Road noise reduction methods, apparatus, equipment and readable storage media

Abstract

This application discloses a road noise cancellation method, apparatus, device, and readable storage medium. The method includes the steps of: acquiring a first vibration signal of real-time noise from a single-axis accelerometer; generating a first anti-vibration signal based on the first vibration signal; and using the first anti-vibration signal to control a loudspeaker to play the first anti-noise signal to eliminate road noise. This application reduces the path for acquiring vibration signals, thereby lowering the bandwidth requirements of multi-axis accelerometers during data transmission and improving signal transmission efficiency.

Description

Technical Field

[0001] This application relates to the automotive field, and more particularly to a method, apparatus, device, and readable storage medium for road noise cancellation. Background Technology

[0002] When land vehicles travel on roads or tracks, they generate road noise, affecting driving comfort. Current technologies employ dual-axis or triaxial accelerometers to pick up multi-directional vibration signals from the chassis, enabling the acquisition and weighting of vibration signals under various road conditions. Alternatively, a single-axis accelerometer can be used to collect acceleration signals from multiple axes in various ways to eliminate road noise.

[0003] Traditional accelerometers are distributed in multiple locations on land vehicles, with each location equipped with a sensor capable of collecting 2 to 3 axial acceleration signals. This results in a large bandwidth being occupied during signal transmission, leading to signal delays. Summary of the Invention

[0004] In view of this, this application provides a road noise cancellation method, apparatus, device, and readable storage medium, which aims to improve signal transmission efficiency.

[0005] To achieve the above objectives, this application provides a road noise reduction method, which is applied to a road noise reduction device, and the method includes:

[0006] Acquire the first vibration signal of real-time noise from a single-axis accelerometer that collects real-time road conditions.

[0007] Based on the first vibration signal, a first anti-vibration signal is generated; the first anti-vibration signal is used to control the loudspeaker to play a first anti-noise signal to eliminate road noise.

[0008] For example, the acquisition of the first vibration signal of real-time noise from real-time road conditions collected by a single-axis accelerometer includes, prior to:

[0009] Acquire second vibration signals from multiple historical noises collected by a multi-axis accelerometer; the multiple historical noises are noises from multiple axes of multiple historical road conditions;

[0010] Calculate the target weight of the second vibration signal for each axis;

[0011] Based on the target weights, the installation angle of the single-axis accelerometer is determined.

[0012] For example, calculating the target weight of the second vibration signal for each axis includes:

[0013] Calculate the target weight components for each axis of each historical road condition;

[0014] Based on the target weight components, the target weight for each axis is determined.

[0015] For example, calculating the target weight component for each axis of each historical road condition includes:

[0016] Based on the second vibration signal, a second anti-vibration signal is generated; the second anti-vibration signal is used to control the speaker to play a second anti-noise signal.

[0017] Acquire a first noise signal inside the vehicle; the first noise signal is the noise signal resulting from the combined effect of the initial noise inside the vehicle and the second noise suppression.

[0018] If the intensity of the first noise signal is less than or equal to the intensity of the first preset noise signal, then the weight corresponding to the first noise signal is determined to be the target weight.

[0019] If the intensity of the first noise signal is greater than the intensity of the first preset noise signal, then return to the step of generating a second anti-vibration signal based on the second vibration signal.

[0020] For example, determining the target weight for each axis based on the target weight components includes:

[0021] Based on the target weight components, calculate the weight for each axis;

[0022] Based on the second vibration signal and the weight of each axis, a third anti-vibration signal is generated; the third anti-vibration signal is used to control the loudspeaker to play a third anti-noise signal.

[0023] Acquire a second noise signal inside the vehicle; the second noise signal is the noise signal resulting from the combined effect of the initial noise inside the vehicle and the third noise suppression.

[0024] If the intensity of the second noise signal is less than or equal to the intensity of the second preset noise signal, then the weight value is determined to be the target weight value.

[0025] If the intensity of the second noise signal is greater than the intensity of the second preset noise signal, then return to the step of generating a second anti-vibration signal based on the second vibration signal.

[0026] For example, the target weights include a first target weight along one axis and a second target weight along another axis, and determining the installation angle of the single-axis accelerometer based on the target weights includes:

[0027] Calculate the ratio of the first target weight to the second target weight;

[0028] Based on the ratio, the installation angle of the single-axis accelerometer is determined.

[0029] To achieve the above objectives, this application provides a road noise cancellation method applied to a single-axis accelerometer, the method further comprising:

[0030] The first vibration signal of real-time noise is collected based on real-time road conditions;

[0031] Upon receiving an acquisition command from the road noise cancellation device, the first vibration signal is transmitted to the road noise cancellation device so that the road noise cancellation device can generate a first anti-vibration signal; the first anti-vibration signal is used to control the loudspeaker to play a first anti-noise signal to eliminate road noise.

[0032] For example, to achieve the above objectives, this application also provides a road noise reduction device, the road noise reduction device comprising:

[0033] The first acquisition module is used to acquire the first vibration signal of real-time noise from the single-axis accelerometer collecting real-time road conditions.

[0034] The generation module is used to generate a first anti-vibration signal based on the first vibration signal; the first anti-vibration signal is used to control the loudspeaker to play a first anti-noise signal to eliminate road noise.

[0035] For example, to achieve the above objectives, this application also provides a road noise cancellation device, which includes a memory, a processor, and a road noise cancellation program stored in the memory and executable on the processor. When the road noise cancellation program is executed by the processor, it implements the steps of the road noise cancellation method as described above.

[0036] For example, to achieve the above objectives, this application also provides a computer-readable storage medium storing a road noise cancellation program, which, when executed by a processor, implements the steps of the road noise cancellation method as described above.

[0037] Compared to existing technologies that use multi-axis accelerometers to collect vibration signals along multiple axes, which require significant bandwidth for data transmission due to the large number of vibration signals collected, this application acquires a first vibration signal of real-time road noise from a single-axis accelerometer. Based on this first vibration signal, a first anti-vibration signal is generated. This first anti-vibration signal is used to control a loudspeaker to play a first anti-noise signal to eliminate road noise. This application generates an anti-vibration signal by installing the single-axis accelerometer at an appropriate angle and processing the vibration signal from one axis collected by the single-axis accelerometer, thus eliminating in-vehicle noise. Therefore, this application reduces the path for acquiring vibration signals, lowers the bandwidth requirements for data transmission compared to multi-axis accelerometers, and thereby increases signal transmission speed. Attached Figure Description

[0038] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0039] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 This is a flowchart illustrating the first embodiment of the road noise elimination method of this application;

[0041] Figure 2 This is a flowchart illustrating the second embodiment of the road noise elimination method of this application;

[0042] Figure 3 This is a schematic diagram of the adaptive noise cancellation system of the first embodiment of the road noise cancellation method of this application;

[0043] Figure 4 This is a schematic diagram of the hardware operating environment involved in the embodiments of this application.

[0044] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0045] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0046] This application provides a method for eliminating road noise, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the road noise elimination method of this application.

[0047] This application provides embodiments of a road noise reduction method. It should be noted that although a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order. For ease of description, the following description of the execution entities and the various steps of the road noise reduction method is omitted. The road noise reduction method includes:

[0048] Step S10: Obtain the first vibration signal of real-time noise from the single-axis accelerometer collecting real-time road conditions;

[0049] Step S20: Based on the first vibration signal, a first anti-vibration signal is generated; the first anti-vibration signal is used to control the loudspeaker to play a first anti-noise signal to eliminate road noise.

[0050] The specific steps are as follows:

[0051] Step S10: Obtain the first vibration signal of real-time noise from the single-axis accelerometer collecting real-time road conditions.

[0052] In this embodiment, the single-axis accelerometer is a sensor capable of acquiring acceleration changes along a single axis; real-time road conditions refer to the current road conditions the vehicle is traveling on; real-time noise refers to road noise generated during vehicle operation; and the first vibration signal is vibration information collected by the single-axis accelerometer during engine operation, tire friction, and other processes. During vehicle operation, vibration signals from the road conditions are collected in real time using the single-axis accelerometer.

[0053] For example, before acquiring the first vibration signal of real-time noise from the single-axis accelerometer collecting real-time road conditions, the process includes:

[0054] Step a: Obtain the second vibration signal of multiple historical noises collected by the multi-axis accelerometer; the multiple historical noises are noises from multiple axes of multiple historical road conditions.

[0055] In this embodiment, the multi-axis accelerometer is a sensor capable of acquiring acceleration changes in multiple axes; the historical noise is the noise in multiple axes from historical road conditions. The second vibration signal is vibration information collected by the multi-axis accelerometer during engine operation, tire friction, and other processes. The multi-axis vibration signals from multiple historical road conditions collected by the multi-axis accelerometer are acquired.

[0056] For example, historical road conditions include cement roads, gravel roads, and asphalt roads. For instance, three-axis accelerometers are installed at four locations on the vehicle's suspension system to acquire vibration signals when the vehicle is traveling on cement roads, gravel roads, and asphalt roads, respectively.

[0057] For example, the main direction of vehicle movement is defined as the X-axis, the direction orthogonal to the horizontal plane is the Y-axis, and the direction orthogonal to the X and Y axes is the Z-axis. Following the design method of multi-axis accelerometer RNC (Road Noise Cancellation), the accelerometer installation location is selected, and the hardware for vibration signal acquisition is completed. Vibration signals from multiple axes under one or more road conditions are collected. Since different road conditions have a significant impact on vibration signals, vibration signals from multiple different road conditions are typically collected.

[0058] For example, the multi-axis accelerometer RNC design method includes a triaxial accelerometer RNC design method and a biaxial accelerometer RNC design method. The triaxial accelerometer RNC design method involves setting independent accelerometers in the X, Y, and Z directions at multiple preset positions on the vehicle to acquire vibration signals in the X, Y, and Z directions. The biaxial accelerometer RNC design method involves setting independent accelerometers in the X and Z directions or Y and Z directions at multiple preset positions on the vehicle to acquire vibration signals in the X and Z directions or Y and Z directions.

[0059] For example, since the vibration signals collected mainly come from the tires and suspension system, the accelerometer is usually installed in the vehicle's suspension system, including independent suspension, torsion beam, etc.

[0060] Step b: Calculate the target weight of the second vibration signal for each axis.

[0061] In this embodiment, the weight for each axis is the degree of influence of the vibration signal along that axis on the in-vehicle noise, and the target weight is a weight applicable to all road conditions. The degree of influence of vibration signals along different axes on in-vehicle noise varies, and the weight is used to measure the correlation between the vibration signal along each axis and the in-vehicle noise. The weight is directly proportional to the correlation between the vibration signal along the corresponding axis. That is, the greater the correlation between the vibration signal along that axis and the in-vehicle noise, the larger the weight; the smaller the correlation, the smaller the weight. For example, the target weight along the X-axis is W. x The target weight along the Y-axis is W. y .

[0062] For example, calculating the target weight of the second vibration signal for each axis includes:

[0063] Step b1: Calculate the target weight components for each axis of each historical road condition.

[0064] In this embodiment, the target weight component is a weight applicable to a single road condition. Different road conditions have significantly different impacts on vehicle noise. To ensure that the single-axis accelerometer adapts to different road conditions at its installation angle, i.e., the direction of maximum sensitivity, a target weight component for each axis is calculated under different road conditions. This target weight component is the most accurate weight component. For example, the target weight component along the X-axis for road condition 1 is W. x1 The target weight component of road condition 2 along the Y-axis is W. y1 .

[0065] If a single-axis accelerometer is installed in one of the X, Y, or Z axes, it will have a high vibration acceleration sensitivity in that axis, while the vibration acceleration sensitivity in the normal direction of that axis will be very low. In this embodiment, the installation angle of the single-axis accelerometer, i.e. the direction of maximum sensitivity, corresponds to the weighted result of the vibration signal output by each axis of the triaxial accelerometer and the weight corresponding to each axis.

[0066] For example, calculating the target weight component for each axis of each historical road condition includes:

[0067] Step b11: Based on the second vibration signal, a second anti-vibration signal is generated; the second anti-vibration signal is used to control the speaker to play a second anti-noise signal.

[0068] In this embodiment, the anti-vibration signal is an output signal from the adaptive filter used to control the speaker to play anti-noise signals. The anti-noise signal is a noise wave with the same frequency but opposite waveform to the road noise, used to eliminate road noise. Vibration signals along multiple axes of the road are collected by a multi-axis accelerometer, and each axis's vibration signal is transmitted to the adaptive filter. The adaptive filter uses the LMS (Least Mean Square) algorithm to filter the vibration signal along each axis, generating a second anti-vibration signal, which is used to control the speaker to play a second anti-noise signal.

[0069] The vibration noise at a single location differs from the overall vibration noise of the vehicle. Collecting vibration signals from only one location would introduce significant errors. Therefore, multi-axis accelerometers are installed at multiple locations on the vehicle to collect vibration signals from these locations. An adaptive filter is used to filter the vibration signal from each multi-axis accelerometer, generating an anti-vibration signal for each accelerometer. These anti-vibration signals are then integrated to obtain the first anti-vibration signal.

[0070] like Figure 3 As shown, 301 is the signal source, 302 is the noise source, and 303 is the adaptive filter. The system has two inputs: one is the useful signal s mixed with noise, and the other is the reference input (noise n2) of the adaptive filter. Noise n1 and n2 are correlated, while the correlation between the noise and the useful signal s is relatively small. Therefore, the system output equals the error signal: e = y = s + n1 - n3, where n3 is the estimate of noise n2 after passing through the adaptive filter. The mean square value of the output signal is used as the evaluation index, aiming to completely cancel out the noise after passing through the adaptive filter, leaving only the useful signal. Assuming the weighting vector of the adaptive filter at time k is W(k), and M is the filter length or order, the expected mean square error is calculated as: E[e 2 (k)]=E([y(k)-W T (k)x(k)]2 ), where x(k) is the input vibration signal. The mean square value of the steady-state mean square error is replaced by the instantaneous square value of each iteration, and the gradient direction of the adaptive filter coefficients is estimated by this. The method for estimating the adaptive filter is: w(k+1)=w(k)+2eμ(k)x(k), where μ is the step size factor.

[0071] In this embodiment, by integrating multiple anti-vibration signals and controlling the speaker to play first anti-vibration noise based on the integrated first anti-vibration signal, the noise reduction effect is improved.

[0072] Step b12: Obtain the first noise signal inside the vehicle; the first noise signal is the noise signal resulting from the combined effect of the initial noise inside the vehicle and the second noise suppression.

[0073] In this embodiment, the first noise signal is the noise signal resulting from the combined effect of the initial noise inside the vehicle and the second noise reduction. The noise reduction signal is played through a speaker, canceling out the initial noise inside the vehicle and reducing the noise level. Multiple first noise signals at different times inside the vehicle are then acquired using an in-vehicle microphone to detect the effectiveness of road noise reduction. The intensity of the first noise signal is directly proportional to the effectiveness of road noise reduction; that is, the better the road noise reduction, the lower the intensity of the first noise signal; conversely, the worse the road noise reduction, the higher the intensity of the first noise signal.

[0074] Step b13: If the intensity of the first noise signal is less than or equal to the intensity of the first preset noise signal, then the weight corresponding to the first noise signal is determined to be the target weight.

[0075] Step b14: If the intensity of the first noise signal is greater than the intensity of the first preset noise signal, then return to the step of generating the second anti-vibration signal based on the second vibration signal.

[0076] In this embodiment, if the intensity of the first noise signal is less than or equal to the intensity of the first preset noise signal, the weight corresponding to the first noise signal is determined to be the target weight; if the intensity of the first noise signal is greater than the intensity of the first preset noise signal, the second anti-vibration signal is regenerated based on the second vibration signal until the intensity of the first noise signal is less than or equal to the intensity of the first preset noise signal.

[0077] For example, the intensity of the first preset noise signal can be set as needed, and this embodiment does not impose any specific limitations.

[0078] Step b2: Determine the target weight for each axis based on the target weight components.

[0079] For example, determining the target weight for each axis based on the target weight components includes:

[0080] Step b21: Calculate the weight of each axis based on the target weight components;

[0081] In this embodiment, the weight of each axis can be calculated using the following two methods.

[0082] Method 1: Calculate the mean of the target weight components along the same axis under different road conditions to obtain the weight of that axis. For example: Three-axis accelerometers are installed at preset positions a, b, and c on the car. Calculate the target weight components along the X, Y, and Z axes for each of the three-axis accelerometers under road conditions 1, 2, and 3 respectively, and obtain W... ax1 W ax2 W ax3 W ay1 W ay2 W ay3 W az1 W az2 W az3 W bx1 W bx2 W bx3 W by1 W by2 W by3 W bz1 W bz2 W bz3 W cx1 W cx2 W cx3 W cy1 W cy2 W cy3 W cz1 W cz2 W cz3 Among them, the weight W along the X-axis at position a can be obtained. ax For (W) ax1 +W ax2 +W ax3 ) / 3

[0083] Method 2: Weighted frequency of use W for different road conditions R The weight of each axis is obtained by averaging the target weight components corresponding to the road conditions. For example, if the usage frequencies of road conditions 1, 2, and 3 are 30%, 20%, and 25% respectively, then W... ax 30% W ax1 +20%W ax2 +25% W ax3 .

[0084]

[0085] Step b22: Based on the second vibration signal and the weight of each axis, a third anti-vibration signal is generated; the third anti-vibration signal is used to control the speaker to play the third anti-noise signal.

[0086] In this embodiment, to verify whether the weights obtained through the target weight components of each road condition are target weights, i.e. whether the target weights are applicable to all road conditions, the RNC effect of each road condition under the weight is evaluated. If it meets the preset RNC effect, the weight is determined to be the target weight; otherwise, the target weight components of each road condition need to be recalculated to obtain the weight, until the RNC effect of each road condition under the weight meets the preset RNC effect.

[0087] The vibration signal from each axis acquired by the multi-axis accelerometer is weighted with its corresponding weight and input into an adaptive filter to generate a third anti-vibration signal. This third anti-vibration signal is used to control the loudspeaker to play third anti-vibration noise. For example, if the weight of the X-axis is 1, the weight of the Y-axis is 0, and the weight of the Z-axis is 4, then the vibration signal intensity input to the adaptive filter in the X-axis direction = 20% * the acquired vibration signal intensity in the X-axis direction, and the vibration signal intensity in the Z-axis direction = 80% * the acquired vibration signal intensity in the Z-axis direction.

[0088] Step b23: Obtain the second noise signal inside the vehicle; the second noise signal is the noise signal resulting from the combined effect of the initial noise inside the vehicle and the third noise suppression.

[0089] In this embodiment, a third noise reduction method is used to play noise through a speaker. Multiple second noise signals from inside the vehicle at different times are then acquired using an in-vehicle microphone to detect the effectiveness of road noise reduction.

[0090] Step b24: If the intensity of the second noise signal is less than or equal to the intensity of the second preset noise signal, then the weight is determined to be the target weight.

[0091] Step b25: If the intensity of the second noise signal is greater than the intensity of the second preset noise signal, then return to the step of generating the second anti-vibration signal based on the second vibration signal.

[0092] In this embodiment, if the intensity of the second noise signal is less than or equal to the intensity of the second preset noise signal, then the weight is determined to be the target weight; if the intensity of the second noise signal is greater than the intensity of the second preset noise signal, then the weight is determined not to be the target weight, and the vibration signal under the road condition needs to be acquired again, and the target weight component is recalculated using the LMS algorithm.

[0093] For example, the intensity of the second preset noise signal can be set as needed, and this embodiment does not impose any specific limitations.

[0094] Step c: Determine the installation angle of the single-axis accelerometer based on the target weight.

[0095] In this embodiment, the installation angle of the single-axis accelerometer includes and θ a ,in θ is the angle by which the X-axis of a single-axis accelerometer is deflected towards the Y-axis. a The installation angle of the plane formed by the X-axis and Y-axis of the single-axis accelerometer is biased towards the Z-axis.

[0096] In this embodiment, fixed weighted calculations can be completed simply by designing the installation angle. This not only reduces the sensor data bandwidth requirements of the original three-axis accelerometer RNC system by 67% and the sensor data bandwidth requirements of the two-axis accelerometer RNC system by 50%, but also greatly reduces the cost of bus-related software and hardware, significantly reduces the amount of RNC data processing, and lowers the algorithm complexity, thereby reducing hardware requirements and computational power consumption.

[0097] For example, the target weights include a first target weight along one axis and a second target weight along another axis, and determining the installation angle of the single-axis accelerometer based on the target weights includes:

[0098] Calculate the ratio of the first target weight to the second target weight.

[0099] In this embodiment, if it is a triaxial accelerometer, the target weights include a first target weight, a second target weight, and a third target weight, which are the target weights for the X-axis, Y-axis, and Z-axis, respectively. If it is a biaxial accelerometer, the target weights include a first target weight and a second target weight, which are the target weights for the X-axis or Y-axis and Z-axis, respectively. The single-axis accelerometer, at its installation angle (i.e., the direction of maximum sensitivity), corresponds to the weighted result of the vibration signal output from each axis of the multi-axis accelerometer and the corresponding weight for each axis. For example, if the target weights for the X-axis and Z-axis are 0.2 and 0.8, respectively, the ratio is 1:4.

[0100] Based on the ratio, the installation angle of the single-axis accelerometer is determined.

[0101] In this embodiment, the weight ratio of the mapped vibration signal in each axis of the vibration signal collected by the single-axis accelerometer is the same as the target weight of each axis collected by the multi-axis accelerometer.

[0102] In this embodiment, and θ a It is calculated using the following formula:

[0103]

[0104] Step S20: Based on the first vibration signal, a first anti-vibration signal is generated; the first anti-vibration signal is used to control the loudspeaker to play a first anti-noise signal to eliminate road noise.

[0105] In this embodiment, based on the first vibration signal collected by the single-axis accelerometer, an adaptive filter is controlled to generate a first anti-vibration signal, wherein the first anti-vibration signal is used to control the speaker to play a first anti-noise signal.

[0106] Compared to existing technologies that use multi-axis accelerometers to collect vibration signals along multiple axes, which require significant bandwidth for data transmission due to the large number of vibration signals collected, this application acquires a first vibration signal of real-time road noise from a single-axis accelerometer; based on the first vibration signal, a first anti-vibration signal is generated; the first anti-vibration signal is used to control a loudspeaker to play first anti-noise to eliminate road noise. This application mounts the single-axis accelerometer at an angle and processes the vibration signal collected along one axis. Therefore, this application reduces the number of paths for acquiring vibration signals, lowers the bandwidth requirements for data transmission compared to multi-axis accelerometers, and thus improves signal transmission speed.

[0107] For example, based on the first embodiment of the road noise reduction method of this application described above, a second embodiment is proposed, with reference to... Figure 2 The method includes:

[0108] Step A10: Collect the first vibration signal of real-time noise from real-time road conditions.

[0109] In this embodiment, a single-axis accelerometer collects vibration signals of the road conditions in real time while the vehicle is in motion.

[0110] Step A20: Upon receiving an acquisition instruction from the road noise cancellation device, the first vibration signal is transmitted to the road noise cancellation device so that the road noise cancellation device can generate a first anti-vibration signal; the first anti-vibration signal is used to control the loudspeaker to play a first anti-noise signal to eliminate road noise.

[0111] In this embodiment, when road noise cancellation is required, the road noise cancellation device sends a control signal. Upon receiving the control signal from the road noise cancellation device, the single-axis accelerometer transmits the vibration signal collected in real time to the road noise cancellation device so that the road noise cancellation device can generate a first anti-vibration signal.

[0112] In this embodiment, the executing entity is a single-axis accelerometer, and the specific implementation method is basically the same as the specific implementation method of the road noise cancellation device described above, so it will not be repeated here.

[0113] For example, this application also provides a road noise reduction device, the road noise reduction device comprising:

[0114] The first acquisition module is used to acquire the first vibration signal of real-time noise from the single-axis accelerometer collecting real-time road conditions.

[0115] The generation module is used to generate a first anti-vibration signal based on the first vibration signal; the first anti-vibration signal is used to control the loudspeaker to play a first anti-noise signal to eliminate road noise.

[0116] For example, the road noise cancellation device further includes:

[0117] The second acquisition module is used to acquire the second vibration signal of multiple historical noises collected by the multi-axis accelerometer; the multiple historical noises are noises of multiple axes of multiple historical road conditions;

[0118] The calculation module is used to calculate the target weight of the second vibration signal for each axis.

[0119] The first determining module is used to determine the installation angle of the single-axis accelerometer based on the target weight.

[0120] For example, the computing module includes:

[0121] The calculation submodule is used to calculate the target weight components for each axis of each historical road condition.

[0122] The first determining submodule is used to determine the target weight for each axis based on the target weight components.

[0123] For example, the computing submodule includes:

[0124] The first generation unit is configured to generate a second anti-vibration signal based on the second vibration signal; the second anti-vibration signal is used to control the speaker to play a second anti-noise signal.

[0125] The first acquisition unit is used to acquire a first noise signal inside the vehicle; the first noise signal is the noise signal resulting from the combined effect of the initial noise inside the vehicle and the second noise suppression.

[0126] The first determining unit is configured to determine the weight corresponding to the first noise signal as the target weight if the intensity of the first noise signal is less than or equal to the intensity of the first preset noise signal.

[0127] The first return unit is configured to return to the step of generating a second anti-vibration signal based on the second vibration signal if the intensity of the first noise signal is greater than the intensity of the first preset noise signal.

[0128] For example, the first determining submodule includes:

[0129] A calculation unit is used to calculate the weight of each axis based on the target weight components;

[0130] The second generation unit is used to generate a third anti-vibration signal based on the second vibration signal and the weight of each axis; the third anti-vibration signal is used to control the loudspeaker to play a third anti-noise signal.

[0131] The second acquisition unit is used to acquire a second noise signal inside the vehicle; the second noise signal is the noise signal resulting from the combined effect of the initial noise inside the vehicle and the third noise suppression.

[0132] The second determining unit is configured to determine the weight as a target weight if the intensity of the second noise signal is less than or equal to the intensity of the second preset noise signal.

[0133] The second return unit is used to return to the step of generating a second anti-vibration signal based on the second vibration signal if the intensity of the second noise signal is greater than the intensity of the second preset noise signal.

[0134] For example, the first determining module includes:

[0135] The second determining submodule is used to calculate the ratio of the first target weight to the second target weight;

[0136] The third determining submodule is used to determine the installation angle of the single-axis accelerometer based on the ratio.

[0137] The specific implementation of the road noise elimination device in this application is basically the same as the embodiments of the road noise elimination method described above, and will not be repeated here.

[0138] In addition, this application also provides a road noise reduction device. For example... Figure 4 As shown, Figure 4 This is a schematic diagram of the hardware operating environment involved in the embodiments of this application (excluding the main controller, slave controller and cellular network module mentioned above).

[0139] For example, Figure 4 This can be a schematic diagram of the hardware operating environment for road noise cancellation equipment.

[0140] like Figure 4As shown, the road noise reduction device may include a processor 401, a communication interface 402, a memory 403, and a communication bus 404. The processor 401, the communication interface 402, and the memory 403 communicate with each other through the communication bus 404. The memory 403 is used to store computer programs. When the processor 401 executes the program stored in the memory 403, it implements the steps of the road noise reduction method.

[0141] The communication bus 404 mentioned in the aforementioned road noise cancellation equipment can be an analog audio line or an automotive audio bus. Intelligent Network Interface Controller networking (INICnet) TM Media Oriented System Transport This includes buses such as the Peripheral Component Interconnect (PCI) bus or the Extended Industry Standard Architecture (EISA) bus. The communication bus 404 can be divided into address bus, data bus, and control bus. For ease of representation, only one thick line is used in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0142] Communication interface 402 is used for communication between the aforementioned road noise cancellation equipment and other equipment.

[0143] The memory 403 may include random access memory (RMD) or non-volatile memory (NM), such as at least one disk storage device. Optionally, the memory 403 may also be at least one storage device located remotely from the aforementioned processor 401.

[0144] The processor 401 mentioned above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0145] The specific implementation of the road noise reduction device in this application is basically the same as the embodiments of the road noise reduction method described above, and will not be repeated here.

[0146] Furthermore, embodiments of this application also propose a computer-readable storage medium storing a road noise cancellation program, which, when executed by a processor, implements the steps of the road noise cancellation method described above.

[0147] The specific implementation of the computer-readable storage medium in this application is basically the same as the embodiments of the road noise elimination method described above, and will not be repeated here.

[0148] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0149] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0150] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, device, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0151] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for eliminating road noise, characterized in that, The method is applied to road noise reduction equipment, and the method includes: Acquire second vibration signals from multiple historical noises collected by a multi-axis accelerometer; the multiple historical noises are noises from multiple axes of multiple historical road conditions; Calculate the target weight of the second vibration signal for each axis; Based on the target weights, the installation angle of the single-axis accelerometer is determined; Acquire the first vibration signal of real-time noise from a single-axis accelerometer that collects real-time road conditions. Based on the first vibration signal, a first anti-vibration signal is generated; the first anti-vibration signal is used to control the loudspeaker to play a first anti-noise signal to eliminate road noise.

2. The method as described in claim 1, characterized in that, The calculation of the target weight of the second vibration signal in each axis includes: Calculate the target weight components for each axis of each historical road condition; Based on the target weight components, the target weight for each axis is determined.

3. The method as described in claim 2, characterized in that, The calculation of the target weight component for each axis of each historical road condition includes: Based on the second vibration signal, a second anti-vibration signal is generated; the second anti-vibration signal is used to control the speaker to play a second anti-noise signal. Acquire a first noise signal inside the vehicle; the first noise signal is the noise signal resulting from the combined effect of the initial noise inside the vehicle and the second noise suppression. If the intensity of the first noise signal is less than or equal to the intensity of the first preset noise signal, then the weight corresponding to the first noise signal is determined to be the target weight. If the intensity of the first noise signal is greater than the intensity of the first preset noise signal, then return to the step of generating a second anti-vibration signal based on the second vibration signal.

4. The method as described in claim 2, characterized in that, Determining the target weight value for each axis based on the target weight components includes: Based on the target weight components, calculate the weight for each axis; Based on the second vibration signal and the weight of each axis, a third anti-vibration signal is generated; the third anti-vibration signal is used to control the loudspeaker to play a third anti-noise signal. Acquire a second noise signal inside the vehicle; the second noise signal is the noise signal resulting from the combined effect of the initial noise inside the vehicle and the third noise suppression. If the intensity of the second noise signal is less than or equal to the intensity of the second preset noise signal, then the weight is determined to be the target weight. If the intensity of the second noise signal is greater than the intensity of the second preset noise signal, then return to the step of generating a second anti-vibration signal based on the second vibration signal.

5. The method as described in claim 1, characterized in that, The target weights include a first target weight along one axis and a second target weight along another axis. Determining the installation angle of the single-axis accelerometer based on the target weights includes: The ratio of the first target weight to the second target weight is calculated, and the installation angle of the single-axis accelerometer is determined based on the ratio.

6. The method as described in claim 1, characterized in that, The single-axis accelerometer is used for: The first vibration signal of real-time noise is collected based on real-time road conditions; Upon receiving an acquisition command from the road noise cancellation device, the first vibration signal is transmitted to the road noise cancellation device so that the road noise cancellation device can generate a first anti-vibration signal; the first anti-vibration signal is used to control the loudspeaker to play a first anti-noise signal to eliminate road noise.

7. A road noise reduction device, characterized in that, The device includes: The first acquisition module is used to acquire the first vibration signal of real-time noise from the single-axis accelerometer collecting real-time road conditions. The generation module is used to generate a first anti-vibration signal based on the first vibration signal; the first anti-vibration signal is used to control the loudspeaker to play a first anti-noise signal to eliminate road noise. The first acquisition module is further configured to acquire second vibration signals of multiple historical noises collected by the multi-axis accelerometer; the multiple historical noises are noises of multiple axes of multiple historical road conditions; calculate the target weight of the second vibration signal of each axis; and determine the installation angle of the single-axis accelerometer based on the target weight.

8. A road noise reduction device, characterized in that, The road noise cancellation device includes a memory, a processor, and a road noise cancellation program stored in the memory and executable on the processor, wherein the road noise cancellation program, when executed by the processor, implements the steps of the road noise cancellation method as described in any one of claims 1 to 5.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a road noise cancellation program, which, when executed by a processor, implements the steps of the road noise cancellation method as described in any one of claims 1 to 5, 6.

Images