Method, device, equipment and medium for regulating in-vehicle sound quality

Abstract

The application discloses a kind of in-vehicle sound quality regulation method, device, equipment and medium, belong to vehicle technical field.The method includes: obtaining the ideal sound signal in vehicle, actual sound signal, the vibration signal of vehicle and the transfer function of secondary path, the secondary path is the transfer path of sound signal acquisition device to sound emitting device;The actual sound signal is subtracted from the ideal sound signal, and an error signal is obtained;According to the error signal, the vibration signal and the transfer function, the regulation signal of in-vehicle sound quality is determined, and the regulation signal is input into the vehicle, so that the actual sound signal in the vehicle is close to the ideal sound signal.The method according to the error signal of actual sound signal minus ideal sound signal determines the regulation signal of in-vehicle sound quality, can make the actual sound signal in the vehicle close to the ideal sound signal, let the sound effect in vehicle reach the most ideal state, to improve the sound quality in vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method, apparatus, device, and medium for controlling the sound quality inside a vehicle. Background Technology

[0002] During vehicle development, NVH (Noise, Vibration, and Harshness) performance is a crucial aspect of overall vehicle performance, with vehicle sound quality being a key area for NVH control. Over the years, major OEMs and R&D institutions have conducted extensive research on reducing in-vehicle sound pressure levels through vibration reduction, sound absorption, and sound insulation.

[0003] In existing technologies, in-vehicle sound signals are collected at a test track during vehicle operation. When the vehicle is in use, specific frequency signals from the in-vehicle sound signals collected at the test track are eliminated to improve the sound quality inside the vehicle. However, while eliminating only specific frequency signals from the in-vehicle sound signals can achieve a certain noise reduction effect, the overall effect on controlling the sound quality inside the vehicle is not good. Summary of the Invention

[0004] In view of the above problems, the present invention is proposed to provide a method, device, equipment and medium for controlling the in-vehicle sound quality to solve the above problems. The difference between the ideal sound signal and the actual sound signal in the vehicle can be used as an error signal. Based on the error signal, a control signal for controlling the in-vehicle sound quality can be determined. The control signal is superimposed on the original sound signal in the vehicle so that the actual sound signal in the vehicle is close to the ideal sound signal, so that the sound effect in the vehicle reaches the most ideal state, thereby improving the sound quality in the vehicle.

[0005] In a first aspect, the present invention provides a method for controlling the sound quality inside a vehicle, the method comprising:

[0006] The ideal sound signal, the actual sound signal, the vibration signal of the vehicle, and the transfer function of the secondary path are obtained. The secondary path is the transmission path from the sound amplifier to the sound signal acquisition device.

[0007] The error signal is obtained by subtracting the ideal sound signal from the actual sound signal;

[0008] Based on the error signal, the vibration signal, and the transfer function, a control signal for the in-vehicle sound quality is determined, and the control signal is input into the vehicle to make the actual sound signal inside the vehicle approach the ideal sound signal.

[0009] Optionally, acquiring the ideal sound signal inside the vehicle includes:

[0010] Acquire the original sound signals from inside the vehicle;

[0011] The original sound signal is decomposed into multiple sub-band original signals, and the amplitude adjustment gain of each sub-band original signal is determined.

[0012] The amplitude of each sub-band original signal is adjusted according to the corresponding adjustment gain to obtain the ideal sub-band sound signal;

[0013] The ideal sound signals of each sub-band are synthesized to obtain the ideal sound signal of the entire frequency band.

[0014] Optionally, determining the in-vehicle sound quality control signal based on the error signal, the vibration signal, and the transfer function includes:

[0015] The reference signal is obtained by convolving the vibration signal and the transfer function.

[0016] The reference signal and the error signal are respectively decomposed into a sub-band reference signal and a sub-band error signal with the same number of sub-band original signals, the same bandwidth, and the same frequency range;

[0017] The filtering weight coefficients of each sub-band are determined based on each sub-band reference signal and the corresponding sub-band error signal;

[0018] The filter weight coefficients of the entire frequency band are determined based on the filter weight coefficients of each sub-band.

[0019] The control signal for the in-vehicle sound quality is determined based on the filter weight coefficients and the vibration signal.

[0020] Optionally, determining the filter weight coefficients of the entire frequency band based on the filter weight coefficients of each sub-band includes:

[0021] Perform a Fourier transform on the filter weight coefficients of each sub-band to obtain the frequency domain filter weight coefficients of each sub-band;

[0022] The frequency domain filter weight coefficients of each sub-band are stacked in the frequency domain to obtain the filter weight coefficients of the full frequency band in the frequency domain;

[0023] The filter weight coefficients of the full frequency band in the frequency domain are obtained by performing an inverse Fourier transform on the filter weight coefficients of the full frequency band in the time domain.

[0024] Optionally, determining the control signal for the in-vehicle sound quality based on the filter weight coefficients and the vibration signal includes:

[0025] The control signal is obtained by convolving the vibration signal with the filter weight coefficients.

[0026] The control signal is used to generate the adjustment signal for the in-vehicle sound quality.

[0027] Optionally, the method further includes:

[0028] Calculate the first difference between the sound pressure level of the original sound signal and the sound pressure level of the ideal sound signal;

[0029] Calculate the second difference between the sound pressure level of the original signal of each sub-band and the sound pressure level of the corresponding ideal sound signal of the sub-band;

[0030] The filtering order of each sub-band is determined based on the first difference and the second difference.

[0031] Optionally, determining the filter order of each sub-band based on the first difference and the second difference includes:

[0032] The filter order for each sub-band is determined using the following formula:

[0033]

[0034] Where, N i ΔSPL represents the filter order of the i-th sub-band. d0i-di ΔSPL represents the i-th second difference. d0-d The first difference is represented by N, and N represents the filter order of the full-band filter.

[0035] Secondly, the present invention provides a device for regulating the sound quality inside a vehicle, the device comprising:

[0036] The acquisition module is used to acquire the ideal sound signal, the actual sound signal, the vibration signal of the vehicle, and the transfer function of the secondary path, wherein the secondary path is the transmission path from the sound amplifier to the sound signal acquisition device.

[0037] The first determining module is used to subtract the ideal sound signal from the actual sound signal to obtain an error signal;

[0038] The second determining module is used to determine the adjustment signal of the in-vehicle sound quality based on the error signal, the vibration signal and the transfer function, and input the adjustment signal into the vehicle so that the actual sound signal in the vehicle is close to the ideal sound signal.

[0039] Optionally, the acquisition module is also used for:

[0040] Acquire the original sound signals from inside the vehicle;

[0041] The original sound signal is decomposed into multiple sub-band original signals, and the amplitude adjustment gain of each sub-band original signal is determined.

[0042] The amplitude of each sub-band original signal is adjusted according to the corresponding adjustment gain to obtain the ideal sub-band sound signal;

[0043] The ideal sound signals of each sub-band are synthesized to obtain the ideal sound signal of the entire frequency band.

[0044] Optionally, the second determining module also includes:

[0045] A calculation unit is used to calculate the convolution of the vibration signal and the transfer function to obtain a reference signal;

[0046] The decomposition unit is used to decompose the reference signal and the error signal into a sub-band reference signal and a sub-band error signal, which have the same number of sub-band original signals, the same bandwidth, and the same frequency range;

[0047] The first determining unit is configured to determine the filtering weight coefficients of each sub-band based on each sub-band reference signal and the corresponding sub-band error signal;

[0048] The second determining unit is used to determine the filtering weight coefficients of the entire frequency band based on the filtering weight coefficients of each sub-band;

[0049] The third determining unit is used to determine the control signal for the in-vehicle sound quality based on the filter weight coefficients and the vibration signal.

[0050] Optionally, the second determining unit is also used for:

[0051] Perform a Fourier transform on the filter weight coefficients of each sub-band to obtain the frequency domain filter weight coefficients of each sub-band;

[0052] The frequency domain filter weight coefficients of each sub-band are stacked in the frequency domain to obtain the filter weight coefficients of the full frequency band in the frequency domain;

[0053] The filter weight coefficients of the full frequency band in the frequency domain are obtained by performing an inverse Fourier transform on the filter weight coefficients of the full frequency band in the time domain.

[0054] Optionally, the third determining unit is used for:

[0055] The control signal is obtained by convolving the vibration signal with the filter weight coefficients.

[0056] The control signal is used to generate the adjustment signal for the in-vehicle sound quality.

[0057] Optionally, the device also includes:

[0058] The first calculation module is used to calculate a first difference between the sound pressure level of the original sound signal and the sound pressure level of the ideal sound signal;

[0059] The second calculation module is used to calculate the second difference between the sound pressure level of the original signal of each sub-band and the sound pressure level of the corresponding ideal sound signal of the sub-band;

[0060] The third determining module is used to determine the filtering order of each sub-band based on the first difference and the second difference.

[0061] Optionally, the third determining module is also used for:

[0062] The filter order for each sub-band is determined using the following formula:

[0063]

[0064] Where, N i ΔSPL represents the filter order of the i-th sub-band. d0i-di ΔSPL represents the i-th second difference. d0-d The first difference is represented by N, and N represents the filter order of the full-band filter.

[0065] Thirdly, the present invention provides an electronic device comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method as described in the first aspect.

[0066] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing the computer to perform the method as described in the first aspect.

[0067] The technical solutions provided in the embodiments of the present invention have at least the following technical effects or advantages:

[0068] This invention provides a method, apparatus, device, and medium for controlling in-vehicle sound quality. The method involves first acquiring an ideal sound signal, an actual sound signal, a vehicle vibration signal, and a transfer function of a secondary path within the vehicle. The ideal sound signal is the sound signal at which the in-vehicle sound effect is optimal, and the secondary path is the transmission path from the sound amplifier to the sound signal acquisition device. The ideal sound signal is subtracted from the actual sound signal to obtain an error signal. Based on the error signal, the vibration signal, and the transfer function, a control signal for controlling the in-vehicle sound quality is determined and input into the vehicle to make the actual sound signal in the vehicle approach the ideal sound signal. This method uses the difference between the ideal and actual sound signals as the error signal. Based on this error signal, a control signal for adjusting the in-vehicle sound quality can be determined. The control signal is superimposed on the original in-vehicle sound signal to make the actual sound signal in the vehicle approach the ideal sound signal, achieving the optimal in-vehicle sound effect and thus improving the in-vehicle sound quality.

[0069] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0070] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0071] Figure 1 This is a flowchart of a method for controlling in-vehicle sound quality according to an embodiment of the present invention;

[0072] Figure 2 This is an algorithm diagram of a method for controlling in-vehicle sound quality provided in an embodiment of the present invention;

[0073] Figure 3 This is a spectrum diagram of an in-vehicle sound signal provided in an embodiment of the present invention;

[0074] Figure 4 This is a structural block diagram of an in-vehicle sound quality control device provided in an embodiment of the present invention. Detailed Implementation

[0075] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0076] Figure 1This is a flowchart of a method for controlling in-vehicle sound quality according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes:

[0077] Step S110: Obtain the ideal sound signal, the actual sound signal, the vehicle vibration signal, and the transfer function of the secondary path inside the vehicle.

[0078] The secondary path is the transmission path from the audio amplifier to the sound signal acquisition device. The audio amplifier may include a digital-to-analog converter, a power amplifier, and a speaker, while the sound signal acquisition device may be a microphone.

[0079] In this embodiment, the transfer function of the secondary path can be determined based on the initial sound signal and the sound signal collected by the microphone after the initial sound signal is played through the speaker by the digital-to-analog converter and power amplifier. The vibration signal x(n) of the vehicle can be collected by a vibration sensor, and the actual sound signal d′(n) inside the vehicle can be collected by a sound signal acquisition device.

[0080] In this embodiment, the ideal sound signal inside the vehicle is the sound signal when the sound effect inside the vehicle is at its best. This ideal sound signal does not contain any frequency bands with noise (such as low-frequency ear pressure or high-frequency hissing) or excessively low volume (such as missing mid-frequency). The sound of each frequency is balanced and will not cause an unpleasant feeling.

[0081] Optionally, step S110 includes:

[0082] Acquire the original sound signal inside the vehicle; decompose the original sound signal into multiple sub-band original signals and determine the adjustment gain of the amplitude of each sub-band original signal; adjust the amplitude of each sub-band original signal according to the corresponding adjustment gain to obtain the sub-band ideal sound signal; synthesize each sub-band ideal sound signal to obtain the full-band ideal sound signal.

[0083] Figure 2 This is an algorithm diagram of a method for controlling in-vehicle sound quality provided in an embodiment of the present invention, such as... Figure 2 As shown, the vehicle employing the method of the present invention is equipped with an in-vehicle sound quality control system, which includes an ideal sound signal design device 1 and an in-vehicle sound quality control device 2. The ideal sound signal design device 1 is used to generate an ideal sound signal, and the in-vehicle sound quality control device 2 is used to generate a control signal.

[0084] When the ideal sound signal design device 1 is activated, the in-vehicle sound quality control device 2 can remain deactivated. Specifically, the control switch S1 is first set to position ①, and the original in-vehicle sound signal d0(n) is input into the ideal sound signal design device 1. The first bandpass filter group 3 in the ideal sound signal design device 1 decomposes the original sound signal d0(n) into m (m is an even number) sub-band signals, i.e., m sub-band original signals d 0i (n). By analyzing the original signal d of each sub-band 0i The analysis of (n) and the amplitude requirements of different frequency bands for comfortable and pleasant sound are discussed, and the original signal d of each sub-band is analyzed separately. 0i The gain of (n) is adjusted, and the original subband signal d is adjusted. 0i (n) Resynthesize the full-band sound signal, i.e., the ideal sound signal d(n).

[0085] In this embodiment, the switch S2 can also be connected to position ① to push the ideal sound signal d(n) to the in-vehicle speaker, and listen to the sound through the in-vehicle speaker until a satisfactory full-band ideal sound signal d(n) is obtained, while keeping the adjustment gain of the sub-band unchanged.

[0086] Figure 3 This is a spectrum diagram of an in-vehicle sound signal provided in an embodiment of the present invention, such as... Figure 2 As shown, the original in-vehicle sound signal d0(n) is adjusted to obtain the ideal sound signal d(n), and the sound of each frequency of the ideal sound signal d(n) is balanced.

[0087] In this embodiment, the ideal sound signal d(n) does not need to be changed after it is generated. However, considering the changes in the vehicle's driving environment, different ideal sound signals d(n) can be determined according to different driving conditions. That is, the original sound signals d0(n) under different driving conditions are processed in the same way to obtain the ideal sound signals d(n) under different driving conditions.

[0088] The original sound signal d0(n) inside the vehicle refers to the sound signal without any sound quality adjustment, that is, the sound signal when no active control is exercised over the sound inside the vehicle. The actual sound signal inside the vehicle is obtained by superimposing the original sound signal d0(n) with the sound quality adjustment signal. Therefore, by superimposing the adjustment signal from the previous adjustment with the previous actual sound signal inside the vehicle, the original sound signal d0(n) inside the vehicle can be reconstructed.

[0089] Step S120: Subtract the ideal sound signal from the actual sound signal to obtain the error signal.

[0090] In this embodiment, the target sound signal to be controlled is the ideal sound signal d(n). Therefore, the error signal e(n) is obtained by subtracting the ideal sound signal d(n) from the actual sound signal d′(n), that is, e(n) = d′(n) - d(n). The error signal e(n) is used as the control parameter. That is, when the error signal e(n) approaches 0, the actual sound inside the car reaches the designed ideal sound.

[0091] Step S130: Based on the error signal, vibration signal and transfer function, determine the control signal for the in-vehicle sound quality, and input the control signal into the vehicle so that the actual sound signal in the vehicle is close to the ideal sound signal.

[0092] Optionally, step S130 includes:

[0093] The first step is to calculate the convolution of the vibration signal and the transfer function to obtain the reference signal.

[0094] This can be understood as a filter that inputs the vibration signal x(n) into the secondary path. Then, the reference signal x′(n) is output, i.e.

[0095] The second step is to decompose the reference signal and the error signal into sub-band reference signals and sub-band error signals, which have the same number of sub-band original signals, the same bandwidth, and the same frequency range.

[0096] This can be understood as, for example Figure 2 As shown, the reference signal x′(n) is decomposed into m sub-band reference signals x′ by the second bandpass filter bank 4. i (n), where i = 0, 1, 2…m-1. The error signal e(n) is decomposed into m sub-band error signals e through the third bandpass filter bank 5. i (n), sub-band reference signal x′ i (n) and sub-band error signal e i The bandwidth and frequency range of (n) correspond one-to-one with the original subband signal d. 0i The same as (n).

[0097] The third step is to determine the filtering weight coefficients for each sub-band based on the reference signal and the corresponding sub-band error signal for each sub-band.

[0098] In this embodiment, the sub-band reference signal x′ i (n) corresponds to the sub-band error signal e i (n) After downsampling, the input is optimized in the adaptive control filter of each sub-band. The Normalized Least Mean Square (NLMS) algorithm is used to solve for the filter weight coefficient W of each sub-band. i (n).

[0099] The filtering weight coefficients of the subband can be obtained using formula (1):

[0100]

[0101] Among them, W i (n+1) represents the filter weight coefficient of the i-th sub-band at the current time, W i (n) represents the filter weight coefficient of the i-th sub-band at the previous time step, x′ i (n) represents the i-th sub-band reference signal, x′ i (n) T e represents the transpose of the i-th sub-band reference signal. i (n) represents the error signal of the i-th subband, α represents the convergence factor, and β represents a constant.

[0102] Step 4: Determine the filtering weight coefficients for the entire frequency band based on the filtering weight coefficients of each sub-band.

[0103] In this embodiment, considering that the vibration signal x(n), the error signal e(n), and the final output control signal are all time-domain signals, if they are all transformed to the frequency domain for processing, the amount of computation will be very large, wasting computing power and affecting the control effect; however, the weight coefficients of the sub-band filter are stacked into the weight coefficients of a full-band filter, and then transformed to the time domain, only one filter is needed, which will reduce the amount of computation and hardware requirements.

[0104] Optional, the fourth step includes:

[0105] Perform a Fourier transform on the filtering weight coefficients of each sub-band to obtain the frequency domain filtering weight coefficients of each sub-band; stack the frequency domain filtering weight coefficients of each sub-band in the frequency domain to obtain the filtering weight coefficients of the entire frequency band; perform an inverse Fourier transform on the filtering weight coefficients of the entire frequency band in the frequency domain to obtain the filtering weight coefficients of the entire time band.

[0106] This can be understood as the filtering weight coefficients W for each sub-band adaptive filter. i (n) Perform a multi-point Fourier transform (FFT) on the filter weights W of the subband adaptive filter. i (n) Transformation from the time domain to the frequency domain W i (z), i.e. W i (z)=FFT(W i (n)). The filter weights W of the subband adaptive filter in the frequency domain. i Stacking (z) yields the filter weight coefficients W(z) of the full-band adaptive filter in the frequency domain, i.e. Finally, the inverse Fourier transform (IFFT) is performed on the filter weight coefficients W(z) of the full-band adaptive filter in the frequency domain to obtain the filter weight coefficients W(n) of the full-band adaptive filter in the time domain, i.e., W(n) = IFFT(W(z)).

[0107] Optionally, the method also includes:

[0108] Step 1: Calculate the first difference between the sound pressure level of the original sound signal and the sound pressure level of the ideal sound signal.

[0109] Step 2: Calculate the second difference between the sound pressure level of the original signal in each sub-band and the sound pressure level of the corresponding ideal sound signal in the sub-band.

[0110] Step 3: Determine the filtering order of each sub-band based on the first and second differences.

[0111] Optionally, step three includes:

[0112] The filter order for each sub-band is determined using the following formula:

[0113]

[0114] Where, N i ΔSPL represents the filter order of the i-th sub-band. d0i-di Let ΔSPL represent the i-th second difference. d0-d This represents the first difference, and N represents the filter order of the full-band filter.

[0115] This can be understood as calculating the sound pressure level (SPL) of the original sound signal d0(n) inside the vehicle. d0 The sound pressure level (SPL) of the ideal sound signal d(n) for optimal in-car sound effect d The difference between them is used to obtain the first difference ΔSPL. d0-d =SPL d0 -SPL d Calculate the original audio signal d for each sub-band. 0i The sound pressure level (SPL) of (n) d0i and the corresponding sub-band ideal acoustic signal d i The sound pressure level (SPL) of (n) di The difference between them, i.e., the second difference ΔSPL d0i-di =SPL d0i -SPL di Finally, the filtering order of each subband is obtained using formula (2).

[0116] in,

[0117] In this embodiment, N is determined based on the computing power of the in-vehicle sound quality control system. The larger N is, the higher the computing power required. Generally, N is taken as a power of 2 (16, 32, 64, 128, etc.).

[0118] Step 5: Determine the control signal for the in-vehicle sound quality based on the filter weight coefficients and vibration signal.

[0119] Optional, step five includes:

[0120] The control signal is obtained by convolving the vibration signal with the filter weight coefficients; based on the control signal, the in-vehicle sound quality adjustment signal is generated.

[0121] This can be understood as follows: the reference vibration signal x(n) is convolved with the filter weight coefficients W(n) of the full-band adaptive filter in the time domain to obtain the output signal of the filter in the in-vehicle sound quality control module 2, i.e., the control signal u(n) = x(n) * W(n). One path of u(n) passes through a digital-to-analog converter (DA) and a power amplifier (AMP) to drive the in-vehicle speakers to produce sound. The speaker outputs a control signal y(n), which is superimposed on the original in-vehicle sound signal d0(n) to form the actual in-vehicle sound signal d'(n).

[0122] In this embodiment, another path of u(n) passes through the filter of the secondary path. Then, it is superimposed with the actual in-vehicle sound signal d′(n) collected by the microphone to reconstruct the original in-vehicle sound signal d′0(n), which is used to generate the ideal in-vehicle sound signal d(n) in real time.

[0123] Based on the same inventive concept, embodiments of the present invention also provide a device for adjusting in-vehicle sound quality. Figure 4 This is a structural block diagram of an in-vehicle sound quality control device provided in an embodiment of the present invention, as shown below. Figure 4 As shown, the device 400 includes an acquisition module 410, a first determination module 420, and a second determination module 430.

[0124] The acquisition module 410 is used to acquire the ideal sound signal, the actual sound signal, the vibration signal of the vehicle, and the transfer function of the secondary path, wherein the secondary path is the transmission path from the sound amplifier to the sound signal acquisition device.

[0125] The first determining module 420 is used to subtract the ideal sound signal from the actual sound signal to obtain an error signal;

[0126] The second determining module 430 is used to determine the adjustment signal of the in-vehicle sound quality based on the error signal, the vibration signal and the transfer function, and input the adjustment signal into the vehicle so that the actual sound signal in the vehicle is close to the ideal sound signal.

[0127] Optionally, the acquisition module 410 is also used for:

[0128] Acquire the original sound signals from inside the vehicle;

[0129] The original audio signal is decomposed into multiple sub-band original signals, and the amplitude adjustment gain of each sub-band original signal is determined.

[0130] The amplitude of the original signal of each sub-band is adjusted according to the corresponding adjustment gain to obtain the ideal sound signal of the sub-band;

[0131] The ideal sound signals of each sub-band are synthesized to obtain the ideal sound signal of the entire frequency band.

[0132] Optionally, the second determining module 430 further includes:

[0133] The computing unit is used to calculate the convolution of the vibration signal and the transfer function to obtain the reference signal;

[0134] The decomposition unit is used to decompose the reference signal and the error signal into subband reference signals and subband error signals with the same number of subband original signals, the same bandwidth, and the same frequency range;

[0135] The first determining unit is used to determine the filtering weight coefficients of each sub-band based on the reference signal of each sub-band and the corresponding sub-band error signal;

[0136] The second determining unit is used to determine the filtering weight coefficients of the entire frequency band based on the filtering weight coefficients of each sub-band;

[0137] The third determining unit is used to determine the control signal for the in-vehicle sound quality based on the filter weight coefficients and the vibration signal.

[0138] Optionally, the second determining unit is also used for:

[0139] Perform a Fourier transform on the filter weight coefficients of each sub-band to obtain the frequency domain filter weight coefficients of each sub-band;

[0140] The frequency domain filtering weight coefficients of each sub-band are stacked in the frequency domain to obtain the full-band filtering weight coefficients in the frequency domain.

[0141] Perform an inverse Fourier transform on the full-band filter weight coefficients in the frequency domain to obtain the full-band filter weight coefficients in the time domain.

[0142] Optionally, the third determining unit is used for:

[0143] The control signal is obtained by convolving the vibration signal with the filter weight coefficients.

[0144] Based on the control signal, an adjustment signal for the in-vehicle sound quality is generated.

[0145] Optionally, device 400 also includes:

[0146] The first calculation module is used to calculate the first difference between the sound pressure level of the original sound signal and the sound pressure level of the ideal sound signal;

[0147] The second calculation module is used to calculate the second difference between the sound pressure level of the original signal of each sub-band and the sound pressure level of the corresponding ideal sound signal of the sub-band;

[0148] The third determining module is used to determine the filtering order of each sub-band based on the first difference and the second difference.

[0149] Optionally, the third determining module is also used for:

[0150] The filter order for each sub-band is determined using the following formula:

[0151]

[0152] Where, N i ΔSPL represents the filter order of the i-th sub-band. d0i-di Let ΔSPL represent the i-th second difference. d0-d This represents the first difference, and N represents the filter order of the full-band filter.

[0153] It is understood that the device provided in the above embodiments is only illustrated by the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0154] This invention also provides an electronic device that may include a processor and a memory, wherein the processor and the memory may be interconnected via a bus or other means.

[0155] The processor may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0156] Memory may include mass storage for data or instructions. For example, and not limitingly, memory may include hard disk drives (HDDs), floppy disk drives, flash memory, optical disks, magneto-optical disks, magnetic tape, or Universal Serial Bus (USB) drives, or combinations of two or more of these. Where appropriate, memory may include removable or non-removable (or fixed) media. Where appropriate, memory may be internal or external to an electronic device. In a particular embodiment, memory may be non-volatile solid-state memory.

[0157] In one instance, the memory may be read-only memory (ROM). In one instance, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically rewritable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0158] The processor reads and executes computer program instructions stored in the memory to implement any of the in-vehicle sound quality control methods described in the above embodiments.

[0159] In one example, the electronic device may further include a communication interface and a bus. The processor, memory, and communication interface are connected via the bus to communicate with each other. The communication interface is primarily used to enable communication between the various modules, devices, units, and / or equipment in the embodiments of this application. Where appropriate, the bus may include one or more buses.

[0160] Furthermore, in conjunction with the in-vehicle sound quality control methods described in the above embodiments, this invention can be implemented using a computer-readable storage medium. This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the in-vehicle sound quality control methods described in the above embodiments.

[0161] The technical solutions described in the embodiments of this application have at least the following technical effects or advantages:

[0162] This invention provides a method, apparatus, device, and medium for controlling in-vehicle sound quality. The method involves first acquiring an ideal sound signal, an actual sound signal, a vehicle vibration signal, and a transfer function of a secondary path within the vehicle. The ideal sound signal is the sound signal at which the in-vehicle sound effect is optimal, and the secondary path is the transmission path from the sound amplifier to the sound signal acquisition device. The ideal sound signal is subtracted from the actual sound signal to obtain an error signal. Based on the error signal, the vibration signal, and the transfer function, a control signal for controlling the in-vehicle sound quality is determined and input into the vehicle to make the actual sound signal in the vehicle approach the ideal sound signal. This method uses the difference between the ideal and actual sound signals as the error signal. Based on this error signal, a control signal for adjusting the in-vehicle sound quality can be determined. The control signal is superimposed on the original in-vehicle sound signal to make the actual sound signal in the vehicle approach the ideal sound signal, achieving the optimal in-vehicle sound effect and thus improving the in-vehicle sound quality.

[0163] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0164] Similarly, it should be understood that, in order to simplify this disclosure and aid in understanding one or more of the various aspects of the invention, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this method of disclosure should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the following claims, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into this detailed description, wherein each claim itself is a separate embodiment of the invention.

[0165] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of components or steps not listed in the claims. The word "a" or "an" preceding a component does not exclude the presence of a plurality of such components. The invention can be implemented by means of hardware comprising several different components and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

Claims

1. A method for controlling in-vehicle sound quality, characterized in that, The method includes: The ideal sound signal, the actual sound signal, the vehicle vibration signal, and the transfer function of the secondary path are acquired. The secondary path is the transmission path from the sound amplifier to the sound signal acquisition device. Different ideal sound signals are determined according to different driving conditions of the vehicle. The error signal is obtained by subtracting the ideal sound signal from the actual sound signal; Based on the error signal, the vibration signal, and the transfer function, a control signal for the in-vehicle sound quality is determined, and the control signal is input into the vehicle to make the actual sound signal inside the vehicle approach the ideal sound signal. The acquisition of the ideal sound signal inside the vehicle includes: Acquire the original sound signals from inside the vehicle; The original sound signal is decomposed into multiple sub-band original signals, and the amplitude adjustment gain of each sub-band original signal is determined. The amplitude of each sub-band original signal is adjusted according to the corresponding adjustment gain to obtain the ideal sub-band sound signal; The ideal sound signals of each sub-band are combined to obtain the ideal sound signal of the entire frequency band; The step of determining the control signal for in-vehicle sound quality based on the error signal, the vibration signal, and the transfer function includes: The reference signal is obtained by convolving the vibration signal and the transfer function. The reference signal and the error signal are respectively decomposed into a sub-band reference signal and a sub-band error signal with the same number of sub-band original signals, the same bandwidth, and the same frequency range; The filtering weight coefficients of each sub-band are determined based on each sub-band reference signal and the corresponding sub-band error signal; The filter weight coefficients of the entire frequency band are determined based on the filter weight coefficients of each sub-band. The control signal for the in-vehicle sound quality is determined based on the filter weight coefficients of the full frequency band and the vibration signal.

2. The method for controlling in-vehicle sound quality according to claim 1, characterized in that, Determining the filter weight coefficients of the entire frequency band based on the filter weight coefficients of each sub-band includes: Perform a Fourier transform on the filter weight coefficients of each sub-band to obtain the frequency domain filter weight coefficients of each sub-band; The frequency domain filter weight coefficients of each sub-band are stacked in the frequency domain to obtain the filter weight coefficients of the full frequency band in the frequency domain; The filter weight coefficients of the full frequency band in the frequency domain are subjected to an inverse Fourier transform to obtain the filter weight coefficients of the full frequency band in the time domain.

3. The method for controlling in-vehicle sound quality according to claim 1, characterized in that, The step of determining the control signal for the in-vehicle sound quality based on the filter weight coefficients of the full frequency band and the vibration signal includes: The control signal is obtained by convolving the vibration signal with the filter weight coefficients of the full frequency band. The control signal is used to generate the adjustment signal for the in-vehicle sound quality.

4. The method for controlling in-vehicle sound quality according to claim 1, characterized in that, The method further includes: Calculate the first difference between the sound pressure level of the original sound signal and the sound pressure level of the ideal sound signal; Calculate the second difference between the sound pressure level of the original signal of each sub-band and the sound pressure level of the corresponding ideal sound signal of the sub-band; The filtering order of each sub-band is determined based on the first difference and the second difference.

5. The method for controlling in-vehicle sound quality according to claim 4, characterized in that, Determining the filter order of each sub-band based on the first difference and the second difference includes: The filter order for each sub-band is determined using the following formula: ； in, This represents the filter order of the i-th sub-band. This represents the i-th second difference. The first difference is represented by N, and N represents the filter order of the full-band filter.

6. A device for controlling the sound quality inside a vehicle, characterized in that, The device includes: The acquisition module is used to acquire the ideal sound signal, the actual sound signal, the vehicle vibration signal, and the transfer function of the secondary path, wherein the secondary path is the transmission path from the sound amplifier to the sound signal acquisition device; wherein, different ideal sound signals are determined according to different driving conditions of the vehicle. The first determining module is used to subtract the ideal sound signal from the actual sound signal to obtain an error signal; The second determining module is used to determine the adjustment signal of the in-vehicle sound quality based on the error signal, the vibration signal and the transfer function, and input the adjustment signal into the vehicle so that the actual sound signal in the vehicle is close to the ideal sound signal; The acquisition of the ideal sound signal inside the vehicle includes: Acquire the original sound signals from inside the vehicle; The original sound signal is decomposed into multiple sub-band original signals, and the amplitude adjustment gain of each sub-band original signal is determined. The amplitude of each sub-band original signal is adjusted according to the corresponding adjustment gain to obtain the ideal sub-band sound signal; The ideal sound signals of each sub-band are combined to obtain the ideal sound signal of the entire frequency band; The step of determining the control signal for in-vehicle sound quality based on the error signal, the vibration signal, and the transfer function includes: The reference signal is obtained by convolving the vibration signal and the transfer function. The reference signal and the error signal are respectively decomposed into a sub-band reference signal and a sub-band error signal with the same number of sub-band original signals, the same bandwidth, and the same frequency range; The filtering weight coefficients of each sub-band are determined based on each sub-band reference signal and the corresponding sub-band error signal; The filter weight coefficients of the entire frequency band are determined based on the filter weight coefficients of each sub-band. The control signal for the in-vehicle sound quality is determined based on the filter weight coefficients of the full frequency band and the vibration signal.

7. An electronic device, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to perform the method of any one of claims 1-5.

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