Vehicle noise reduction method and system

Abstract

The present invention provides a vehicle noise reduction method and system, comprising: collecting road noise information, vehicle window status, vehicle speed, and interior noise; obtaining corresponding delay state values ​​based on the window status and vehicle speed using a time delay estimation method based on offline secondary channel modeling; and performing Newton interpolation estimation on the delay state values ​​to obtain secondary channel compensation; after outputting the secondary channel compensation, calculating feedforward secondary acoustic channel compensation and feedback secondary acoustic channel compensation; calculating the wind noise contribution to the interior noise based on the real-time window status and vehicle speed, and adjusting a first proportional factor based on the wind noise contribution; and calculating a speaker output signal based on the feedforward secondary acoustic channel compensation, the feedback secondary acoustic channel compensation, and the first proportional factor to perform active noise reduction. This solution can effectively improve the interior noise reduction effect of a vehicle.

Description

Technical Field

[0001] The present invention belongs to the field of automobile technology, and in particular relates to a vehicle noise reduction method and system. Background Art

[0002] The level of interior noise is a key indicator for evaluating vehicle quality and class, and it also plays a crucial role in driving comfort. Compared to traditional fuel-powered vehicles, the interior noise characteristics of electric vehicles have significantly changed. Without engine noise and its masking effect, the primary sources of interior noise are road and wind noise. Active noise reduction technology can mitigate these two noise factors.

[0003] However, as the vehicle is driving, the speed, window opening and closing status, surrounding environment, etc. will all affect the noise inside the car. If active noise reduction is performed directly based on the collected noise inside the car, the actual noise reduction effect will be poor due to the inevitable delay of the cancellation signal in the secondary path during the propagation of the cancellation signal. Changes in the vehicle state will further make it difficult for active noise reduction to achieve good results. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a vehicle noise reduction method and system, which are used to solve the problem of poor noise reduction effect of existing vehicle active noise reduction methods.

[0005] In a first aspect of an embodiment of the present invention, a vehicle noise reduction method is provided, comprising:

[0006] Collect road noise information, vehicle window opening and closing status, vehicle speed and interior noise signals respectively;

[0007] By using the delay estimation method of the secondary channel offline modeling, the corresponding delay state value is obtained according to the window state and vehicle speed, and the delay state value is estimated by Newton interpolation to obtain the secondary channel compensation;

[0008] After outputting the secondary channel compensation, the feedforward secondary sound channel compensation is calculated based on the road noise information and the interior noise signal collected by the error microphone. The feedback secondary sound channel compensation is calculated based on the interior noise signal collected by the error microphone.

[0009] Calculating a wind noise contribution to vehicle interior noise based at least on a real-time window opening / closing state and a vehicle speed, and adjusting a first proportional factor according to the wind noise contribution;

[0010] A speaker output signal is calculated according to the feedforward secondary sound channel compensation, the feedback secondary sound channel compensation, and the first proportional factor to perform active noise reduction.

[0011] In a second aspect of an embodiment of the present invention, a vehicle noise reduction system is provided, comprising:

[0012] Signal acquisition module, used to collect road noise information, vehicle window status, vehicle speed and interior noise signals;

[0013] A signal processing module is configured to obtain a corresponding delay state value based on the window state and vehicle speed using a delay estimation method for offline secondary channel modeling, and perform Newton interpolation estimation on the delay state value to obtain a secondary channel compensation; after outputting the secondary channel compensation, calculate a feedforward secondary acoustic channel compensation based on road noise information and an interior noise signal collected by an error microphone, and calculate a feedback secondary acoustic channel compensation based on the interior noise signal collected by the error microphone; calculate a wind noise contribution to the interior noise based on at least the real-time window open / close state and vehicle speed, and adjust a first proportional factor based on the wind noise contribution; and calculate a speaker output signal based on the feedforward secondary acoustic channel compensation, the feedback secondary acoustic channel compensation, and the first proportional factor;

[0014] The signal output module is used to output the speaker signal.

[0015] In a third aspect of an embodiment of the present invention, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the steps of the method described in the first aspect of the embodiment of the present invention when executing the computer program.

[0016] In a fourth aspect of an embodiment of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method provided in the first aspect of the embodiment of the present invention are implemented.

[0017] In an embodiment of the present invention, offline modeling of the secondary channel is used to calculate in advance the offline secondary channel delay state under different window states and vehicle speeds. During active noise reduction, the delay state value corresponding to the current state is obtained according to the real-time input signal and interpolation estimation is performed, which can avoid the influence of the secondary channel on the noise reduction effect. A combination of feedforward control and feedback control is adopted to calculate the contribution of wind noise to the noise inside the vehicle based on the window open and close state, radar, vehicle speed, and acceleration signals, and adaptively adjust the proportional factor to actively reduce wind noise and road noise, which can avoid the influence of vehicle state changes and improve the noise reduction effect inside the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0019] Figure 1 A schematic diagram of the active noise reduction principle of a vehicle provided by one embodiment of the present invention;

[0020] Figure 2 A schematic flow chart of a vehicle noise reduction method provided by one embodiment of the present invention;

[0021] Figure 3 A schematic structural diagram of a vehicle noise reduction system provided by one embodiment of the present invention;

[0022] Figure 4 Another structural schematic diagram of a vehicle noise reduction system provided by one embodiment of the present invention;

[0023] Figure 5 The present invention provides a schematic structural diagram of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0024] In order to make the purpose, features, and advantages of the present invention more obvious and easy to understand, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described below are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0025] It should be understood that the terms "including" and similar expressions in the specification, claims, and drawings of the present invention are intended to cover non-exclusive inclusions. For example, a process, method, system, or apparatus comprising a series of steps or units is not limited to the listed steps or units. Furthermore, the terms "first" and "second" are used to distinguish between different objects and are not intended to describe a specific order.

[0026] It's important to note that when a secondary sound source emits a cancellation signal, its propagation through the secondary pathway can cause amplitude scaling and phase delay. Failure to compensate for this secondary path delay can compromise the ultimate active noise cancellation effect. Furthermore, changes in vehicle conditions, such as window opening and closing, speed, and other factors, can hinder the stability and effectiveness of the noise cancellation.

[0027] In one embodiment of the present invention, the principle of adaptive active noise reduction of automobiles with changing window states is as follows: Figure 1As shown, the original noise signal x(n) is transmitted to the position to be reduced through the primary sound channel P(Z) to obtain the noise signal d(n). The final noise cancellation signal u(n) (the noise cancellation signal emitted by the in-vehicle speaker) calculated by the control unit is transmitted to the noise reduction position through the secondary sound channel S(z) to obtain the sound signal y(n). At this time, y(n) is superimposed on the noise signal d(n) to obtain the error noise signal e(n). The error noise signal e(n) is collected by the microphone as the input to the feedforward active noise reduction control unit and the feedback active noise reduction control unit respectively. Due to the influence of the secondary sound channel, the noise cancellation signal u(n) calculated by the control unit has a secondary sound channel transfer function S(z) when it reaches the noise reduction position d(n). There will be changes in the amplitude and phase of each frequency of the sound signal, which need to be compensated in advance as Ŝ(z). The feedforward active noise reduction control unit mainly eliminates road noise. The input signals are the noise e(n) and the reference signal x1(n) collected by the acceleration sensor (non-acoustic input signal, eliminating the influence of acoustic feedback). The feedforward control unit obtains the output signal u 1 (n)； The feedback active noise reduction control unit mainly eliminates wind noise. The input signal is the noise e(n) and the output signal is u 2 (n)， At the same time, the contribution of wind noise to the interior noise is calculated based on the window status, radar, vehicle speed, acceleration and other signals, and the proportional factor β is adaptively adjusted to reduce the algorithm convergence time, and the output signal β is finally obtained. u 2 (n) ; The final output signal u(n)= is obtained through the forward feedback system u 1 (n)+ β u 2 (n) ;u(n) is transmitted to the noise reduction position through the secondary sound channel S(z) to obtain the updated noise signal y(n). The noise signal d(n) is superimposed on the updated noise signal y(n) to obtain the updated error noise signal e(n). The cycle continues until the noise signal e(n) approaches the minimum value, until the target noise reduction effect is achieved.

[0028] For details, please refer to Figure 2 , a schematic flow chart of a vehicle noise reduction method provided by an embodiment of the present invention includes:

[0029] S201, collecting road noise information, vehicle window opening and closing status, vehicle speed and vehicle interior noise signal respectively;

[0030] The road noise is generally the noise generated by the friction and impact between the tires and the road surface, as well as the vibration of the chassis caused by driving; the window status is the degree of opening and closing of the vehicle windows, such as fully open, half open and half closed, etc.; the interior noise is the noise detected at the noise reduction position inside the vehicle.

[0031] Accelerometers installed on the vehicle's suspension and powertrain collect road noise spectrum information; error microphones located at the noise reduction point collect interior noise signals; and the CAN bus collects information on vehicle window status, speed, and acceleration. The onboard LiDAR also collects the distance to surrounding vehicles.

[0032] Accelerometers are deployed to collect vibration information from moving parts like tires and suspension, a primary source of road noise. Wind noise can be calculated based on the vehicle's window status, speed, acceleration, and the distance to surrounding vehicles. These factors all affect wind noise levels.

[0033] S202, using a delay estimation method based on offline modeling of the secondary channel, obtaining a corresponding delay state value according to the window state and the vehicle speed signal, and performing Newton interpolation estimation on the delay state value to obtain secondary channel compensation;

[0034] The secondary channel is the physical path between the secondary sound source and the error microphone. Secondary channel modeling is divided into online and offline modeling. Offline modeling involves obtaining an estimate of the secondary channel transfer function before system control. Compared to online modeling, it is simpler and easier to implement. The time delay estimation method is a common offline modeling method. The time delay estimation method simplifies the secondary channel into a time delay path. In practical analysis, it can be assumed that the input signal causes changes in amplitude and phase when passing through the secondary channel. The change in the input signal's amplitude in the secondary channel has little effect on the adaptive filtering system. The output value can be controlled by adjusting the weights. Phase delay is the primary influencing factor, and the phase delay can be estimated using the offline modeling time delay estimation method. For single-frequency or multi-frequency input signals, the time delay estimation method is simpler and more effective.

[0035] Since different window states and vehicle speed changes affect the in-car sound field, the secondary channel transfer function will also change. Using the offline modeling delay estimation method to perform offline identification and compensation of the secondary channel can enhance system stability and simplify calculations.

[0036] Specifically, the secondary channel status in the vehicle is obtained according to the window opening and closing status and the vehicle speed signal, the offline secondary channel delay status is calculated in advance, and the delay state values ​​corresponding to different window opening and closing states and different vehicle speeds are saved.

[0037] Different window states and vehicle speeds correspond to a secondary channel state. The delay state value is calculated through the delay estimation method of secondary channel offline modeling, and the delay state values ​​corresponding to different open and close window states and different vehicle speeds are saved.

[0038] In one embodiment, the openings of the four windows of the vehicle are divided into a first predetermined number of discrete points, and the vehicle speed is divided into a second predetermined number of discrete points. The first predetermined number of discrete points and the second predetermined number of discrete points are arranged and combined, and the delay state values ​​of the offline secondary channels are calculated in sequence, and the delay state values ​​of the secondary channels are saved.

[0039] For example, the opening degrees of the left front, right front, left rear, and right rear windows of the car are divided into five discrete points from 0% (fully closed) to 100% (fully open). The vehicle speed is also divided into five discrete points of 20, 40, 60, 80, and 100 km / h according to 0-100 km / h. After permutations and combinations are performed, the offline secondary channel delay status is calculated in sequence and the results are saved.

[0040] When performing secondary channel compensation, the corresponding time delay state value is obtained based on the real-time window status and vehicle speed signals, and is estimated using the Newton interpolation method to further improve the accuracy of the secondary channel compensation calculation.

[0041] Among them, when the window status or vehicle speed signal changes, the most recent delay state value is obtained and re-estimated through the Newton interpolation method to obtain the latest result of the system secondary channel compensation.

[0042] S203: After the secondary channel compensation, calculate feedforward secondary channel compensation based on the road noise information and the interior noise signal collected by the error microphone, and calculate feedback secondary channel compensation based on the interior noise signal collected by the error microphone;

[0043] In feedforward active noise cancellation, a sensor is placed at the target noise source to collect a reference signal. An error microphone then collects an error signal, which serves as input to a controller. This generates a signal to adjust the secondary sound source, driving a secondary speaker to emit secondary noise that destructively interferes with the noise generated by the primary sound source, ultimately minimizing the sound pressure at the error sensor. In this implementation, the secondary sound channel compensation calculation is performed based on the reference signal obtained by the acceleration sensor and the interior noise signal collected by the error microphone.

[0044] In feedback-based active noise cancellation, an error microphone collects residual noise and feeds it into a feedback controller, which then adjusts the secondary sound source to emit a secondary noise with equal amplitude and opposite phase to the primary noise. In this embodiment, secondary sound channel compensation is calculated based on the interior noise signal collected by the error microphone.

[0045] S204, calculating a wind noise contribution to the vehicle interior noise based at least on the real-time window opening and closing status and the vehicle speed, and adjusting a first proportional factor according to the wind noise contribution;

[0046] In wind noise control, there is no input reference signal, only an error signal, and the wind noise will increase with the window opening and vehicle speed. Vehicle acceleration and surrounding vehicle distance information will also affect the vehicle wind noise.

[0047] In some embodiments, the wind noise contribution to the interior noise is calculated based on the real-time window opening and closing status, vehicle speed, distance to surrounding vehicles, and acceleration, and the first proportional factor is adjusted according to the wind noise contribution.

[0048] The wind noise contribution can be obtained based on actual test results, such as by controlling variables, measuring the impact of different window opening and closing states on wind noise, and testing speed, acceleration and distance to surrounding vehicles respectively to assign a weight to the wind noise contribution.

[0049] S205 : Calculate a speaker output signal according to the feedforward secondary sound channel compensation, the feedback secondary sound channel compensation, and the first proportional factor to perform active noise reduction.

[0050] The first proportional factor affects the feedback secondary sound channel compensation. Therefore, the product of the feedback secondary sound channel compensation and the first proportional factor can be calculated and then added to the feedforward secondary sound channel compensation to serve as the output signal of the controller to control the speaker.

[0051] In one embodiment, the controller output signal is calculated according to the formula u(n) = u1(n) + βu2(n), where u1(n) is the feedforward secondary acoustic channel compensation, u2(n) is the feedback secondary acoustic channel compensation, and β is the first proportional factor.

[0052] The speaker u(n) signal is transmitted to the noise reduction position through the secondary channel as signal y(n). The error noise signal e(n) is obtained by superimposing y(n) with the noise signal d(n). This cycle is repeated until the noise signal e(n) approaches the minimum value, ultimately achieving the ideal noise reduction effect.

[0053] In this embodiment, offline secondary channel modeling is used to calculate the offline secondary channel delay state for different window states and vehicle speeds. The most recent delay state value for the current state is obtained based on real-time input signals and estimated using Newton interpolation, thereby eliminating the impact of secondary channel delay. A combined feedforward and feedback control approach is employed to calculate the wind noise contribution to interior noise based on factors such as window status and vehicle speed. The proportional factor β is then adaptively adjusted to eliminate the impact of vehicle state changes, effectively enhancing the interior noise reduction effect.

[0054] In one embodiment, the second proportional factor is adjusted according to the driving environment of the vehicle, wherein the driving environment at least includes a tunnel and a passing vehicle. The speaker output signal is calculated based on the feedforward secondary sound channel compensation, the feedback secondary sound channel compensation, the first proportional factor, and the second proportional factor.

[0055] When a vehicle enters or exits a tunnel, or when a vehicle passes by, the vehicle's surroundings change, and the effectiveness of the active noise cancellation (ANC) system in the cabin also changes. In addition to considering the impact of wind noise from factors such as window opening and closing, vehicle speed, and acceleration, dynamic environmental factors must also be considered. These driving environments are calibrated in advance, such as those about to enter a tunnel, about to exit a tunnel, about to be passed by another vehicle, and already passed by another vehicle. The second proportional factor is assigned a set of calibration values ​​for each of these situations. While the vehicle is in motion, the onboard cameras and radar detect and identify the environment and vehicles in front and behind it. If a change in the driving environment is detected, such as a passing vehicle or the arrival at a tunnel, the corresponding second proportional factor value is retrieved in advance, and the proportional factor values ​​αβ are adaptively adjusted accordingly. If the vehicle's surroundings remain unchanged, the calculation is performed using only the first proportional factor value, regardless of environmental factors.

[0056] By taking the vehicle's driving environment as the environmental factor and considering the impact of the vehicle's environment on the noise inside the vehicle, the actual noise reduction effect can be improved.

[0057] It should be understood that the sequence numbers of the steps in the above embodiments do not imply a specific order of execution; the order of execution of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0058] Figure 3 A schematic structural diagram of a vehicle noise reduction system provided in an embodiment of the present invention, the system comprising:

[0059] The signal acquisition module 310 is used to collect road noise information, vehicle window opening and closing status, vehicle speed and vehicle interior noise signals;

[0060] Among them, road noise spectrum information is collected through acceleration sensors installed on the vehicle suspension and powertrain; interior noise signals are collected through error microphones at the noise reduction position; and vehicle window opening and closing status, vehicle speed and acceleration information are collected through the CAN bus.

[0061] Signal processing module 320 is configured to obtain a corresponding delay state value based on the window state and vehicle speed using a delay estimation method based on offline secondary channel modeling, and perform Newton interpolation estimation on the delay state value to obtain a secondary channel compensation. After outputting the secondary channel compensation, the module calculates a feedforward secondary channel compensation based on road noise information and the interior noise signal collected by the error microphone, and calculates a feedback secondary channel compensation based on the interior noise signal collected by the error microphone. The module calculates the wind noise contribution to the interior noise based on at least the real-time window open / close state and vehicle speed, and adjusts a first proportional factor based on the wind noise contribution. The module then calculates a speaker output signal based on the feedforward secondary channel compensation, the feedback secondary channel compensation, and the first proportional factor.

[0062] Among them, the secondary channel status in the vehicle is obtained according to different vehicle window opening and closing states and different vehicle speeds, and the corresponding offline secondary channel delay state value is calculated, and the delay state values ​​corresponding to different window opening and closing states and vehicle speeds are saved.

[0063] Furthermore, the openings of the four windows of the vehicle are divided into a first predetermined number of discrete points, and the vehicle speed is divided into a second predetermined number of discrete points; the first predetermined number of discrete points and the second predetermined number of discrete points are arranged and combined, and the delay state of the offline secondary channel is calculated in sequence, and the delay state of the secondary channel is saved.

[0064] When the window state or vehicle speed changes, the corresponding delay state value is re-acquired and Newton interpolation estimation is performed to obtain secondary channel compensation.

[0065] In one embodiment, the wind noise contribution to the interior noise is calculated based on the real-time window opening and closing status, vehicle speed, distance to surrounding vehicles, and acceleration, and the first proportional factor is adjusted according to the wind noise contribution.

[0066] Among them, the distance of surrounding vehicles is collected through the on-board laser radar.

[0067] In one embodiment, the second proportional factor is adjusted according to the driving environment of the vehicle, wherein the driving environment at least includes a tunnel and a passing vehicle. The speaker output signal is calculated based on the feedforward secondary sound channel compensation, the feedback secondary sound channel compensation, the first proportional factor, and the second proportional factor.

[0068] The signal output module 330 is configured to output a speaker signal.

[0069] In another embodiment of the present invention, Figure 4As shown, another structural schematic diagram of the vehicle noise reduction system is also provided. The signal acquisition module in the vehicle noise reduction system includes at least an acceleration sensor, a CAN bus, a lidar and an error sensor, the signal processing module includes at least a main control chip and a storage unit, and the signal output module includes at least an audio chip, a power amplifier and a speaker.

[0070] The acceleration sensor is used to collect road noise spectrum information, the CAN bus is used to obtain vehicle status information such as window status, vehicle speed, acceleration, etc., the lidar is used to obtain distance information of surrounding vehicles, and the error sensor (i.e., error microphone) is used to obtain noise signals inside the vehicle.

[0071] The signal processing unit also includes a power supply unit for supplying power to devices such as the main control chip.

[0072] Based on the above hardware equipment, active noise reduction of the vehicle can be achieved to ensure better noise reduction effect.

[0073] Those skilled in the art will clearly understand that for the convenience and brevity of description, the specific working processes of the above-described devices and modules can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0074] Figure 5 This is a schematic diagram of the structure of an electronic device provided by one embodiment of the present invention. The electronic device is used for active noise reduction in vehicles. Figure 5 As shown, the electronic device 5 of this embodiment includes at least: a memory 510, a processor 520 and a system bus 530, and the memory 510 includes an executable program 5101 stored thereon. It can be understood by those skilled in the art that Figure 5 The electronic device structure shown in the figure does not constitute a limitation to the electronic device, and may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently.

[0075] The following combination Figure 5 A detailed introduction to the various components of electronic equipment:

[0076] Memory 510 can be used to store software programs and modules. Processor 520 executes the software programs and modules stored in memory 510 to perform various functional applications and data processing of the electronic device. Memory 510 may primarily include a program storage area and a data storage area. The program storage area may store an operating system and at least one application required for a function (such as sound playback or image playback). The data storage area may store data generated based on the use of the electronic device (such as cached data). Memory 510 may also include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state memory device.

[0077] Memory 510 includes an executable program 5101 for a network request method. This executable program 5101 can be divided into one or more modules / units. These modules / units are stored in memory 510 and executed by processor 520 to implement vehicle active noise reduction, etc. These modules / units can be a series of computer program instruction segments capable of performing specific functions, and these instruction segments are used to describe the execution process of the computer program 5101 in the electronic device 5. For example, the computer program 5101 can be divided into a secondary channel compensation unit, a feedforward control unit, etc.

[0078] The processor 520 is the control center of the electronic device. It connects the various components of the entire electronic device using various interfaces and lines. By running or executing software programs and / or modules stored in the memory 510 and accessing data stored in the memory 510, it performs various functions of the electronic device and processes data, thereby monitoring the overall status of the electronic device. Optionally, the processor 520 may include one or more processing units; preferably, the processor 520 may integrate an application processor and a modem processor, wherein the application processor primarily processes the operating system, application programs, etc., and the modem processor primarily handles wireless communications. It is understood that the modem processor described above may not be integrated into the processor 520.

[0079] The system bus 530 connects the various functional components within the computer and can transmit data, address information, and control information. It can be a PCI bus, an ISA bus, a CAN bus, or other bus types. Instructions from the processor 520 are transmitted to the memory 510 via the bus, and the memory 510 feeds data back to the processor 520. The system bus 530 is responsible for the exchange of data and instructions between the processor 520 and the memory 510. Of course, the system bus 530 can also connect to other devices, such as network interfaces and display devices.

[0080] In an embodiment of the present invention, the executable program executed by the processing 520 included in the electronic device includes:

[0081] Receive collected road noise information, vehicle window opening and closing status, vehicle speed and interior noise signals;

[0082] By using the delay estimation method of the secondary channel offline modeling, the corresponding delay state value is obtained according to the window state and vehicle speed, and the delay state value is estimated by Newton interpolation to obtain the secondary channel compensation;

[0083] After outputting the secondary channel compensation, the feedforward secondary sound channel compensation is calculated based on the road noise information and the interior noise signal collected by the error microphone. The feedback secondary sound channel compensation is calculated based on the interior noise signal collected by the error microphone.

[0084] Calculating a wind noise contribution to vehicle interior noise based at least on a real-time window opening / closing state and a vehicle speed, and adjusting a first proportional factor according to the wind noise contribution;

[0085] A speaker output signal is calculated according to the feedforward secondary sound channel compensation, the feedback secondary sound channel compensation, and the first proportional factor to perform active noise reduction.

[0086] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0087] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0088] As described above, the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions described in the above embodiments can still be modified, or some of the technical features thereof can be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle noise reduction method, characterized in that: include: Collect road noise information, vehicle window opening and closing status, vehicle speed and interior noise signals respectively; By using the delay estimation method of the secondary channel offline modeling, the corresponding delay state value is obtained according to the window state and vehicle speed, and the delay state value is estimated by Newton interpolation to obtain the secondary channel compensation; The delay estimation method using offline modeling of the secondary channel, before obtaining the corresponding delay state value according to the window state and the vehicle speed, includes: Obtain the secondary channel status in the vehicle according to the different vehicle window opening and closing states and different vehicle speeds, calculate the corresponding offline secondary channel delay state value, and save the delay state values ​​corresponding to different window opening and closing states and different vehicle speeds; After outputting the secondary channel compensation, the feedforward secondary sound channel compensation is calculated based on the road noise information and the interior noise signal collected by the error microphone. The feedback secondary sound channel compensation is calculated based on the interior noise signal collected by the error microphone. Calculating a wind noise contribution to vehicle interior noise based at least on a real-time window opening / closing state and a vehicle speed, and adjusting a first proportional factor according to the wind noise contribution; A speaker output signal is calculated according to the feedforward secondary sound channel compensation, the feedback secondary sound channel compensation, and the first proportional factor to perform active noise reduction.

2. The method according to claim 1, characterized in that The collecting of road noise information, vehicle window opening and closing status, vehicle speed, vehicle acceleration, surrounding vehicle distance and vehicle interior noise signal respectively includes: The road noise spectrum information is collected through acceleration sensors installed on the vehicle suspension and powertrain; The noise signal inside the vehicle is collected by an error microphone at a noise reduction position; The vehicle's window status, speed and acceleration information are collected through the CAN bus.

3. The method according to claim 1, characterized in that The obtaining of the vehicle's secondary channel state according to different vehicle window opening and closing states and different vehicle speeds, and calculating the corresponding offline secondary channel delay state includes: dividing the openings of the four vehicle windows into a first predetermined number of discrete points, and dividing the vehicle speed into a second predetermined number of discrete points; The first predetermined number of discrete points and the second predetermined number of discrete points are arranged and combined, the delay state values ​​of the offline secondary channels are calculated in sequence, and the delay state values ​​of the secondary channels are saved.

4. The method according to claim 1, wherein After performing Newton interpolation estimation on the delay state value, obtaining secondary channel compensation further includes: When the window state or vehicle speed changes, the corresponding delay state value is re-acquired and Newton interpolation estimation is performed to obtain secondary channel compensation.

5. The method according to claim 1, wherein The calculating of the wind noise contribution to the vehicle interior noise based at least on the real-time window opening and closing state, the distance to the surrounding vehicles, the acceleration, and the vehicle speed, and adjusting the first proportional factor according to the wind noise contribution further comprises: The wind noise contribution to the interior noise is calculated based on the real-time window opening and closing status, vehicle speed, distance to surrounding vehicles, and acceleration, and the first proportional factor is adjusted according to the wind noise contribution.

6. The method according to claim 1, characterized in that The step of calculating the wind noise contribution to the vehicle interior noise based at least on the real-time window opening and closing state and the vehicle speed, and adjusting the first proportional factor according to the wind noise contribution further comprises: adjusting the second proportional factor according to a driving environment in which the vehicle is located, the driving environment at least including a tunnel and a vehicle passing by; A speaker output signal is calculated according to the feedforward secondary sound channel compensation, the feedback secondary sound channel compensation, the first proportional factor, and the second proportional factor.

7. A vehicle noise reduction system, characterized in that: include: Signal acquisition module, used to collect road noise information, vehicle window status, vehicle speed and interior noise signals; A signal processing module is configured to obtain a corresponding delay state value according to the window state and vehicle speed through a delay estimation method based on offline modeling of the secondary channel, and perform Newton interpolation estimation on the delay state value to obtain secondary channel compensation; After outputting the secondary channel compensation, the feedforward secondary sound channel compensation is calculated based on the road noise information and the interior noise signal collected by the error microphone. The feedback secondary sound channel compensation is calculated based on the interior noise signal collected by the error microphone. Calculating a wind noise contribution to vehicle interior noise based at least on a real-time window opening / closing state and a vehicle speed, and adjusting a first proportional factor according to the wind noise contribution; Calculating a loudspeaker output signal according to the feedforward secondary acoustic channel compensation, the feedback secondary acoustic channel compensation, and the first proportional factor; The delay estimation method using offline modeling of the secondary channel, before obtaining the corresponding delay state value according to the window state and the vehicle speed, includes: Obtain the secondary channel status in the vehicle according to the different vehicle window opening and closing states and different vehicle speeds, calculate the corresponding offline secondary channel delay state value, and save the delay state value corresponding to different window opening and closing states and vehicle speeds; The signal output module is used to output the speaker signal.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the steps of the vehicle noise reduction method according to any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed, the steps of the vehicle noise reduction method according to any one of claims 1 to 6 are implemented.

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