111] For ease of understanding, the following describes how to obtain raw noise data from common acoustic vibration sources in engineering vehicles.

[0112] The engine and cooling fan can use speed sensors to collect speed signals, the gear box can use gear sensors to collect gear signals, the hydraulic pump can use pressure sensors to collect pressure signals, and the tire and road excitation can use vibration sensors to collect vibration signals.

[0113] For engine noise, this noise signal is usually composed of intake and exhaust noise, combustion noise and mechanical noise. It is generally composed of a steady-state fundamental frequency and a series of harmonic components. Its frequency f (Hz) can be expressed as:

[0114] f(Hz)=i*(N*n) / (60τ);

[0115] Where N is the number of cylinders (dimensionless), n is the engine speed (r / min), τ is the engine stroke (dimensionless), τ for a four-stroke is 2, τ for a two-stroke is 1, and i is the harmonic number, which can be 1, 2, 3, etc.

[0116] According to the experiment, the relationship between engine speed and sound pressure can be obtained, and the sound pressure amplitude of the engine noise can be calculated accordingly.

[0117] In this way, the active noise reduction waveform signal is further generated according to the frequency and sound pressure amplitude determined by the engine speed characteristics of the engineering vehicle during operation. At this time, the active noise reduction waveform signal may include fundamental frequency and multiplier characteristics.

[0118] For the rotational noise of a cooling fan, this noise signal is usually composed of a steady-state fundamental frequency and a series of harmonic components superimposed on each other. Its frequency f (Hz) can be expressed as:

[0119] f(Hz)=i*(z*n) / 60;

[0120] Where n is the fan speed (r / min), z is the number of fan blades (dimensionless), and i is the harmonic number (dimensionless), which can be 1, 2, 3, etc. When i = 1, the frequency is the fan's fundamental frequency.

[0121] The relationship between fan speed and sound pressure can be obtained from the experiment, and the sound pressure amplitude of the cooling fan noise can be calculated accordingly.

[0122] In this way, the frequency and sound pressure amplitude determined according to the speed characteristics of the cooling fan of the engineering vehicle during operation are used to further generate an active noise reduction waveform signal. At this time, the active noise reduction waveform signal may include fundamental frequency and multiplier characteristics.

[0123] For gearbox noise, this noise signal is usually generated by bearings, gears and other components. According to the gear information, the excitation frequency generated by each gear, bearing and other components in the current gear can be obtained. For example, the damage frequency of the bearing rolling element can be calculated as follows:

[0124]

[0125] Where RPM is the speed of the shaft where the bearing is located (r / min), N is the number of rolling elements in the bearing (dimensionless), and P d is the pitch diameter of the bearing (mm), B d is the diameter of the bearing rolling element (mm), and ψ is the contact angle of the bearing rolling element (degrees).

[0126] The gear meshing frequency can be calculated as follows:

[0127] f(Hz)=Z*RPM / 60;

[0128] Where Z is the number of gear teeth (dimensionless) and RPM is the speed of the gear shaft (r / min).

[0129] According to the experiment, the relationship between each gear position of the gearbox and the sound pressure can be obtained, and the sound pressure amplitude of the gearbox noise can be calculated accordingly.

[0130] In this way, the bearing frequency and sound pressure amplitude, as well as the gear frequency and sound pressure amplitude, determined according to the transmission gear characteristics of the engineering vehicle during operation, are used to further generate corresponding active noise reduction waveform signals. At this time, the active noise reduction waveform signal can include fundamental frequency and harmonic frequency characteristics.

[0131] For hydraulic pump noise, this noise signal is usually generated by components such as gears, plungers, and blades. The frequencies of these components can be calculated as follows:

[0132] f(Hz)=Z*RPM / 60;

[0133] Where Z is the number of gear teeth, plungers, or blades (dimensionless), and RPM is the rotational speed of the shaft on which the gears, plungers, or blades are located (r / min).

[0134] According to the experiment, the relationship between the main pump pressure and the sound pressure of the hydraulic pump can be obtained, and the sound pressure amplitude of the hydraulic pump noise can be calculated accordingly.

[0135] In this way, the corresponding active noise reduction waveform signals are further generated according to the main pump pressure characteristics of the engineering vehicle during operation and the frequency and sound pressure amplitude determined by the rotational speed of each component. At this time, the active noise reduction waveform signals can include fundamental frequency and harmonic frequency characteristics.

[0136] For tire and road excitation noise, tire noise is usually composed of a steady-state fundamental frequency and a series of harmonic components. Its frequency f (Hz) can be expressed as

[0137] The tire excitation frequency is:

[0138] f(Hz)=i*V / (2πR);

[0139] Where V is the crane speed (m / s), R is the tire radius (m), and i is the harmonic number (dimensionless), which takes values ​​of 1, 2, 3…

[0140] The road excitation frequency can be calculated by the following formula: x (n), G x (n) is the power spectrum density value of the road surface at the reference spatial frequency n;

[0141]

[0142] Among them, n is the spatial frequency (i.e. the reciprocal of wavelength λ), which means how many wavelengths are contained in each meter of length, and n0 is the reference spatial frequency (0.1m -1 ), G x (n0) is the power spectrum density value of the road surface at the reference spatial frequency n0.

[0143] The sound pressure amplitudes of both tire and road excitations can be equivalently obtained using vibration sensors. This allows the generation of corresponding active noise reduction waveform signals based on the vibration characteristics of the construction vehicle during driving. The active noise reduction waveform signals can include the fundamental frequency and its harmonics.

[0144] In addition to the above acoustic vibration sources, the engineering vehicle may also include other acoustic vibration sources, such as noise data determined based on displacement, force or inclination signals collected by a displacement sensor, force sensor or inclination sensor.

[0145] In some embodiments, a reference microphone can be installed on the construction vehicle to directly capture ambient noise signals. Depending on the location of the reference microphone, noise conditions at different locations on the construction vehicle can be determined. In other embodiments, the construction vehicle may not be equipped with a reference microphone.

[0146] The current working mode of the engineering vehicle can be obtained in a variety of ways. In some embodiments, the active noise control method may further include: determining the current working mode of the engineering vehicle according to a received working mode selection instruction of the engineering vehicle.

[0147] Accordingly, the operator of the engineering vehicle can form a working mode selection instruction provided to the controller by operating the operation panel of the engineering vehicle, such as pressing a button or rotating a knob to achieve the selection of the working mode, or can form a working mode selection instruction provided to the controller through control operations of a remote control device or a remote control platform.

[0148] The active noise control method may further include: determining a current operating mode of the engineering vehicle according to a current operating condition of the engineering vehicle. The controller may automatically determine the current operating mode according to the current operating condition, thereby performing corresponding active noise control.

[0149] For example, when the loader is in driving mode, the corresponding operating conditions include fixed idle speed, fixed rated speed, fixed maximum throttle, forward 1st gear, forward 2nd gear, reverse 1st gear, reverse 2nd gear, etc.; in driving + operation mode, the corresponding operating conditions include V-type operation, lifting, transportation, etc.

[0150] When the excavator is in driving mode, the corresponding working conditions include forward turtle gear, forward rabbit gear, reverse turtle gear, reverse rabbit gear, fixed idle speed, fixed rated speed, fixed maximum throttle, etc.; in operating mode, the corresponding working conditions include lifting the boom, retracting the bucket, retracting the bucket, rotating, lifting the boom, extending the bucket, straightening the bucket, lowering the boom, retracting the bucket, etc.

[0151] When the crane is in driving mode, the corresponding operating conditions include idling, full throttle acceleration, vehicle speed of 40km / h, vehicle speed of 60km / h, 80km / h, etc.; in operating mode, the corresponding operating conditions include raising and lowering the arm, extending and retracting, rotating, lifting, etc.

[0152] Figure 2 This is a flow chart of feedback control of the driving signal of the sound-generating device according to the embodiment of the active noise control method disclosed in the present invention. Figure 2 In some embodiments, the active noise control method further includes step S6 and step S7.

[0153] Step S6 and step S7 may be performed locally by the controller of the engineering vehicle, or remotely by a remote control platform communicating with the controller of the engineering vehicle, or by the local controller and the remote control platform in coordination.

[0154] In step S6 , a first error noise signal collected by an error microphone located in or near the noise suppression area of ​​the engineering vehicle is obtained.

[0155] The error microphone is positioned within or near the noise suppression area, for example, within the cab or outside the cab near the cab. More specifically, the error microphone can be positioned near the driver's ears, such as on either side of the headrest. The error microphone monitors the residual noise level after the active noise cancellation process in real time. The controller processes the error noise signal based on the first error noise signal received from the error microphone.

[0156] In step S7, feedback control is performed on the sound-generating device driving signal according to the first error noise signal to reduce the sound pressure level of the noise suppression area.

[0157] The controller can use existing feedback control algorithms, such as the Least Mean Squares (LMS) algorithm, the Normalized Least Mean Squares (NLMS) algorithm, and the Recursive Least Squares (RLS) algorithm, to adjust the sound device drive signal output to the noise suppression sound device based on the received first error noise signal, thereby updating the sound wave waveform emitted by the noise suppression sound device on demand or in real time, thereby reducing the sound pressure level in the noise suppression area and improving the active noise control effect. The feedback control process can be repeated until the sound pressure level in the noise suppression area drops to a reasonable range.

[0158] refer to Figure 2 In some embodiments, the step of performing feedback control on the sound device driving signal according to the first error noise signal in step S7 includes: waveform superposition of the sound signal of the sound wave emitted by the noise suppression sound device to the error microphone and the first error noise signal to obtain a second error noise signal that suppresses interference; performing signal processing from an analog signal to a digital signal on the second error noise signal; performing feedback control on the sound device driving signal according to the first processed signal obtained by signal processing, and performing signal processing from a digital signal to an analog signal on the sound device driving signal adjusted by the feedback control, and then sending it to the noise suppression sound device.

[0159] When designing the arrangement of the noise-canceling device and the error microphone, there may be a certain spatial distance between them. The sound waves emitted by the noise-canceling device, when propagating to the error microphone, can also interfere with the noise signal collected by the error microphone. Therefore, a transfer function can be obtained from the noise-canceling device to the error microphone through testing. Based on this transfer function, the sound signal transmitted from the sound wave emitted by the noise-canceling device to the error microphone is calculated and waveform-superimposed with the first error noise signal collected by the error microphone. Due to the phase difference between the two signals, waveform superposition can somewhat eliminate the influence of the sound wave emitted by the noise-canceling device, thereby obtaining a second error noise signal that suppresses interference.

[0160] After obtaining the second error noise signal, the second error noise signal is subjected to signal processing from an analog signal to a digital signal. In some embodiments, the signal processing may include performing analog-to-digital conversion on the second error noise signal to obtain a digital signal; performing low-pass filtering on the digital signal; and downsampling the low-pass filtered digital signal to obtain the first processed signal.

[0161] In this process, low-pass filtering is performed on the analog-to-digital converted digital signal to remove high-frequency interference signals contained in the digital signal. Downsampling the low-pass filtered digital signal can reduce the sampling rate of the digital signal, thereby reducing the amount of data and the computing resources required for subsequent processing.

[0162] Feedback control is performed on the sound device drive signal based on a first processed signal obtained through signal processing, and the sound device drive signal adjusted by the feedback control is signal processed from a digital signal to an analog signal before being transmitted to the noise suppression sound device. In some embodiments, the step of signal processing the sound device drive signal adjusted by the feedback control from a digital signal to an analog signal may include: upsampling the sound device drive signal adjusted by the feedback control; low-pass filtering the upsampled sound device drive signal; and digital-to-analog conversion of the low-pass filtered sound device drive signal.

[0163] During this process, the feedback-controlled drive signal to the sound-generating device is upsampled to increase the number of sample points and improve the output signal quality. High-frequency interference signals generated during the upsampling process are filtered out through low-pass filtering and then converted through digital-to-analog conversion into the analog signal used to drive the noise-canceling sound-generating device.

[0164] Figure 3 Schematic diagram of signal relationships according to some embodiments of the noise active control system disclosed herein. Figure 3The present disclosure provides an active noise control system, comprising a noise suppression device 2 and a controller 1. The noise suppression device 2 is located within or near a noise suppression area. The controller 1 is signal-connected to the noise suppression device 2 and configured to execute the active noise control method of the aforementioned embodiment.

[0165] The noise suppression device 2 may include a speaker. The controller 1 in the active noise control system may be an independent controller in the engineering vehicle, or may be an active noise control module integrated into the main controller of the engineering vehicle. In practice, the controller 1 may include circuits such as input channels, chips, output channels, and power amplifiers. The chip may have a built-in active noise control algorithm.

[0166] The input channel can be connected to an input unit and a chip. The input unit may include a reference microphone for collecting noise signals from the engineering vehicle, and may also include a vibration sensor, a pressure sensor, a speed sensor, a displacement sensor, a force sensor, a gear position sensor, or an inclination sensor, etc., which can reflect the excitation of the acoustic vibration source.

[0167] Vibration sensors are used to detect vibrations from construction vehicles. For example, axle head vibration sensors detect the frequency and amplitude of tire and road excitation. Pressure sensors are used to detect pressure signals from construction vehicles. For example, a main pump pressure sensor detects main pump pressure. Speed ​​sensors are used to detect speed signals from construction vehicles. For example, a fan speed sensor detects cooling fan speed, and an engine speed sensor detects engine speed.

[0168] Displacement sensors are used to collect displacement signals from construction vehicles. For example, a boom displacement sensor located on a crane boom collects boom displacement. Force sensors collect force signals from construction vehicles. Gear sensors collect gear information, such as the gear position of a transmission. Inclination sensors collect inclination signals from construction vehicles. For example, a crane inclination sensor, located near the lifting cylinder, collects the boom's operating angle.

[0169] The output channel can be connected to the chip through circuits such as a power amplifier and then to the noise-canceling device 2. This device can be used to generate noise-canceling sound waves, such as from door speakers, headrest speakers, and interior speakers in the cabin. The output unit, door speakers, are located in the vehicle doors and are primarily used to counteract the sound quality of door closing. Headrest speakers are located on both sides of the seatback near the head, and interior speakers are located in the ceiling and A-pillars.

[0170] refer to Figure 3In some embodiments, the engineering vehicle includes an operating panel 4 , and the controller 1 is signal-connected to the operating panel 4 and is configured to determine the current working mode of the engineering vehicle based on a working mode selection instruction received from the operating panel 4 .

[0171] The operation panel 4 may be provided with physical or virtual keys, buttons or knobs, or may be a touch screen capable of touch control.

[0172] refer to Figure 3 In some embodiments, the active noise control system further includes an error microphone 3, which is located within or near the noise suppression area. The controller 1 is signal-connected to the error microphone 3 and configured to obtain a first error noise signal collected by the error microphone 3 and perform feedback control on the sound-generating device drive signal based on the first error noise signal to reduce the sound pressure level in the noise suppression area.

[0173] Error microphones 3 can serve as feedback units for controller 1's chips, such as door error microphones, headrest error microphones, and cabin interior error microphones. Door error microphones are located on the doors and primarily collect door closing sound quality signals. Headrest error microphones are located on both sides of the seatback near the head, while cabin interior error microphones are located on the ceiling and A-pillars.

[0174] exist Figure 3 In addition to the aforementioned noise suppression device 2, error microphone 3, and operating panel 4, the engineering vehicle may also include a reference microphone 5 and / or at least one acoustic vibration source 6. The reference microphone 5 and / or at least one acoustic vibration source 6 may serve as input units for the controller 1 to provide raw noise signals. The controller 1 may be signal-connected to the reference microphone 5 and / or at least one acoustic vibration source 6 to obtain at least two sets of raw noise data from different sources for the engineering vehicle.

[0175] In addition, the controller 1 can also establish signal connections with other components in the engineering vehicle for control, such as signal connections with components related to vehicle driving or operation to achieve driving or operation control.

[0176] Based on the active noise control system in the above embodiment, the present disclosure also provides an engineering vehicle including the above active noise control system. The engineering vehicle can be a loader, excavator, or crane, or other engineering vehicles such as a pump truck, a drilling rig, etc.

[0177] Figure 4 It is a schematic diagram of signal relationships when the active noise control system embodiment of the present disclosure is applied to a loader. Figure 5This is a schematic diagram of the structure of the active noise control system according to the embodiment of the present disclosure applied to a loader. Figure 4 and Figure 5 In some embodiments, the engineering vehicle is a loader, the noise suppression area includes the cab EC1 of the loader, and the error microphone 3 includes two first error microphones 31 respectively located on the left and right sides of the headrest of the driver's seat.

[0178] The noise suppression device 2 includes two first speakers 21, a second speaker 22, and a third speaker 23. The two first speakers 21 are located on the left and right sides of the driver's seat headrest. The second speaker 22 is located on the ceiling of the loader's cab EC1. The third speaker 23 is located on the right A-pillar of the loader's cab EC1.

[0179] On this basis, corresponding to the driving mode of the loader, Figure 1 Step S1 in the embodiment may include: in response to the current working mode of the loader being the driving mode, obtaining two sets of original noise data from two reference microphones 5 located at the front and rear sides of the cab EC1 of the loader, respectively. Figure 1 Step S5 may include: in response to the current working mode of the loader being the driving mode, sending the sound device driving signal to the two first speakers 21.

[0180] On this basis, corresponding to the loader's driving + operation mode, Figure 1 Step S1 in the embodiment may include: in response to the current working mode of the loader being the travel + operation mode, obtaining two sets of original noise data from two reference microphones 5 located at the front and rear sides of the loader's cab EC1 in a diagonal direction, and original noise data from a vibration sensor 601 at the bottom of the loader's cab EC1. Figure 1 Step S5 may include: in response to the current working mode of the loader being the travel+operation mode, sending the sound device driving signal to the two first speakers 21 , the second speaker 22 and the third speaker 23 .

[0181] Figure 6 It is a schematic diagram of signal relationships when the active noise control system embodiment of the present disclosure is applied to an excavator. Figure 7 This is a schematic diagram of the structure of an active noise control system according to the present disclosure applied to an excavator. Figure 6 and Figure 7In some embodiments, the engineering vehicle is an excavator, the noise suppression area includes the cab EC2 of the excavator, the error microphone 3 includes a second error microphone 32 located on the left or right side of the headrest of the driver's seat, and the noise suppression sounding device 2 includes a fourth speaker 2 located on the upper rear part of the interior of the cab EC2 of the excavator.

[0182] On this basis, corresponding to the driving mode of the excavator, Figure 1 Step S1 in the embodiment may include: in response to the current working mode of the excavator being the driving mode, obtaining two sets of original noise data from an engine speed sensor 611 and a main pump pressure sensor 616 in the excavator. Figure 1 Step S5 may include: in response to the current working mode of the excavator being the driving mode, sending the sound device driving signal to the fourth speaker 24.

[0183] On this basis, corresponding to the excavator's operating mode, Figure 1 Step S1 in the process may include: in response to the current working mode of the excavator being the operation mode, obtaining multiple sets of original noise data from the engine speed sensor 611, the bucket hinge force sensor 612, the boom cylinder pressure sensor 613, the stick cylinder pressure sensor 614 and the bucket cylinder pressure sensor 615 in the excavator. Figure 1 Step S5 may include: in response to the current working mode of the excavator being the operation mode, sending the sound device driving signal to the fourth speaker 24.

[0184] Figure 8 It is a schematic diagram of signal relationships when the active noise control system embodiment of the present disclosure is applied to a crane. Figure 9 It is a structural diagram of the driving mode of a crane applied to an embodiment of the active noise control system disclosed in the present invention. Figure 10 This is a schematic diagram of the structure of the active noise control system embodiment of the present disclosure applied to the crane operation mode. Figures 8-10 In some embodiments, the engineering vehicle is a crane, the noise suppression area includes the cab EC3 and the control room CR of the crane, and the error microphone 3 includes a third error microphone 33 located in the cab EC3 of the crane and a fourth error microphone 34 located in the control room.

[0185] The noise suppression device 2 includes two fifth speakers 25, a sixth speaker 26, a seventh speaker 27, and two eighth speakers 28. The two fifth speakers 25 are located on the left and right doors of the crane cab EC3, respectively. The sixth speaker 26 is located on the ceiling of the crane cab EC3. The seventh speaker 27 is located on the ceiling of the control room CR. The two eighth speakers 28 are located on the left and right sides of the seat in the control room CR, respectively.

[0186] On this basis, corresponding to the driving mode of the crane, Figure 1 Step S1 in the embodiment may include: in response to the current working mode of the crane being the driving mode, obtaining multiple sets of raw noise data from a fan speed sensor 621, a shaft head vibration sensor 622, an engine speed sensor 623, and a gear position sensor 624 in the crane. Figure 1 Step S5 may include: in response to the current working mode of the crane being the traveling mode, sending the sound device driving signal to the two fifth speakers 25 and the sixth speaker 26.

[0187] On this basis, corresponding to the crane's operating mode, Figure 1 Step S1 in the process may include: in response to the current working mode of the crane being the maneuvering mode, obtaining multiple sets of raw noise data from a fan speed sensor 621, an engine speed sensor 623, a main pump pressure sensor 625, a crane inclination sensor 627, a motor reducer noise sensor 626, a boom displacement sensor 627, and a winch noise sensor 629 in the crane. Figure 1 Step S5 may include: in response to the current working mode of the crane being the maneuvering mode, sending the sound device driving signal to the seventh speaker 27 and the two eighth speakers 28.

[0188] Thus far, various embodiments of the present disclosure have been described in detail. To avoid obscuring the concept of the present disclosure, some details known in the art have not been described. Based on the above description, those skilled in the art can fully understand how to implement the technical solutions disclosed herein.

[0189] Although some specific embodiments of the present disclosure have been described in detail through examples, those skilled in the art will understand that the above examples are for illustration only and are not intended to limit the scope of the present disclosure. Those skilled in the art will understand that the above embodiments may be modified or some technical features may be replaced with equivalents without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.

Claims

1. A noise active control method for controlling noise in a noise suppression area of ​​an engineering vehicle, comprising: obtaining at least two sets of original noise data of the engineering vehicle from different sources according to a current working mode of the engineering vehicle; Based on at least two groups of original noise data, partial coherence analysis is performed on each group of original noise data to obtain each group of decoupled noise data after removing the influence of other groups of original noise data; Generate active noise reduction signals corresponding to each set of decoupled noise data; generating a sound device driving signal according to the active noise reduction signals corresponding to each set of decoupled noise data; According to the current working mode, the sound-generating device driving signal is sent to the noise-suppressing sound-generating device located in or near the noise-suppressing area, so that the noise-suppressing sound-generating device emits sound waves that suppress noise in the noise-suppressing area.

2. The active noise control method according to claim 1, wherein: The step of obtaining at least two sets of original noise data from different sources of the engineering vehicle includes: At least two sets of raw noise data are received from an acoustic vibration source and / or a reference microphone in the engineering vehicle.

3. The active noise control method according to claim 2, wherein: The acoustic vibration source includes at least one of an engine, a fan, a gearbox, a hydraulic pump, a tire, and a road surface excitation and operating mechanism.

4. The active noise control method according to claim 1, further comprising: determining a current operating mode of the engineering vehicle according to the received operating mode selection instruction of the engineering vehicle; or A current operating mode of the engineering vehicle is determined according to the current operating condition of the engineering vehicle.

5. The active noise control method according to claim 1, further comprising: Obtaining a first error noise signal collected by an error microphone in the engineering vehicle located in or near the noise suppression area; Feedback control is performed on the sound-generating device driving signal according to the first error noise signal to reduce the sound pressure level of the noise suppression area.

6. The active noise control method according to claim 5, wherein: The step of performing feedback control on the driving signal of the sound generating device according to the first error noise signal comprises: Performing waveform superposition of the sound signal transmitted from the noise suppression sounding device to the error microphone and the first error noise signal to obtain a second error noise signal that suppresses interference; performing signal processing on the second error noise signal from an analog signal to a digital signal; Feedback control is performed on the sound device driving signal according to the first processed signal obtained through signal processing, and the sound device driving signal adjusted by feedback control is processed from a digital signal to an analog signal and then sent to the noise suppression sound device.

7. The active noise control method according to claim 6, wherein: The step of performing signal processing on the second error noise signal from an analog signal to a digital signal includes: performing analog-to-digital conversion on the second error noise signal to obtain a digital signal; performing low-pass filtering on the digital signal; Downsampling the low-pass filtered digital signal to obtain the first processed signal.

8. The active noise control method according to claim 7, wherein: The step of processing the driving signal of the sound generating device adjusted by the feedback control from a digital signal to an analog signal comprises: Upsampling the sound-generating device drive signal adjusted by the feedback control; performing low-pass filtering on the upsampled sound device drive signal; Performing digital-to-analog conversion on the low-pass filtered driving signal of the sound-generating device.

9. The active noise control method according to any one of claims 5 to 8, wherein: The engineering vehicle is a loader, the noise suppression area includes the cab of the loader, the error microphone includes two first error microphones located on the left and right sides of the headrest of the driver's seat, and the noise suppression sounding device includes: Two primary speakers, located on the left and right sides of the driver's seat headrest; a second speaker located on a ceiling of a cab of the loader; and The third speaker is located on the right A-pillar of the loader's cab.

10. The active noise control method according to claim 9, wherein: According to the current working mode of the engineering vehicle, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources includes: In response to the current working mode of the loader being the driving mode, obtaining two sets of original noise data from two reference microphones located at the front and rear sides of a cab of the loader, respectively; Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in or near the noise suppression area includes: in response to the current working mode of the loader being the driving mode, sending the sound device driving signal to the two first speakers.

11. The active noise control method according to claim 9, wherein: According to the current working mode of the engineering vehicle, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources includes: In response to the loader's current operating mode being a travel+work mode, obtaining two sets of raw noise data from two reference microphones located on diagonally opposite sides of a cab of the loader, respectively, and raw noise data from a vibration sensor located on a bottom of the cab of the loader; Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in or near the noise suppression area includes: in response to the current working mode of the loader being the driving + working mode, sending the sound device driving signal to the two first speakers, the second speaker and the third speaker.

12. The active noise control method according to any one of claims 5 to 8, wherein: The engineering vehicle is an excavator, the noise suppression area includes the cab of the excavator, the error microphone includes a second error microphone located on the left or right side of the headrest of the driver's seat, and the noise suppression sounding device includes: The fourth speaker is located at the upper rear portion of the interior of the excavator's cab.

13. The active noise control method according to claim 12, wherein: According to the current working mode of the engineering vehicle, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources includes: In response to the current working mode of the excavator being the driving mode, obtaining two sets of raw noise data from an engine speed sensor and a main pump pressure sensor in the excavator; Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in the noise suppression area or near the noise suppression area includes: in response to the current working mode of the excavator being the driving mode, sending the sound device driving signal to the fourth speaker.

14. The active noise control method according to claim 12, wherein: According to the current working mode of the engineering vehicle, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources includes: In response to the current working mode of the excavator being the operation mode, obtaining multiple sets of raw noise data from an engine speed sensor, a bucket hinge force sensor, a boom cylinder pressure sensor, an arm cylinder pressure sensor, and a bucket cylinder pressure sensor in the excavator; Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in the noise suppression area or near the noise suppression area includes: in response to the current working mode of the excavator being the operation mode, sending the sound device driving signal to the fourth speaker.

15. The active noise control method according to any one of claims 5 to 8, wherein: The engineering vehicle is a crane, the noise suppression area includes a cab and a control room of the crane, the error microphones include a third error microphone located in the cab of the crane and a fourth error microphone located in the control room, and the noise suppression sounding device includes: two fifth speakers, respectively located on the left and right doors of the crane's cab; a sixth speaker located on a ceiling of a cab of the crane; a seventh loudspeaker located in the ceiling of the control room; and Two eighth speakers are respectively located on the left and right sides of the seat in the control room.

16. The active noise control method according to claim 15, wherein: According to the current working mode of the engineering vehicle, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources includes: In response to the current working mode of the crane being the travel mode, obtaining multiple sets of raw noise data from a fan speed sensor, a shaft head vibration sensor, an engine speed sensor, and a gear position sensor in the crane; Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in or near the noise suppression area includes: in response to the current working mode of the crane being the driving mode, sending the sound device driving signal to the two fifth speakers and the sixth speaker.

17. The active noise control method according to claim 15, wherein: According to the current working mode of the engineering vehicle, the step of obtaining at least two sets of original noise data of the engineering vehicle from different sources includes: In response to the current operating mode of the crane being the maneuvering mode, obtaining multiple sets of raw noise data from a fan speed sensor, an engine speed sensor, a main pump pressure sensor, a crane inclination angle sensor, a motor reducer noise sensor, a boom displacement sensor, and a winch noise sensor in the crane; Among them, according to the current working mode, the step of sending the sound device driving signal to the noise suppression sound device located in or near the noise suppression area includes: in response to the current working mode of the crane being the maneuvering mode, sending the sound device driving signal to the seventh speaker and the two eighth speakers.

18. An active noise control system for controlling noise in a noise suppression area of ​​an engineering vehicle, comprising: A noise suppression sound generating device is located in or near the noise suppression area; and A controller is signal-connected to the noise suppressing sound generating device and is configured to execute the active noise control method according to any one of claims 1-17.

19. The active noise control system according to claim 18, wherein: The engineering vehicle includes an operation panel, and the controller is signal-connected to the operation panel and is configured to determine a current operation mode of the engineering vehicle according to an operation mode selection instruction received from the operation panel.

20. The active noise control system according to claim 18, further comprising: an error microphone, located in or near the noise suppression area; Among them, the controller is connected to the error microphone signal and is configured to obtain a first error noise signal collected by the error microphone, and to perform feedback control on the sound device driving signal according to the first error noise signal to reduce the sound pressure level of the noise suppression area.

21. An engineering vehicle comprising: The active noise control system according to any one of claims 18 to 20.

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